By Howard Deevers
When we hear the term “saturation” many images may come to mind, such as “my clothes were saturated in the rain, or the ground was saturated and runoff caused flash flooding.” At work we can think of saturation as being given too much to do, without the tools to do the job. The most extreme example of task saturation I can think of is during war time, when you are in battle.
In our rush to get a job done, we can become task saturated. We come to a point where we just can't do any more, which is when errors can creep in. We need to take a break and a fresh look at the task before starting again.
Phoenix Class B airspace is one of the busiest training areas in the country, with many Class D airports within that airspace. Flying VFR, or even IFR, through that space can be very challenging during the day and even more so at night. Opportunities for task saturation are abundant. For those of us flying single-engine airplanes, the tasks are simple until something unusual happens, such as turbulence or other weather-related events. If a non-instrument rated pilot flies into a thunderstorm or heavy snow shower, that pilot can become overloaded very quickly with fatal results. Even a clear day flying into an unfamiliar airport in Class B airspace can present tasks that you may not expect. The controller may ask if you have ATIS (you do, don’t you?), tell you to report a landmark, or instruct you to fly a specific heading, maintain altitude, and report traffic at your one o'clock. All of this while trying to manage your airplane, airspeed, and scan for traffic.
Our military aviators train for these scenarios all the time, perhaps taking a full day to plan a two-hour training mission, then flying the mission. Then an extensive debrief begins, which could take another full day or more. In the military, there is no substitute for being prepared. Planning, preparation and practice are essential.
In general aviation, we do train for the most important events: landings, stalls, maneuvers, and systems failures. You are tested during checkrides for these items. Once we pass, however, we tend to stop training, except for required flight reviews or instrument proficiency checks. Since we’re not in the military, we might feel there is no obligation to continue training. That simply isn’t true. It is incumbent upon all of us to keep our skills refreshed and sharp.
How can we prevent task saturation? Do like the military and plan ahead. Spend some real time planning your flight. If the airspace is complicated Class B, or Class C, use the old saying of “know before you go.” Study the airspace and decide on the best route to get there and back again. Understand the necessary procedures you will use, like getting permission to enter Class B airspace. You want to hear those magic words: “Cleared through Class B airspace.” Failure to get that clearance and entering Class B airspace anyway could get you a violation, or at least a “Call this number when on the ground.”
Make a list of the frequencies you will likely use, in the order you expect to use them. You may still be given a frequency that you were not expecting, so be prepared mentally. Know the altitudes and boundaries of the airspace you intend to fly through. The more prepared you are, the easier the trip will be.
But you must also always be prepared for the unexpected request, as pilots and controllers work together to keep the pattern flow moving and safe. You could be on downwind for landing at a Class D airport under the Class B, and the tower may ask you to make a right three sixty for spacing. You might not have done this during training, and suddenly have to figure out exactly how to do it. In turn, this could also interrupt your pre-landing checklist and cause you to forget to complete that check list. In a complex aircraft, forgetting to put the landing gear down can be an expensive and embarrassing mistake, due to task saturation.
There are times when task saturation can lead to “Cognitive Lockup,” and we become fixated on one thing, ignoring all others. Several NTSB reports have determined that the crew became so fixated on one problem, they did not fly the plane correctly and crashed. To prevent that, I use the “Rule of 3.” During taxi and take off, if any combination of three things occurs - my mistakes, airplane mechanical, or other factors - I abort the flight and return to the airport. The same applies to landings. If three things in a row show up, I will abort the landing and go elsewhere, if possible, or out of the pattern to make another attempt at that airport. I have never had a gear up landing, and plan to retire without ever having one, simply by using those rules.
Training is our best defense against task saturation and accident prevention. Come to a safety seminar presented by your ARIZONA PILOTS ASSOCIATION, and the FAASTeam. Check the website for a location near you or request a seminar from any FAASTeam member. They are free, and count toward your WINGS program. And, “Don't forget to bring your wingman!”