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competent with taxi instructions. I
was distracted in the cockpit. He
taxied onto the active runway…! I
then realized that this student
understood very little of what was
being said. I [took] the English
language for granted. Never
again.” (# 256111)
Even more common, and more distressing
to many instructors, was the
realization that they had placed too
high an expectation on a student’s
performance. Sometimes this resulted
in a costly incident due to loss of aircraft
control.
✍ “I was giving a Commercial SEL/MEL
instrument rated pilot a…biennial flight
review. The pilot had over 700 hours of
total time. In flight he did everything
above commercial pilot standards and
had a good handle on the aircraft. I
brought the throttle to idle to simulate
engine failure. The pilot set up for a
landing…As we neared the ground…I noticed
the tailwind. We touched down…the
grass was slick…the airplane
swerved…the wingtip contacted the
ground and the nose cowling came to rest
against a small pine tree. The pilot was
doing an excellent job and my guard was
down compared to someone not so proficient…”
(# 258389)
12 Issue Number 7
Communication
Someone Else’s Fault ?
As often happens, a few pilots
blamed ATC for its “failure” to provide
advisories. Fortunately, however, more
than a third of the reporters recognized
their own unwarranted reliance
on ATC advisories as a contributing
factor to the reported incident:
✍ “I should have been more vigilant
outside [the aircraft] instead of being totally
absorbed with my student’s approach.
I probably was lulled into a false
sense of security by hearing from FSS that
there was no reported traffic in the area”
(# 144724)
And in another report:
✍ “Too much reliance is placed on…ATC
for collision avoidance and traffic advisories
in a VFR environment. The [other] instructor
said he never saw us and that ATC
never called [us as] traffic ahead. Lack of
understanding of ATC’s responsibility by
the [other instructor] contributed to the near
miss.” (# 158566)
Is Anybody Listening…?
Sometimes pilots forget that controllers
can have their hands full, too.
The only report by ATC personnel was
from this controller frantically trying
prevent a midair collision:
✍ “I issued expeditious turn and climb
to [light aircraft] X. There was no reply. I
then issued traffic alert [and descent] to
[light aircraft] Y, who continued
climbing…There was no reply from either
aircraft. [Follow-up] phone conversations
with both pilots revealed that [light aircraft]
X was being flown with a student
and instructor. The instructor apparently
was ‘busy’ in the cockpit. [Light aircraft]
Y apparently thought the climb
clearance…was for him.” (# 166851)
The Team Approach
Who’s In Charge Here?
Usually rank provides a fairly clear
delineation of who does what in a
multi-person cockpit. The addition of
some Crew Resource Management
(CRM) skills encourages cooperation
and assertiveness among the crewmembers,
and a safe flight results.
However, there can be a gray area of
responsibilities and of delegation of
authority when, for example, a captain
is in a “trainee” position being
given a line check by the company
check pilot who is acting as first officer
(F/O) for the flight. The reversal of
roles may lead to an incorrect assumption
that the “other” pilot has control
of the aircraft, has programmed a
flight computer, or is making a crucial
decision about the flight.
✍ “Aircraft began to show significant
oil loss. The Captain chose to continue to
operate the aircraft as if there was not a
problem. He made no contact with the
company and made no plans for a precautionary
landing. My role as F/O and
check airman giving a regular line check
created a conflict as I began to question
the appropriateness of the Captain’s judgment.
In the future, when giving line
checks, I will do it from the observer’s seat.
This will give the Captain the benefit of a
complete crew without conflicting agendas.
It will also provide me a single role to better
evaluate the crew.” (# 163040)
And in another report:
✍ “[On approach] the right hydraulic
　
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