I get to play ATC

[Jaybird180]

I will sit right-seat for a acquaintance who is not instrument current. I suggested that he take some time-off all his "fun stuff" and do his required approaches and holds, which I think will be fun.

Well that meant that he will need someone to sit in the other seat while he's under the hood.

That someone is me, as I'm qualified (on paper) to be a safety pilot. However, I've never done it before, this will be my first.

I'm not IR, nor have I taken the written or completed my self-imposed course of ground study.

What kinds of things should I know beforehand to make the time a quality experience? I don't know if he will need an IPC to be legal again, but it will be part of our discussion before breaking ground. I know that he's VFR current.

 

[EdFred]

Keep your eyes outside, his are inside. Look out for other traffic, clouds, etc.

If he asks you to get an approach plate ready for him, do that. Otherwise, just sit there, and don't try and "help."

 

[gismo]

I will sit right-seat for a acquaintance who is not instrument current. I suggested that he take some time-off all his "fun stuff" and do his required approaches and holds, which I think will be fun.

Well that meant that he will need someone to sit in the other seat while he's under the hood.

That someone is me, as I'm qualified (on paper) to be a safety pilot. However, I've never done it before, this will be my first.

I'm not IR, nor have I taken the written or completed my self-imposed course of ground study.

What kinds of things should I know beforehand to make the time a quality experience? I don't know if he will need an IPC to be legal again, but it will be part of our discussion before breaking ground. I know that he's VFR current.

Your #1 job is to pay close attention outside the airplane, looking for other traffic, clouds, and obstructions/terrain. You should have a prearranged protocol for immediate transfer of control in case something unexpected shows up in your way (e.g. another aircraft too close and getting closer) or the airplane is about to get out of control and you should speak up if you see anything developing that makes you uncomfortable.

Beyond that, as a secondary duty you could "play ATC" if that's what the pilot wants but you'll do a lot better if you discuss what they'd like to see in that regard. Could be little more than issuing approach clearances and responding to the pilot's "transmissions" (via intercom) or might require you to provide courses, headings and altitudes leading to an approach IAF. Given that you don't have significant IFR experience this will go a lot more smoothly if you work out a detailed plan on the ground before starting the engine.

But remember you MUST focus on job #1, even if it means messing up your "ATC" role. It's awfully easy to get wrapped up in non-essential duties and forget about #1.

 

[alfadog]

Yeah, what he said (EdFred).

I have used various safety pilots in my IR training and the worst thing is someone that wants to be my flight instructor. I don't need the guy in the right seat to tell me I am off heading or altitude, I know it. And if I don't know it, I will know it soon. That is why I am practicing. I already have a flight instructor.

What I tell the safety now is that if they ever feel that there is a situation they are not comfortable with then simply say "my airplane" and I will instantly relinquish the controls. Otherwise, please keep your eyes outside.

That said, one of my pilot friends that flies safety for me is a controller at Miami Center so I do utilize him to provide some realistic ATC when I am just practicing but not involved in an approach.

 

[Z06_Mir]

I've played safety pilot quite a bit. In my area, number one is to keep eyes outside the airplane. All the time. Can't fiddle with your iPad or the GPS. Outside. I'm really familiar with all the local approaches, so I knew about what heads to send him on to get where I wanted him (where I know the DPE may want him). I'm guessing he'll probably want you there to clear him for the approach (123AB cleared ILS runway 4) but other than that likely not a lot except for keeping your eyes outside and making practice area calls, if you have a practice area frequency.

 

[alfadog]

I've played safety pilot quite a bit. In my area, number one is to keep eyes outside the airplane. All the time. Can't fiddle with your iPad or the GPS. Outside. I'm really familiar with all the local approaches, so I knew about what heads to send him on to get where I wanted him (where I know the DPE may want him). I'm guessing he'll probably want you there to clear him for the approach (123AB cleared ILS runway 4) but other than that likely not a lot except for keeping your eyes outside and making practice area calls, if you have a practice area frequency.

Why wouldn't you be dealing with ATC on an approach? I guess at a non-towered airport with an instrument approach you could play make-believe but why bother. Guess you could do it with a tower also though they might not appreciate the disruption to normal traffic patterns.

 

[alfadog]

What kinds of things should I know beforehand to make the time a quality experience? I don't know if he will need an IPC to be legal again, but it will be part of our discussion before breaking ground. I know that he's VFR current.

If you are flying VFR there are no issues of instrument currency involved.

 

[Brad Z]

What make you think you get to play ATC? Unless you're a controller or experienced instrument pilot, you're going to have a hard time simulating ATC instructions. Best you relax, keep your eyes outside, and not touch anything--including controls--unless there's an immenent reason to do so. Brief your flight and expectations on the ground. Make sure everyone know's who the PIC is as well. If you have questions, save them for a slow period or after the flight. Realistic distractions are good for training, but a chatty SP can get annoying.

 

[Z06_Mir]

Why wouldn't you be dealing with ATC on an approach? I guess at a non-towered airport with an instrument approach you could play make-believe but why bother. Guess you could do it with a tower also though they might not appreciate the disruption to normal traffic patterns.

Around here (Phoenix area) we have a few airports that you don't talk to ATC on. Casa Grande is one and Coolidge is one. They're all class E, under the B. It's a free for all as I like to put it. ATC does clear you for practice approaches into Chandler (D), Gateway (D), Scottsdale (D) etc. But not in the class E stuff.

 

[docmirror]

1. Prep: Two servings of Kim-chee the night before, with a bowl of firehouse chili beans. Wash it down with cheap beer for the right 'aroma' on the flight.

2. Chart: Locate the oldest, tattiest sectional of the adjacent airspace you can find(ABQ if you are around PHX, etc). Unfold it on your lap, and mark progress with a pencil in random places.

3. Flight controls: Maintain gentle, but continuous pressure on the right rudder pedal at all times(covered by the chart of course).

4. Aero-medical: Draw an angry red blister on your tummy, or even infect yourself with something, and while you are on approach, lift your shirt and ask the pilot "is this reportable?".

5. Visual assist: At 10-15 minute intervals, let out a scream in your loudest voice, while pointing to the side. Then relax and say "oh, nevermind".

6. Pilot assist: Hold your finger 2mm from the pilots eyebrow and play the 'I'm not touching you! I'm not touching you!' game with him.

7. Entertainment: Between screams, whistle the theme from "Shaft!" repeatedly.

 

[alfadog]

1. Prep: Two servings of Kim-chee the night before, with a bowl of firehouse chili beans. Wash it down with cheap beer for the right 'aroma' on the flight.

2. Chart: Locate the oldest, tattiest sectional of the adjacent airspace you can find(ABQ if you are around PHX, etc). Unfold it on your lap, and mark progress with a pencil in random places.

3. Flight controls: Maintain gentle, but continuous pressure on the right rudder pedal at all times(covered by the chart of course).

4. Aero-medical: Draw an angry red blister on your tummy, or even infect yourself with something, and while you are on approach, lift your shirt and ask the pilot "is this reportable?".

5. Visual assist: At 10-15 minute intervals, let out a scream in your loudest voice, while pointing to the side. Then relax and say "oh, nevermind".

6. Pilot assist: Hold your finger 2mm from the pilots eyebrow and play the 'I'm not touching you! I'm not touching you!' game with him.

7. Entertainment: Between screams, whistle the theme from "Shaft!" repeatedly.

8. In-flight emergency (Cessna): Surreptitiously rotate the fuel selector valve to the off position. It may help to distract pilot to look to his left.

 

[spiderweb]

I would want my non-rated safety pilot to do only two things: 1) watch for traffic, and 2) advise me of anything related to the aircraft which might need attention, which I am not noticing (such as bad fuel imbalance). As to #2, if I am having problems with that aspect, I should have done one or two VFR flights first, to make those elements secondhand.

If my safety pilot is rated, and experienced, I would brief the approaches on the ground and have him give me a few standard phrases in the air, such as vectoring me to a point on the approach, clearing me, asking me to report at some point on the approach, etc., BUT I'd want at least the outline of that worked out on the ground.

Non-rated, mostly just keep eyes outside for me.

 

[Henning]

I will sit right-seat for a acquaintance who is not instrument current. I suggested that he take some time-off all his "fun stuff" and do his required approaches and holds, which I think will be fun.

Well that meant that he will need someone to sit in the other seat while he's under the hood.

That someone is me, as I'm qualified (on paper) to be a safety pilot. However, I've never done it before, this will be my first.

I'm not IR, nor have I taken the written or completed my self-imposed course of ground study.

What kinds of things should I know beforehand to make the time a quality experience? I don't know if he will need an IPC to be legal again, but it will be part of our discussion before breaking ground. I know that he's VFR current.

All you are doing is watching for traffic, he will use real ATC.

 

[gismo]

Keep your eyes outside, his are inside. Look out for other traffic, clouds, etc.

Your #1 job is to pay close attention outside the airplane, looking for other traffic, clouds, and obstructions/terrain.

Otherwise, please keep your eyes outside.

Best you relax, keep your eyes outside,

1) watch for traffic,

All you are doing is watching for traffic,

Do you see a trend here?

 

[EdFred]

Do you see a trend here?

you all want to be like me?

 

[docmirror]

you all want to be like me?

Not all of us. There is one outllier in the group.

 

[Jaybird180]

Do you see a trend here?

..Oh! Were you waiting for a response of acknowledgment???

Hey, I might be a smartass from time to time, but I'm no dumbass

Yes, sir. I see the trend.

 

[GCA319]

Yeah, what he said (EdFred).

I have used various safety pilots in my IR training and the worst thing is someone that wants to be my flight instructor. I don't need the guy in the right seat to tell me I am off heading or altitude, I know it. And if I don't know it, I will know it soon. That is why I am practicing. I already have a flight instructor.

What I tell the safety now is that if they ever feel that there is a situation they are not comfortable with then simply say "my airplane" and I will instantly relinquish the controls. Otherwise, please keep your eyes outside.

That said, one of my pilot friends that flies safety for me is a controller at Miami Center so I do utilize him to provide some realistic ATC when I am just practicing but not involved in an approach.

As a CFI, this is something I always have to try really hard not to do when I safety pilot for a friend of mine.

 

[alfadog]

As a CFI, this is something I always have to try really hard not to do when I safety pilot for a friend of mine.

Well, it boils down to whatever y'all agree on but, for me, I can only take so much instruction and then I need to puzzle it out a bit on my own and in my own way.

 

[GCA319]

Well, it boils down to whatever y'all agree on but, for me, I can only take so much instruction and then I need to puzzle it out a bit on my own and in my own way.

Oh I'm with you. The role of the safety pilot is not that of a CFI. Plus, when I instruct, I get paid for it unlike when I safety pilot.