At King Air Academy, we see a wide range of pilots for training: pilots who just passed their multiengine checkride to pilots with thousands of hours in King Airs. Let’s look at what separates the owner-pilot from the professional pilot.
Checklist use
The first differentiator to jump out is checklist use. This truly separates professional pilots from the rest. Pro pilots do not waiver from their use of checklists – ever. It is tempting to relax on checklist use especially when you have flown the plane for thousands of hours, or it’s the third leg of the day. However, if we become complacent, the checklist protects us from making mistakes. How should we approach checklist use? There are three main ways: read and do, flows and memory items.
Read and do: This one is very straightforward: line by line, read each item and do each item. As you learn the plane and checklist, it gets faster and faster to move through each item.
Flows: Airline pilots are taught flows from the start of their training. Working in a crew environment truly shows this method’s advantage. Each pilot performs their flow, and the checklist is then used to verify that those items have been completed. After you gain experience in your aircraft you will develop flows for different phases of flight backed up by a checklist. For example, performing the cockpit preflight setup as a read-and-do checklist takes quite some time, 20 minutes or more when first learning the plane. It can be shortened to two to three minutes using a flow to check the positions of your switches then pulling out the checklist to verify you have not missed any items. This will ultimately save considerable time during preflight. The key to this method is verifying you didn’t miss any items with the checklist.
Memory items: There is not much to say regarding memory items besides memorize them. These items are associated with emergency procedures that need to be completed methodically and accurately when time is of the essence. Every pilot should have the memory items for their plane committed to memory and review them regularly so they don’t fade when you need them the most. When a malfunction occurs, fly the plane, do your memory items and when at a safe altitude and airspeed, pull out the emergency checklist. Read through the bold items in the checklist to verify you didn’t miss a memory item and then start working the rest of the emergency checklist as a read and do.
One last comment about checklists. Many King Air checklists from the factory have not been updated in years. They also will not reflect any modifications on the plane. Please have the most current factory-approved checklist and the appropriate supplements for your specific aircraft. This will ensure you have the most up-to-date, normal, abnormal and emergency checklists available in the cockpit. Remember, the airplane flight manual supplement checklists supersede the factory checklists.
Briefings
Briefing normal operations should be done every time. Briefing emergency situations before they occur is one of the most important things you can do to create a successful outcome to an abnormal or emergency event, especially close to the ground. This is something very few owner pilots perform but all professional pilots do. Don’t neglect to cover what switches and buttons you might use as well as weather conditions you might encounter.
What briefings are needed?
Taxi brief: Brief the expected taxi route using your airport diagram. Both pilots should have the airport diagram displayed even at airports you are very familiar with. When you receive your taxi clearance, write it down and make sure both pilots fully understand the route noting any hot spots or runway crossings.
Takeoff and departure brief: Once you are at the runway, it’s time for the departure brief. Review the entire departure procedure and compare it to your navigation system. Make sure the procedure matches what is programmed. Next is the takeoff brief; it should include, but is not limited to, runway number and length, takeoff distance required, V1 and VR speeds, what you will reject the takeoff for, when you will continue the takeoff, takeoff alternate airports and route to get there if needed.
An example: “This is my takeoff. Prior to 80kts I will reject for any abnormality. Between 80 and V1/R I will reject for engine failure, engine fire or loss of directional control. After V1/R I will treat it as an inflight malfunction. I will return to runway XX or I will divert to XYZ airport, runway XX.” The last part – and arguably one of the most important elements – is asking, “Do you have any questions?” Now is the time to speak up if you have any questions!
Arrival and approach brief: Ideally, the arrival brief should be accomplished prior to starting your descent. Now is the time to review the arrival you have been assigned and verify it is programmed correctly. Make sure you talk about routing, altitude restrictions and how you expect to get from the arrival to the approach (vectors, feeder leg, published heading to join the approach, etc.). Once the arrival has been covered move on to the approach briefing, verify that both pilots are looking at the same approach and that both plates are still valid. Again, make sure the navigation system is programmed correctly. Review the approach plate and make sure you fully understand all aspects of the approach. You can also include the expected runway exit and expected taxi route.
Taxi brief – after landing: The same noted above applies here: write it down, review the airport diagram and follow along while you taxi. If you have any questions or doubts about what ATC asked you to do, ask!
Training
The last topic I want to touch on is training. Insurance companies require annual recurrent training if they are willing to insure the aircraft and its pilots. Professional pilots attend recurrent training at least once every 12 months, often more frequently due to flying multiple aircraft types. Most owner-operators only attend once a year.
The biggest difference we see between the two pilot groups is how well they prepare to come to training. Professionals spend time prior to training reviewing V-speeds, limitations, procedures (especially emergency procedures) and memory items. They have this information committed to memory prior to arriving at training. Many show up with a list of questions they would like answered or questions about why their plane behaved a certain way since the last time they were at training.
It is just as important for owner pilots to prepare prior to initial or recurrent training. Being prepared increases how much can be covered in both the ground school and simulator sessions. While we all know how busy life gets, staying knowledgeable and proficient in your aircraft is extremely important. Consider bringing a list of questions or contact your training provider ahead of time to request certain topics, airports or approaches you would like covered. This will allow you to get the most out of your training.
Use your checklists, do your briefings and go into training with a desire to improve your aviation skills. These simple steps will elevate your performance and increase safety in your aircraft.
Zach Cleaver, a Gold Seal flight instructor since 2009, started teaching in King Airs in 2010. He has worked for King Air Academy in Phoenix, Arizona, since 2013 and flies all models of King Airs.