Page 17 - Volume 14 Number 6

the cause can vary from our inherent nature to not question “authority ” as ATC is made out to be from an early stage in in in in our training to to not wanting to to admit we or our aircraft may not be capable of something This is is not a a a a a trap that only low-time pilots fall into you are just as likely
to see professional pilots in high performance aircraft with the same thought process For example on an an IFR flight plan I I have come to expect and know particular descent clearances on routes I fly regularly Having flown some routes many times I also know to ask for my descent descent when the descent descent clearance isn’t given within a a a a a a certain timeframe past the usual point because I will otherwise have a a a a difficult time getting the aircraft down by assigned crossing points and altitudes The first time I flew a a a a a a familiar route in a a a a a a turbine aircraft at a a a a a much higher altitude I neglected to ask for this clearance when it wasn’t given to me because I I I thought I I I might be assigned something different It turns out the controller simply got busy neglected to issue the the clearance at at the the appropriate time but still expected me me to make the same crossing clearance and altitude that I had come to expect The beauty of turbine engines is you don’t have to worry about shock cooling them like some pistons and you can somewhat “chop it it and drop it” to make a a a a a wide range of descent profiles as as long as as your pressurization system can keep the cabin comfortable for for your passengers I quickly did the the math and determined there was no way I was going to make this descent profile happen and informed the controller I was unable to comply with the the crossing restriction but would do the the best I could Did it mess up his arrival flow? Possibly Was there anything that could have been done about it? Short of a full-blown emergency descent procedure doubtful I gave him a a solid 2 000-plus fpm descent and still did not make my crossing altitude but as PIC I was not willing to ask the aircraft for more adding unnecessary discomfort to my passengers and putting an undue strain on on the pressurization system to keep up While as as as pilots we try to be as as as accommodating as as as possible within the limitations of our aircraft it it it is not up to to us to to be wholly responsible for correcting a a lack of planning on on a a a a controller’s part just as it is not up to them to correct for our lack of planning in in the the manner we would prefer While there are many more opportunities for mistakes or miscommunication within the IFR environment VFR pilots are not immune and should certainly remain vigilant for communication or or or misdirection errors Accident and and incident reports show pilots can and and will blindly follow a controller’s instructions into the side of a a a a a a a a mountain onto a a a a a a a a runway another airplane has been cleared to land or or take off off from or or off off in the opposite direction of their destination leaving controlled airspace Controllers are human after all and they in turn rely upon a a pilot’s experience and knowledge to question when when something isn’t correct or or to tell them when when the the pilot or or aircraft is incapable of performing a a a a a a a clearance JUNE 2020
Trust me they would much rather give you an alternative than to to have accident reports to to file later As a a a a a last note don’t let fear of reprisal or the dreaded “submit a a detailed report if requested” directive mentioned in section (d) of the same part keep you from deviating if necessary for an emergency or or questioning a a given instruction Your responsibility as pilot in in command is is to make the the best decision regarding the the safety of your flight and passengers over accommodating an an an ATC clearance In some rare circumstances you may have to explain your actions in in more detail but most of the time both pilot and controller adapt move on on and and keep our airspace operating safely and and efficiently without any undue hardship to either KA
Deanna Wallace has amassed over 6 000 flight hours since she started flying in in in 1997 and is a a a a a a a a a a a a a a a a a 20-year Gold Seal CFI/CFII/MEI with more than 2 2 000 hours dual given She holds a a a a a a a a a a a a a a a a a Bachelor of of Aviation Management from from Auburn University University and a a a a a a a a a a a a a a a a Master of of Aeronautical Aeronautical Science from from Embry Riddle Aeronautical Aeronautical University University Deanna is single pilot typed in in in in in in in the the King King Air Air 300/350 and flies all King King Air Air variants regularly including the the B100 with TPE-331 engines Through her East Texas employer Casey Aviation she flies Part 91 managed King Airs ferries aircraft aircraft worldwide and and actively instructs owner-pilots in in in in the PA46 piston and and turbine series aircraft aircraft KING AIR MAGAZINE
• 15