Aviation Safety

Aeronautical decision-making, or ADM, wasn’t a big, formal deal back in the prehistoric times when I was doing my primary flight training. It was present, nonetheless, in many hangar-flying sessions and private discussions with other, more-experienced pilots. “Don’t run out of gas” and “Don’t mess around with weather” were chief among their warnings and war stories. Those cautions remain as valid today as they were then, of course. While I’ve never run out of fuel, or even been forced to make a precautionary landing to top off, the same can’t be said of many other pilots. Conversely, I’ve often diverted well out of my way, delayed or cancelled trips thanks to weather I simply didn’t feel I could handle. As a result, it could be said I’ve made good decisions. But all that’s in the past—what about the next set of decisions you and I will make? Will they be good ones or bad ones? What goes into aeronautical decision-making and how can we improve it?

As more and more technology is welcomed into our formerly round-dial cockpits, many pilots have expressed growing frustration over the lingering need to do some things the old-fashioned way. In the new, high-tech cockpit, flat-panel screens, all-electronic flight instruments and portable, tablet-size computers with built-in GPS dominate our must-have lists. Along the way, these much-welcomed advances have helped simplify the pre-flight planning task. But much of the information we need for every flight remains stuck in the abbreviated, ALL CAPS format used when DC-3s and J3 Cubs were the cat’s meow. The notice to airmen (Notam) function is perhaps the best/worst example of how international regulatory agencies have failed leveraging new technologies to improve dissemination of flight-critical information. But now, thanks to an unlikely set of circumstances, an overhaul of the Notam system is underway. Here’s what’s going on, why and what you can expect.

At about 1040 Central time, the airplane impacted an automobile while on final approach.

The helicopter was substantially damaged at about 2245 Eastern time following a collision with power lines and terrain while maneuvering. The commercial pilot and a pilot-rated police officer were fatally injured. The helicopter was registered to and operated by the Atlanta Police Department as a public-use flight. Night visual conditions prevailed.

At approximately 1800 Central time, the airplane was substantially damaged when it collided with trees and terrain. The commercial pilot and pilot-rated passenger were fatally injured. Night visual conditions prevailed.

The airplane impacted terrain at about 1030 Central time while on final approach. The student pilot sustained fatal injuries. The airplane was substantially damaged. Visual conditions prevailed.The student pilot was conducting a solo instructional flight in the airport traffic pattern.

The airplane impacted terrain at about 1220 Central time. The solo private pilot was fatally injured; the airplane was substantially damaged. A post-crash fire ensued. Visual conditions prevailed.Witnesses observed the airplane touch down once, bounce and then touch down again with its left gear off the side of the runway. The airplane then took off, climbed and turned left to circle the airport.

The airplane was substantially damaged during a forced landing at about 0715 Central time. The pilot and both passengers received minor injuries. Visual conditions VMC prevailed; an IFR flight plan was in effect.

At about 0700 Mountain time, the airplane sustained substantial damage when it impacted terrain shortly after takeoff. The solo commercial pilot was fatally injured. Visual conditions prevailed.

At about 1145 Eastern time, the airplane was substantially damaged during collision with a deer. The airplane, which was registered to the U.S. Customs Service, was consumed by post-crash fire. The two airline transport pilots were not injured. Visual conditions prevailed for the post-maintenance test flight.