Past blog posts 2007-2008
The original Signal Charlie ran on a site that no longer exists. These 76 entries are the recovered run of that first year — 11 March 2007 to 17 March 2008, restored in the order they were written.
2007
- 11 March About
- 11 March Welcome to Signal Charlie
- 11 March Chuckie
- 11 March Human Factors
- 11 March Aviation Leadership
- 11 March Safety Management System
- 11 March Hello world!
- 12 March Aviation Events
- 12 March FAA Safety Team
- 12 March Human Factors Gurus
- 12 March Monitor and Cross Check Strategies for General Aviation
- 12 March Herb’s Wisdom
- 13 March Team Safety Program for you
- 13 March Airliners.net
- 13 March Our safety google group
- 13 March Links
- 14 March Super Huey Okinawa
- 14 March Checklists
- 14 March Human Factors for Dummies
- 14 March National Plan for Civil Aviation Human Factors
- 14 March Roadmap to Just Culture
- 15 March Automation Monitoring
- 16 March FAAST Focus
- 18 March How’d ya Like to be a Ground Controller at JFK?
- 18 March FAA AC on Safety Management Systems
- 18 March Aviation Leadership
- 18 March Threat and Error Management in a Nutshell
- 19 March Human Factors for Maintenance
- 21 March FSF Basic Guide to Human Factors
- 24 March Human Error by James Reason
- 25 March ICAO Ten Steps to a Safety Management System
- 27 March National Center for Aircraft Technician Training (NCATT)
- 27 March NASA Aviation Safety Reporting Program
- 30 March Runway Safety Forum
- 31 March SMS for Helicopter Operators
- 31 March Takeoff and Landing Threat Reduction
- 3 April 998 or 29.98?!
- 4 April GA HAS SOMETHING TO OFFER FOR RUNWAY SAFETY
- 4 April Vintage Flying Museum
- 6 April Defensive Posturing
- 6 April Flying Safety for Dummies
- 9 April P-3 Recovery
- 15 April Time Management
- 15 April Boundaries and Centers
- 17 April New “WINGS” Pilot Proficiency Program
- 20 April Factores Humanos
- 20 April Safety Management System (SMS) Overview
- 9 May Top Ten CFI-I Tricks of the Trade
- 9 May Dr Funk’s Words of Wisdom
- 25 May National Air and Space Udvar-Hazy Center
- 31 May Stop, Look and Listen
- 12 June UND Aerospace
- 5 July Air Force Museum
- 20 July Runway Safety Threat and Error Management
- 31 August Runway Safety & Communications 101
- 20 December Flying Safety for Dummies
- 21 December 2006 Safer than 2005
- 27 December Blackbird Rising
2008
- 2 January ATC Tips for Pilots
- 3 January Crosswind Landings
- 9 January FAA moves to extend runway safety requirements to all certified airports
- 9 January Flight Thru Instruments
- 15 January AOPA ASF Seminar Top 5 Mistakes Pilots Make
- 17 January In-Close Approach Change (ICAC) Events
- 23 January Free Runway Safety Card from FAASTeam
- 27 January Runway Safety Recurrent Training
- 29 January Airport Surface Movement Event Transgressions (ASMET)
- 6 February Runway Safety Handbook for Pilots and Controllers
- 12 February Identifying and Mitigating the Hazards Associated with Runway Incursions
- 14 February New ALPA Runway Safety Site
- 21 February Mastery Flight Training Safety Info
- 4 March ALPA RUnway Safety Newsletter #2
- 5 March Teaching ADM
- 13 March Runway Safety Newsletter
- 17 March NTSB Alert: Controlled Flight Into Terrain in Visual Conditions
- 17 March ICAO Manual on the Prevention of Runway Incursions
11 March 2007
About
About Signal Charlie
Signal Charlie is an aggregate site being developed to promote safety in high reliability organizations, with a focus on aviation.
When trying to decide on a name for the site, I remembered my Naval Aviator days and the codewords from the carrier, “Signal Charlie”, which meant that the flight deck was ready for landing ops. This was always a welcome message, especially after a long flight. What you didn’t want to hear was “Signal Delta”, which meant take up a holding pattern on the starboard side of the ship. You could always get a green deck, though, by telling the Air Boss that you had “pony” (mail) on board. Signal Charlie will be a site that advances the goal of smart flight operations in dynamic environments, and we hope this site generates a lot of “pony”.
The Charlie signal flag also means “Affirmative”, and this represents the proactive nature of a quality Safety Management System (SMS), the future of aviation safety. SMS components include an open reporting culture, risk management methodology and continuous improvement process. In SMS, people nurture partnerships that promote operational goals and safety. Positive communications fuel these partnerships, and Signal Charlie is meant to be a vehicle for critical team communications.
Our site will be used to communicate ideas on an international deck, developing the same kinds of standardization that the International Code of Signals offers. Well developed, standardized procedures and efficient communication are key components of any quality system.
Please be patient as we add content to this site, and feel free to post your comments and recommendations.
Fly Smart
“Clark and Tokenchick”
About “Clark” Kent Lewis
Aviation Safety Programs
Kent Graduated from the U.S. Navy Postgraduate School’s Aviation Safety Officer course, and was the Director of Safety and Standardization at MCAS Yuma, the largest aviation training facility in the United States. He was previously the Safety Department Head at VT-27, the Navy’s busiest aviation training squadron. His safety programs have been recognized as the best in the Navy/Marine Corps and have a zero mishap rate.
Kent volunteers as a FAA Safety Team Lead Representative for the Ft Worth FSDO, has attended the ALPA Basic Safety School, Safety Two School, Advanced Accident Investigation course and is the DALPA Atlanta Council 44 Safety Chairman. His focus is Human Factors and System Safety , and he is a member of ISASI.
Flight Instruction
Kent was a flight instructor while in the U.S. Marine Corps, teaching Navy and Marine primary and intermediate students in the T-34C, a fixed wing turboprop trainer. He is a graduate of the Naval Air Training Command Flight Instructor Training Course. He also flew helicopters and was a Terrain Flight, Search And Rescue and Night Vision Goggle Instructor. He recently gained certification with the FAA to be a Certificated Flight Instructor, Instrument Instructor and Multi-engine Instructor in airplanes. His flight instructor training was conducted at Cliff Hyde Flying Services, Ellington Field (KEFD), Houston, TX. This Part 141 program was part of the San Jacinto College Aeronautical Technology curriculum.
Education
Kent is a graduate of the University of Texas at Austin, with a Bachelor of Arts degree in History, and he has a Masters degree in Library and Information Science from Texas Woman’s University.
“I am a history major. I believe that the past is prologue. The archives bear that out. Most major aircraft accidents are not acts of God. In our recommendations we try to take what we have learned and correct situations so it shouldn’t happen again.”
— James Hall, NTSB, 1996.
Commercial Pilot
Kent is certified by the FAA as a multi-engine Airline Transport Pilot, and as a Commercial Pilot for single-engine airplanes and Helicopters. He has over 20 years of flying experience, for the U. S. Marine Corps, American Eagle Airlines, and Delta Air Lines.
Emergency Preparedness and Response
Kent is a graduate of the National Search And Rescue School’s Inland SAR Coordination course, and was the SAR Officer for MCAS Yuma, AZ. His SAR Coordinator responsibilities included Interagency coordination with over 50 Local, State, and Federal Response Agencies. He has over 20 years experience with the Incident Command System and authored the Incident Action Plan for MCAS Yuma, the Nation’s largest joint use airfield.
Thanks for visiting the site!
“Clark”
Contact info: kent@signalcharlie.net
About Audrey aka “Tokenchick”
Education
Audrey graduated with honors from Corpus Christi State University, receiving her Bachelor of Arts in Communications while majoring in Drama. She graduated Texas Woman’s University with a Masters in Drama with an emphasis on Costume Design. She is an expert in interpersonal, small group communications, the key component to efficient and safe teamwork. Whether you are in the cockpit, classroom or boardroom, if you can’t communicate, you can’t succeed.
Accomplishments
Audrey has also been designing, drafting and constructing costumes for over 30 years. She is also an accomplished actor, having appeared on stage, television and film productions.
Small Business Owner
Audrey is the sole proprietor of audreycarol.com
Contact info: audrey@audreycarol.com
About Spooky
Spooky is one of the smartest people I know, working on a Masters of Science in Aerospace Engineering and incredibly talented. Spooky graciously volunteers time to mentor me on the intricacies of website design and things that involve tremendous amounts of calculus.
Contact info: spooky@ifitoldyouidhavetokillyou.com
11 March 2007
Welcome to Signal Charlie
Welcome to Signal Charlie. Signal Charlie is being developed to promote safety in high reliability organizations, with a focus on aviation.
When trying to decide on a name for the site, I remembered my Naval Aviator days and the codewords from the carrier, “Signal Charlie”, which meant that the flight deck was ready for landing ops. This was always a welcome message, especially after a long flight. Signal Charlie will be a site that advances the goal of smart flight operations in dynamic environments.
Our site will be used to communicate ideas on an international deck, developing the same kinds of standardization that the International Code of Signals offers. Well developed, standardized procedures and efficient communication are key components of any quality system.
The Charlie signal flag also means “Affirmative”, and this represents the proactive nature of a quality Safety Management System (SMS), the future of aviation safety. SMS components include an open reporting culture, risk management methodology and continuous improvement process. In SMS, people nurture partnerships that promote operational goals and safety. Positive communications fuel these partnerships, and Signal Charlie is meant to be a vehicle for critical team communications.
Please be patient as we add content to this site, and feel free to post your recommendations.
Fly Smart
Clark
11 March 2007
Chuckie
Chuckie is the Vintage Flying Museum B-17, and her namesake is a fantastic aviation safety advocate. Chuckie could not fly without teamwork.11 March 2007
Human Factors
Human Performance
by Kent B. Lewis
Human Performance in aviation is the study of pilot, crew, mechanic and controller performance and health issues. Performance in any system is affected by human factor issues such as design of flight decks, physiological and psychological variations, and the interaction and communication between all participants.
Human Factors
“A broad field that studies the interaction between people and machines for the purpose of improving performance and reducing errors. As aircraft become more reliable and less prone to mechanical failure, the percentage of accidents related to human factors increased. Some aspect of human factors now accounts for over 80 percent of all accidents. Pilots who have a good understanding of human factors are better equipped to plan and execute a safe and uneventful flight.” (FAA Instrument Flying Handbook, 2001, p. 1-1)
Within human factors, specializations develop that use an interdisciplinary approach to the scientific study of the complex human-machine system. Examples of these specializations are aeromedical, critical incident response, first responder stress debrief, professional standards and pilot assistance.
- Human factor elements include:
- Design/System Failure
- Organizational
- Supervisory
- Medical/Physiological/Psychological
- Communications
- Crew Resource Management
- Aeronautical Decision Making
- Attitude/Personality
- Knowledge or Skill
- Sensory-Perceptual
Mishaps: “WHO” did “WHAT?”
“The Naval Safety Center periodically publishes a list of the most common aircrew errors, shown below:
- Inadequate crew coordination
- Procedural violation
- Physical or mental condition
- Misuse of flight controls
- Inadequate flying speed
- Poor flight preparation
- Inadequate lookout procedure
While the above designations are good descriptors concerning human error mishaps, they do not tell us much about the “Whys”. From a human factors standpoint, we need to relate the occurrence of mishaps to the behavior of people in the performance of their jobs. Accomplishing this may may be possible if we can more accurately define human factor “causes” of accidents, and through an understanding of the capabilities and limitations of human performance, develop improved mishap prevention measures.” (Naval Postgraduate School Aviation Psychology Lecture Summaries, 1992, p.3)
These same type of errors may result in injury to factory workers, poor performance of surgical teams or inefficient business management. Development of intervention strategies to combat poor performance and optimize system capabilities are key to everyone’s bottom line. To do this, we must identify “Why” and target the most appropriate levels for intervention.
DoD and the FAA are currently collaborating on defining human factor causes with the development of a Human Factors Analysis and Classification System (HFACS). Traditional intervention strategies focus on prevention of specific types of accidents, such as Controlled Flight Into Terrain (CFIT) or Stall/Spin mishaps rather than human error. Corrective recommendations have been focused on decision-making vs a wide range of possible human error categories. Causal factors must be analyzed and classified to accurately capture and recreate the complex layers of human error in context with the individual, environment and mishap or event. The resulting taxonomy will address latent failures of the system and active failures of the operator, from the earliest opportunity for intervention to the last.
The DoD HFACS model currently addresses these basic layers of system failure:
Organizational influences
- Resource/Acquisition management
- Organizational climate
- Organizational process
Supervision
- Inadequate supervision
- Planned inappropriate operations
- Failure to correct known problem
- Supervisory violations
Preconditions to Acts
- Environmental factors
- Physical
- Technological
- Condition of individuals
- Cognitive factors
- Psycho-behavioral factors
- Adverse physiological states
- Physical/mental limitations
- Perceptual factors
- Personnel factors
- Coordination/communication/planning factors
- Self-imposed stress
Acts
- Errors
- Skill-based
- Judgement and Decision -making errors
- Misperception errors
- Violations
A Human Factors Intervention Matrix (HFIX) is being developed to pit Unsafe Acts against Intervention approaches, as a useful tool to evaluate safety programs. As part of the FAA’s Safer Skies initiative, Joint Safety Analysis Teams and Joint Safety Intervention Teams studied civil aviation accidents associated with:
- -Controlled Flight Into Terrain (CFIT)
-Approach and Landing
-Loss of Control
-Runway Incursions
-Weather
-Pilot decision-making
The results were classified based on NTSB recommendations for corrective action. The results found that that NTSB recommendations routinely targeted Organizational/Administrative levels (36%) and Technological/engineering approaches. “However, unlike the NTSB where relatively few recommendations targeted the human, nearly 1/3 of those obtained from JSAT/JSATs did so.” (Developing a Methodology for Assessing Safety Programs Targeting Human Error in Aviation, 2004, p. 4) Analysis suggests that additional interventions should be directed towards skill based errors, violations and modification of the task and environment.
In the majority of cases, a mishap “happens” before the aircraft has ever left the ground, at times as high as the organizational or supervisory level. Mishaps are caused by hazards with human and material factor roots. Identification of hazards through the use of system based safety programs and risk management methodologies will result in interventions at the earliest and most appropriate levels. The earlier that a hazard is identified, the earlier it can be assessed, eliminated or controlled.
Safety Quote
“You can’t go on liberty if you’re dead”.
Lt Col Michael Kurth, HMLA-369
Navy Cross recipient
Desert Storm
Preflight yourself before you go….Know your personal limitations. Use the PAVE checklist.
Another NASA, DoD and FAA initiative is the National Plan for Civil Aviation Human Factors
Two goals:
1. Reducing error in human-system interactions
2. Increase efficiency of human-system performance
The national agenda focuses on 2 major elements
-Research:
1. Human-centered automation
2. Selection and training
3. Human performance assessment
4. Information management and display
5. Bioaeronautics
-Application of research:
1. Create environment for change
2. Develop HF education and training programs at all levels
3. Equip personnel and facilities with modern tools and techniques of the HF engineering discipline.
4. Develop infrastructure to translate and disseminate human factors products.
Contact info: kent@signalcharlie.net
11 March 2007
Aviation Leadership
Aviation Leadership Principles and Traits
by Kent B. Lewis
(shamelessly adapted from the U. S. Marine Corps)
Aviation Leadership Principles
- Know yourself and seek self-improvement.
- Be technically and operationally proficient.
- Develop a sense of responsibility among your team mates (FSS, ATC, maintenance, crew, FSDO, AOPA, EAA).
- Make sound and timely decisions.
- Set the example.
- Know your team and look out for their welfare.
- Keep your team informed.
- Seek responsibility and take responsibility for your actions.
- Ensure assigned tasks are understood, supervised, and accomplished.
- Train as a team.
- Employ your command in accordance with its capabilities.
Aviation Leadership Traits
• Dependability
The certainty of proper performance of all duties.
• Bearing
Creating a favorable impression in carriage, appearance and personal conduct at all times.
• Courage
The mental and physical quality that recognizes fear of danger or criticism, but enables one to proceed (or not proceed) in the face of it with calmness and firmness.
• Decisiveness
Ability to make decisions promptly and to announce them in clear, forceful manner.
• Endurance
The mental and physical stamina measured by the ability to withstand pain, fatigue, stress and hardship.
• Enthusiasm
The display of sincere interest and exuberance in the performance of duties.
• Initiative
Taking action in the absence of orders or regulations.
• Integrity
Uprightness of character and soundness of moral principles; includes the qualities of truthfulness and honesty.
• Judgment
The ability to weigh facts and possible solutions on which to base sound decisions.
• Justice
Giving reward and punishment according to merits of the case in question. The ability to administer a system of rewards and punishments impartially and consistently.
• Knowledge
Understanding of a science or an art. The range of one’s information, including professional knowledge and an understanding of your craft.
• Loyalty
The quality of faithfulness to country, to one’s passengers and team.
• Tact
The ability to deal with others without creating offense.
• Unselfishness
Avoidance of providing for one’s own comfort and personal advancement at the expense of others.
For a fun time, compare these USMC principles with W. E. Deming’s 14 STEPS TO TOTAL QUALITY MANAGEMENT
- 1. Create constancy of purpose for improvement of product and service.
2. Adopt the new philosophy.
3. Cease dependence on mass inspection.
4. End the practice of awarding business on price tag alone.
5. Improve constantly and forever the system of product and service.
6. Institute training and retraining.
7. Institute leadership.
8. Drive out fear.
9. Break down barriers between staff areas.
10. Eliminate slogans, exhortations, and targets for the workforce.
11. Eliminate numerical quotas.
12. Remove barriers to pride of workmanship.
13. Institute a vigorous program of education and retraining.
14. Take action to accomplish the transformation.
or consider Stephen Covey’s 7 habits of Highly Effective People
1. Be proactive: Principles of Personal Vision
2. Begin with the end in mind
3. Put first things first: Principles of Personal Management
4. Think win/win: Principles of Interpersonal Leadership
5. Seek first to understand, then to be understood
6. Synergize Principles of Creative Communication
7. Sharpen the Saw: Principles of Balanced Self-Renewal
and this just in, the 8th habit..
8. From effectiveness to greatness
Contact info: kent@signalcharlie.net
11 March 2007
Safety Management System
High Flight
Oh! I have slipped the surly bonds of Earth
And danced the skies on laughter-silvered wings;
Sunward I’ve climbed, and joined the tumbling mirth
Of sun-split clouds, — and done a hundred things
You have not dreamed of — wheeled and soared and swung
High in the sunlit silence. Hov’ring there,
I’ve chased the shouting wind along, and flung
My eager craft through footless halls of air. . . .
Up, up the long, delirious burning blue
I’ve topped the wind-swept heights with easy grace
Where never lark, or ever eagle flew —
And, while with silent, lifting mind I’ve trod
The high untrespassed sanctity of space,
Put out my hand, and touched the face of God.
— John Gillespie Magee, Jr
Aviation System Safety
by Kent Lewis
An aviator’s job is to make up for the inefficiencies of the aviation system. Our system is a composite of personnel, equipment, materials, facilities, procedures, regulations, software, etc…Compliance with regulations and procedures alone is not enough to prevent mishaps.
“The application of a “Systems Approach” entails identifying all of the major components of a system and attempting to understand the potential influence that various system components have (individually and collectively) on overall system performance.” (Naval Postgraduate School Aviation Psychology Lecture Summaries, 1992, p.19)
The System Safety “life cycle” concept is an export from System Safety Engineering. Applying the same principles to operational aviation safety minimizes risk by continually improving the operational safety process. The keys to this process are communication and integrity of the feedback loop.
We need structure and tools for systematic improvement, and the models below are tools to be utilized as basic system safety checklists . The 5 Step model below is utilized by DoD, the 3P Model is emerging from the FAA/Industry Training Standards (FITS) program and the Attitude Model is developed from the fundamental skills of Attitude Instrument Flying. Susan Parsons of the FAA wrote an excellent article comparing the 3P model to attitude flying. (FAA aviation News, 2005, p.1) I have gone a step further to compare all 3 checklists below. “Clark” Kent’s Triple A model, listed at the end, was developed by the author while creating this text and is excellent for rapid planning.
These checklists are flexible in scope and applicable to every segment of a Software, Hardware, Environment, Liveware (SHEL) model. Another model is Man, Machine, Mission, and Medium. Liveware, or Man, is the most important component of any system, because you initiate or conduct most of the model checklists and activities. These checklists can be used to plan some weekend VFR flying, evaluate emerging technology or change operational procedures at a major airline. One way to look at it, you are conducting an accident investigation before a human or material factors cause a failure of your safety program. Mishaps are seldom the result of single causes, but typically represent hazard events occurring in a single system. This proactive investigation will help you identify and eliminate all hazards before they turn into the causal factors of a mishap.
Clark Kent’s model is simple: Ask – Assess – Act (Triple A)
I believe that the next step for the aviation industry is to apply the system safety process to… the system safety process, with a focus on leadership, human factors and standardization of operational procedures. Collaboration amongst all sectors of the aviation industry to establish a list of tactical issues and strategic priorities would be a good start. As a parting thought, remember…..
Attitude + Power (Knowledge) = Performance
This equation flies your aircraft, it will also optimize your aviation skills. Your professional attitude plus a desire to never stop learning help you make the leap from pilot to AVIATOR, or apprentice to craftsman.
Preflight yourself before you go…use the 3P Personal Minimums Checklist developed by Uncle Sam…and realize some return on your tax dollars…
PAVE Checklist
Fly Smart
Clark 🙂
Contact info: kent@signalcharlie.net
11 March 2007
Hello world!
Welcome to WordPress.com. This is your first post. Edit or delete it and start blogging!
12 March 2007
Aviation Events
Here is a great site that has a free listing of aviation related events.
12 March 2007
FAA Safety Team
Check out the FAA Safety Team website. Sign up to get info for your area and volunteer to be part of the Team.
“Our Mission: Improve upon the Nation’s aviation accident rate by conveying safety principles and practices through training, outreach, and education; while establishing partnerships and encouraging the continual growth of a positive safety culture within the aviation community.”
12 March 2007
Human Factors Gurus
Human Factors Associates, Inc. (HFA) started as a small firm in 1994 that provided consulting services to industry and government in the traditional fields of human factors engineering and training system development. Incorporated in September, 2002 by Dr. Anthony Ciavarelli, the company’s primary business is to provide organizational assessment and intervention strategies designed to improve performance of people and their organizations.
Learn more at HFA
Dr C taught Aviation Psychology at the Naval Postgrad School Aviation Safety Officer course and has been at the forefront of system safety development for the military and commercial aviation communities.
12 March 2007
Monitor and Cross Check Strategies for General Aviation
Monitor and Cross Check Strategies for General Aviation
Here is a presentation I put together for the FAASTeam. The subject matter addresses challenges associated with automation resource management.
Fly Smart
Clark
12 March 2007
Herb’s Wisdom
I interviewed Herb Webber for an Aviation Safety Seminar series, and asked if he had any pearls of wisdom from 65 years plus of aviation experience. Here’s what he said.
1. Use a checklist.
2. Look outside.
and
3. Never fly hard IFR in a single engine airplane.
Herb flew B-17s for the Army (including Memphis Belle)and big jets for American Airlines, and is still active delivering airplanes for Van Bortel . He states thet he “flunked retirement”. I am amazed by his flexibility and resilience, and grateful for his dedication to volunteer aviation safety work. He is impressed with the new glass cockpits in GA airplanes, but refers youngsters like me back to Pearl #2, that is to use the most important piece of glass in the aircraft, the windscreen, to your see and avoid advantage.
FLy Smart
Clark
13 March 2007
Team Safety Program for you
Everyone can benefit personally and professionally from a structured safety program. Some team members benefit from collaboration with a commercial or miltary safety department, but where does that leave individuals and small groups? Let’s discuss a model safety program and what assets are in place to create your own tailored safety program. I’ll list each major component below and offer some ideas on assets.
A Safety Program consists of four major components:
1. A formal accident prevention program:
You can work with the FAA Safety Team, a collaboration of local program managers, volunteer aviation safety representatives and industry team members. FAASTeam services are funded by tax dollars and complimented by experienced volunteer time and talent. SO… if it’s paid for, why not use it? The critical component of this program is the desire to work together as a team to continuously improve personal and system safety.
2. Team safety and accident prevention education and training: Sign up for seminar notification at FAA Safety.gov Attend a safety seminar and get to know your local safety reps (yes, you have people!).
The Aircraft Owners and Pilots Association (AOPA) offers fantastic online education. Join a local business, pilot, controller, mechanic association. See Links for even more ideas.
3. An internal reporting system to allow Team members to report incidents and recognized hazards:
There are many ways to report hazards. Call the tower or airport manager. Go to the FAA safety website for points of contact or call your local FSDO. Their numbers can be found on their “about” pages. Another excellent conduit is your local safety team rep.
4. An internal assessment program to monitor the effectiveness of the Safety Program.
The Wings Program is a fantastic personal recurrency program. Check it out at FAA Safety Awards Team up with your local FAASTEam reps to develop a buddy system where you periodically crosscheck activities with another colleague.
Governmental regulations require business and commercial aviation to establish employee training programs. Due to the complexities of these regulations, Safety Manager/Officers aid and advise managers and supervisors in identifying appropriate training methods. Consider the FAASTeam to be your personal Safety Representatives and Fly Smart.
Clark
13 March 2007
Our safety google group
Join our safety program google group to exchange information. Group is based in Ft Worth Texas, but safety ideas are universal.
13 March 2007
Links
Signal Charlie merchandise sold on cafepress
Aerovents features all types of aeronautical events including models, business, maitenance, safety as well as space …
Air Source One = pilot supplies
Airnav provides free detailed aeronautical information on airports and other information to assist pilots in gathering information for flight planning.
ALPA Air Line Pilots Association, International (ALPA) is the largest airline pilot union in the world and represents 60,000 pilots who fly for 40 U.S. and Canadian airlines.
AOPA With a membership base of more than 410,000, or two thirds of all pilots in the United States, AOPA is the largest, most influential aviation association in the world.
ADDS Aviation Digital Data Service NWS/ NOAA weather makes available to the aviation community text, digital and graphical forecasts, analyses, and observations of aviation-related weather variables.
Aviator Shop is a family owned and operated retail shop for pilot and aircraft supplies located near Ellington Field, Houston, Texas.
Cavanaugh Flight Museum is a non-profit 501(c)(3) educational organization devoted to promoting aviation studies and to perpetuating America’s aviation heritage; the museum fulfills its mission by restoring, operating, maintaining and displaying historically-significant, vintage aircraft, and by collecting materials related to the history of aviation.
C. R. Smith features exhibits about the airline and commercial aviation; airline history, education programs, events and directions.
Civil Air Patrol performs 95% of continental US inland search and rescue missions as tasked by the US Air Force.
Curt Lewis & Associates LLC is a multi-discipline technical and scientific consulting firm specializing in aviation and industrial safety.
Coast Guard Auxiliary actively provides safety patrols on area waterways and regularly meets with the boating public at marinas and in classrooms.
CRM Forum moderated by Neil Krey. The forum’s goal is to identify needs, coordinate processes, and facilitate development of Crew Resource Management (CRM) and Human Factors (HF) resources and products. Here you will find a wide variety of resources to assist you in the development and use of Crew Resource Management and Human Factors courses and training materials for aviation and other applications.
Direct User Access Terminal System on the Web provides immediate on-line access to U.S. Federal Aviation Administration (FAA) approved information including:
Current, continuously updated weather information
Easy-to-understand plain language weather
Flight plan filing and closing
Automated flight planning.
Eagle Training Solutions offers a wide variety of flight training programs for beginning pilots as well as professional aviators.
Experiemental Aircraft Association is the international organization that encourages and supports sport aviation.
Fort Worth Aviation Safety Program Discuss personal aviation safety management programs that will reduce aviation mishap rates. Develop knowledge, skills, and efficient communications to identify hazards that cause mishaps. Learn a continuous improvement process to promote an informed, just, learning and reporting safety culture.
Frontiers of Flight Museum lets you experience the story of those who went Higher, Faster, Farther, First in Aviation & Space Flight
Intellicast weather site
jetcareers Career information written by airline, corporate, military and other professional pilots for future aviators.
FAAST The FAA Safety Team Improves upon the Nation’s aviation accident rate by conveying safety principles and practices through training, outreach, and education; while establishing partnerships and encouraging the continual growth of a positive safety culture within the aviation community.
Mastery Flight Training Master CFI Thomas P. Turner has been Lead Instructor for FlightSafety International’s Bonanza pilot training program at the Beechcraft factory; production test pilot for engine modifications; aviation insurance underwriter; corporate pilot and safety expert.
Mountain View College offers degrees for Professional Pilot, Aircraft Dispatcher, and Airport Management.
NAFI National Association of Flight Instructors is an international organization dedicated exclusively to raising and maintaining the professional standing of the flight instructor in the aviation community.
NASA ASRS is the Aviation Safety Reporting System, a joint venture by NASA and the FAA to collect and analyze data to lessen the likelihood of aviation accidents.
NCATT National Center for Aircraft Technician Training is a national consortium of aviation businesses, aviation industry organizations, the U.S. government, and partner educational institutions coming together for common and national interest, needs, goals and accomplishments.
NOAA is FAA approved National Weather Service aviation weather reports and forecasts.
NWS National Weather Service.
Ninety-nines founded in 1929 by 99 licensed women pilots for the mutual support and advancement of aviation.
OBAP Organization of Black Airline Pilots formed to enhance, advance and promote educational opportunities in aviation.
Sportys Home of Sporty’s Pilot Shop.
Tarrant County College offer an Associates Degree/Airframe and Poweplants License through their Aircraft Maintenance Technology Program.
Texas State Technical College offers a associate’s degree or certificates to prepare you for transportation careers in flying or maintenance.
Vintage Flying Museum features a rare B-17G Pathfinder Flying Fortress, “Chuckie”, and a unique flock of warbirds as well as the facility that “Keeps ‘Em Flying”!
The Weather Channel The Weather Channel’s weather.com provides a national and local weather forecast for cities worldwide, as well as a weather radar, map and report.
Women In Aviation promotes and supports women in the aviation industry.
Contact info: kent@signalcharlie.net
14 March 2007
Super Huey Okinawa
image from the original site — uh-1n-okinawa.thumbnail.jpg
Here’s a photo from 1993 of Clark Kent Lewis flying the mighty Super Huey (UH-1N) on a Close In Fire Support (CIFS) to Ie Shima
14 March 2007
Human Factors for Dummies
I was asked by my local FAASTeam Program Manager to to create a presentation on Human Factors (HF). Every mishap has HF roots, and the goal of a robust safety program is to identify HF hazards and develop mitigation strategies that prevent mishaps.
14 March 2007
National Plan for Civil Aviation Human Factors
National Plan for Civil Aviation Human Factors (A NASA, DoD and FAA initiative)
Two goals:
1. Reducing error in human-system interactions
2. Increase efficiency of human-system performance
The national agenda focuses on 2 major elements
-Research:
1. Human-centered automation
2. Selection and training
3. Human performance assessment
4. Information management and display
5. Bioaeronautics
-Application of research:
1. Create environment for change
2. Develop HF education and training programs at all levels
3. Equip personnel and facilities with modern tools and techniques of the HF engineering discipline.
4. Develop infrastructure to translate and disseminate human factors products.
This is where the focus of my work is. Why change? Quality systems embrace continuous improvement, everyone should always be learning. The text and links on this site are just a few of our tools. The context that we bring is the user/operator context. You are the expert in your particular field, the person with the most intimate view of the processes that defines your immediate environment. Efficient research must include the context of environment and mental model, then education and training can be developed to support preservation of assets (dat’s you!) and attainment of business goals. Doing it right is what counts.
Kent
14 March 2007
Roadmap to Just Culture
“In my view, a safety culture depends critically upon first negotiating where the line should be drawn between unacceptable behavior and blameless unsafe acts. There sill always be a grey area between these two extremes where the issue has to be decided on a case by case basis. This is where the guidelines provided by A Roadmap to a Just Culture will be of great value. A number of organisations have embarked upon this process, and the general indications are that only around 10 percent of actions contributing to bad events are judged as culpable. In principle, at least, this means that the large majority of unsafe acts can be reported without fear of sanction. Once this crucial trust has been established, the organisation begins to have a reporting culture, something that the system with an accessible memory, which, in turn, is the essential underpinning to a learning culture. There will, of course, be setbacks along the way. But engineering a just culture is the all-important early step; so much else depends on it.” (Reason, James, Forword to A Roadmap to a Just Culture, GAIN, 2004)
Roadmap Reprinted with permission from the Global Aviation Information Network GAIN
15 March 2007
Automation Monitoring
The more things change, the more they stay the same. Here is a NASA Callback written 10 years ago, addressing human-machine interface issues associated with flight deck automation. This call back addresses the proactive nature of monitoring duties vs reactive connotation of Pilot Not Flying.
Callback 219
16 March 2007
FAAST Focus
Under the new FAAS Safety Team program, volunteer reps are self directed to
present these topics and/or activities whenever possible. FAA Safety Program Managers are also here to assist and support you.
Here are the special emphasis items that we are targeting in the Ft Worth district:
Take-off and Landings (x-wind)
Loss of control during IMC. (instrument approaches).
Aeronautical Decision Making
Maneuvering
Improper installation of Parts
Improper Inspection of Aircraft or Parts
TFR’ and Prohibited airspace
Education Career Days (schools, colleges, etc.)
Maintenance Human Factors
Check out Links to find information on these topics, and sign up for FAA Safety Seminar notifications on the FAA Safety site
I also have some information posted under files on my google safety group Ft Worth Aviation Safety Program
Fly Smart
Kent Lewis
18 March 2007
How’d ya Like to be a Ground Controller at JFK?
Listen to this ATC tape, and see if you can pick out who is flailing, who is trying to help out and who is getting snippy. Think about how you would react in this situation, from ATC and the pilots’ standpoint. What Human Factors are at work here? What are the Threats, and how can they develop into Error? What are the consequences of Error if two jumbos collide on the ground? How would you manage this hazard (and “stay away from JFK” doesn’t count”)!
Professionalism goes a long way here, in keeping the situation stabilized and avoiding another Tenerife.
JFK ATC on a good day. Like the guy says, go visit a tower someday if you can. These folks do some amazing things in their 4 dimensional world, and have my utmost respect.
18 March 2007
FAA AC on Safety Management Systems
What are the safety benefits of a Safety Management System (SMS)?
- Quality management approach to controlling risk.
Organizational framework to support a sound safety culture.
For general aviation operators, an SMS can form the core of the company’s safety efforts.
For certificated operators such as airlines, air taxi operators, and aviation training organizations, the SMS can also serve as an efficient means of interfacing with FAA certificate oversight offices.
SMS provides a detailed roadmap for monitoring safety-related processes.
A Systematic Managerial approach to Safety is even more important to a basic weekend or business flyer. You need to maximize the return on investment of your limited resources.
- SMS is a template that will enable you to establish cooperative, personal partnerships with the FAA, aircraft manufacturers, training and educational institutions, service providers, and aviation advocacy groups.
Establish a proactive, learning safety culture that taps into these resources and keeps you informed about emerging hazards within the National Airspace System.
Develop a plan and show it to your insurance agency, you might even get a discount for “Defensive Flying”.
Here is a SMS ppt I developed from the FAA Advisory Circular 120-92
Introduction to SMS for Air Operators
Key concepts are communications, just culture and continuous improvement.
Fly Smart
Clark
18 March 2007
Aviation Leadership
Aviation
-the art of operating of aircraft
Leadership
-the position or office of a leader, a person who inspires or guides others
-the capacity or ability to lead
-to show the way to by going in advance, guidance, direction
-to guide behavior or opinion
Acquiring aeronautical knowledge, airmanship skills, utilizing resources, building experience and proficiency are all part of a continuous improvement process. Navigation has been reduced to calculator simplicity. Modern autopilots and electronic displays have significantly reduced a pilot’s workload. Aircraft are designed safer. These factors have combined to reduce the mishap rate, but what is key to further reduction is the study and application of leadership skills. Aviation today requires administrative management and aeronautical decision making skills (leadership) as prerequisites for safety and efficiency, to realize the best return on your core foundation.
Here’s a review of some Aviation Leadership traits and principles.
18 March 2007
Threat and Error Management in a Nutshell
The Threat and Error Management Model was developed by Dr Bob Helmreich and the UT Human Factors Project and is the 6th Generation of CRM
Here’s the model in a nutshell…
THREAT MANAGEMENT
Focused on future events
Threats
-Operational factors-Aircrew, supervisory, maintenance, ATC,…
-Environmental factors-Turbulence, low vis, ice, rain, night time…
Operational and Environmental factors are managed through proper planning at…
-Strategic Level-Flight Ops Manual, OpSpecs, Aircraft Manuals, Training
-Tactical Level-Contingency options, Resource Management
Effective communication is key, before, during and after event
ERROR MANAGEMENT
Focused on current and past events
First Goal: Avoid
-Develop plan
-Communicate
-Execute
Second Goal: Manage
-Identify
-Manage workload
-Maintain Situational Awareness & Assessment
Third Goal: Mitigate
-Limit adverse consequences
MONITOR & CROSS-CHECK
Monitor
Comparing actual flight path and system performance to
intended path and performance
Cross-Check
Ensure actions result in desired outcome
GOAL
Error avoidance – Detection – Mitigation
One tool to use = “CAMI”
Confirm automation input
Activate system
Monitor performance
Intervene to prevent undesired states
TEM is the next generation of Team Resource Management
Here is a TEMM ppt prepared by the UTHFRP with two case studies.
Fly Smart
Clark
19 March 2007
Human Factors for Maintenance
Here is an awesome presentation on Human Factors for Maintenance prepared by Joe Schmaltz of Bell Helicopter, which he presented at a local FAASTeam conference. The conference was hosted by the FAASTeam Program Manager in Ft Worth, Steve Buckner and coordinated by John Fullingum, a FAASTeam Rep. Bell Helicopter generously donated use of their academic facility, then gave a hangar deck and flight line tour.
Here is Joe’s great ppt on Human Factors for Maintenance
image from the original site — 412_corp_75x100.jpg
Fly Smart
Clark
21 March 2007
FSF Basic Guide to Human Factors
From the FSF Basic Guide to Human Factors, a quick recap on development of CRM…
“CRM has been used with in the aviation industry for more than 20 years undergoing several evolutions.
1st evolution: emphasized changing individual styles and correcting deficiencies in individual behavior with a heavy focus on psychological testing.
2nd evolution: represented a focus on cockpit group dynamics, was more modular, and dealt more with specific aviation concepts related to flight operations.
3rd evolution: came a broadening of scope, specifically, training began to take into account the characteristics of aviation systems in which crew must function and expanded to areas out side the cockpit (e.g., cabin crews, maintenance personnel),
4th evolution: came integrating and proceduralization.
5th evolution: represents an awareness that human error is inevitable and can provide a great deal of information (Bowers et al., 2001). “CRM is now being used as a way to try to manage these errors by focusing on training teamwork skills that will promote (a) error avoidance, (b) early detection of errors, (c) minimization of consequences resulting from CRM errors. Programs are beginning to go beyond error management to include a focus on threat recognition and management. (Bowers et al., 2001, p. 642).”
FSF Basic Guide to HF developed by Curt Lewis (no relation) and Sylvia Hughes.
Threat and Error Management is the latest generation. There are also some interestng comments on perception, memory and mental models. New systems will need to consider not only shared mental models of humans, but also the interface with the next advancements in automation.
24 March 2007
Human Error by James Reason
I just received the book Human Error by James Reason, which focuses on the understanding of human error mechanisms. It is in its 17th printing, 1990-2006. If you have not read this book, leave this webpage immediately, go to amazon and order it…now…do it. Then come back here.
Any time you read about latent and active error, you are reading about the works of Reason and Rasmussen, and about what happens when theory meets practice.
Here’s a Personal Perspective ppt presented at a Human Factors seminar in Helsinki 2006. Enjoy.
Fly Smart
Clark
25 March 2007
ICAO Ten Steps to a Safety Management System
Excerpts from “Ten Steps to create a Safety Management System”, from the ICAO Safety Management Manual (SMM)
#1 PLANNING
Experience, communications, resources.
#2 COMMITMENT TO SAFETY
All parties engaged in, and committed to the SMS. Safety information is actively sought, safety is a shared responsibility, safety-related information is disseminated to all affected personnel.
#3 ORGANIZATION
The organizational structure facilitates:
— lines of communication
— a clear definition of authorities, accountabilities and responsibilities.
#4 HAZARD IDENTIFICATION
Formal mechanisms (such as safety assessments and safety audits) are in place for the systematic identification of hazards.
#5 RISK MANAGEMENT
Criteria are established for assessing risks. Risks are analysed and ranked. Viable risk control measures are evaluated. Management takes action to reduce, eliminate or avoid the risks. Staff are aware of the actions taken to avoid or eliminate identified hazards. Procedures are in place to confirm that the actions taken are working as intended.
#6 INVESTIGATION CAPABILITY
Each hazard and incident report is evaluated with further safety investigation as necessary. Safety lessons learned are widely disseminated.
#7 SAFETY ANALYSIS CAPABILITY
Analytical tools (and specialist support) are available to support safety analyses.
#8 SAFETY PROMOTION AND TRAINING
Recognize that all levels of the organization require training in safety management and that the needs vary across the organization.
#9 SAFETY MANAGEMENT DOCUMENTATION AND INFORMATION MANAGEMENT
The SMS is well documented in a safety management manual. Documents are updated regularly and are readily available to those who need them. Safety databases are used to support safety analyses and performance monitoring.
#10 SAFETY OVERSIGHT AND SAFETY PERFORMANCE MONITORING
Safety performance indicators are agreed upon and realistic safety targets established. Adequate resources are allocated to the safety oversight and safety performance monitoring functions. Input is sought and provided without fear of repercussion. Regular safety audits are conducted in all operational areas of the organization. Safety oversight includes the systematic review of all available feedback, for example,safety assessments, quality assurance program results, safety trend analyses, safety surveys and safety audits. Findings are communicated, and reform measures are implemented as required to strengthen the system.
Fly Smart
Clark
27 March 2007
National Center for Aircraft Technician Training (NCATT)
I just found this great aviation maintenance program, almost in my backyard. What is important about the work they are doing is development of standards for technicians. From there information can be gathered and analyzed, then used to guide continuous improvement of the aviation system.
Fly Smart
Clark
NCATT project headquarters is located at Tarrant County College under the direction of Floyd Curtis, division chair of TCC Aeronautical Training. TCC partner institutions in this project include Embry-Riddle Aeronautical University, Pennsylvania College of Technology, San Jose State University, Weatherford College and the United States Air Force. “It’s important to note that NCATT is an aviation industry formed and governed organization, established to serve our industry,” said Curtis. The aviation industry stakeholders along with the NSF partners have established:
Industry standards for training and certifying Aircraft Electronics Technicians;
Curriculum supporting the national standards;
An industry developed and recognized certification program for aircraft electronic technicians; and
An accreditation for institutions meeting the established standards.
Learn more about NCATT
27 March 2007
NASA Aviation Safety Reporting Program
Here’s a brief I found on NASA ASRS, a confidential reporting system that is improving our aviation system. The program is funded by the FAA and administered by NASA. Due to its existence outside the fiscal scope of both organizations, funding has always been a critical issue for this program. There is no more effective weapon against aviation mishaps than ASRS and the quality information that it generates. When you talk about system safety and human factors research, you have to mention the ASRS program, or you will explode. Check it out. It deserves your interest and support.
NASA ASRS Check out their site, fill out a report, search the database, read Callback
30 March 2007
Runway Safety Forum
Well, considering the worst aviation disaster of all time was a collision on the ground, these forum notes should be required reading for all pilots, controllers and personnel operating ground vehicles on the airport.
Thank you NTSB for sponsoring this Runway Incursion Forum.
To everyone who operates on the airport surface area: slow down, look and listen. Be sure to notify airport managers if you discover poorly marked areas, missing signs, etc. Take the initiative to identify all hazards that can cause injury and damage to property.
Hey, all you airports out there, buy some paint and get the enhanced markings put down!
31 March 2007
SMS for Helicopter Operators
I met John Kemp at a recent Human Factors conference, he is the Director of Safety for Era Helicopters. They have established a SMS program and have a nice website to look at, that lays out the basics of their program and commitment to quality.
Check it out
image from the original site — era.jpg
31 March 2007
Takeoff and Landing Threat Reduction
Takeoff and Landing Threat Reduction ppt presented by SW Region FAAST Prrogram Manager James McElvain to DPEs and CFIs..
• 42% of accidents occur during the landing phase of flight and account for 3.3% of the fatalities.
• 15% of accidents occur during the take off phase of flight, and account for 14% of fatalities.
• With well over 50% of the GA accidents due to Take Off and Landing issues, this area is the key to large scale accident reduction.
CFI’s we need your help. We have a LOSS of Control Problem!
Please review the attached ppt for more information, or visit the
image from the original site — faasteamlogo.gif
And I’ll add, a stabilized approach is key. If you aren’t on speed, on glidepath, and properly configured at 250-500 feet agl in VMC (500-1000 feet agl IMC), GO AROUND! You’re flying because you like to, right? GO AROUND and get more flight time. Go Arounds need practice too!
Fly Smart
Clark
image from the original site — images.jpg
3 April 2007
998 or 29.98?!
image from the original site — altimeter.jpg
Ah, look at the cute altimeter, it’s pretty! Did you know it can kill you if not you put the right number in the wrong window? Got a great tip on my last rotation about altimeter settings. When you read back and crosscheck the altimeter setting, use all of the numbers and if it is millibars, say millibars after the numbers. This will mentally help you remember to dial the setting into the proper window. Things will be “not so good” if you mistake “998” mb for 29.98 inhg. Next time you’re preflighting, dial 998 into both windows and look at the difference between the settings. It’s almost 400 (yep, that’s a 4 plus two zeros) feet off. Think that will come into play, on final and in the goo? Avoid the error by managing the threat.
Fly Smart
Clark
4 April 2007
GA HAS SOMETHING TO OFFER FOR RUNWAY SAFETY
From AOPA e-pilot
General aviation could provide a solution for the gnawing problem of runway incursions that affects every segment of aviation, AOPA Air Safety Foundation Executive Director Bruce Landsberg told the NTSB on March 27 during a “Runway Incursion Forum.” The forum marked the 30-year anniversary of the world’s worst aviation accident, the collision between two Boeing 747s on a foggy runway in Tenerife, Canary Islands. Landsberg was one of the featured panelists for the daylong forum in Washington, D.C. “Distraction remains enemy No. 1,” said Landsberg, “and multi-tasking makes you stupid. When the aircraft is moving on the ground, 100 percent of our attention needs to be focused on where we are and where we’re going.” The national system is averaging about 330 runway incursions a year, although only 10 percent of those were serious enough that they could have led to an accident. But as Landsberg pointed out, GA already has some solutions, including portable cockpit technology and the AOPA Air Safety Foundation’s Runway Safety online course, that could be adapted to all segments of aviation.
4 April 2007
Vintage Flying Museum
image from the original site — chuckie.jpg
6 April 2007
Defensive Posturing
The main hazard during flight training (or any flying for that matter) is letting the aircraft get to an unrecoverable state, and the way to prevent that is defensive posturing. Defensive posturing is the mental attitude and associated physical actions that ensure that an aircraft never reaches an undesired state. Maintaining a defensive posture to manage threat and error is the key to flying smart.
Read Kent Lewis’ Article on Defensive Posturing.
image from the original site — school1_small.jpg
Special thanks to Barbara and David Mikkelson and Snopes for the amazing photos and story behind them.
6 April 2007
Flying Safety for Dummies
Don’t go flying if the birds are walking.
image from the original site — f-18-crosswind.jpg
Try sailing.
image from the original site — sailboat.jpg
If there’s no wind, row. Or head to the airport.
Clark
9 April 2007
P-3 Recovery
How many AN-124s does it take to fly a P-3 out of China?
image from the original site — an-124-p-3.jpg
Fly Smart…and watch out for China…
Clark
15 April 2007
Time Management
Get things quicker on the ground and leave more time for the fun stuff…flying!
15 April 2007
Boundaries and Centers
I am reading Asaf Degani’s book Taming HAL, a discussion of human interaction with automation. One thing I have observed is that the foundation of a good safety management system is clear, defined boundaries of operating envelopes. Our body and our aircraft have limits, and while we can perform at the edges of these limits, doing so effectively removes any margin for error (envelope protection). Aviation is a dynamic, complex environment subject to multiple influences, but the system is designed to handle one change at a time. It is not designed to handle compound emergencies, and automation does not have the creative problem-solving skills that we possess. Automation is great at doing one thing, don’t ask it to do two, and don’t push it past the edge.
So let’s think about it before we go. Takeoffs are optional, landings are not. Operating away from a safe center begins to strip away defenses and leave no room for human or machine to recover. Let’s be sure we fully understand our capabilities and limitations (our machine’s too) and operate conservatively.
Fly Smart
Kent
17 April 2007
New “WINGS” Pilot Proficiency Program
FYI
image from the original site — | image from the original site — Contact: James E. Pyles, National FAASTeam Outreach Program Manager Posted On: April 11, 2007 The All New WINGS – Pilot Proficiency Program . . . it’s no longer an “Award” program but a true proficiency program designed to help improve our skills and knowledge as pilots. |
The All New “WINGS – Pilot Proficiency Program”
by: James E. Pyles, National FAASTeam Outreach Manager
Regular proficiency training is essential to the safety of all pilots and their passengers. Each pilot must take a personal interest in their safety and that of their passengers. The WINGS – Pilot Proficiency Program is designed to help each pilot construct an educational curriculum suitable for their unique flight requirements. It encourages pilots to continue their aviation educational pursuits and requires education, review, and flight proficiency in the Areas of Operation found in current Practical Test Standards (PTS) that correspond with the leading accident causal factors in the United States. Further, the program encourages participation of FAA Safety Team (FAASTeam) Industry Members to establish regular recurrent training programs within their organizations and areas of influence to help all pilots reach their highest potential and maintain a high level of safety and proficiency.
While the program is still in its final stages of development and final details are not yet releasable here are a few informational items about the new WINGS – Pilot Proficiency Program:
- Three Phases; Basic, Advanced, Master
- Those maintaining the proficiency requirements for the Basic phase need not accomplish the flight review requirements of 14 CFR part 61
- Flight Review date “moves” with you as long as you continue to maintain at least a Basic phase / level
- Progress tracked on FAASafety.gov
- Curriculum and Syllabi are designed from Practical Test Standards
- Credits not based on time but on showing proficiency to applicable practical test standards
- Designed to promote development of year-round training and contact with authorized instructors
- Curriculum and syllabi for all pilots holding a U.S. pilot certificate
- Industry encouraged to provide incentives awarding pilots for their participation in the program
- Special emphasis on incident and accident causal factor areas of operation
- Flexibility in requirements and subject areas allow for maximum effectiveness of program for each pilot no matter what kind of flight activities they conduct
- Requirements include both knowledge and flight
- Certificate, wallet card, and transcripts are downloadable and printable right from FAASafety.gov
- For a very limited time pilots may earn credit for both the new program and sun-setting award program
- Target nationwide launch date is June
As you can see it’s no longer an “Award” program but a true proficiency program designed to help improve our skills and knowledge as pilots. Watch for more information to be released about the WINGS – Pilot Proficiency Program on the FAASTeam’s FAASafety.gov internet site.
James E. Pyles
National FAASTeam Outreach Manager (NFOM)
801-257-5071
Fly Smart
Clark
20 April 2007
Factores Humanos
INTERNATIONAL CONGRESS FOR FLIGHT SAFETY AND HUMAN FACTORS
Cordoba, Argentina
May 10-12 2007
Por primera vez en Argentina se realizará un Congreso de Seguridad Aérea y
Factores Humanos en la Aviación con un nutrido y reconocido equipo de
disertantes que estarán presentes en Córdoba.
La capacitación y la toma de conciencia debe ser prioritario para
encaminarnos hacia los cambios pretendidos.
Su presencia en este Congreso será el primer paso hacia un cambio profundo
en la forma de actuar y dirigir utilizando métodos de probada eficiencia.
El equipo de profesionales estará a vuestra disposición para trasmitir sus
vivencias y experiencia en cada una de las áreas especificas.
Agradecemos a las empresas y organismos que con su aporte hacen posible la
realización de este Congreso.
Lo invitamos a visitar nuestra página http://www.cisafha.com.ar , sumarse a este
esfuerzo, concurrir y participar de esta rica experiencia.
T R MMR
Total Resource Management MR
CRM+Factores Humanos+Seguridad+Manejo del Riesgo+Calidad
Concepto integral para la verdadera reducción del error humano en aviación
(MR)
info@factoreshumanos.com
mosca elegante
Luis
20 April 2007
Safety Management System (SMS) Overview
I have created a presentation that will introduce safety practitioners
to the basics of Safety Management Systems (SMS).
We are front line aviation safety advocates.
We have a principal stake in improving the management of safety,
reducing the accident rate and driving down mishap costs.
We can do this by taking a quality approach to safety.
Check out SMS Overview
This is a Level Zero Overview and Outreach effort, meant as an introduction and guide to your own personal SMS.
Fly Smart
Clark
9 May 2007
Top Ten CFI-I Tricks of the Trade
I pulled this list from the May issue of IFR magazine. The article discusses esssential tips and tricks for IFR flying. Good advice for everyone, I think.
1. Know how to operate within the IFR system, what/who/when to ask questions and gather information.
2. Know your equipment.
3. Seek understanding, knowledge and avoid “crutches”.
4. Watch you track.
5. Don’t believe one needle (aka trust but verify).
6. Utilize CRM to build SA.
7. Fly in actual IMC. Use building block approach, conservative go/no-go criteria and/or CFI-I.
8. Practice IMC to VMC transitions to land.
9. Learn Control and Performance method of flying. Power, Attitude, Trim.
10. Keep a positive mental attitude of continuous learning and applied wisdom.
Check out IFR
Fly Smart
Clark
9 May 2007
Dr Funk’s Words of Wisdom
I had a chance to talk to Dr Wally Funk on Wednesday and she took me through a crash investigation slide presentation that she delivers at safety seminars. I am working on a preservation project to digitize her slides. What struck me was the similarity of her comments to those of Herb Webber, another local safety rep who I talked to last year. (Herb’s wisdom is posted below).
It is amazing the number of crashes that could be prevented if people would use a checklist properly. Check for fuel. Check for contaminated fuel. Check your prop. Check your electrical system. Check that the CONTROL LOCK is REMOVED before attempting any junior birdman/birdwoman activities! Stay out of box canyons. You get the idea. The system tries to trip you up enough without helping it out.
Be professional, be smart. And as Wally says, “don’t wreck your airplane and yourself.”
Read Dr Funk’s Bio. Hold on to your jaw, because it will drop as you read it!
Fly Smart
Clark
25 May 2007
National Air and Space Udvar-Hazy Center
image from the original site — bell-47.jpg
“The Steven F. Udvar-Hazy Center near Washington Dulles International Airport is the companion facility to the Museum on the National Mall. The building opened in December, 2003, and provides enough space for the Smithsonian to display the thousands of aviation and space artifacts that cannot be exhibited on the National Mall. The two sites together showcase the largest collection of aviation and space artifacts in the world. ”
It’s well worth the trip.
Fly Smart,
Kent B. Lewis
31 May 2007
Stop, Look and Listen
From our local FAA Safety Program Manager…
“DOT Says Serious Runway Incursions Still a Danger
The Department of Transportation Office of the Inspector General (IG) said
in a report released last Thursday that runway incursions remain a
persistent, serious problem, despite the FAA?s efforts to reduce their
frequency. Though the focus of the IG?s study was at Boston Logan, Los
Angeles International, Philadelphia International and Chicago O?Hare
airports, where incursions have recently increased, the results of the
study gave recommendations for system-wide improvements. The study said the
FAA should engage in better information sharing to communicate root causes
of deviations and communicate best practices that have worked to reduce
incursions; focus more on controller human-factor issues and training; and
improve accountability at the national level to ensure runway incursions
remain a top priority. According to the study, runway incursions have
decreased from a high of 407 in fiscal year 2001 to a low of 323 in fiscal
year 2003. Since then, the numbers have remained relatively flat. According
to the IG?s study, the FAA did not comment on how it would address the
concerns noted in the report.”
And my thoughts on the matter….
An open, learning, just reporting culture will be a good start so that rich data can be gathered. then throw in valid risk assessment and a vigorous safety awareness campaign. “Stop. Look. Listen”. Another risk management system that works is “Ask, Assess, Act.”
We need to go beyond who did what, and look at “Why” it happened, and at what level the hazard was generated. Runway Incursions are an area where “Production” goals are outstripping “Protection” mitigations. Time pressure is huge at large airports to increase capacity, and it shouldn’t be. There’s only one thing that can happen when you try to put too much stuff in too small of a bag. There are latent hazards that reside at the Decision/Policy Maker and Line Management level, and they become active failures during the productive activities of controllers, ground vehicle operators and pilots. High ops tempo is always a factor, cognitive task loading leads to increased slips, lapses and mistakes. Invalid assumptions about system performance lead to skewed behaviors, high risk consequences and sub-optimal decisions.
Is the hazard more frequent (percentage wise) at these high capacity airports vs small towered fields? If so, capacity (production) is a risk element that needs to be transferred, eliminated, or mitigated.
Do air traffic controllers have reporting protections similar to those offered by ASAP? When we extend those privileges to everyone, all users of the NAS, then the number of reports will actually go up, which is a sign of a healthy reporting system. Then we will have a better contextual view of the system and be able to focus on “Why”, not “Who”. From there we can develop and implement valid action items and monitor their effectiveness.
Fly Smart
Clark
12 June 2007
UND Aerospace
Spending a few days at the University of North Dakota Aerospace facilities in Grand Forks for an accident investigation course. They have an awesome program here, and are working to provide a world class product to the aerospace community.
UND’s mission: “Working together, we will be leaders in creating, preserving, and delivering the highest quality education, research, and services in aerospace and related sciences for our university, our state, and the worldwide aerospace community.”
Check out the UND website. And my thanks to them for being great hosts.
Fly Smart
Clark
5 July 2007
Air Force Museum
image from the original site — r%26amp%3Bd-nmusaf.jpg
National Museum of the US Air Force
Fly Smart
Clark
20 July 2007
Runway Safety Threat and Error Management
image from the original site — catcover06.jpg
Line Safety Audits completed by the airlines revealed 23% of errors and 38% of the threats occur before ever leaving the ground.
A crucial part of the flight process is pre-flight planning. Accident analysis reveals that preflight planning is often inadequate or entirely ignored. An important part of this flight process is the obtainment of information for your departure, arrival, and alternate airports. This should include utilizing a current Airport Facility Directory, obtaining current NOTAMs, and having a current Airport Diagram. And not only should we have it, it should be out in plain view and ready for easy reference.
Airports Diagrams are readily available (and FREE!) to download at www.naco.faa.gov If you are an aviation nut you must like charts also, especially free charts given to you by Uncle Sam. The Federal Aviation Administration (FAA), National Aeronautical Charting Office (NACO), publishes and distributes United States government civil aeronautical charts and flight information publications. You can now download or order these charts online.
It is not only important to have a current airport diagram, but to also USE THEM. You should review the airport diagram before taxi while stationary; and then after receiving your taxi clearance, review the diagram again to ensure that you are familiar with the taxi route and any hold short instructions. Red and White signs and markings mean STOP, do not taxi past unless you have been cleared to do so. Use your charts and checklists, and look outside, both on the ground and in the air for other aircraft. Listen for traffic on the radio too, this helps build a mental picture of activity at the field. Just like a railroad crossing, Stop (at least mentally), Look and Listen when approaching all taxiway and runway crossings. ATC can help out and provide progressive taxi instructions when we are unsure of where we are or where we need to go. A few questions up front will save answering a lot of questions later. If there ever is a question, STOP and ASK!
Visit the FAA NACO site to download the entire library of Airport Diagrams and Terminal Procedures…or go to the FBO and pay a lot of money….
You can also check out the award winning online Runway Safety course provided by AOPA. It’s FREE!
One thing that I do is take a yellow highlighter and highlight the area (FBO, Terminal) on the diagram that I am going to. A Nav Log goes a long way on the ground too, so you’re not heads down looking for frequencies while taxiing. When at all possible, do your checklists when stopped, esp if you are single pilot. We also turn on all external lights when crossing an intersecting runway, which is especially effective at night. If you have a TCAS, you can use that on the ground too to build that mental picture of airborne traffic. At a lot of major airports, they now want you to leave your transponder on at all times, so the Airport Movement Area Safety System can electronically see you and keep ATC in the loop.
If you have any special tips and techniques, let’s hear about them.
Fly (and Taxi) Smart
Clark
31 August 2007
Runway Safety & Communications 101
“WestJet plane in near-miss at L.A. airport
WestJet Boeing 737 came within 15 metres of colliding with a Northwest Airlines Airbus A320 that was taking off
LOS ANGELES (AP) – A WestJet airliner on a flight from Calgary was involved in a near-miss Thursday with another jet on the tarmac at Los Angeles International Airport, aviation officials said.
The close call happened at about 1 p.m. and appeared to have been the result of mistakes made by both the arriving pilot and a ground traffic controller, said Ian Gregor, a spokesman for the U.S. Federal Aviation Administration.
Officials said the WestJet Boeing 737, which seats up to 132 passengers, came within 15 metres of colliding with a 150-seat Northwest Airlines Airbus A320 that was taking off.
The Northwest jet was travelling about 240 kilometres an hour when the WestJet plane approached its path. The WestJet plane managed to stop just in time to avoid a crash.
No one was hurt, authorities said. An investigation was under way.
Gregor said the arriving pilot switched radio frequencies too early after landing and was unable to receive final directions from the air traffic controller, the Los Angeles Times reported on its web site.
When the WestJet pilot notified the ground traffic controller that the plane was proceeding to its gate, the ground controller cleared him without checking first with the air traffic controller.
Aircraft arriving at the Los Angeles airport must cross the inside runway to reach their gate.
The “runway incursion” was the eighth such incident at LAX this year, matching the total for all of 2006.”
Communications are key for safe operations on the ground. Keep aware of active runways during taxi and assess incursion potential.
Fly Smart
Clark
20 December 2007
Flying Safety for Dummies
Don’t fly when the birds are walking…
Don’t be the topic of the next safety seminar…
Use superior judgment to avoid the use of superior skill…
You can only tie the low altitude record…
Stay in the middle of the air, avoid the edges and associated sharp drop off…
Always leave an hour of fuel in your tank, as well as the airplane’s tank…
“A man’s gotta know his limitations.” Dirty Harry
“Aviation in itself is not inherently dangerous. But to an even greater degree than sea, it is terribly unforgiving of any carelessness, incapacity or neglect.” Captain A.G. Lamplugh, 1930
Fuel is cheaper than funerals.
Planning and worrying is best done on the ground. Once you’re in the air it’s too late.
“It is possible to fly without motors, but not without knowledge and skill.” Wilbur Wright
Fly Smart
Clark
21 December 2007
2006 Safer than 2005
From AOPA’s e-pilot…
“GA ACCIDENT TREND CONTINUES TO IMPROVE
image from the original site — 071221nall.jpg
Thanks to all who work every day to continuously improve aviation safety. You are making a difference and will help sheperd in the next era of cooperation and communication.
FLy Smart and Happy Holidays!
Clark
27 December 2007
Blackbird Rising
image from the original site — sr-71.jpg
Fly Smart
Clark
2 January 2008
ATC Tips for Pilots
image from the original site — potomac-tracon.jpg
From Aviation Safety Magazine Oct 2007, good advice to fly by…
-Listen for other traffic on frequency before transmitting
-Make your radio call, then be patient for a reply-the controller may be busy coordinating traffic you can’t hear or be on the land line
-Be precise and brief, use standard terminology and be professional.
-Get weather information before calling for clearance, taxi or checking in for approach and landing.
-Read back clearance completely and in order received. Make requests for ammendments before taking off.
-If you file it, be able to fly it.
-ATC can pass along current weather, but they are not forecasters.
-Traffic avoidance isthe pilot’s responsibility, even in IMC.
-Know when you have to ask for altitude changes and when you don’t.
-Follow published procedures when cleared for a transition or approach.
-You determine your level of safety, not the airplane.
Fly Smart
Clark
3 January 2008
Crosswind Landings
Crosswind Landings
By: Brad Whitsitt (xwindsim.com)
Did you know… crosswinds are the number one cause of weather related
General Aviation accidents every year? The NTSB counted 2684 GA accidents
that were weather related from 1995 through 2001. 25% were due to
crosswinds. In fact, the top two, Crosswinds and Gusts make up 45% of
weather related accidents. In comparison, Low Ceilings account for 7% and
Icing just 2% of weather related accidents.
Crosswind accidents are almost never fatal, so they do not get much press.
But, accidents are still traumatic and cost millions in the industry. Some
in the industry believe that there are many more crosswind accidents than
are reported. We all know stories of pilots who make trips through grass,
mud, lights, storm drains, fences, etc. Many of us have made the trip
ourselves after a crosswind landing. We have all watched crosswind
landings and wondered how some pilots ever make it.
Why are there so many crosswind accidents? Here are some facts.
Low experience – Many GA pilots have very little crosswind experience.
Think about it. If you can fly, you are not going to hurt yourself in the
pattern. Even on final approach, as long as you can maintain speed and not
hit a tree all is well. But, at the ground, when the aircraft must now
work with the Earth to land in a crosswind, there is a 5 second window to
do the right things.
Look in your own logbook and count the times that you landed with a + 10
knot crosswind component. Now, multiply that by 5. This is the number of
seconds of real crosswind experience you have in your flying career!
How can anyone be good any anything when they have only 2 minutes of
experience? Most new private pilots are very lucky if they have 90 seconds
of experience.
Low Currency – We all know that the FAA requires 3 takeoffs and landings
every 90 days. But, there is no required currency for the more difficult
crosswind landing. For many pilots, it has been a year since they had to
land in a crosswind component over 10 knots.
Limited Testing – Most checkrides occur on good weather days. It is very
unlikely that pilots must demonstrate landing in a +10 knot crosswind
component. We all know how to talk about crosswinds on our checkride but
can we do it.
Even when checking out in a new aircraft at the local FBO, how many do that
on a windy day. We probably don’t have to demonstrate crosswind skill to
them either. During flight reviews, we are likely to do that on a good
weather day too.
My point is that pilots can go a long way through the ratings and not know
how to master crosswinds.
Hard to Practice – Even if you decide that you are going to get good at
crosswinds, you must find the right weather. The wind must be strong but
not too strong and other conditions can’t interfere like rain, snow, and
clouds. If you are going to practice on your own, the outcome must be
successful. You need to practice beyond your comfort zone in order to
learn. But, you can’t have an accident. Wow! What a challenge.
You can get an instructor. But, then you must schedule a time and you
can’t schedule the conditions. Even if you want to practice, it can be
hard to match your schedule, the instructor’s schedule and the weather’s
schedule.
If you get the right weather, look how long it takes to go around the
airport to get 5 seconds of practice on each landing. Can you land 10
times in an hour? With an instructor, you can easily spend $150 to get 50
seconds of experience assuming other traffic does not interfere.
Instruction is Weak – Many flight instructors are not that good at
crosswinds themselves. Many instructors destined for the airlines may have
only 300 hours when they start instructing. How much crosswind experience
do they have? 3 minutes? How much crosswind experience do they have from
the right seat? 1 minute? As a Chief Flight Instructor, I have heard some
very poor crosswind technique offered to students by instructors.
Instruction in the industry is weak. How many pilots continue to employ
improper technique because they learned it from their instructor?
There is also little incentive for an instructor to risk their tickets to
help entry level pilots get good at crosswinds. The prevailing idea is to
give a student pilot the basics and let them figure out the rest on their
own ticket.
I was told by an FAA examiner in Chicago that he fails 60% of private pilot
applicants because they have no idea how to handle an airplane in a
crosswind. He has ways of testing that when it is calm. Many examiners
are not looking as hard at this issue. But, he would agree that
instruction in this area is weak.
As I continue to work on crosswind instruction, there are my pilots who
have been flying for 500 hours, let’s say, who do not know exactly what
they are trying to do in a crosswind. For example, if you believe that you
need to “plant” the airplane at the highest possible speed in a crosswind,
you may do this every time even though it does not work very well. It is
surprising how many wrong concepts are used all the time.
You Should Know by Now – It is very hard for some pilots to admit that they
really need help after they have flown for 5 years and still have not tamed
the crosswind landing. I just want to encourage you a little. How can you
do something for only 2 minutes with weak instruction and no testing, that
you last tried a year ago, and expect to be good at it? Get some help and
really dive into getting good at it. It sure can be fun and greatly adds
to your safety factor.
Xwind, LLC has created a motion based simulator that places a pilot in a
gusty crosswind forever with no risk. As a pilot, you can sit there in a
cockpit that rolls, yaws, and moves laterally with no flat computer screens
and you can achieve excellence in crosswind skill instead of just getting
by. You will see results in the airplane the very next time you fly.
Become a professional! Check out the training centers at: xwindsim.com and
multiply your crosswind experience by 100!
Brad Whitsitt is an Electrical Engineer and Flight Instructor with over
4000 flight hours. Brad is also the president of Xwind, LLC, a company
dedicated to crosswind landing skill excellence.
9 January 2008
FAA moves to extend runway safety requirements to all certified airports
image from the original site — runway-incursion.jpeg
Wednesday January 9, 2008 ATW
US FAA yesterday proposed extending the requirement that the US’s 75 largest airports make enhancements to taxiway centerline markings to all 567 certificated airports as part of its ongoing effort to mitigate the risk of runway incursions.
The agency also is recommending “regular recurrent driver training for all persons with access to the movement area and ramp areas at certificated airports.” Acting Administrator Bobby Sturgell said the nation’s largest airports have heeded FAA’s runway safety “call to action” (ATWOnline, Oct. 23, 2007) and that yesterday’s proposals are intended to extend the safety improvements to smaller facilities.
The 75 largest airports are required to upgrade runway centerline markings by June 30. “Most have already completed the work,” FAA said. Of the 567 certificated airports, more than 300 “are in some stage of voluntarily adopting the standard.” The agency added that 385 airports now “require recurrent training for nonairport employees such as Fixed-Based Operators or airline mechanics” operating vehicles on runways and said such training should be a requirement for all certified airports. Interested parties have until Feb. 26 to comment on yesterday’s proposals.
While FAA touts success in reducing the risk of incursions, the US Government Accountability Office issued a report last month casting doubt on claims of progress, concluding that “the rate of runway incursions has not decreased over the last five years” (ATWOnline, Dec. 6, 2007).
by Aaron Karp
Fly Smart
Clark
9 January 2008
Flight Thru Instruments
image from the original site — pwrattperf.jpg
“Published as a pilot-training manual by the US Navy in 1945, “Flight
thru Instruments” teaches proper aeronautical navigation techniques
through the use of elaborate illustrations — the kind of stuff that
today might be called “info-graphics.”
Produced entirely by hand, the illustrations in “Flight thru Instruments” possess a richness and accuracy of detail that — if we may say so — puts the majority of
today’s graphic artists to shame.”
http://telstarlogistics.typepad.com/telstarlogistics/2007/11/flight-t…
http://www.flickr.com/photos/telstar/sets/72157603240365315/
Fly Smart
Clark
15 January 2008
AOPA ASF Seminar Top 5 Mistakes Pilots Make
image from the original site — asflogo.gif
I went to the AOPA Air Safety seminar “Top Five Mistakes” in Ft Worth last night, hosted by Tarrant County College. It was a great turnout, almost 400 attendees. Pat Shaub of Eagle Training Solutions gave a great brief.
From the AOPA Air Safety Website…
“Top 5 Mistakes Pilots Make
It’s sad but true: In an average year, three quarters of all accidents are caused by pilot error. And the mistakes that lead to those accidents? For the most part, they’re the same ones pilots have been making for decades.
ASF’s latest seminar takes new aim at those old mistakes. We’ve identified the most common fatal errors pilots make and put together a show that’s full of practical tips for avoiding them. From steering clear of weather to maneuvering safely and much more, if you’re looking to minimize your chances of being involved in a fatal accident, you’ll definitely want to attend this seminar!”
The Top Five Mistakes occurred while managing the following:
5. Fuel (8%)
4. Descent and Approach (10%)
3. Takeoff and Climb (13%)
2. Weather (14%)
image from the original site — spincrash.jpg
1. Maneuvering Flight (33%)
What we can do now is couple this seminar information with focused pilot proficiency training. The new Wings program applies special emphasis to incident and accident causal factor areas of operation. These areas should be addressed when flying with a flight instructor.
The AOPA Air Safety Foundation’s safety seminars qualify for the safety seminar portion of the FAA WINGS program. Did we mention in addition to becoming a better pilot we can save money too? Learn more about the AOPA Accident Forgiveness and Deductible Enhancement for AIG Aircraft Insurance policyholders.
Fly Smart
Clark
17 January 2008
In-Close Approach Change (ICAC) Events
If you are flying into an airport, consider the hazards involved with changing your planned runway in a dynamic environment. Make sure you are familiar with the new runway information, check navaids, and be ready for a new taxi plan. If you’re not ready, build time by asking for vectors while you get set up or going around. Please yourself first, this is not the time to rush.
CALLBACK
From NASA’s Aviation Safety Reporting System
Issue 335
November 2007
______________________________________________________________
Air Carrier In-Close Approach Change (ICAC) Events
At the request of NASA Ames Research Center’s Human Systems Integration Division in early 2007, ASRS performed a review of ASRS Database reports referencing In-Close Approach Changes (ICAC) – also termed Late Runway Change and Change in Runway. The ASRS Database reports spanned the time period of January 1996 to the present. Three hundred thirteen (313) relevant air carrier pilot-reported ICAC events were identified.
For the purposes of this analysis, an In-Close Approach Change Event is defined as one in which an ATC directed change from an originally assigned arrival, approach, or runway assignment results in an incident. Examples of these incidents are unstabilized approaches, track or heading deviations, speed deviations, controlled flight toward terrain (CFTT), loss of separation or airborne conflicts, wake vortex encounters, loss of aircraft control, breakdown in crew coordination, and other safety concerns cited by reporters.
______________________________________________________________
Go directly to CALLBACK
HTML Version – View CALLBACK Issue 335 in html…
http://asrs.arc.nasa.gov/publications/callback/cb_335.htm
PDF Version – Download PDF of CALLBACK Issue 335…
[Note: To print PDF to 8.5 x 11 page, select the “Shrink oversized
pages to paper size” option in Print dialogue box]
http://asrs.arc.nasa.gov/docs/cb/cb_335.pdf
If you don’t already get Callback electronically, sign up at ASRS
Fly Smart
Clark
23 January 2008
Free Runway Safety Card from FAASTeam
FAA Runway Safety Program Approach Chart For Pilots
Notice Number: NOTC1099
The FAA Runway Safety Program has made available through FAASTeam the following information card, which will fit in your approach plate book. To see or print the information card please use the web link below:
https://www.faasafety.gov/files/notices/2008/Jan/FAA_Runway_Safety_Program_Chart_for_Pilots.pdf
To obtain copies of the above card, please contact your local FAASTeam Program Manager. For more information on who is your FAASTeam Program Manager and Runway Safety information, please go to http:www.FAASafety.gov. Taxi (and Takepff/Land) Smart
Clark
27 January 2008
Runway Safety Recurrent Training
image from the original site — rno-vfr-sectional.jpg
From the FSDO Safety Program Manager and myself; Our goal is to increase awareness and education about Runway Safety. Take 20 minutes and look it over.
“Hello everyone,
There has been an significant increase of runway incursions lately. In fact
it is so serious that Jim Ballough (AFS-1) and John Allen (AFS-2) traveled
to the Eastern Region and Southern Region to meet with key management
officials from Part 121 carriers to focus on reducing pilot deviations.
This week, Ballough has been holding similar meetings in the Central, Great
Lakes, and Southwestern Regions, while Allen has West Coast duty in the
Alaska, Northwest Mountain, and Western Pacific Regions. You can view the
presentation on
http://www.faa.gov/safety/programs%5Finitiatives/pilot%5Fsafety/deviations/ReducingPDs/
Within it is a reference to the ALPA/AOPA/FAA Runway Safety Program, an on-line, interactive course. You can complete it in 30-45 minutes and get a completion certificate. Armed with this certificate, you can request credit for a portion of the new Wings pilot proficiency program, which may help lower your insurance rate if you fly GA on the side. To check out the course, go to http://flash.aopa.org/asf/runway_safety_alpa/
Don’t be fool that the above message addresses the 121 arena only . We are
experiencing the same problem in the GA world as well!”
Things you can do:
1. Identify airport surface operational hazards to NASA ASRS, the FAA Safety Hotline and airport management.
2. Review cockpit procedures to identify elements that may contribute to pilot distraction during taxi and develop a TEAM approach to Transfer, Eliminate, Accept or Mitigate those hazards.
3. Use an airport diagram, free from airnav.
If you have questions about the new Wings program, give me a holler, I am a Lead Rep for the FAASTeam at the Ft Worth FSDO.
Fly (and Taxi) Smart
Clark
29 January 2008
Airport Surface Movement Event Transgressions (ASMET)
NASA ASRS conducted a study for the FAA Office of Runway Safety in 2003 to analyze Airport Surface Movement Event Transgressions (ASMET).
“The identification of an ASMET event was based on the NASA ASRS definition: “The ASRS defines an ASMET as an incident that involved the erroneous occupation of a runway or its immediate environs by an aircraft, pedestrian or vehicle so as to pose a potential collision hazard to other aircraft that could be using the runway, even if no such other aircraft were actually present. ASMET events also include erroneous takeoffs or landings on the airport surface.””
2772 events were entered into the NASA database over a 4 year period. The FAA categorized approx 1000 events during the same period. These ASRS reports represent the part of the iceberg that is underwater, an equally dangerous part that we don’t see.
Take a few minutes to read through the material, the analysts did a great job of breaking out the most common errors at 75 high threat airports. All of these airports had Air Traffic Control towers. What types of events do you think happened at non-towered fields, and were they reported?
My thanks to the reporters and NASA ASRS analysts.
Fly (and Taxi) Smart
Clark
6 February 2008
Runway Safety Handbook for Pilots and Controllers
From the FAA:
Here is a Runway Safety Human Factors Handbook for Pilots and Controllers. It has some excellent examples and tips to operate safely on and around the protected area.
http://www.faa.gov/runwaysafety/handbook.cfm
Fly Smart
Clark
12 February 2008
Identifying and Mitigating the Hazards Associated with Runway Incursions
AFS Roadshow Presentation Jan 2008: Identifying and Mitigating the Hazards Associated with Runway Incursions
There has been an significant increase of runway incursions lately. In fact
it is so serious that Jim Ballough (AFS-1) and John Allen (AFS-2) traveled
around the country to meet with key management officials from Part 121 carriers to focus on reducing pilot deviations. This issue affects everyone who operates on the protected area of an airport intended for takeoff or landing.
The consequences of a runway collision are severe and it usually results in fatalities to pilots and passengers. As utilization of the National Airspace System (NAS) increases, there will be more exposure to this hazard. That is not a good combination. The key for operators to defend against it today is the use of good judgment and sound operating procedures. There are technological mitigations being developed for tomorrow, but they are not keeping pace with the growth of the NAS. We also need to ensure steps are taken at the Regulatory, Organizational and Supervisory level to ensure that no additional exposure is allowed within the system until the necessary defenses are in place. In other words, let’s not pour any more fuel on this fire. As pilots, it is not our job to fix the problems that production goals create, but many times we are left to deal with it as best we can. It is our job to operate professionally and safely. A valid assessment of the system state coupled with seasoned, conservative judgment leads to efficient decision making. We get one shot at this one, and we have to do it right every time.
This presentation provides educational re-creations of air traffic work.The FAA has provided it to safety professionals for education and awareness. Take a look at it and become part of the solution by sharing your thoughts with your FSDO’s Safety Program Manager. Or post them here and I’ll share them for you.
Fly (and Taxi) Smart
Kent
14 February 2008
New ALPA Runway Safety Site
Through our new campaign, “Hold Short for Runway Safety” ALPA will focus its efforts on preventing runway incursions, excursions, and confusion. We will provide you with further education and common-sense guidance that will help prevent operational breakdowns. Every pilot knows we have too much to do and not enough time to do it between getting in the cockpit and taking off.
Check out the new Runway Safety site and give us your feedback.
Fly Smart
Kent
21 February 2008
Mastery Flight Training Safety Info
Check out the great info on Tom Turner’s site Mastery Flight Training and sign up for his newsletter.
Fly Smart
Kent
4 March 2008
ALPA RUnway Safety Newsletter #2
Here’s newsletter #2 on the ALPA site. There are lots of valuable lessons to be learned here, ones that others have learned for you and are now sharing.
Fly (and Taxi) Smart
Kent
5 March 2008
Teaching ADM
Great article on Aeronautical Decision Making from NAFI:
Teaching Tip
Teaching ADM 101
By David St. George, MCFI
Since more than 80 percent of accidents are pilot error, I argue that the most important airspace is between the pilot’s ears.
Sure, pilots must learn requisite physical skills, and flight instructors must also teach the decision-making skills that keep them out of those situations where extraordinary skill is required. When a pilot rolls a Cessna into a ball while trying to land in a 35-knot crosswind, are his stick skills to blame or his judgment? If we don’t teach aeronautical decision-making (ADM) and risk management, we are not addressing the primary cause of accidents.
A very useful mental model to demonstrate successful safety management is the “Reason Swiss cheese” model, developed by James Reason for the nuclear power industry. Mistakes there are a problem, too.
This model postulates numerous layers of “error defenses” we should always have working for us, insulating us from potential hazards. For most accidents to occur, many levels of safety defenses must be penetrated. An “accident chain” requires denial at each step in order to build into an accident. This chain is always remarkably obvious in retrospect, but quirks of human psychology make it invisible in action.
Your safety barriers start by creating safety awareness at the institutional level: Is my airport, club, or FBO safe? Do they encourage and enforce safety procedures, or are they more interested in maximum utilization at the expense of safety? Are we having too much fun at the expense of discipline? Proceed to the next layer: Is the equipment we fly well-maintained and -suited to the operation I am undertaking?
We often ignore these two levels of defense. Flying in a “safety culture” creates an active awareness of risk management and a constant awareness of our vulnerability. NASA’s analysis of the Columbia and Challenger disasters clearly illustrates the tragic results of “normalizing deviations”—that is, risks or anomalies are accepted as “normal” and escape further scrutiny, moving it closer to a potential accident: “Those O-rings always leak a little,” or “That tank always sheds some foam on liftoff.”
The final safety defense barrier is the aeronautical decision-making psychology of the pilot. A pilot needs an active safety scan of risks and tools to mitigate them. But are we, as CFIs, addressing this issue on every flight and helping the student build up a repertoire of potential safe and unsafe decisions?
If we usurp this responsibility as the “all-knowing CFI,” we deprive the student of one of the most important lessons. By categorically stating that, “It’s fine to fly today,” we remove that important personal decision for the future pilot, and may be “normalizing” a situation that would be hazardous for the student in the future. We all have seen this occur: “This ceiling is low, but we can go today.” Or with equipment: “That nose strut is low, but it’s safe for us.”
Inevitably, the student learns the lesson of ignoring or normalizing an unsafe situation. Instead, we should treat every flight decision as a “teachable moment.” If we are to create safer pilots, addressing the importance of risk management on every lesson and illuminating the dangers of “normalizing deviations” are essential duties of every CFI.
Got a favorite teaching tip that’s worked for you? Share it with us at nafi@eaa.org.
Fly Smart
Kent
13 March 2008
Runway Safety Newsletter
Here is a Runway Safety Newsletter that I have been working on. Check it out.
Fly (and Taxi) Smart
Kent
17 March 2008
NTSB Alert: Controlled Flight Into Terrain in Visual Conditions
Recent NTSB investigations have identified several accidents that involved controlled flight into terrain (CFIT) by both instrument flight rules (IFR)-rated and visual flight rules (VFR) pilots operating under visual flight conditions at night in remote areas.
• In many of these cases, the pilots were in contact with air traffic control (ATC) at the time of the accident and receiving radar service.
• The pilots and controllers involved all appear to have been unaware that the aircraft were in danger.
• Increased altitude awareness and better preflight planning would likely have prevented all of these accidents.
Recent examples:
-A Learjet departed Brown Field, south of San Diego, California, and struck terrain while being radar vectored in a mountainous area east of the airport, resulting in three fatalities.
Read the NTSB Safety Alert
Fly Smart
Kent
17 March 2008
ICAO Manual on the Prevention of Runway Incursions
In 2001, the ICAO Air Navigation Commission took action to address the problem of runway incursions. Several critical areas were identified that needed to be investigated and which had a relation to overall runway safety, including radiotelephony phraseology, language proficiency, equipment, aerodrome lighting and markings, aerodrome charts, operational aspects, situational awareness and Human Factors.
To improve the situation with respect to runway incursions and to encourage the implementation of relevant provisions, ICAO embarked on an education and awareness campaign which began with a comprehensive search for the best available educational material for inclusion in an interactive runway safety toolkit. Information on this toolkit is provided in Appendix J to this manual. To address aerodromes, air traffic management and flight operations, among other subjects, ICAO also conducted a series of runway safety seminars in the ICAO regions, with the aim of disseminating information on the prevention of runway incursions. Between 2002 and 2005, runway safety seminars were held in the following regions as part of the ICAO education and awareness campaign: Africa-Indian Ocean, Asia and Pacific, Caribbean and South American, European, and Middle East. Recommendations were made at the runway safety seminars held in the Asia and Pacific and Middle East Regions for ICAO to produce a manual containing runway incursion prevention guidelines. Therefore, the objective of this manual is to help States, international organizations, aerodrome operators, air traffic service (ATS) providers and aircraft operators to implement runway safety programmes taking into account best practices already implemented by some States, international organizations, aerodrome operators, ATS providers and airlines. All of the above efforts were undertaken to address a specific problem, that of runway incursions. This focus on the so-called “tip of the arrow” was necessary; however, the inherent need to address safety in a proactive and systemic manner cannot be overstressed. An evolution in safety thinking has led to a change in focus: from that of the individual to that of the organization as a whole. It is now acknowledged that senior management decisions are influential in shaping the operational contexts within which operational personnel perform their duties and discharge their responsibilities. It is also accepted that, regardless of the extent to which operational personnel excel in their job performance, they can never ultimately compensate for systemic deficiencies and flaws in the system that binds them. This new way of thinking is reflected in the following recent Standards and Recommended Practices (SARPs) on safety management which, for the first time, explicitly address the contribution and responsibility of senior management regarding safety.
Download the manual.
Fly (and Taxi) Smart
Kent
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