Page 22 - Twin and Turbine September 2017

The truth is, of course, that a two-pilot crew operates very much like the dual, or redundant systems, in an airplane. Not only do we provide a secondary backup, but we load share. Like two electrical busses, two hydraulic systems or two pressurization sources. As it turns out, the load-sharing function is the most used and the one that often times saves our bacon. In single-pilot ops, saving bacon, pancakes or our hiney, is up to us.
Set the Tone
The newest FAA approved terminology for a two-pilot crew is Pilot Flying and Pilot Monitoring (PF and PM). The PF is responsible for the flight path of the aircraft throughout all phases of f light whether accomplished manually or with automation. The PM runs the checklists, the radios, monitors systems, the aircraft f light path and catches things missed by the PF.
Most two-pilot crews trade duties on each leg. Typically, the captain starts the trip and flies the first leg. One rationale for this technique is that the captain
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Pilot Flying
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can then “set the tone” for how the f light will be operated, how checklists will be managed and the general level of professionalism expected while flying (i.e., no reading the newspaper or playing games on the cellphone).
A quote from former NTSB member Dr. John K. Lauber describes one rational for this technique: “There is a fine line separating a relaxed and easy atmosphere in a cockpit from a lax one where distractions can result in critical failures. Professionalism may be described in knowing the difference between the two.”
Pilot Monitoring
If flying with two pilots, the PM has a critical role in all phases of flight, but especially during takeoff and landing. Most of the time, from the final approach inbound, we complete our approach and landing visually. At the airlines and in the Duke, 90 percent of all approaches are a vector to intercept the localizer followed by the ILS. At my carrier, company policy dictates that we use all navaids available for the approach whether day, night, VMC or IMC. It’s an excellent policy.
There have been times when I was grateful for the final approach guidance and runway alignment provided by the avionics. We recently completed a trip that included a landing at SFO and MEX (Mexico City). Both airports have closely spaced runways and often poor visibility, which can increase the likelihood of lining up on the wrong runway. With poor visibility, darkness or unfamiliarity with the airport, it’s not difficult to make a runway alignment error. Use of all tools, including navaids such as the localizer or RNAV course, visual references such as the approach lighting system and PAPI, and timely assistance from the PM will help to avoid becoming “one that has” by lining up, andpotentiallylanding(àla HanSolo) on the wrong surface.
I fly with FO’s that like to hand-fly the jet, and I understand: It’s fun, satisfying and a fine way to keep your crosscheck and hand-eye coordination sharp. But from my left-seat perspective, use of the autopilot allows more diligent monitoring of the aircraft path and systems. And as an airline captain, I have a half-dozen other esoteric “systems” to monitor and manage such as passenger and crew issues as well as the airlines schedule.