Safety pilots can have a sub-role


Pilots under foggles need ‘eyes outside’


any additional requirements. For example, the medical problem might be ‘permanent’ such as a limb restriction and require special controls, and these need to be fitted. It’s worth noting that even on normal dual- controlled training aircraft there is one control action that’s not correctable by the other pilot or instructor even through physical strength, namely excessive unreleased pressure on the footbrakes. If this were even remotely possible due to the known medical condition, then clearly the pilot should not be expected to brake using normal foot controls. Just as with any ‘normal’ flight with two qualified pilots, there is real benefit to discussing whether any sub-roles would be expected to be handled by the safety pilot for the whole flight to ‘unload’ the handling pilot; perhaps radio use, for example, or even something as simple as reading out checklists. However, clearly, in the ‘OSL’ situation, preflight discussions need to go much deeper and be based around the unlikely but genuine possibility of the ‘safety pilot’ needing to take control. He or she needs to constantly monitor the


flight and the pilot, and must know how any medical problem could manifest itself, how rapidly the detectable onset of the problem happens and, indeed, how to detect it. As some parts of any flight — take-off, initial climb-out and the final part of the approach and landing — need a quicker


Two qualified pilots have each thought that the other was flying the aircraft


takeover of control than others, safety pilots need to be especially aware of the pilot’s condition at these times, monitoring both the pilot, the aircraft and instruments for any issues; there needs to be a ‘clean’ pre- agreed rapid transfer of responsibilities and control if necessary, avoiding for example ‘press-on-it is’ in the latter stages of landing when a go-around would be preferable. There also needs to be a way of ensuring both pilots know that the change of flying responsibilities has happened. Every UK-trained pilot should recognise “I have control, You have control” from their training days, and while this is adaptable to a safety pilot scenario, it’s a tad more complicated than you might think. Firstly, the difference is that while


training there is never a ‘switch’ in roles from passenger to pilot, the instructor is clearly pilot in command, in charge, and fully responsible for decisions at all times and therefore, there is never any (need for) debate in flight. Secondly, the onset of the medical


Could you unload the brakes?


condition might prevent the pilot from saying or responding to the standard words. Depending on the medical condition and how it might manifest, a clear and rapid way of transferring control needs to be established before flying, if both pilots think they have control it can only lead to major problems. If possible, whichever pilot is not flying the aircraft should keep their hands and feet well away from the controls to emphasise the point. There have also been incidents in the past, not necessarily involving medical conditions, where two qualified pilots have each thought the other was flying the aircraft. Both pilots, or neither, flying is clearly a recipe for problems… The ‘OSL’ restriction allows people to


enjoy flying for longer, and is something any one of us might face one day if our health diminishes to the point where flying is still thought safe if accompanied by a good ‘safety pilot’, so we owe it to our potentially future selves to understand fully the responsibilities of the role if asked to perform it. Relevant Threat & Error management discussions including ‘why, when and how’ the Operational Safety Pilot would take control of the aircraft if needed should ensure the safety data never makes anyone regret the inclusion of ‘OSL’ as a possibility for pilots with certain medical conditions. So there you have it, the roles of a


‘safety pilot’. Summer 2018 CLUED UP 19


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