Aeronautical Decision-Making

The failed engine is the side that requires no rudder pressure, detecting the problem. In the previous example, the change in this case the right engine. Second, having identified the that occurred was a yaw. failed right engine, the procedure is to feather the right engine and adjust power to maintain descent angle to a landing. Estimate (the Need To React) In the engine-out example, the aircraft yawed right, the pilot However, in this case the pilot feathered the left engine because was on final approach, and the problem warranted a prompt he assumed the engine failure was a left engine failure. During solution. In many cases, overreaction and fixation excludes twin-engine training, the left engine out is emphasized more a safe outcome. For example, what if the cabin door of a than the right engine because the left engine on most light Mooney suddenly opened in flight while the aircraft climbed twins is the critical engine. This is due to multiengine airplanes through 1,500 feet on a clear sunny day? The sudden opening being subject to P-factor, as are single-engine airplanes. would be alarming, but the perceived hazard the open door The descending propeller blade of each engine will produce presents is quickly and effectively assessed as minor. In greater thrust than the ascending blade when the airplane is fact, the door’s opening would not impact safe flight and operated under power and at positive angles of attack. The can almost be disregarded. Most likely, a pilot would return descending propeller blade of the right engine is also a greater to the airport to secure the door after landing. distance from the center of gravity, and therefore has a longer moment arm than the descending propeller blade of the left The pilot flying on a clear day faced with this minor problem engine. As a result, failure of the left engine will result in the may rank the open cabin door as a low risk. What about most asymmetrical thrust (adverse yaw) because the right the pilot on an IFR climb out in IMC conditions with light engine will be providing the remaining thrust. Many twins are intermittent turbulence in rain who is receiving an amended designed with a counter-rotating right engine. With this design, clearance from ATC? The open cabin door now becomes the degree of asymmetrical thrust is the same with either engine a higher risk factor. The problem has not changed, but the inoperative. Neither engine is more critical than the other. perception of risk a pilot assigns it changes because of the multitude of ongoing tasks and the environment. Experience, Since the pilot never executed the first step of identifying discipline, awareness, and knowledge influences how a pilot which engine failed, he feathered the left engine and set the ranks a problem. right engine at zero thrust. This essentially restricted the aircraft to a controlled glide. Upon realizing that he was Choose (a Course of Action) not going to make the runway, the pilot increased power to After the problem has been identified and its impact both engines causing an enormous yaw to the left (the left estimated, the pilot must determine the desirable outcome propeller was feathered) whereupon the aircraft started to turn and choose a course of action. In the case of the multiengine left. In desperation, the instructor closed both throttles and pilot given the simulated failed engine, the desired objective the aircraft hit the ground and was substantially damaged. is to safely land the airplane. This case is interesting because it highlights two particular Identify (Solutions) issues. First, taking action without forethought can be just The pilot formulates a plan that will take him or her to the as dangerous as taking no action at all. In this case, the objective. Sometimes, there may be only one course of action pilot’s actions were incorrect; yet, there was sufficient available. In the case of the engine failure already at 500 time to take the necessary steps to analyze the simulated feet or below, the pilot solves the problem by identifying emergency. The second and more subtle issue is that decisions one or more solutions that lead to a successful outcome. It is made under pressure are sometimes executed based upon important for the pilot not to become fixated on the process limited experience and the actions taken may be incorrect, to the exclusion of making a decision. incomplete, or insufficient to handle the situation. Do (the Necessary Actions) Detect (the Problem) Once pathways to resolution are identified, the pilot selects the Problem detection is the first step in the decision-making most suitable one for the situation. The multiengine pilot given process. It begins with recognizing a change occurred or an the simulated failed engine must now safely land the aircraft. expected change did not occur. A problem is perceived first by the senses and then it is distinguished through insight Evaluate (the Effect of the Action) and experience. These same abilities, as well as an objective analysis of all available information, are used to determine Finally, after implementing a solution, evaluate the decision the nature and severity of the problem. One critical error to see if it was correct. If the action taken does not provide made during the decision-making process is incorrectly the desired results, the process may have to be repeated. 2-20