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• Emotional pressure associated with acknowledging that skill and experience levels may be lower than a pilot would like them to be. Pride can be a powerful external factor!
Managing External Pressures
Management of external pressure is the single most important key to risk management because it is the one risk factor category that can cause a pilot to ignore all the other risk factors. External pressures put time-related pressure on the pilot and figure into a majority of accidents.
The use of personal standard operating procedures (SOPs) is one way to manage external pressures. The goal is to supply a release for the external pressures of a flight. These procedures include but are not limited to:
• Allow time on a trip for an extra fuel stop or to make an unexpected landing because of weather.
• Have alternate plans for a late arrival or make backup airline reservations for must-be-there trips.
• For really important trips, plan to leave early enough so that there would still be time to drive to the destination.
• Advise those who are waiting at the destination that the arrival may be delayed. Know how to notify them when delays are encountered.
• Manage passengers’ expectations. Make sure passengers know that they might not arrive on a firm schedule, and if they must arrive by a certain time, they should make alternative plans.
• Eliminate pressure to return home, even on a casual day flight, by carrying a small overnight kit containing prescriptions, contact lens solutions, toiletries, or other necessities on every flight.
The key to managing external pressure is to be ready for and accept delays. Remember that people get delayed when traveling on airlines, driving a car, or taking a bus. The pilot’s goal is to manage risk, not create hazards. [Figure 17-6]
Airport
• What lights are available at the destination and alternate airports? VASI/PAPI or ILS glideslope guidance? Is the terminal airport equipped with them? Are they working? Will the pilot need to use the radio to activate the airport lights?
• Check the Notices to Airmen (NOTAMS) for closed runways or airports. Look for runway or beacon lights out, nearby towers, etc.
• Choose the flight route wisely. An engine failure gives the nearby airports supreme importance.
• Are there shorter or obstructed fields at the destination amd/or alternate airports?
Airspace
• If the trip is over remote areas, are appropriate clothing, water, and survival gear onboard in the event of a forced landing?
• If the trip includes flying over water or unpopulated areas with the chance of losing visual reference to the horizon, the pilot must be prepared to fly IFR.
• Check the airspace and any temporary flight restriction (TFRs) along the route of flight.
Nighttime
Night flying requires special consideration.
• If the trip includes flying at night over water or unpopulated areas with the chance of losing visual reference to the horizon, the pilot must be prepared to fly IFR.
• Will the flight conditions allow a safe emergency landing at night?
• Preflight all aircraft lights, interior and exterior, for a night flight. Carry at least two flashlights—one for exterior preflight and a smaller one that can be dimmed and kept nearby.
E = External Pressures
External pressures are influences external to the flight that create a sense of pressure to complete a flight—often at the expense of safety. Factors that can be external pressures include the following:
• Someone waiting at the airport for the flight’s arrival.
• A passenger the pilot does not want to disappoint.
• The desire to demonstrate pilot qualifications.
17-10
A pilot must continually make decisions about competency,
condition of health, mental and emotional state, level of fatigue, and many other variables. For example, a pilot may be called early in the morning to make a long flight. If a pilot has had only a few hours of sleep and is concerned that the congestion being experienced could be the onset of a cold, it would be prudent to consider if the flight could be accomplished safely.A pilot had only 4 hours of sleep the night before being asked by the boss to fly to a meeting in a city 750 miles away. The reported weather was marginal and not expected to improve. After assessing fitness as a pilot, it was decided that it would not be wise to make the flight. The boss was initially unhappy, but later convinced by the pilot that the risks involved were unacceptable.PilotThis encompasses many elements not pilot or airplane related. It can include such factors as weather, air traffic control, navigational aids (NAVAIDS), terrain, takeoff and landing areas, and surrounding obstacles. Weather is one element that can change drastically over time and distance.A pilot was landing a small airplane just after a heavy jet had departed a parallel runway. The pilot assumed that wake turbulence would not be a problem since landings had been performed under similar circumstances. Due to a combination of prevailing winds and wake turbulence from the heavy jet drifting across the landing runway, the airplane made a hard landing. The pilot made an error when assessing the flight environment.EnvironmentAircraftA pilot will frequently base decisions on the evaluations of the airplane, such as performance, equipment, or airworthiness.During a preflight, a pilot noticed a small amount of oil dripping from the bottom of the cowling. Although the quantity of oil seemed insignificant at the time, the pilot decided to delay the takeoff and have a mechanic check the source of the oil. The pilot’s good judgment was confirmed when the mechanic found that one of the oil cooler hose fittings was loose.External PressuresThe interaction between the pilot, airplane, and the environment is greatly influenced by the purpose of each flight operation. The pilot must evaluate the three previous areas to decide on the desirability of undertaking or continuing the flight as planned. It is worth asking why the flight is being made, how critical is it to maintain the schedule, and is the trip worth the risks?On a ferry flight to deliver an airplane from the factory, in marginal weather conditions, the pilot calculated the groundspeed and determined that the airplane would arrive at the destination with only 10 minutes of fuel remaining. The pilot was determined to keep on schedule by trying to “stretch” the fuel supply instead of landing to refuel. After landing with low fuel state, the pilot realized that this could have easily resulted in an emergency landing in deteriorating weather conditions. This was a chance that was not worth taking to keep the planned schedule.
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Pilot's Handbook of Aeronautical Knowledge航空知识手册3(59)
