Too many pilots in the cockpit spoil the landing...

On Thu, 30 Oct 2003 15:25:55 -0500, "Marco Leon"
mleon(at)optonline.net wrote in Message-Id:
:

I KNOW you don't have to be in the left seat to be PIC. OK, here's my
question stated differently, "As PIC, are you responsible for making sure
the person with the other set of controls keeps their hands off the
yoke/stick?" How's that?


That's an interesting question. I hadn't really thought about it
before.

I have been guilty of nudging the controls occasionally when I
perceive something I don't think the PIC has. I would hope someone
would lookout for me the same way should I attempt a maneuver that
places the aircraft outside comfortable limits or the published
performance envelope or recommended parameters. However, it does blur
the responsibility for commanding the flight.

A more professional approach would involve strictly verbal
communication phrases agreed upon before departure. Although, two
pilots each sitting at a set of controls could explicitly agree to
permit each other to provide some control input when they thought it
appropriate and helpful. For example, in a PA28-235 on final, I'll
activate the electric fuel pumps for the PIC if he hasn't gotten
around to it. It seems prudent and helpful. I haven't had any
complaints so far, but it happens very infrequently considering how
seldom I fly as SIC.

I'll have to give it some more thought...


I copied this out of a magazine several years ago when I was often
flying with another pilot:



Cockpit Resource Management


CRM is the effective use of all resources - hardware, software,
leadership, and humanware - to achieve safe and efficient flight
operation.

Don't divide duties as they are on most airlines. There, the
pilot becomes too dependent on a copilot, because the pilot simply
flys the aircraft, while the copilot does everything else - radios,
navigation, checklists, and backing up the pilot as to proper
altitudes and headings.

The CRM philosophy puts the onus on the pilot for communications,
checklists, and decision making. Decisions are based on the concerns
of the less comfortable pilot. The copilot handles navigation,
cross-checks the pilot's communication and navigation frequencies for
an instrument approach, and assures that the altitude requirements are
met at the final approach fix and at minimums. The copilot still has
plenty to do, managing the aircraft's loran, RNAV radio, or handheld
GPS moving map display that is used as a backup. In addition, the
copilot scans for other traffic, keeps a running check on fields in
which to land - just in case - and keeps track of the nearest airport.
The copilot knows s/he is to support and backup the pilot and offer
help in emergency situations.

Pre-takeoff briefing is important for any flight; it can be
abbreviated, however, when another pilot is aboard. It can be as
simple as thinking out loud. If you expect the other pilot to help
with the flight, say so before takeoff. Spend several minutes before
the flight explaining to the non-pilot passenger how to control the
aircraft and how to communicate. Once in the air, spend a few minutes
letting the passenger fly. It is fun for the passenger and gives the
pilot another resource to use in case of a medical emergency.

61.3 says the PIC is responsible for the safe conduct of the flight.


"Larry Dighera" wrote in message
...
On Thu, 30 Oct 2003 15:25:55 -0500, "Marco Leon"
mleon(at)optonline.net wrote in Message-Id:
:

I KNOW you don't have to be in the left seat to be PIC. OK, here's my
question stated differently, "As PIC, are you responsible for making sure
the person with the other set of controls keeps their hands off the
yoke/stick?" How's that?


That's an interesting question. I hadn't really thought about it
before.

I have been guilty of nudging the controls occasionally when I
perceive something I don't think the PIC has. I would hope someone
would lookout for me the same way should I attempt a maneuver that
places the aircraft outside comfortable limits or the published
performance envelope or recommended parameters. However, it does blur
the responsibility for commanding the flight.

A more professional approach would involve strictly verbal
communication phrases agreed upon before departure. Although, two
pilots each sitting at a set of controls could explicitly agree to
permit each other to provide some control input when they thought it
appropriate and helpful. For example, in a PA28-235 on final, I'll
activate the electric fuel pumps for the PIC if he hasn't gotten
around to it. It seems prudent and helpful. I haven't had any
complaints so far, but it happens very infrequently considering how
seldom I fly as SIC.

I'll have to give it some more thought...


I copied this out of a magazine several years ago when I was often
flying with another pilot:



Cockpit Resource Management


CRM is the effective use of all resources - hardware, software,
leadership, and humanware - to achieve safe and efficient flight
operation.

Don't divide duties as they are on most airlines. There, the
pilot becomes too dependent on a copilot, because the pilot simply
flys the aircraft, while the copilot does everything else - radios,
navigation, checklists, and backing up the pilot as to proper
altitudes and headings.

The CRM philosophy puts the onus on the pilot for communications,
checklists, and decision making. Decisions are based on the concerns
of the less comfortable pilot. The copilot handles navigation,
cross-checks the pilot's communication and navigation frequencies for
an instrument approach, and assures that the altitude requirements are
met at the final approach fix and at minimums. The copilot still has
plenty to do, managing the aircraft's loran, RNAV radio, or handheld
GPS moving map display that is used as a backup. In addition, the
copilot scans for other traffic, keeps a running check on fields in
which to land - just in case - and keeps track of the nearest airport.
The copilot knows s/he is to support and backup the pilot and offer
help in emergency situations.

Pre-takeoff briefing is important for any flight; it can be
abbreviated, however, when another pilot is aboard. It can be as
simple as thinking out loud. If you expect the other pilot to help
with the flight, say so before takeoff. Spend several minutes before
the flight explaining to the non-pilot passenger how to control the
aircraft and how to communicate. Once in the air, spend a few minutes
letting the passenger fly. It is fun for the passenger and gives the
pilot another resource to use in case of a medical emergency.