Chapter 3
OK, that’s enough fun. It’s time for another acronym. But this one is so useful that it deserves its own chapter. It’s a decision-making framework called T-DODAR.
T-DODAR stands for Time; Diagnosis; Options; Decide; Assign; Review. There are a number of similar frameworks in the aviation field, each with its own memorable acronym. But I like T-DODAR best because it starts with Time. I like T-DODAR so much that I sometimes use it on the ground, too. A friend of mine who has a stress-filled job in Silicon Valley has even adapted T-DODAR to help him respond to critical work situations. Whether I’m buying a new refrigerator or planning a vacation with a group of friends, T-DODAR hasn’t failed me yet.
Time: As so many instructors have told me, there’s almost always more time than you think there is. And it’s almost always better to use more of it than you might be initially inclined to. In the sky only a few situations require instant decisions or reactions. Even one of the most critical in-flight maneuvers—a response to a rarely heard command generated by the aircraft systems to avoid a potential collision with another aircraft—gives the pilot five entire seconds to initiate the required change to the flight path. Count them—one Mississippi, two Mississippi . . . —that’s a long time.
So how much time do you have? In a normally functioning aircraft the main constraint will be fuel. Ask the controller for help reading the gauges that show the fuel flow to each engine and the fuel remaining in each tank—there’s probably more than one. Other constraints may include the weather, both where you are and where you’re going (so check, is it getting worse, or better?); the light (a first landing will be easier in daylight—when is sunset? Or dawn, if it’s already dark?); and what are formally termed “physiological needs” (at some point you’ll have to think about going to the bathroom).
Diagnosis: This step is more useful for professional pilots who want to review precisely which malfunction has occurred, and the reason for it, if it’s known. It may help you to restate your situation out loud in clear, simple language. (And if you suspect you’re dreaming all of this, perhaps as you gently doze on a plane that’s taking you on a much-needed vacation, then try to wake yourself up and find something light to watch on the in-flight entertainment.)
Options: After a technical malfunction, professional pilots will talk through potential courses of action, being sure to account for the possibility of further problems. For example, if one of the pumps in one of the 747’s many fuel tanks has failed, what happens if a second one fails before landing?
The main question for you to settle right now is where to land. The chances are that you’ll have enough fuel to reach a number of different airports. Ideally, one of them will offer:
A great many airports will meet the first three requirements.
Decide: In your situation the controller (who may be a pilot as well) will have the best idea of where you should land. But for better or worse, it’s your call. It’s your “ship now”—you’re “in charge . . . the boss . . . top dog, big cheese, the head honcho . . .”
Assign: (the tasks). This is really important in an airliner that has two or more pilots, not to mention flight attendants and on-call engineering experts on the ground. But it’s relevant to your situation, too. Outsource what you can to the controller, and be clear about what you don’t have the time or spare mental capacity to do. If there’s someone else on board, then let them work the radio while you concentrate on the flying (which is exactly how tasks are typically divided on a two-crew aircraft).
Review: This is just like the continual scan of the instruments. But instead, you’re scanning your situation. Are the controller’s transmissions becoming garbled as you fly further away? Is your fuel ticking down at roughly the rate you’d expect? Jump back to the start of T-DODAR to handle any unexpected changes.