The Passenger Briefing

With temporary certificate in hand, what is the first thing most newly minted pilots do?  Maneuvers in the practice area?  No!  They take people flying–many of whom have never been in anything close to a general aviation airplane.  To the flying public, a “little airplane” is a fifty thousand pound regional jet.  You need an orderly and logical process to brief these  passengers to ensure the same information is conveyed every time.   In the airlines, they do this with scripts and pre-recorded announcements.  We need something more adaptable and engaging.  Remember the mnemonic device S-A-F-E-T-Y:  Seat belts, Air, Fire, Exits, Traffic, and You.

• Seat belts:  While it is obviously a good idea for passengers keep seat belts fastened at all times, the regulations only require seat belts be worn during taxi, takeoff, and landing.  Before each event, the pilot must remind passengers to fasten their seatbelts.   FAR 91.105 stipulates that the flight crew remain buckled in at all times.  [Although, there is a stipulation for "physiological needs"--which would be an interesting endeavor in a DA20, to say the least...] We’ve all heard some version of “I know how to use a seat belt, I’ve been in cars since 1959,”–but we’ve also all been in airplanes with seat belts that would confound a nuclear physicist.  Take the time and give the passenger an actual demonstration so he/she is clear on its operation.  Also, the lap belt should fit low and tight across the waist–not high over the chest.
• Air – Passenger comfort is just behind passenger safety.  Demonstrate how to open and close the panel and floor vents.  Even if the lever its within their reach, most passengers will be reluctant to physically adjust the heat so just ask to be informed if it gets too hot or cold.  When flying with another pilot, I like to designate an “acting PIC” of the heat to manage the always finicky airplane heating system.  A portion of the passenger briefing begins when you schedule the flight.  With summer upon us, passengers expecting an air-conditioned airplane should have that bubble quickly burst and be told to dress appropriately.  In winter, the airplane warms up quickly so layers often work best.   While it’s not a requirement, most pilots agree that closed-toe shoes are best.  In an emergency evacuation, sandals or open-toed shoes could hinder your ability to quickly exit the airplane.  [While I'm doling out fashion advice--I took a date flying in the DA20 recently.  While I did tell her no heels or sandals, I neglected to inform her the airplane lacks a traditional yoke.  She chose to wear a dress.  As a true southern gentleman, I performed the flight control check BEFORE she boarded the airplane.]
• Fire – Now it’s time to broach the sensitive subject of emergencies by pointing out the emergency equipment.  While pilots and frequent passengers can be briefed on the emergency equipment by simply pointing it out, everyone else needs a physical demonstration.  Keep the demonstration easy and simple.  A short, “unlatch the fire extinguisher, remove the pin, and squeeze trigger in a series of short bursts while aiming at the fire,” will work.  For passengers new to GA airplanes, this should really be the first time the word “emergency” comes out of your mouth.  The passenger is well aware of the inherit risk.  There is no reason to stammer, “we’re not going to catch fire, but here’s the fire extinguisher.”   Or to lead off with emergency scenarios.  Simply state, “in the unlikely event of an emergency,” and begin calmly and quickly pointing out the equipment.
• Exit – Once the emergency equipment is safely stowed, demonstrate locking and unlocking the doors.  For the DA20, the POH states “the canopy is secured and locked by two red handles on either side of the cockpit.  To open the canopy, lift up on both red handles.”  Finally, give a specific place where all passengers should meet in the event of an evacuation–such as the rear of the airplane.  The main point is to have the passengers moving away from the engine and propeller.  The FAA’s Safety Team recommends specific exit procedures on airplanes with more than one exit door:

If your aircraft has doors on both sides of the fuselage, it is a good idea to develop and brief specific exit procedures to facilitate rapid evacuation of the aircraft. For example, you might plan on keeping your seat forward to allow rear seat passengers to exit via the left door, while you follow the right-seat passenger out the starboard door. This method allows you, as PIC and captain of your ship, to oversee the passenger evacuation before leaving the aircraft yourself. For aircraft with a single right-side door, consider what works best for a given group of passengers. You might want to have the right seat passenger exit and move the seat to allow rear seat passengers to follow, with you departing last. Alternatively, you might want to follow the right-seat passenger but remain at the door to assist in the evacuation of those in the rear seats. There is no single correct evacuation strategy, so the most important thing is to think it through in advance and communicate the plan to your passengers.

• Traffic — A tremendous benefit of having extra people in the cockpit is added eyeballs looking for other airplanes.  Encourage all passengers notify you of traffic by pointing towards the target–if you are with another pilot and you spot the traffic before he/she does, do the same.
• You – With “you” being the passenger.  Answer any questions they may have and be clear they should let you know if they are uncomfortable in any way.  On the subject of sick passengers, it’s generally best to give a broad “let me know if you feel discomfort” statement because the mere suggestion of airsickness can sometimes induce it.  Also–and I speak from unfortunate experience–the sick sacs that most pilot shops sell are completely useless.  Without getting too graphic, the opening is too small.  They miss.  It only took a few occurrences for me to realize–a trash bag is now a required item in my flight bag.   By all means, if you have an ill passenger, land as soon as practical.  Inform ATC, if necessary.

During your own training, how often did you practice the passenger briefing?  In the early stages of my own, my instructor gave me a quick overview we didn’t return to the topic until checkride prep.  On the checkride, the examiner told me with a wave of his hand he was, “familiar with the airplane,” and did not need to be briefed .  Throughout most of my training–and all my checkrides–I have not been asked to give a passenger briefing.   In an industry where our main purpose is transporting people from A to B, this is not good.  As instructors, we often don’t ask for passenger briefings because we are concerned with the student’s time and desire to get airborne.   While efficiency in training has its place, practicing–or better yet, rehearsing–the passenger briefing is vital.  Rehearse briefing another pilot.  Rehearse briefing a seasoned flier.  Rehearse briefing a first time flier.  Rehearse briefing a nervous flier.

If I’m not familiar with the pilot or passenger, I don’t ask if they would like a briefing.  I just brief.   Pilots especially.  Be absolutely clear who is the Pilot In Command of the flight.  While most passengers readily accept a briefing, some timid passengers will not speak up – which is all well and good until you need them to operate the fire extinguisher.

The passenger briefing is an integral portion of flight safety.  Your passengers are your children, friends, co-workers, and family.   Think about your own safety briefing. Can you be absolutely sure in an actual emergency your passengers will know exactly what to do?

---

View an extensive sample briefing packet at http://www.secureav.com/briefing.pdf

---

Write me with any questions, comments, stories,  concerns, and corrections at Chris.C@WingsMQY.com.

Thanks for reading.  Wishing all of you blue skies, safe flights, and smooth rides.

---

Wings of Eagles Assistant Chief Instructor Chris Carnett holds a CFI, CFII, and MEI. He is a former regional airline pilot and currently an adjunct professor at his alma mater, MTSU—where he earned his B.S. and M.Ed. in Aerospace.

Tags: FAA, Safety