Page 4 - Volume 18 Number 3

2 • TWIN & TURBINEMARCH 2014editor’sbriefingFlying can, and often does, require that pilots make up their mind. Coming to a conclusion about the proper action to take is, quite simply, what piloting is all about. During training, I frequently pose the question “what’s the purpose of having a pilot in the aircraft?” Usually, the trainee will say “to control theplane” or “to get it back on the ground.” My elucidation will be “to make decisions”.In the final analysis, that’s all we’re there for. An AFCS can operate the controls, programming the FMS sets up the routing, controllers can clear the flight into their airspace. But, the PIC has to decide when, where and how to execute the flight’s management. Decision-making is our job--our only job. Weighing the nuances of myriad variables is what humans are good at, or at least better at than computers.In aviation, there’s not always a lot of time to make and follow a decision. As a student pilot a half-century ago, I remember dropping into a neighboring airport, just to add it to my list of accomplishments, while on a cross-country trip. As I lined up for my landing, at the last second, I caught a glimpse of tall stakes with cloth flags on them. The runway was marked off for construction! Immediate application of power and rotating into climb attitude pulled me out of danger, and I learned to check NOTAMS and markings better.And so, sometimes, people make mistakes. My first decision, to explore new territory on my own, followed by deciding to shoota landing before I went home, led to having to make a quick decision to rectify my mistake. Deciding wrongly sometimes requires a host of follow-on decisions to clean up the mess. To avoid this, wise pilots ALWAYS have a Plan B to execute, in case the intended result doesn’t develop. Most importantly, they make the decision to follow that plan, in a timely fashion.If a jet touches down too far along the runway, or too fast, the obvious error requires a fast, correct decision; do you stay on the ground or try to go around? Most of the time, the more survivable option is to make every effort to decelerate on the remaining runway. Jets take time to accelerate, time that equates into distance consumed, and an attempt to make a late touch-and- go will likely result in a burning wreck after a 100-knot overrun, rather than just a broken airplane after rolling into the weeds at 25 knots. Unless the touch-and-go is planned in advance, it’s not a good idea to use it when runway length is critical.Extraction from an icing encounter can be another quick- decision moment. You didn’t expect it, but the ice is there, and it has to be dealt with. Do you go up, go down, or turn around? If you had all the anti-stuff turned on, and it’s not doing the job, you’ll need to move fast. Unless you’re on the approach and expect to break out soon, you’ll probably ask for higher, but the decision has to be made quickly.Remember, putting off deciding is actually making a decision. The best snap judgments are those we planned for, just in case.LeRoy Cook. EditorSnap Judgment