Task and Workload Management – Crucial Skills for Single Pilot Operations

Author: Robert A. Wright

Multi-pilot crews of air carriers and other high performance aircraft use Crew Resource Management (CRM) and associated procedures to manage the workload and tasks associated with such operations. Even so, it can often be a challenge to manage required tasks under certain workload environments.

Does this mean that single pilot operation of high performance aircraft can be hazardous under certain conditions? Not necessarily, provided you practise good Single Pilot Resource Management (SRM), and are aware of the flight regimes that may increase the risks of single pilot operations.

Task Workload and Phases of Flight

As shown in the figure below, the task workload for a given flight can vary considerably, and is often associated with a particular phase of flight. For example, the highest task requirements typically occur during the approach and landing phase, especially in busy terminal areas during instrument meteorological conditions (IMC). At the same time, your capabilities as a pilot may be deteriorating as a result of fatigue, distractions associated with the arrival, and the urge to complete the flight.

The potential hazards of such a regime can create safety risks if the task workload burden exceeds your capabilities as a single pilot crew, as depicted by the red area symbolizing the “deficit” in capabilities as compared to the requirements. In order to maintain an adequate margin of safety, you must practise good SRM in order to even out the workload throughout the flight, and ensure that you can safely deal with these spikes in workload.

Proper Task and Workload Management

There are a number of elements associated with good task and workload management. You should employ all of the following techniques on most flights to ensure that you avoid getting behind the aircraft, events, and the red area depicted above.

1. Always anticipate the workload associated with the next phase of flight. For example, before reaching the top of descent (TOD) in cruise, you should be preparing for the arrival and approach by self-briefing the approach procedure, getting airport information, and pre-setting radios.

2. Use automation judiciously. Don’t be afraid to use the autopilot to reduce your workload while you review arrival and approach procedures.

3. Follow the checklist and other procedures. Develop a normal cockpit “flow” for accomplishing tasks, and then verify by using the checklist.

4. During high workload periods, use ATC services. Sometimes a radar vector to final that saves time and reduces complexity is the best answer.

5. Manage anticipated risks as far in advance as possible, including before the flight begins. Use the PAVE acronym (Pilot, Aircraft, enVironment, External pressures) to identify and assess risks that could increase workload, then find ways to mitigate those risks before you depart.

6. Be wary of inoperative equipment, both in the aircraft or on the ground. An inoperative autopilot in your aircraft, or an inoperative glidescope transmitter on the ground, could vastly increase your workload.

These are just a few examples of the issues and techniques associated with flight tasks and workload in high performance aircraft.

TrainingPort.net, in cooperation with Crew Resource Management LLC, now offers a complete online SRM course for business aviation (available for purchase through our storefront).

Robert A. Wright is the president of Wright Aviation Solutions, LLC. He is a member of the leadership team of Crew Resource Management, LLC, which has been providing comprehensive CRM training to corporate flight departments for over four years.