SRM Scenario Duluth to Chicago

Single-Pilot Resource Management Training (SRM) Is the art and science of managing all resources (both from on-board and external sources) available to the single-pilot (prior to and during flight) to ensure the successful outcome of the flight.

SRM Single Pilot Resource Management is about the unique situations we find ourselves in the “Technically Advanced Aircraft” Weather Traffic Cockpit Automation Data-Link Systems Passengers Follows the lead provided by the airline industry to improve flight safety through CRM training. Human factors-related accidents motivated the airline industry to implement CRM training for flight crews. Now, pilot-error related accidents are motivating single-pilot operators to implement SRM training.

SRM Training Focuses On Situational Awareness Task Management Automation Management Risk Management Aeronautical Decision Making CFIT Awareness Single Pilot Operations at "Near" Airline Levels of Safety

What this means to us: Emergency Escape Maneuver Practice of desirable behaviors during times of low stress increases the likelihood that emergencies will be handled effectively. TAA pilots should make SRM procedures a regular part of every flight. A well practiced habit that can be relied upon in times of stress. Before SRM can become a habit, we have to learn it!!

The SRM 5P Check: Often, when one door opens, another closes behind you! The “5P” Check The Plan? The Plane? The Pilot? The Passengers? The Programming? The “Decision Points” Before Leaving the Flight Planning Room Before Leaving the Ground Hourly SRM Updates Before Leaving Cruise Altitude Before Leaving the IAF

Sample SRM Scenario Group Discussion of Real Time SRM Application No “right answers” Non attribution!!! Apply the “5P” process to a basic flight situation Prepare for the scenarios to follow!

Pre-Flight Duluth to Chicago Background Information Pilot/Owner SR 22 (PFD/TKS/Datalink Weather/Traffic) Just completed the CIRRUS Standardized Instructor Program (CSIP) Leaving Duluth Saturday afternoon with two other Flight Instructors One is a friend One you've just met at the FITS seminar All three want to go home to be with their families VFR at Duluth, MVFR enroute, MVFR at Chicago GPS database is not current

Duluth to Chicago Routing

Pre-Flight Duluth to Chicago Weather Information METAR for KDLH 221353Z 09009KT 10SM CLR 11/07 A2989 TAF for KDLH 221135Z 191212 10013KT P6SM BKN100 FM1300 10013KT P6SM SCT050 BKN100 FM1800 13009KT P6SM BKN050 BKN080 FM0100 10007KT P6SM BKN070

Pre-Flight Duluth to Chicago Weather Information METAR for KDPA 221353Z 3105KT 3SM BKN 020 05/00 A2982 TAF for KDPA 191342Z 191412 3305KT 3SM BKN 010 TEMPO 1418 1SM -SHRA BR BKN015 FM1800 10015G25KT P6SM BKN040 TEMPO 1822 SCT035 FM0200 09010KT 6SM BR BKN050 TEMPO 0408 3SM BR BKN025 FM0800 09010KT 5SM BR BKN040 TEMPO 0812 1SM BR BKN015 Area Forecast Occasional light turbulence, negative icing, and improving ceilings and visibilities as the cold front moves south

Duluth to Chicago Routing DLH V129 EAU V345 DLL V228 MSN V177 NUELG V172 DPA

SRM Quiz Pre-Flight 5P’s What are the risk factors? What do we know that will help? What don’t we know that may help? What can we do to improve our situation? Abort or Continue?

Pre-Takeoff Engine shows 1 quart lower than you expected A friend asks you to carry an additional 100 lb Clearance delivery gives you an IFR ATC ground hold for 30 minutes Passenger No 2 is quiet and makes several trips to the rest room but is very positive about the trip 5P’s What are the risk factors? What do we know that will help? What don’t we know that may help? What can we do to improve our situation? Abort or Continue?

DLL – One Hour After Takeoff In clear at 9000 DPA 1500 OVC and 3 mi Oil Temp is down 3 degrees Oil Pressure is up 2 lbs Minneapolis Center gives new routing --- --- adds about 15 minutes to your ETA

What are you going to do about it? NUELG – Two Hours After takeoff Groundspeed is down 10 knots from planned ATC requests an altitude change. Your choice of 7000’ or 11,000’. Temp at 7000’ is 4 C and temp at 11,000’ is 1 C. 5 P’s What are the risks now? What are you going to do about it?

Back seat passenger asks “are we there yet?” After the altitude change, ice begins to form on the windshield. Minneapolis Center reports a radar outage and asks you to report the next intersection. Back seat passenger asks “are we there yet?” Oil Pressure up one more lb and temp down 2 degrees. You notice the autopilot is having more trouble maintaining wings level and appears less stable in pitch. Becoming dark outside and you are in and out of the clouds. 5 P’s Have the risks changed? Has our plan changed?

What are you going to do about it? Start Descent ATC advises to report IAF for resumption of ATC services Front seat passenger says they feel tired and queasy Back seat passenger is very quiet but asks several times if everything is OK ATIS reports active runway is 2L, expect vectors to the ILS ATC sequences you around jet traffic. Oil pressure is up 2 more lbs and oil temp is down 5 degrees. 5 P’s What are the risks now? What are you going to do about it?

Airspeed has dropped 20 knots. IAF Cirrus NX 211 expect vectors to Runway 2L, you are number four for the runway behind jet traffic, what speed can you maintain on final? Autopilot is very sloppy now and seems unable to maintain heading or altitude. Airspeed has dropped 20 knots. 5 P’s What is my physical and emotional state? Is it too late to change the plan? What are the risks now?

On the approach ATC loses radar again ATC assigns you a full VOR approach to another runway After established outbound on the VOR approach, you recheck fuel Passenger tells you they really need to use the bathroom More ice on leading edge of wings Do you declare an emergency? Where do you land?

SRM Scenario Duluth to Chicago