Following up on this question about pilots letting passengers fly the plane, suppose you’re in a Cessna 172 with passengers and you have your PPL. If you want to let a friend try flying the plane, you might climb to 3,000' AGL and get clear of other traffic. You’d probably get to $V_A$ or a little less and trim for level flight. Then, you might let them try some shallow turns. You’d probably say:
What else might you say? Are these things correct? What else might you let them try?
Besides the points you mentioned, on my introductory flight my instructor was very clear regarding shifting the commands from one person to the other on the plane.
When handing over commands he told me to specify clearly with the words
Handing Over Commands
whenever I would feel uncomfortable or he would feel that he had to take back control. This was done to clearly mark who was handling the aircraft in order to avoid confusion and get into a situation where dangerous things could happen.
I find that virtually all the passengers I've let fly for the first time were already so scared of the controls that no "safety briefing" of that sort was necessary.
Don't fight me on the controls.
If I say let go, let go immediately.
If you suspect there's even a remote chance of either of these problems, maybe you shouldn't be letting this person fly your plane.
Don't move any of the controls very rapidly.
Don't move any of the controls to their limits.
In most small airplanes without hydraulics, it takes quite a bit of force to deflect any of the controls rapidly to their limits. And as soon as your first-time passenger starts to push on the controls, they're going to feel increasingly strong g-forces as the plane responds. For first-timers, this is usually a pretty intimidating feel. If someone is pushing too hard, they're going to feel it, and almost certainly back off or let go entirely.
"Positive transfer of control" using 3-step acknowledgment such as "You have the controls" / "I have the controls" / "You have the controls" is a good idea for flight training, or for flights with 2 pilots taking turns at the controls; but in my opinion it's not necessary for a joyride with a friend. As the PIC, and the only licensed pilot in the cockpit, you need to be monitoring the situation at all times anyway. If you decide the situation requires you to reassert control, you can simply ask them to release the controls. If you can't trust the person to do this promptly, you probably shouldn't be letting them fly your plane anyway; a preflight safety briefing isn't going to solve that.
To be as safe as possible, you can take the following steps before allowing your passenger to fly (some of these you already stated):
You didn't specifically ask about this, but I've flown with a lot of first-time passengers, people who have never been in an airplane. Both children and adults. Many of them are understandably quite nervous. Here are some things I try to do to make it as easy, fun, relaxed and stress-free as possible for them:
First we're going to start the engine. I'll get on the radio and get clearance from the control tower. Then we'll taxi out to the runway and stop for a few minutes while I go through some checks to make sure the plane's in good shape. Then we'll take off and head out to the east to do some sightseeing. While we're up there, if you're comfortable and would like to try your hand at the controls, we can do that. When we're done with that we'll turn around and head back to the airport, land, and taxi back in.
During the flight:
I'm about to run the engine up to power to make sure everything's running smoothly. I'm holding the brakes so we're not going to go anywhere, but the engine will get pretty loud for a minute.
Now I'm going to do some things to the engine to make sure it's running right. It's going to make some pretty funny noises, but it's perfectly normal.
Talking through everything accomplishes a few goals:
Make the flight as smooth as possible. Don't overcontrol the airplane. If you drift 100' from your intended altitude, don't pull 2 g's to get back up to it. Make it slow and gentle. They're not a pilot, chances are they're not going to know you drifted 100 feet. They will know if you jerk the thing around. DO NOT hot dog the airplane. You may be bored with slow, gentle flight, but your passenger isn't.
Speak slowly, clearly and confidently.
Smile and try to look like you're having fun. Your first-time passenger is probably feeling pretty vulnerable. When people are vulnerable they feed on the emotions of the people around them. If you look like you're having the time of your life, they're probably going to have fun too. If you look angry, ticked off or scared, you're going to scare them too even if the flight is perfectly smooth. This is especially true and critically important with children!
If/when they're ready to take the controls:
I've had a great deal of success using these tips when flying with first-timers and children. In 16 years of flying I have had only one bad experience, with an adult passenger who had an unknown (to me) and pretty severe anxiety problem and had a panic attack shortly after takeoff. A couple of kids have fallen asleep on me (which I took as a compliment). Everyone else had the time of their life. And let me tell you... if you're someone who loves flying, there is no better feeling than sharing that with someone else and watching their excitement. It's the closest you'll ever come to reliving your own first flight, which hopefully you remember fondly because somebody cared as much as you do about being the best possible ambassador for aviation!
Following up on this question about pilots letting passengers fly the plane, suppose you’re in a Cessna 172 with passengers and you have your PPL. If you want to let a friend try flying the plane, you might climb to 3,000' AGL and get clear of other traffic. You’d probably get to $V_A$ or a little less and trim for level flight. Then, you might let them try some shallow turns. You’d probably say: Don’t fight me on the controls If I say let go, let go immediately Don’t move any of the controls very rapidly Don’t move any of the controls to their limits What else might you say
Provided an aircraft with a fly-by-wire system, there are basically two possible choices when it comes deciding how to let the pilots interface with it: rate control / attitude hold: a deflection... how Airbus and Boeing made their design decisions, but rather see if there has been performed a study on what interface is preferred by pilots, eventually differentiating among private/commercial pilots or Airbus/Boeing certified pilots or even pure civil/(former) military pilots. Does any of you have any reference?
The question Are pilots allowed to let passengers fly the plane? is interesting to read, noting that pilots are permitted to allow passengers to fly. I recall an Air Crash Investigation episode where the pilot pretended to allow his son to manipulate the controls of an airliner, without realising the autopilot had been disconnected, resulting in an accident. I'm wondering how commonplace this is? Is this an isolated incident? On the flip-side, I've heard of at least 3 occasions where passengers have successfully landed planes.
there might be some radio interference or static from such as large aircraft behind them? Are there every any issues when refueling aircraft do this sort of thing? What is the resolution of radar? Would one...) sounds plausible. I also read another book where a bomber (flying under the identity of a commercial jet) masked a business jet to get it into an area without detection. Naturally, both examples are taken...I just finished reading an interesting post where the author suggests that the missing Malaysian Airlines flight 370 could have 'hidden' under the cover of Singapore Airlines flight 68 to fly
Non-precision instrument approaches generally have altitude restrictions which get lower when you get closer to the airport. I always figured these restrictions were AMSL using the current altimeter setting, not compensating for temperature. Some have heard the mnemonic that mountains are higher come wintertime, which basically means that colder weather make your altimeter read higher than you actually are (or, as most pilots prefer to think, you're lower than what your altimeter reads) Have a look at this VOR approach into Newark Most altitude restrictions are a minimum level, so
I'm starting to save up to get my pilots license and I was thinking I might be able to do some amount of prep work by using a flight simulator. That being said, I realize there must be some huge limitations to what I can actually learn, on my own, on a flight sim. So, out of curiosity, are there good things to try practicing on my own in a flight sim? There's got to be a few basic things that would make it worth my time... Otherwise I'll just go back to flying around aimlessly like I usually do :).
I recently had the opportunity to fly a PAR approach into Büchel Airbase in Germany. It was a ton of fun and I'll definitely try it again when I get the chance. However, as we were getting set up... in Europe you pretty much need to know QNH, QFE, QDM and QTE) and only later found out it means "pressure altitude". Q-codes suck. Anyway I said "Say again" and he came back and asked how many were on board (which I incorrectly assumed at that point was what QNE meant), again, using "request". Anyway, I've never heard a controller say "request" before, is it just army version of "say"? I'm pretty
Let's say you discover that your landing light is inoperable during the preflight. Your aircraft doesn't have a MEL, so you follow 14 CFR §91.213(d). Assuming you do everything else required (placard, etc.), would placing a collar around a circuit breaker be considered deactivation? If not, is there anything that a private pilot can do that would be considered deactivation?
and then maintain straight and level for a good 3 to 5 minutes once you got past 12,000 (so people have oxygen to breathe when they jump). And if you can descend and maintain level flight, you might as well land. But what about in a light, single engine plane (think Cessna 172 or Piper Cherokee)? Engine failures in small aircraft, for example, seem to be more common, so you have more accidents that start high above the ground. Thus, you usually have a few minutes before you're going to hit the ground and there's often only 1 or 2 passengers (rather than 100). Plus, you're usually already
In a full motion Level C or D simulator like those used by the airlines and for jet type ratings: How should a pilot log the simulator time in their logbook? I.e. Can you log: Total Time Instrument Time Time in Type Cross Country Time Night Time Landings (including night landings) Dual given/received Anything else?