FAA Safety Briefing — November/December 2019

D E PA R T M E N T S 2 Jumpseat: an executive policy perspective The FAA safety policy voice of non-commercial general aviation 3 ATIS: GA news and current events 5 Aeromedical Advisory: a checkup on all things aeromedical 6 Condition Inspection: a look at specific medical conditions 21 Checklist: FAA resources and safety reminders 22 Drone Debrief: drone safety roundup 24 Nuts, Bolts, and Electrons: GA maintenance issues 25 Angle of Attack: GA safety strategies Good Decisions on the Fly. Putting TEM on Your Safety Team.

26 Vertically Speaking: safety issues for rotorcraft pilots 27 Flight Forum: letters from the Safety Briefing mailbag 28 Postflight: an editor’s perspective Inside back cover FAA Faces: FAA employee profile CRM: The Magic of Using All You Never Roam Alone!

Available Resources. (And the Putting Single Pilot Resource

12 15

Misery of Trying to Go It Alone). Management to Work.

Welcome to the Information Age. General Aviation Enters the Next Era.

November / December 2019 1

JUMPSEAT RICK DOMINGO, FLIGHT STANDARDS SERVICE EXECUTIVE DIRECTOR

TO ERR IS HUMAN

Safety Team) and GAJSC (General of SRM, which is a slightly awk - Aviation Joint Steering Committee) ward abbreviation for “Single Pilot partnerships with the aviation com - Resource Management.” While SRM munity. It is also a fundamental prem - shares many of the underlying ideas ise of the FAA’s Compliance Program, of CRM, both its name and its specific which recognizes that we should techniques have been adapted and never “waste a mistake” by punishing optimized for use in the incredibly people who are trying to comply with broad world of GA operations and In the last issue of FAA Safety Briefing , regulations and risk management airworthiness.

we focused on preventing aviation The term “TEM” — Threat and emergencies whenever possible and Error Management” — might be new effectively handling those we couldn’t to you. By some definitions, TEM LIKE CRM, TEM HAS PLENTY — or didn’t — manage to prevent. is the latest and greatest iteration of While mechanical failures do some - CRM, but our lead article in this issue OF RELEVANCE AND times occur, advances in airframe, of FAA Safety Briefing makes the point APPLICABILITY TO GA powerplant, and avionics technologies that TEM is really a distinct com - have substantially reduced the num - plement to CRM. Like CRM, TEM PILOTS AND MECHANICS.

ber of accidents attributable to the originated in the air carrier world. But machine. The fact remains that human also like CRM, TEM has plenty of rel - error is all too often either a primary evance and applicability to GA pilots cause or a strong contributing factor principles. Rather, the Compliance and mechanics. It’s a worthy addition in GA accidents and incidents. Program seeks to enable both the FAA to your safety toolbox.

Past issues of this magazine have and the aviation community to use As you read through TEM, CRM, also explored human factors, risk unintentional deviations to learn what and SRM, and other articles in this management and, more recently, over - went wrong, identify the root cause, issue, I think you will find that several all safety culture (July/August 2019). and develop a sustainable fix that key ideas recur, either explicitly or The development and evolution of makes the entire National Airspace implicitly. First is the importance of these topics is a response to the simple System (NAS) safer. developing and maintaining situa - truth: human beings make mistakes. tional awareness. It is sometimes said Manage to Mitigate We make them every day, and in that 90 percent of life is about show - Recognizing, though, that human ing up; the rest is about paying atten - every aspect of our personal and professional lives. Some are scarcely beings are fallible, and that mistakes tion. Situational awareness is precisely and errors will occur, has led to a about paying attention, and the TEM/ noticeable; others are painfully obvious. Still others — to include the branch of research and practice that CRM/SRM disciplines provide tools we’ll broadly categorize as “manage - to help you do that.

human mistakes and errors that occur in the aviation context — can have ment” since its products all include Second is the importance of that word. You’ve probably heard teamwork. Even a single pilot is never dangerous, and sometimes deadly, consequences. of CRM, which started as “Cock - truly alone. TEM/CRM/SRM all stress pit Resource Management” but the importance of knowing that you Never Waste a Mistake soon broadened into overall “Crew always have a crew, and that effective For this reason, both the FAA and the Resource Management.” We’ll take teamwork is one of the keys to safety.

aviation community are constantly a closer look at CRM in this issue, Read on!

looking for ways to eliminate these because many of its principles and problems entirely wherever possible. concepts are useful and applicable to That’s the context for work that the GA pilots and mechanics.

FAA does in our CAST (Civil Aviation I suspect you have also heard 2 FAA Safety Briefing

ATIS GA NEWS AND CURRENT EVENTS

AVIATION NEWS ROUNDUP

Report All Wildlife Strikes on the weather camera websites. The Alaska. See AvCamsPlus.FAA.gov to images allow pilots to see real-time see the new website.

For more than two decades, the FAA weather between the and the U.S. Department of Agricul - point of departure and ture have worked together to collect arrival at 230 locations accurate data on wildlife strikes to throughout Alaska better understand the scope and and 178 in Canada.

nature of the problem and build a The program recently foundation for management pro - moved to the FAA’s grams to mitigate risk. A major part Flight Service.

of collecting the data is providing the Weather cameras general public with an easy way to provide a means to look submit strike reports in a consistent before you fly versus format.

flying out to take a look, The number of wildlife strikes The FAA, NASA, and industry partners successfully demonstrated how the which gives pilots the reported per year to the FAA Unmanned Traffic Management (UTM) system will help advance the safe data to make better deci - increased steadily from about 1,800 integration of drones through the UTM Pilot Program (UPP). Watch the sions. Since the program in 1990 to 16,000 in 2018. Expand - video here: youtu.be/zpc4aoJKefA.

began in 2007, there has ing wildlife populations, increases in Successful Demos of Drone Traffic been a reduction in the number of the number of aircraft movements, Management Completed weather-related aviation accidents in a trend toward faster and quieter The FAA, NASA, and their partners, Alaska. See AvCams.FAA.gov to view aircraft, and outreach to the aviation the camera network. in a pilot program that is laying community all have contributed to the the groundwork for an Unmanned The weather cameras are consid - observed increase in strike reports. As ered advisory and the team is look - Aircraft System (UAS) traffic man - a result of the increase, there has been agement (UTM) system, successfully ing at ways to enhance the website a greater emphasis on wildlife strike to incorporate additional data and demonstrated over the summer how hazard research and airfield wildlife such a system can work in the future.

give a more comprehensive picture.

management.

The experimental enhanced website The demonstrations, conducted at If you experience a wildlife strike, three separate test sites selected by includes both official weather infor - please contribute to this effort by mation such as Meteorological the FAA for the UTM Pilot Program making a report at Wildlife.FAA.gov.

(UPP), showed that multiple, beyond Aerodrome Reports (METARs) and Flight Service Welcomes Aviation Terminal Aerodrome Forecasts visual line of sight (BVLOS) drone Weather Camera Program operations can be safely conducted (TAFs), and advisory weather infor - mation that comes from sensors at low altitudes (below 400 feet) in The Aviation Weather Camera Pro - airspace where FAA air traffic services installed at various locations in gram is increasingly popular in Alaska are not provided.

as a primary As demand for low altitude drone source for pilots use increases, the FAA, NASA and the to obtain preflight UPP partners are working together to weather. The accommodate these operations safely goal is to reduce and efficiently.

weather-related The UPP was established in April aviation accidents 2017 as an important component for and flight disrup - identifying the initial set of indus - tions by making try and FAA capabilities required to images available support UTM operations. The results free to the public November / December 2019 3 ATIS from the UPP will provide a proof of concept for UTM capabilities cur - rently in research and development, and will provide the basis for initial deployment of UTM capabilities.

Civil Aviation Registry CARES Initiative Have you heard about the modern - ization of the Civil Aviation Registry?

The Civil Aviation Registry Electronic Services (CARES) initiative is a set of e-services that fully maximizes the use of automation and technology to accomplish registering an aircraft or acquiring an airman certificate.

Envision an online portal with mobile accessibility, user authentication, automatic electronic notifications, and more. You can learn more about CARES at FAA.gov/go/CARES.

If you have questions or feedback, send an email to 9-FAA-CARESGroup@faa.gov.

SAFETY ENHANCEMENT TOPICS Please visit bit.ly/GAFactSheets for more information on these and other topics.

NOVEMBER DECEMBER Controlled Flight Aircraft Performance Into Terrain Calculations Learn about how overreliance A review of best practices for on automation technology determining and predicting can inhibit terrain awareness. aircraft performance.

4 FAA Safety Briefing

AEROMEDICAL ADVISORY MICHAEL BERRY, M.D., FEDERAL AIR SURGEON

CANCER, HEART DISEASE, AND FLYING

While cancer and heart disease remain the leading causes of death in the MANY CONDITIONS THAT WERE PREVIOUSLY PERMANENTLY United States, remarkable advances DISQUALIFYING FOR PILOTS CAN NOW BE SAFELY WAIVED AFTER in treatment have occurred in recent years. Many conditions that were pre - TREATMENT AND EVALUATION.

viously permanently disqualifying for pilots can now be safely waived after treatment and evaluation.

the skin. Comply with recommended physician or your AME.

screenings. Having a colonoscopy at Strokes can be devastating. For the recommended intervals (50 years some, there are symptoms prior to a of age) should almost eliminate the debilitating stroke. Temporary losses chance of developing colon cancer at a of function, called transient ischemic later date. attacks (TIAs), are similar to strokes Melanoma can often be cured if but last 24 hours or less with resolu - caught early enough. For all screenings, tion of symptoms. Get evaluated prior discuss your particular risk factors to permanent damage. Should stroke (such as family history, smoking, etc.) symptoms present in flight, land as Cancer with your physician. See our July/ soon as possible.

Cancer and the treatment of cancer August 2019 Condition Inspection (p.6) What should I do to prevent an can both cause cognitive impairment.

for more information on melanoma .

inflight emergency from a medical When mild, it may not be noticeable Cardiovascular Disease condition?

without specific testing. However, couple this fact with an aircraft emer - There are a number of risk factors for Prevention is the best strategy. Follow gency, other stress (financial, work, heart disease and strokes. Most can a healthy lifestyle and get treatment for family, etc.), or hypoxia, and what now be managed if not entirely elimi - underlying conditions. Follow the rec - had been manageable could become nated. Keep your weight down, follow ommended screening schedule. If you incapacitating. a good diet, exercise, and don’t smoke. have any of the symptoms discussed, The most serious aviation haz - If you have high blood pressure, blood do not ignore them. Talk with your ard arising from cancer is a seizure. sugar, and/or cholesterol, get them physician or AME before you return Sometimes this is the initial event for a treated. While the FAA has a robust to flying. If further testing is recom - primary brain cancer. More often, this program to mitigate aeromedical risk mended, complete the evaluation. The is a consequence of metastatic disease in those with known heart disease, FAA routinely allows pilots to fly with (spread to the brain from somewhere the airman is ultimately responsible to these conditions after proper evalua - else). It renders an individual unable heed the warning signs, whether car - tion and risk mitigation. Get treated; to pilot a plane and can even interfere diovascular disease has been diagnosed don’t risk permanent impairment .

with someone else controlling the or not. Symptoms of cardiac disease aircraft. There are medications which may include chest pain with exercise, Dr. Michael Berry received an M.D. from the University of Texas Southwestern Medical School, reduce the likelihood of a seizure, but pain that radiates to the jaw or shoul - and a master’s in preventive medicine from Ohio the side effects of these medications der, nausea, and/or a crushing sensa - State University. He is certified by the American are not compatible with flying. Pay tion in the chest. These should always Board of Preventive Medicine in aerospace medi - attention to the warning signs for can - be evaluated prior to flying. Remember cine. He served as an FAA senior aviation medical cer which include unexplained weight though, cardiac disease can present examiner and vice-president of Preventive and Aerospace Medicine Consultants for 25 years before loss, a change in bowel habits, cough without any warning signs, so it is joining the FAA. He also served as both a U.S. Air (especially with bloody phlegm), unex - best to discuss your particular Force and NASA flight surgeon.

plained pain, or a changing “mole” on situation with your primary care November / December 2019 5

CONDITION INSPECTION LEO M. HATTRUP, M.D.

THE COMMON COLD

Vertigo, a sensation of spinning, 48 hours on the ground before flying can also occur during a cold due to with it. If you have an adverse reac - inflammation of the balance system tion, do not fly for five dosing inter - and/or surrounding soft tissue. Most vals after the last dose. For example, of us have experienced vertigo after if directed to take one dose every 4-6 being on a merry-go-round. Imag - hours, wait 30 hours before flight ine trying to fly in that condition. (always choose the longer time). Look It would be challenging even while at warning labels for all medications flying with visual references and you use and avoid those with cautions devastating on instruments. about drowsiness, dizziness, operating heavy equipment, etc. The doses of © What Should I Know About diphenhydramine (Benadryl ) found Cold Medication?

Why Should I Be Concerned in many cold medications and over About a Common Cold? Sometimes medicine used to treat a the counter sleep aids can cause more cold can be as bad as, or worse than, impairment than alcohol.

The “common cold” comes from the cold itself. Accident investigations a virus (typically a rhinovirus). It What’s My Best Course of Action indicate an alarming number of mis - usually begins 1-3 days after exposure If I Have a Cold?

hap pilots fly with cold medications and lasts 7-10 days. Keep this timing in their system. The effects of these Wait until you have been asymptom - in mind when planning a flight. You medications, along with the underly - atic for a few days. While patience can may feel okay at the onset or near res - be difficult, please recognize that you olution of a cold while on the ground, are accepting increased risk if you do but you may not be fit for flight. Recall fly. It’s best to be off of all medicines that pressure changes with altitude SOMETIMES MEDICINE for a cold before flying. If this is not and that spatial disorientation can be feasible, at least ensure that you would USED TO TREAT A COLD CAN an issue even when healthy.

be safe to fly without these medica - That “stuffy” feeling commonly BE AS BAD AS, OR WORSE tions and that you have been on them found with a cold is more dangerous long enough to ensure that the med - THAN, THE COLD ITSELF.

than you might think. The Eustachian ication itself will not cause problems.

tubes allow air in the middle ears to For upper respiratory symptoms, equalize with pressure changes. Sinus carry a bottle of a nasal decongestant passages serve the same purpose.

© ing illnesses, are frequently implicated (such as Afrin ) to use as an emer - Mucous membrane swelling caused in these mishaps. Some of these acci - gency “get-me-down.” As with a fuel by a cold can block both. While this dents might not have occurred had reserve, though, there should be no is an inconvenience on the ground, the pilot waited another day or two. expectation that you will actually need it can be dangerous in the air. Gas Please see the July/August 2019 to use it.

expands in the middle ear and sinuses FAA Safety Briefing for an expanded on ascent, and clearing is generally discussion on medications. While Leo M. Hattrup, M.D., received a bachelor’s degree not an issue. However, the membranes from Wichita State University, a master’s in public medications have known typical side can collapse on themselves when pres - health from Harvard University, and a doctorate effects, almost any medication can sure increases during descent. This from Vanderbilt University. He is retired from the produce almost any side effect in the can create a one-way valve resistant to U.S. Air Force in which he spent the majority of his right person. You may have any, all, a Valsalva maneuver (gently exhaling career in aerospace medicine. He is board certified or none of the listed side effects. Even in aerospace and occupational medicine. He is with your mouth closed and your a certificated flight instructor and enjoys flying if you are taking a medication which nostrils pinched shut), with poten - airplanes, helicopters, and gliders.

is typically acceptable, you should tially incapacitating pain.

try any new medication for at least 6 FAA Safety Briefing

NASA photo Pilots can easily get caught up in the “Vortex of Error” where threats lead to errors, which can lead you down the hole to an undesired aircraft state.

Putting TEM on Your Safety Team

By Paul Preidecker

f I told you that you had only had five minutes to manage decisions concerning our flight with relative ease.

buy a new car, would you make the right decision? Our experiences have helped build an internal database of I definitely would not. I would need to take my time, do answers. We have a host of flight planning resources avail - I some research, maybe create a database of information, able, and technology such as ADS-B to help make the right analyze, and compare. Only then would I feel ready to decisions en route.

make that kind of decision. Put another way, most of us Effective risk management is essential to safe opera - do not make good decisions under time pressure. tions, so the well-known mantra of aviate, navigate, and As pilots, though, we make dozens of decisions … liter - communicate has evolved to add mitigate. But in order to ally on the fly, without the luxury of time. Most often, we mitigate risk, we have to know, or at last anticipate, what 8 FAA Safety Briefing errors (e.g., misunderstanding between you and ATC).

those risks are. The risk management section of the Airman Certification Standards (ACS) can help, but let me offer an Note that errors do not always arise from threats. Selecting flaps above published flap operating speed is an error that additional idea. GA pilots can also mitigate risk by using a model borrowed from the airlines: Threat and Error may not be associated with any threat.

Although what I have described above is not an all-in - Management (TEM).

The goal of TEM is simply to identify and recognize clusive description of the typical TEM model, here’s a sim - ple way to distinguish between threats and errors: threats threats, reduce errors, and prevent undesired aircraft states.

TEM acknowledges that there is no such thing as a perfect come at you; errors come from you.

flight, that we operate in a complex environment, and that How Do CRM/SRM Play with TEM?

we will make mistakes.

TEM further recognizes that accidents rarely occur due CRM and SRM are both valuable players on the safety to a single event or error; rather, they result from a chain team. As you will read in other articles, CRM — now gen - or series of events or errors. Breaking the chain can stop erally known as crew resource management (CRM) — is an accident, and the best approach is to break the chain about leveraging all available resources to help you man - at the earliest point. That means you must become aware age a flight. Adapted from of threats and errors that constitute the beginning of the CRM, single pilot resource

Threats come

accident chain. So, the TEM approach is designed to help management (SRM) is a

at you; errors

pilots recognize and prevent those mistakes from escalating tool that individual pilots come from you.

into operational errors.

can use for this purpose.

When I fly for the airlines, I TEM Terms have the benefit of fellow crew members, ATC, dispatchers, In the parlance of TEM, a threat is an event or situation gate agents, and others. When I fly GA, I view ATC and that occurs outside the pilot’s ability to influence, increases flight service as part of my crew. GA pilots also have flight the operational complexity of a flight, and requires atten - planning tools, maybe a pilot partner, and technology such tion/management to maintain safety margins. For example, as GPS and ADS-B.

dealing with adverse meteorological conditions, airports Here’s the distinction: CRM/SRM is about managing surrounded by high mountains, congested airspace, air - resources, and TEM is about managing threats.

craft malfunctions, and errors committed by other peo - Setting the Trap ple outside of the cockpit, such as air traffic controllers, flight attendants, or maintenance workers. Threats can be Most threats, and the errors that may arise from them, classified into three categories: operational threats (e.g., increase the complexity of a flight. Typically, they require equipment malfunctions or taxiway closures); environ - time or action to manage. Therefore, workload increases.

mental threats (e.g., weather and ATC); and mismanaged Increasing workload is in fact a threat. The sooner we threats (e.g., stepping on the wrong rudder in an engine out manage threats and break the chain, the more effective we situation.) The threat in this example starts as an engine will be at maintaining safety. Left unmanaged, threats can out. Stepping on the correct rudder helps mitigate the compound creating a multiplying effect of errors.

threat of the engine out. Stepping on the wrong rudder In the language of TEM, we talk about trapping errors.

(mismanaged) is an error that now induces another threat, A trapped error is the first step in breaking the chain of loss of control. It’s important to know that threats are not events that may lead to trouble. Here’s an example: ATC just observable events or situations; they can also arise from the decisions we make about those sit - uations. The all-too-familiar visual meteorological conditions (VMC) into instrument meteorological conditions (IMC) scenario is just one example.

An error is a pilot action or inaction that leads to a deviation from intentions or expectations, reduces safety margins, and increases the probabil - ity of adverse operational events on the ground or during flight. Errors also come in three categories: aircraft handling errors (e.g., speed, configuration, or automation); procedural errors (e.g., intentional or unintentional deviation from regulations or aircraft operating limitations); and communication Applying the Swiss Cheese model to TEM.

November / December 2019 9 So here’s another definition: The result of not effectively managing threats and trapping errors is the undesired air - craft state (UAS). An undesired aircraft state is an aircraft position, speed, altitude, or configuration that results from pilot error, actions, or inactions. It clearly reduces safety margins. It can result from something as simple as flying an incorrect heading or crossing a hold short line without a clearance.

We Are the Problem, and We Are the Solution Human beings are most often the problem in that we fail to recognize our errors or the errors of others. Fortunately, we are also the solution. Through training and practicing TEM, we can adopt strategies and countermeasures to effectively mitigate risks.

Modern avionics have not eliminated the potential for malfunctions.

The TEM approach starts with anticipation . Anticipation clears you to a new altitude while you are listening to ATIS.

is recognizing that You are not certain you heard the assigned altitude. Rather

something is likely to CRM/SRM is

than changing to the altitude you thought you heard, you go wrong, even if we

about managing

request clarification.

do not know exactly

resources, and

An un-trapped error is just that: You make an error and what or when. Antic -

TEM is about

you fail to recognize it. Un-trapped errors may or may not ipation thus leads have associated safety consequences. For example, suppose to vigilance, which managing threats.

you are flying an instrument approach and you do not set means following the or brief the missed approach altitude. If you land without discipline of always being on guard, even on the most rou - incident, there is no safety consequence. But if you miss tine flight. The next step is recognizing a problem, and after the approach and fail to climb to the appropriate altitude, recognition comes recovery , correcting the situation before there’s an obvious safety problem.

it leads to an error or unintended aircraft state.

THREATS MITIGATION PERSONAL • Have not flown in a few months. • Fly with instructor to regain proficiency.

• Documentation: manual error, chart error. • Use IMSAFE checklist in preflight planning.

• Fatigued.

AIRCRAFT • Rent aircraft with different avionics and • Take time before flight to learn differences.

equipment. Take a class or course to familiarize yourself with new avionics.

• Aircraft malfunction: one of two radios inop - erative, maintenance event/error. • Have a backup radio. Postpone until fixed.

ENVIRONMENT • Taxiway closures. • Have airport diagram visible prior to taxi.

Mark route on chart.

• ATC: error, language difficulty, runway change, similar call signs, etc. • Consider alternate airports during flight planning. Remember that “direct to” may • Airport: runway contamination, birds, not always be the best route.

ground handling event, etc.

• Review airport diagram, traffic pattern • Terrain: high ground, slope.

details, available services.

• Unexpected weather.

• Flying to unfamiliar airport.

EXTERNAL PRESSURES • Friends or family waiting to pick you up. • Arrange to call them after you arrive.

Examples of threats and possible mitigation strategies.

10 FAA Safety Briefing and make sure paperwork is in order. You trust the fuel han - dler, but always check to make sure you received fuel. You trust ATC, but it’s up to you to embrace the meaning of PIC.

The PAVE model can be a starting point to help you apply TEM strategy.

Paul J. Preidecker (paul@flightdeckin - sights.com) is a pilot and check airman for a regional airline. He is active in GA and seeks to improve training by developing best practices and standard operating procedures for GA pilots.

Even minor incidents can lead to taxiway, runway, and even airport closures for an extended period of time.

Recognition and recovery are both countermea - sures. There are many other countermeasures we can use to prevent threats from turning into errors.

For example: Technology (e.g., flight planning tools, GPS, and ADS-B) can help provide increased situational awareness and information both prior to, and after departure. However, keep in mind that technology can be a threat if it is a distraction. Don’t forget to look outside and know your equipment well.

Briefings are essential in a crew environment, as they create a shared mental model. In GA, though, you can brief yourself. Some pilots like to brief an approach out loud. Proper pre-flight planning requires getting a weather briefing from a qualified briefer or from flight planning programs.

Checklists and procedures that you consistently follow are also safeguards. Creating and following standard operating procedures on every flight will help you become a more reliable pilot, especially

Through training and

practicing TEM, we can

adopt strategies and

countermeasures to

effectively mitigate risks.

if you are tired, distracted, or dealing with unex - pected weather or a mechanical issue.

As PIC, you are the last line of defense. As final authority, it is your responsibility to mitigate risk and manage safety. You trust your mechanic, but it is up to you to thoroughly preflight your aircraft November / December 2019 11

THE MAGIC OF USING ALL

CRM:

AVAILABLE RESOURCES

(And the Misery of Trying to Go It Alone)

By Susan Parson arly in my FAA career, I was scheduled for an “initial ranks high on my list of most interesting/effective courses.

CRM” training course at the Mike Monroney Aero - Right from the start, we found that the excellent instructors nautical Center in Oklahoma City. I love learning had designed a nice mix of guided discussion and hands-on E new things and, as friends and relatives have wryly sessions in the facility’s flight training device (FTD). Most observed, connecting anything to aviation will always get of us were anxious to get to the FTD part of the course.

my attention and usually sustain my interest. Even so, I Having endured way too many courses with way too many confess I wasn’t expecting a lot from the course; formal of those contrived “table team” exercises, my group was training in organizational settings can sometimes be … dry. also groaning (almost, but not quite, out loud) when we That three-day course turned out to be anything but dull. were herded into teams for one of “those” activities.

On the contrary, it was an eye-opening session that still 12 FAA Safety Briefing The. Best. Exercise. Ever.

As it happens, that event was probably the thing I remem - ber most vividly, and I often recount it even now as among the best of the best. Here’s how it unfolded.

The instructors gave each person a sheet of paper with a story about some event. We each got a second piece of paper with some questions about what we had just read.

On the surface, the task seemed like second-grade stuff and, since everybody’s narrative was the same, why did we have to do the table-team thing? Being a speed reader, I zipped through part one and dove into the questions in part two. The first three were a snap. The fourth … hmm.

I guess I need to reread the narrative. But — and you see what’s coming, right? — nothing in the paper I held offered anything that would let me answer that question. I got question five, but questions six through eight were like the seems perfectly obvious, but it wasn’t always so. Books fourth … I didn’t have that information.

(e.g., Robert Gandt’s Skygods; Arthur Hailey’s Airport ) By this time, the table was populated by puzzled peo - and movies (e.g., The High and the Mighty ) set in the ple restlessly fidgeting with those sheets of paper. Given so-called golden age of commercial aviation are replete our ages, it was clear that all of us had been thoroughly with vignettes about the all-powerful “skygod” captains of schooled in the fading (I hope) “do-your-own-work/ask - the day. The role of the first officer — then more commonly ing-others-is-cheating” exhortation we constantly heard called the co-pilot — was to obey the captain’s “gear up and shut up” commands without question. The role of the cabin

Both tradition and regulation

crew was to bring coffee and meals to the flight deck. No one dared contravene the captain’s dictates, even to provide give full authority to the pilot in essential safety information. The predictable result: lots of

command, who must understand

smoldering wreckage and far too many lost lives.

and accept that questions and

The phoenix of CRM first began rising from those

observations are not a threat to

ashes in the 1950s, when British RAF and BOAC pilot David Beaty wrote a book called The Human Factor in his or her final authority.

Aircraft Accidents . But it wasn’t until the late 1970s — and yet another tragic accident — when the principles Beaty from our primary school teachers. We all suffered in silence espoused found their way into an NTSB recommendation.

until one of our group tentatively asked whether anyone In that same timeframe, NASA psychologist John Lauber, else had found the name of the city. The floodgates opened.

an expert in cockpit communication processes, first used We realized that while the narratives all looked identical the term “cockpit resource management.” The essence of at first glance, each one contained subtle differences — the initial CRM approach was to encourage first officers to nuggets of information not given to any other person in question their captains if they had concerns about some the group. No single individual had the full story, so it was aspect of the flight.

impossible to complete this simple assignment without Sadly, it took one of history’s most fiery crashes, the 1977 contributions from each and every person on the team.

Tenerife disaster, to raise CRM from a mostly unpracticed There wasn’t any need for an extensive debriefing on this principle to a full-fledged program. United Airlines became exercise, because the lessons were so obvious. It emphat - the first air carrier to provide CRM to its flight deck crews ically and unforgettably brought one of the fundamental in 1981, a concept expanded to flight attendants a few years concepts of CRM to life: no single human being has the full later. CRM — by then known as “crew resource manage - picture, and every single person has something useful to ment” — had become the global standard by the 1990s, not contribute to developing it. Working with other people to just for pilots and flight attendants but also for air traffic assemble a complete picture is not cheating; on the con - control and maintenance. Recognizing that the core con - trary, you cheat yourself if you fail to take advantage of all cepts and practices of CRM are applicable and beneficial available information needed for safe operation.

well beyond aviation, other sectors (e.g., maritime, fire - fighting, medicine) have also adopted forms of CRM.

Rising from the Ashes The necessity of good CRM for pilots and mechanics also November / December 2019 13 department article called “Pilot ” in the March/April 2018 issue of this magazine. I recounted the story of flying with a pilot friend who had a dismaying habit of “helping” me by, for example, changing trim or flap settings without even telling — much less asking — me first. A presentation by John and Martha King helped greatly by offering tips on how two GA pilots can peacefully co-exist and, as appro - priate, share duties in the confined space of the cockpit. The fundamental idea is that the pilot in the right seat always addresses the pilot in the left seat as captain and provides objective information with no personal pronouns. For example, “you’re getting too slow!” is forbidden. Instead, the right seat occupant might say, “Captain, airspeed is decreasing.” The captain similarly avoids personal pro - nouns with a response such as, “Noted; correcting.” If the situation isn’t resolved, the next transmission might be something like, “No correction noted.” While developing the initial version of the Civil Air Patrol’s National Check Pilot Standardization Course a few years ago, I came across another CRM technique that can work well in a GA setting. A CRM expert named Todd Bishop developed a five-step process that uses assertive statements encompassing both inquiry and advocacy: 1. Get attention — Address the individual by name or title.

2. State your concern — State what you see in a direct manner while owning your emotions about it. “I’m concerned that we are low on fuel.” Making It Fly for You 3. State the problem as you see it — “I don’t think we Descriptions vary, but most formal definitions of CRM have enough fuel to fly around this storm.” include the following: 4. Suggest a solution — “Let’s divert to another airport • CRM is a system that uses all available resources to and refuel.” promote safety.

5. Obtain agreement (or buy-in) — “Does that sound • CRM is concerned with the cognitive and interpersonal good to you?” skills needed to manage resources within an organized Perhaps the single most important CRM step you can system, not with technical knowledge and skills.

take in GA is the first one: a thorough pre-flight discussion • CRM aims to foster a climate or culture where author - that clearly establishes roles (e.g., who is PIC), respon - ity may be respectfully questioned.

sibilities, and expectations. Knowing who has that role is very important if something goes wrong, but the more • CRM training thus emphasizes communications, situ - ational awareness, problem solving, decision making, fundamental reason is safety. So, if you are the PIC, state that before you go to the airplane. Tell your pilot compan - and effective teamwork.

ion what kind of assistance you do (and do not) want. If It can be challenging to master these skills, which may you are the guest of the PIC, make no assumptions. Ask require significant changes in personal habits, interper - whether and how you can assist. Stick to terms you estab - sonal dynamics, and organizational culture. This challenge lish but make it clear to the PIC that you will use one (or is especially acute in hierarchical sectors such as aviation.

both) of the techniques presented here to communicate any Both tradition and regulation give full authority to the concerns and help ensure a safe flight.

pilot in command, who must be trained to understand and accept that questions and observations are not a threat to Susan Parson (susan.parson@faa.gov) is editor of FAA Safety Briefing and a his or her final authority.

Special Assistant in the FAA’s Flight Standards Service. She is a general aviation This necessity is no less true when two GA pilots are pilot and flight instructor.

flying together. Regular readers might recall a Postflight 14 FAA Safety Briefing

Y ou N ever

R oam Alo n e!

PUTTING SINGLE PILOT RESOURCE MANAGEMENT TO WORK

By Susan Parson

In fact, I was in the soup for the entire flight.

Aviation never fails to deliver a

The ETA conditions at my destination were forecast to

powerful “not so fast” lesson any time

be marginal VFR. But Mother Nature doesn’t read fore - casts. There were many clues that this system was not we think we’ve got something nailed.

behaving as expected, but I still didn’t expect to hear a pilot ahead report missing the approach to my airport. Things ike many GA pilots, I got accustomed to being the sole got very busy, starting with the controller’s request for me pilot on board. Most of my flying involved being alone to “say intentions.” There was no copilot or autopilot to help in the airplane or serving as pilot and flight attendant with basic flying tasks while I sorted through charts and

L to my non-flying passengers. I figured I was pretty

options. There was no GPS, except for the tiny first-gener - adept at “single pilot resource management” (SRM).

ation handheld I had recently acquired. I had never flown My moment of reckoning with the true challenges of any of the approaches to Dulles, which was my only viable single-pilot operations came just after Thanksgiving one option. I had never flown a holding pattern “for real,” but year. I had flown to coastal North Carolina to spend some I had just copied instructions for holding in no-kidding quality time with family and, since the weather forecast for IMC. The workload was intense, and I knew it would take a the return trip looked grim, I moved my departure time up lot of focus and concentration.

by several hours.

When I was eventually cleared for the approach, I flew What could possibly go wrong?

with every bit of concentration and precision I could mus - First, I was in instrument meteorological conditions ter. I broke out of the clouds around 300 feet above ground (IMC) shortly after takeoff, but I figured I’d soon be on top.

November / December 2019 15 level and experienced the incredible “there-it-is!” relief ing information for both preflight and en route decision when I saw the brightly lit runway. making.

In the most basic terms, I passed the SRM test: I flew SRM in Action single-pilot, single-engine IFR in IMC and landed without bending metal or rules. In the broader sense, though, there One of the most important things I lacked at the time was a was plenty of room for improvement.

set of personal minimums that, given the soupy conditions at my departure airport, would have kept me on the ground SRM Defined that day.

The FAA Risk Management Handbook (FAA-H-8083-2) But let’s say that you launch, like I did. The most valu - calls SRM the art of managing all the resources, both those able resources I had that day were external. I had been onboard and those from outside sources, to ensure a suc - monitoring weather via an Automated Weather Observing cessful flight. It is about how to gather information, analyze System (AWOS), but the pilot ahead of me on the approach it, and make decisions. The pilot must be able to compe - provided real-time information that made my divert-to- tently perform a number of mental tasks in addition to the Dulles decision pretty easy. While I didn’t need any special physical task of basic aircraft control. These include: assistance from air traffic control (ATC), it was comfort - ing to know that all the resources they offer were just one • Situational awareness transmission away.

• Task management If you have passengers with you, they can assist by read - • Automation management ing checklist items, watching for traffic, and listening to • Risk management ATC radio calls. You might also teach regular passengers to • The aeronautical decision-making (ADM) process • CFIT (controlled-flight-into-terrain) awareness

In basic terms, I passed the

The Risk Management Handbook also offers an observa - SRM test: I flew single-pilot, tion that became very real to me:

single-engine IFR in IMC and

Learning how to identify problems, analyze the infor - mation, and make informed and timely decisions is not as

landed without bending metal

straightforward as the training involved in learning specific

or rules. But there was plenty

maneuvers. Learning how to judge a situation and “how to of room for improvement.

think” in the endless variety of situations encountered while flying out in the “real world” is more difficult. There is no assist with switching radio frequencies and basic program - one right answer in ADM; rather each pilot is expected to ming for moving map and multifunction displays. Internal analyze each situation in light of experience level, personal resources also include checklists and verbal briefings.

minimums, and current physical and mental readiness level, Onboard equipment constitutes another important and make his or her own decision .

resource. Today’s technology offers an incredible range of That is no small challenge, especially for GA pilots information to assist with overall situational awareness, whose aeronautical experience may be limited. In my flight, navigation, weather information, and much more. The key which involved an airplane with no automation, solid is to know what information is available and how to access training provided a firm foundation for task management it without diverting your attention from essential aircraft and situational awareness. But I would have been much control duties.

safer with a structured approach for gathering and analyz - To apply the tenets of SRM in a structured way, the Risk Management Handbook suggests regular evaluation of: • Plan • Plane • Pilot • Passengers • Programming FAA photo by Anders Croft The point of the 5P approach is not to memorize yet another aviation acronym. Instead, you might simply write these words on your kneeboard, or add a 5P reference to your checklist for key decision points during the flight.

Items to consider include: Plan : Basic elements of cross-country planning: weather, route, fuel, current publications, etc. Since any of these 16 FAA Safety Briefing or desire to reach the destination — can create potentially dangerous distractions.

Programming : Electronic displays, moving map navi - gators, and autopilots can reduce workload and increase situational awareness. However, be mindful that the task FAA photo by Anders Croft of programming or operating this equipment can create a dangerous distraction.

Whatever SRM approach you choose, use it consistently and remember that solid SRM skills can significantly enhance the safety of “crew of you” flights.

Susan Parson (susan.parson@faa.gov) is editor of FAA Safety Briefing and a Special Assistant in the FAA’s Flight Standards Service. She is a general aviation pilot and flight instructor.

factors can change at any time, review and update the plan at regular intervals.

LEARN MORE Plane : Be proficient with all installed equipment, and familiar with performance characteristics and limitations.

FAA Risk Management Handbook (FAA-H-8083-2) Monitor systems and instruments in order to detect any bit.ly/2kuuDSn abnormal indications at the earliest opportunity.

Pilot : The “IMSAFE” checklist is a handy tool for identi - FAA Safety Briefing , Sep/Oct 2019 (Checklist) fying hazards to your fitness for flight.

adobe.ly/2ZuWKnd Passengers : Passengers can be a great help by performing “Your Safety Reserve,” FAA Safety Briefing , Mar/Apr 2015 tasks such as those listed above. Be mindful, though, that go.usa.gov/xV8bG passenger needs — e.g., physiological discomfort, anxiety, November / December 2019 17

General Aviation Enters the Next Era

By James Williams

n history, the three-age system is a way to classify In an Age Gone By historical periods into groups of three, each building Until the last decade or so, one could argue that general on the others. The Stone, Bronze, and Iron Ages are the aviation still resides in the Oil Age. That has begun to

I best-known examples. But we could apply the concept

change in the last two decades. To one degree or another, to any other historical segment.

composite materials, modern engines, and glass cockpits So let me propose that the Coal Age, Oil Age, and Infor - have become part of the general aviation ecosystem. As mation Age constitute our latest tripartite era. Coal was the discussed in “How I Learned to Stop Worrying and Love fuel that fed the Industrial Revolution and the railroads.

the Singularity” in the May/June 2018 issue of FAA Safety This age kicked off in the early 19th century and began Briefing (p.25), modern avionics opened the door for Flight declining in the early 20th, when oil began to rise in eco - Data Monitoring (FDM). Flashy screens with modern nomic and strategic value. The automobile and its practical graphical interfaces sold these new avionics, but their internal combustion engine allowed aviation to take off, so digital architecture made the FDM breakthrough possible.

to speak. The Oil Age has slowly transitioned to the Infor - Data capture became an easy task and data storage became mation Age, with data increasingly being the central “fuel” a function of allocating memory already on board. The of our modern lives. How many times a day do you hear stage was set for GA to advance into the Information Age.

“data-driven” as a descriptor for everything from strategic plans to morning commutes?

18 FAA Safety Briefing First a bit of background. The FAA uses a collection of Data Versus Information databases to monitor aviation safety and these have been While many people consider data and information synon - integrated into a single access point in the Aviation Safety ymous, they are different, albeit interconnected terms. The Information Analysis and Sharing (ASIAS) system that simplest way to distinguish the two is to recognize that data allows users to query across all these separate systems. One is a fact, while information is a fact (or facts) with some big hole in ASIAS was always GA data. The National Gen - level of context or analysis. For example, a reading of your eral Aviation Flight Information Database (NGAFID) fills 50-knot airspeed is data. Information on the other hand that gap by providing a structured data collection system.

would be: airspeed is 50 knots while in a climb. That con - To help ramp up data collection, an early innovation of text is meaningful and makes the information much more the NGAFID was the introduction of the General Aviation useful than the data.

Airborne Recording Device (GAARD) App for iOS and FDM uses data to build information that can be useful Android devices. GAARD allows these devices to record for many purposes, from improving your flying skills to and submit data into NGAFID, thus dramatically increas - managing your maintenance practices. While useful at the ing the total possible user base. While the data might not individual pilot level, FDM is best used on a broader basis, have the same fidelity of that derived from more advanced since collective programs offer a larger data pool that can avionics systems, it has a much lower entry cost.

help detect problems more quickly. Think of it this way: if “Flight schools are quickly realizing the benefits,” says you had to learn every life lesson through personal expe - Operations Research Analyst Corey Stephens with the rience, it probably wouldn’t go well (e.g., don’t touch a hot FAA’s Office of Accident Investigation and Prevention. “The stove, look both ways before crossing the street, etc.). Our more all of us work together, the better off we’ll all be.” Ste - ability to learn from the experience of others is a key driver phens hopes to see similar safety improvements to the ones of safety in aviation.

seen following the implementation of FDM in the commer - cial world. The General Aviation Joint Steering Committee GAARDing Data (GAJSC) is working to spread the word on the benefits FDM has been very beneficial to commercial aviation of NGAFID and ASIAS and has signed up 13 universities safety. The stumbling block for GA has always been scale.

and 97 corporate flight departments in addition to many As noted in our previous FDM article, now there’s an app individual GA pilots. In total, more than 1,000,000 hours of for that.

The NGAFID allows you to review your own flight data to target improvement.

You can overlay multiple data plots to analyze your flight in greater detail.

November / December 2019 19 flight data have been collected in the light GA community alone.

Analysis Paralysis Data collection is only part of the equation; it needs context to create useful information. The GAJSC is hard at work in this area, but another organization is also on the case. The Partnership to Enhance General Aviation Safety,

Our ability to

Accessibility, and Sustain -

learn from the

ability (PEGASAS) is a

experience of

joint FAA/Academic Cen - ter of Excellence program

others is a key

designed to focus research Classic panels make data collection a significant task.

driver of safety

on specific projects in the in aviation.

GA world. As you might Welcome to the Future recall from the previous GA’s rapid ascension into the Information Age leaves us FDM article, the PEGASAS team’s Safety Analysis for with some questions. Some might ask: can’t this data be General Aviation project is intended to provide tools to GA used against me? The short answer is no. There are a num - that would normally come from a corporate or commercial ber of firewalls that make any data submitted to NGAFID carrier safety program.

off limits to enforcement (and remember that under the In its current phase, project researchers are learning to FAA’s Compliance Program, enforcement is a tool reserved enhance the low resolution data provided by smartphones for willful failure to comply with safety regulations).

and tablets used as Electronic Flight Bags (EFBs). This Remember too that voluntary reporting has a long and work includes trying to “recover” data that didn’t originally successful track record in both commercial aviation and, exist (e.g., flap position). Such enhancement may provide through the NASA Aviation Safety Reporting System, in higher resolution data without needing to increase the GA. The FAA fully understands that such systems require parameters on GA recorders. The team has demonstrated trust, which has been a hallmark of the safety reporting this capability on the Cessna 172 and Piper Archer . They programs the agency has sponsored.

have also developed algorithms to identify phases of flight Others might ask the famous WIIFM (what’s in it for in the Cessna 172 and Cirrus SR20, as well as prototype me) question. The most immediate benefit is that solutions like the NGAFID allow you to analyze your own perfor - mance and catch small errors before they become big ones.

You can also detect changes in your flying. I remember one particularly frustrating session with touch-and-go land - ings when I just couldn’t figure out why it went so poorly.

I eventually determined that I was too fast on approach.

FDM would have made it far easier to see the problem.

FDM also means that by working together we can limit not only personal frustration, but also more dangerous out - comes.

James Williams is FAA Safety Briefing’s associate editor and photo editor. He is also a pilot and ground instructor.

LEARN MORE Modern advanced avionics feature native digital flight information, which makes data collection a breeze.

National General Aviation Flight Information Database ngafid.org algorithms to detect hazardous states from flight recorder data. This kind of analysis turns interesting data into useful PEGASAS Project 05 — Safety Analysis for General Aviation information.

bit.ly/2kRFbLJ 20 FAA Safety Briefing

CHECKLIST SUSAN PARSON

ON COURSE FOR SAFETY

Resource management is the umbrella packed presentation first explores niques for managing inevitable theme for the topics featured in this how fatigue can impact your family, distractions (bit.ly/2lvtbzB).

issue of FAA Safety Briefing magazine your health, and your job. It then • ALC-514 — Challenge / Response and, as regular readers probably know, covers fatigue basics and hazards, — Practical Flight Deck Insights the primary purpose of this depart - sleep basics, and methods you can for GA : GA flying is different, ment is to raise awareness of resources use to effectively prevent or combat diverse and, in many ways, a lot more that the FAA provides for the aviation fatigue (bit.ly/2kuxevN).

challenging than airline operations.

community.

• ALC-258 — Human Factors This presentation focuses on using In that spirit, let me invite you Primer for Aviation Mechanics : Standard Operating Procedures to take a fresh look at the The objective of this course is to (SOPs) to Plan, Brief, Do, Review, www.FAASafety.gov application, and lead an AMT technician through and Renew (bit.ly/2lwYLwK) .

check out some of the latest addi - human factors definitions and to • ALC-534 — The Buck Stops with tions to the Learning Center Course provide tangible ways to use that Me : Failing to follow procedures Catalog (bit.ly/2khRQHE). If it’s been knowledge about human factors (FFP) continues to be one of the awhile since you last visited, you in the maintenance hangar. The leading safety issues in aviation might be surprised to see how many course introduces two basic types maintenance. This course helps courses have been added to the roster.

of human error: unintentional and aviation maintenance personnel I hope you’ll browse extensively, but intentional. It includes several better understand and appreciate here are “VFR Direct” pointers to just videos, exploration of the “Dirty how an organization’s culture a few of the many no-cost items that Dozen,” a hangar safety scenario, affects safety with respect to FFP align with this issue’s focus area.

and discussion about the impor - (bit.ly/2ktU3zz).

One important note: even though tance of safety nets (bit.ly/2lygWCl).

• ALC-556 — Adapting Threat and some of these courses might appear to • ALC-448 — Surprise, Surprise! : Error Management to General be targeted to pilots or mechanics, the This course addresses the startle Aviation : Threat and Error Man - concepts are valid for all!

response, distraction, interruption, agement training recognizes that • ALC-28 — The Art of Aeronauti - lack of systems knowledge, pilot pilots operate in a complex and cal Decision Making and ALC-82 proficiency, and aircraft owner/ highly dynamic environment, one — Do the Right Thing: Decision mechanic teamwork. It follows in which every action taken can Making for Pilots (presented by the Threat and Error Management be critical. This course offers tools AOPA) : Both of these courses philosophy where threats poorly you can use to manage them before provide tips on a critical skill managed lead to errors and ulti - they become a second link in the ( bit.ly/2kl3VeX and bit.ly/2m6Cwhh ).

mately to an undesired aircraft accident chain (bit.ly/2ksYESK).

• ALC-174 — Fatigue Countermea - state (bit.ly/2lUZaJw).

I can’t resist closing with a pitch for sures Training : This four-segment • ALC-474 — NAFI PDP Distrac - another batch of new additions to course presents the basics about tion Management and Cockpit the Learning Center Course Catalog.

fatigue, sleep, and fatigue risk man - Techniques : An experienced flight Look for the “ FAA Safety Briefing agement. This fast-paced, action- instructor and pilot shares tech - Live” courses that introduce and discuss topics from each issue of this publication, starting with the March/ April 2018 edition.

IF IT’S BEEN AWHILE SINCE YOU LAST VISITED, YOU MIGHT BE SURPRISED TO SEE HOW MANY COURSES HAVE BEEN ADDED Susan Parson (susan.parson@faa.gov) is editor of FAA Safety Briefing and a Special Assistant in the TO THE ROSTER AT WWW.FAASAFETY.GOV.

FAA’s Flight Standards Service. She is a general aviation pilot and flight instructor.

November / December 2019 21

DRONE DEBRIEF MICHAEL O’SHEA

CRM FOR DRONES

People and Technologies Working Together

UAS CRM is operating not in a closed cockpit, involves good but outdoors where they are subject communica - to weather conditions and possible tion among the distractions from observers and man - respective crew agement while they operate. Without members; clear a ‘sterile’ cockpit, the UAS flight crew and concise pro - experiences more distractions that cesses; initial and could affect CRM and ultimately recurrent training decrease the safety and efficiency of both for normal the operation. For this reason, UAS and abnormal crews need to train in the same condi - operations (loss tions and environments in which they of control, lost are likely to operate.

link, de-conflic - Captain Mike Brown, a B787 tion with manned airline pilot with more than 20,000 aircraft); and flight hours, is also a reserve deputy managing individ - with the Alameda County Sheriff ’s ual and overall Office who flies both manned and Deputies Chris Delima and Anthony Pagliari search for a shooting suspect with a workloads while unmanned aircraft. Because he firmly UAS. (Photo used by permission of the Alameda County, CA Sheriff’s Department) always keeping the believes that CRM plays an important Crew Resource Management (CRM) safety of the National Airspace (NAS) role in unmanned operations, Cap - is as important to the safety and effi - as the highest priority. tain Brown teaches a CRM course to ciency of unmanned aircraft systems As with any other component in a the Alameda County deputies who (UAS) operations as it is to manned safe system, CRM doesn’t just happen. fly UAS. He stresses that, “In any endeavor where people are involved, operations. Effective UAS CRM can A foundational element is selecting improve a flight crew’s ability to the right combination of people with human error will occur. CRM reduces the chance that the consequences perform work using complex systems, the proper initial and recurrent train - like UAS ground control stations, ing. Lieutenant Neal Landfield of the of an error will be catastrophic.” So, whether you hold an Airline Trans - while maintaining overall situational Arlington, Texas Police Department awareness to create a safe environ - states, “Crew resource management is port Pilot or Remote Pilot Certificate, or both, CRM is a proven method ment for flying. critical for complex UAS operations.

With more and more public safety To provide safe service to our com - to help you reduce risk and increase the safety and efficiency of your agencies using UAS as part of their munities, we have to select the best response to hazardous events, Deputy pilot/crew for the job and determine operation.

Fire Chief Chris Sadler of the York relevant mitigations for environmen - County, Virginia Fire Department tal stressors.” Mike O’Shea works with government agencies as a resource on public unmanned aircraft notes that “It is critical for personnel Just as in manned operations, the operations and has more than 30 years of to utilize CRM practices during these crew’s ability to communicate effec - experience working in public safety. He can be missions to ensure that everyone tively is key. However, this communi - contacted at michael.oshea@faa.gov.

is working together as a team.” The cation must occur in an operational added stressors of the emergency environment that differs significantly operation require public safety flight from that of manned operations. In crews to strictly adhere to good CRM most UAS operations, the remote- processes so they are not distracted pilot-in-command’s (RPIC) attention and can remain focused on maintain - is usually on the flight controls and ing the safety of the flight. the UAS camera monitor. The crew FAA.gov/go/DroneWeek 22 FAA Safety Briefing November / December 2019 23

NUTS, BOLTS, AND ELECTRONS JENNIFER CARON

ADS-B OUT INSTALLATION TIP: RUN A PAPR REPORT

turers provide checkout tools that you firm data transmitted by the ADS-B can use to edit and view the system system is correct. Next, run a Public configuration,” says James Marks, ADS-B Performance Report (PAPR) ADS-B Focus Team Lead in the FAA’s to verify the system complies with Flight Standards Service. “Many 91.227 requirements.

ADS-B equipped aircraft are not PAPR is a sure-fire way to verify fully compliant with the performance that you have installed and configured requirements for the equipment, the system hardware correctly. The and the majority of ADS-B compli - report shows any equipment configu - ance failures result from improper ration or performance errors in high - configuration of the equipment at lighted red. And best of all, the PAPR installation,” Marks explains. During service is free, online, and takes just installation, pay particular attention 15 minutes to receive so you can run to the emitter (or aircraft) category, as many reports as you need to resolve the flight ID (aircraft call sign), and any issues and help keep your installs the 24-bit ICAO address code (also error free. You’ll find a user’s guide known as the Mode S code) settings at bit.ly/31Yk0aY , but in a nutshell to ensure that you have entered them here’s how it works.

If you’re an avionics installer, there’s correctly. Test equipment is often lim - After the owner completes a no question that you’re handling an ited to verifying that the configuration post-installation validation flight in overwhelming demand for installa - information you entered is present in airspace that supports ADS-B Out, tions of ADS-B Out. The good news the avionics but lacks the capability to go online to bitly.com/PAPRequest , is that for many units, the install can determine whether it is correct. fill out the required information, and often be straightforward, your typical submit. In 15 minutes, you’ll get an Performance installation time is just a few days, email with a PAPR showing all the and there’s even a handy ADS-B Performance aspects of 91.227 configuration and performance details requirements include the Navigation installation job aid from the FAA for the ADS-B equipment you just at bit.ly/2NA4spF. Integrity Category (NIC), and the installed.

Navigation Accuracy Category for But bear in mind that before you Run a PAPR after all your ADS-B can return the aircraft back to the Position and Velocity (NACp and Out installations. It’s quick, it’s easy, NACv). You’ll find the avionics stan - owner, it is your responsibility to and lets you know right away if your verify that the ADS-B Out system dards for outputting NIC, NACp, and install was a success.

NACv in Technical Standard Order complies with both the configuration and the performance requirements of (TSO)-C166b (1090 MHz) and Jennifer Caron is FAA Safety Briefing’s copy editor and quality assurance lead. She is a certified TSO-C154c (978 MHz).

14 CFR section 91.227. Here’s a break - technical writer-editor in aviation safety and flight down of those requirements.

standards.

PAPR Configuration After your installation is complete, The configuration (or broadcast you must test the system per the man - LEARN MORE ufacturer’s installation guidance. The elements) of section 91.227 includes the aircraft’s assigned ICAO 24-bit FAA recommends that you perform 14 CFR section 91.227, ADS–B Out both a ground check and a postflight address, emitter category, flight identi - Equipment Performance Requirements fication, and several other identifiable check to verify that the system config - bit.ly/2HrC8Sk uration and performance are working parameters to convey an aircraft’s location on the ground and in the air. correctly. Use ramp test equipment or other system interface tools to con - “Most ADS-B equipment manufac - 24 FAA Safety Briefing

ANGLE OF ATTACK TOM HOFFMANN

DON’T BOTHER ME, I’M FLYING!

zone often causes an accident. and decision making, but it’s abso - The same issue applies to pilots. lutely critical to know how your sys - Distraction is a dangerous threat to tem operates, to include its limitations, safety, so pilots must learn to manage before you fly so they don’t become a distractions during every flight. To dangerous distraction. Remember too see the deadly effects of distraction in that ADS-B equipment is a supple - aviation, have a look at the National Transportation Safety Board (NTSB) accident report for the August 26, SINCE 2008, THERE 2011 crash of an EMS helicopter HAVE BEEN 22 FATALITIES flight in Mosby, Missouri ( go.usa.gov/xVTWQ ). In this acci - IN GA AND PART 135 You’re zooming down the highway — dent, personal texting while flying was CRASHES THAT INVOLVED more like crawling if you’re in Wash - at least partly responsible for the crash ington, DC! — when your phone that killed the pilot, a nurse, a para - PILOTS DISTRACTED BY chirps with the familiar sound of an medic, and the patient.

NONOPERATIONAL incoming text message. Oh, and did I In another accident, a Cessna 150 mention it’s late in the day, you’ve got pilot and his passenger were killed ACTIVITIES.

a lot on your mind, and your phone is when their plane crashed into a in the passenger seat? Do you pick it wheat field in Watkins, Colorado up and read the message? It could be ( go.usa.gov/xVTBY ). Contributing to mental tool; it does not relieve you of an important follow up from a poten - the accident was the pilot’s distraction see-and-avoid responsibilities.

tial employer. Or, it could also be due to cell phone use while maneu - To emphasize the importance of one of those incessant BOGO offers vering at low altitude. A Go-Pro cam - eliminating distractions, the NTSB from your favorite burger chain (both era found near the wreckage revealed has added this topic to its 2019-2020 could be important, no judging here). footage of the pilot and his passengers Most Wanted List of Transportation Despite knowing that thousands of taking mobile phone “selfies” during Safety Improvements. According to people die each year from distracted takeoff, climb, and in the pattern just its Eliminate Distractions fact sheet driving incidents (3,166 fatalities in before the accident flight. Investiga - for aviation ( go.usa.gov/xVTkg ), since 2017 alone according to the National tors believe the pilot’s focus on his cell 2008 there have been 22 fatalities in Highway Traffic Safety Administra - phone, coupled with the flash func - GA and part 135 crashes that involved tion), many people will still try to read tion of his camera, contributed to the pilots distracted by nonoperational activities. The NTSB urges pilots to that message. We’ve probably all been development of spatial disorientation similarly tempted. and consequent loss of control. keep mobile phones off and out of the environment to avoid the temptation The justification some give for But distraction in the cockpit diverting attention to an emoji-laden doesn’t always involve such a blatant of answering. Also, although there are no regulations on sterile cockpit pro - text is that they know their vehicle diversion from primary flying duties.

and feel confident they can maintain It is often more insidious, like fixat - cedures for part 91, avoidance of all nonessential conversations is an excel a sufficient margin of safety. But just ing on a cockpit warning or trying to - because you’ve been lucky in the troubleshoot an avionics display issue. lent point to brief with passengers. It past doesn’t make it a safe thing to With the ADS-B Out mandate just goes over a lot better than having to do. The time you divert to the text is around the corner, many pilots now yell, “Don’t bother me, I’m flying!” time when you are unaware of actions have the capability to display weather taking place outside the vehicle. and traffic information with ADS-B In Tom Hoffmann is the managing editor of FAA Safety Briefing . He is a commercial pilot and holds an A&P The delayed reaction to a suddenly equipment. This technology can cer - certificate.

stopped car or a pop-up construction tainly enhance situational awareness November / December 2019 25

VERTICALLY SPEAKING GENE TRAINOR

WHERE EVERYBODY KNOWS YOUR NAME

Type Clubs for the Rotorcraft Community

Helicopter Pilots Association, or the now has about 2,100 members around Airborne Public Safety Association for the world.

police officers, firefighters, and anyone “We’re a smaller group,” Schultz else interested in aviation-related pub - says. “We’re small enough to get to lic safety might be a great club for you. know you. We have quite the camara - The International Women Heli - derie going.” copter Pilots’ Whirly-Girls is a group The Indiana-based Popular Rotor - where female helicopter pilots from craft Association has about 1,000 the U.S. and around the world can members with chapters worldwide, share their experiences and find says John Rountree, the group’s gen - camaraderie. eral business manager. Membership Fans of homebuilt helicopters can dues include an electronic copy of the Photo courtesy of Whirly-Girls check out the Popular Rotorcraft magazine, Powered Sport Flying .

Just like Norm and the other patrons Association. The group also provides webinars, of Cheers , the famous neighborhood The Survivors Network Air Medical seminars, and events.

bar of the 80s and 90s sitcom, many Community helps those who have “We’re really just here to support of us enjoy places where everybody survived a helicopter accident, and the community,” says Rountree, which knows our name. Luckily, for helicop - the friends and family who have lost includes helping members get their ter pilots, there are dozens of clubs a loved one in a helicopter accident, aircraft evaluated by experts in the and associations where you can share deal with pain, grief, and anxiety. field. “We’ll have experts come down your interests with other like-minded The flagship group for helicopter and look at your ride, or you can bring pilots and which cater to almost every pilots is the Helicopter Association it to the chapter and we’ll have them niche in the helicopter community. International (HAI). This Virgin - check it out and tell you how to fix it.” Are you a veteran? Active duty mil - ia-based group is well known for FAA inspectors or Designated itary? Think about joining the Viet - its annual Heli-Expo, the country’s Airworthiness Representatives must nam Helicopter Pilots Association, the largest helicopter conference, but the approve these homebuilts before they can be flown.

Combat Helicopter Pilots Association, group also sponsors smaller forums the Ancient Order of the Pterodactyl and training sessions. HAI has about 3,000 members, but that number is a bit misleading.

(Coast Guard Aviation Association), Most of these organizations wel - the Naval Helicopter Association, or come new members. Some members are part of a corporate membership which could include the U.S. Air Force Helicopter Pilot “We’re always looking for people Association. who want to help us keep the passion thousands of people, says Dan Sweet, HAI director of public relations and Would you prefer a group close to going for vertical flight,” said Joni home? Try the New England Helicop - Schultz, Whirly-Girls board member communications.

Savor the joys and challenges of ter Council, the Midwest Helicopter and past president. When the group Association, or the Eastern Region was founded in 1955 by Jean Ross working with and piloting helicopters with one — or a few — of the commu - Helicopter Council. Howard Phelan, Phelan could find How about a group that caters to only a dozen female-rated helicopter nities of folks who share your interests and passion, and you can enjoy get - your job? The National Agricultural pilots worldwide to join the organiza - Aviation Association, the Professional tion. According to Schultz, the group ting together where everybody knows your name.

Gene Trainor is a communications specialist in Fort THERE ARE DOZENS OF CLUBS AND ASSOCIATIONS THAT CATER Worth, Texas. He previously worked as a technical TO ALMOST EVERY NICHE IN THE HELICOPTER COMMUNITY.

writer for the Rotorcraft Standards Branch.

26 FAA Safety Briefing

FLIGHT FORUM JENNIFER CARON We may edit letters for style and/or length.

Due to our publishing schedule, responses may not appear for several issues. While we do not print anonymous letters, we will withhold names or send personal replies upon request. If you have a concern with an immediate FAA operational issue, contact your local Flight Standards Office or air traffic facility.

EQUIP NOW!

faa.gov/go/equipadsb 2 Months Left

DON’T

to make the more at: adobe.ly/329EZbo.

ADS-B Out Here’s a handy tip and

GET

Deadline!

some feedback from mem - Very happy that the FAA wrote a piece about type clubs, and also included bers of our new GA Safety

LEFT

IN THE

Facebook Group!

our @EAA Type Club Coalition’s Starting January 1, 2020, you efforts in the article! Type clubs are Facebook.com/groups/GASafety must be equipped with ADS-B important for a safe and vibrant Out to fly in most controlled

HANGAR

If you’re not a member, we general aviation culture and EAA is airspace.

encourage you to join in on the committed to supporting them !

discussions and post relevant GA — Kyle

By January 1, 2020, you must be

content that makes the National Q: I keep hearing the deadline

equipped with ADS-B Out to

Airspace System (NAS) safer.

will be extended. Will the January Can You Take a Hint?

fly in most controlled airspace.

1, 2020 deadline be moved?

A: The January 1, 2020 deadline Pay attention to the subtle comments Get Vital WX Info FAST!

will not move. The FAA encour - Experience a new level of you get from your fellow pilots. Those ages owners to equip as soon as Text the word “METAR” add a comments and suggestions may be a situational awareness: possible to capture the benefits of polite way of helping you avoid danger - space, and then add in all caps G Weather G TFRs ADS-B and to ensure they will be ous decisions in your own flying. Get your four letter airport identifier G Traffic G NOTAMs able to access all available airspace more tips here: adobe.ly/2G31CVC.

(for example: METAR KDCA) to once the mandate becomes effec - the number 358782. You’ll get the tive in 2020.

Holy cow, FAA! Best dang thing I’ve See and be seen.

current weather conditions at your read in ages. It’s a shame we can’t chosen airport. For private-use Q: What will happen if I wait #ADSB retroactively taser basic humility, until after the deadline to equip?

airports, text METAR and the coachability, and airmanship into two-letter, two-number identifier FOR MORE INFO VISIT A: The ADS-B Out rule allows a those who’ll run from this article like faa.gov/go/equipadsb (e.g., METAR GE99), and for pub - mechanism for pilots/operators a kid avoiding vegetables. Thanks for without ADS-B Out equipment lic-use landing facilities, text the a great one; widely circulating this installed to request ATC authori - one-letter, two-number identifier one already; provocative, timely, and zation to deviate from the rule to (e.g., METAR W94). For more EQUIP NOW!

faa.gov/go/equipadsb very appreciated.

access ADS-B Out rule airspace.

information, visit bit.ly/2kHOrlx.

The FAA published a policy in — Roland — David 2019 with guidance on how con - trollers will handle these aircraft What’s Your Type Club?

(see bit.ly/2zcFNiF). The policy Let us hear from you! Send your com - is clear that unequipped aircraft ments, suggestions, and questions to A type club offers an excellent way of cannot expect uninterrupted SafetyBriefing@faa.gov . You can also leveraging other people’s experience and access to ADS-B airspace.

reach us on Twitter @FAASafetyBrief or expertise to improve your own. Learn on Facebook facebook.com/FAA.

November / December 2019 27

POSTFLIGHT SUSAN PARSON

INFINITE DIVERSITY IN INFINITE COMBINATIONS

I’ve always loved behind-the-scenes stories. That means I almost always AS A GA PILOT, I AM GRATEFUL FOR THE WAY THAT SO MANY buy the “special features” version OF THESE PRACTICES HAVE BEEN ADAPTED FOR PILOTS WHO FLY of movies and, in my youth, I made quick work of books like Arthur IN LESS CAPABLE AIRPLANES AND WITHOUT THE HELP OF AN Hailey’s 1960s classics Hotel and (of ON-BOARD CREW.

course) Airport . These days, I relish hearing the stories that my signifi - cant other, a part 121 airline captain, dishes out from his workday in the of this writing. Even if you weren’t yet Both United 232 and Cactus 1549 pointy end of the airliner. There are on the planet in July 1989, you have are a long way from the earliest days never names — I wouldn’t remember undoubtedly heard the story — and of aviation, when daredevils and lone them anyway — but he has a knack perhaps seen some of the YouTube eagle flights were celebrated, and air - for painting vividly colorful word videos and animated recreations — line SOP was the gear-up-and-shut-up portraits of the astonishing range of of United 232’s fiery arrival in Sioux crew culture of the so-called “skygod” humanity he encounters in airports City after a catastrophic engine failure era. As a frequent airline passenger, I and airplanes. I regard it as more left the DC-10 with no hydraulics. am extremely grateful to benefit from evidence of what I call the “ubiquity of It might have been the first time the development of better and safer uniquity,” an alliterative restatement many people heard of Crew Resource practices. As a GA pilot, I am also of Star Trek science officer Spock’s Management (CRM), which by then extremely grateful for the way that Vulcan IDIC philosophy. had been airline SOP for less than so many of these practices have been a decade. I was privileged to hear adapted for, and adopted by, pilots The Not-So-Secret Sauce Captain Haynes give his behind-the- who fly in less capable airplanes and But just like the super-diverse Star scenes perspective on two occasions, without the help of an on-board crew.

Trek crews, the airline crewmembers As we have explored in this issue, and he never failed to talk about the I hear about combine their strengths vital role that effective CRM played in there is infinite diversity in infinite and their unique characteristics to combinations of pilots, airplanes, saving many lives that day. It wasn’t form a single, smooth-operating team. just the flight deck crew, augmented environmental conditions, and crews.

That doesn’t happen by accident or by But may we all resolve always to come by an off-duty United check airman magic. A well-known team-develop - who offered assistance. It was also the together on the team for safety.

ment sequence describes the progres - way the cabin crew, air traffic con - sion from “forming” to “storming,” trollers, and well-trained airport first Susan Parson (susan.parson@faa.gov) is editor of FAA Safety Briefing and a Special Assistant in the “norming,” and (finally) “performing.” responders worked smoothly together FAA’s Flight Standards Service. She is a general Flight crews skip the “storming” part to minimize loss of life in aviation pilot and flight instructor.

entirely. Carefully developed Standard a seemingly impossible Operating Procedures, or SOPs, are situation.

the not-so-secret sauce, the norms The more recent story of that enable total strangers to meet at Cactus 1549 — aka “Miracle the airport, form themselves into a on the Hudson” — is yet another crew, and use the norms to perform famous example of CRM in smoothly from the get-go.

action. As with United 232, the The recent passing of Captain Al Cactus 1549 team included Haynes has put those SOPs, which not just the now-famous broadly include some of the resource flight deck crew, but also management topics we’ve explored in flight attendants, ATC, this issue, back in the news at the time and first responders.

28 FAA Safety Briefing

FACES PAUL CIANCIOLO

SABRINA WOODS

Aviation Accident and Incident Analyst, Accident Investigation Division

How does an English and second - in the new position was to refine the ary education undergrad become crew resource management concept engulfed in aviation? That would be to be more applicable to air traffic due to the United States Air Force and controllers. The July 2017 attempted its so-called “infinite wisdom!” As a taxiway landing by Air Canada Flight second lieutenant, Sabrina Woods was 759 was one of her most notable assigned to aircraft maintenance. investigations.

“It turned out to be serendipitous “Each pilot needs to have a better because I loved it, and I was very good understanding and appreciation of at my job,” she explains. “I have been their own limitations. My goal is to hooked on aviation ever since.” help give our flying community the For 12 years, Sabrina served as tools needed to be able to self-iden - an Air Force maintenance officer tify when things aren’t at optimum on mostly fighter aircraft. She also and when they are at an increased trained as a military aircraft accident risk of committing an error,” explains investigator. Her first fatal accident Sabrina.

investigation changed her career tra - Sabrina’s position in the Air jectory from active duty to pursuing a Traffic Organization gave her the master’s degree in aviation safety and opportunity to work alongside the human factors from Embry-Riddle Office of Accident Investigation and through investigation, data collection, Aeronautical University. Prevention’s Accident Investigation risk analysis, and information sharing.

“Watching the response of my peers Division, and that led to her joining “Since the NTSB has no regulatory upon seeing the final safety board that division as its human factors and authority, our team is responsible for conclusion of ‘ pilot error ’ with no safety analyst. During a significant ensuring that anything that needs other explanations turned me towards accident or incident, Sabrina evaluates to be addressed gets the attention it human factors,” she notes. “I always the findings and analyzes the data to warrants,” explains Sabrina.

knew there was much more than just develop and implement safety actions. Sabrina also serves as the liaison ‘ he or she screwed up ’ in each acci - The Accident Investigation Division is between the Accident Investigation dent or incident, so I decided to learn the principal organization in the FAA Division and other FAA offices on more on my own about what causes a that investigates aircraft accidents and safety risk assessments, safety issue person to make a mistake or commit collaborates with the National Trans - identification, proposed safety recom - an error.” portation Safety Board (NTSB). Their mendation assessments, and accident Sabrina was exposed to the civilian mission is to make air travel safer data analysis.

world of general aviation when the “I truly believe that if each person FAA hired her as a technical writer knowns their own limits, why or how for the FAA Safety Briefing magazine. they exceed beyond those limits, and SABRINA BELIEVES THE the factors that can lead to accidents She wrote many articles about human factors for the aviation community. or incidents, then we will slowly start FUTURE OF AVIATION to bring down the accident rates that She believes the future of aviation SAFETY INVOLVES A safety involves a better understanding are directly attributable to human error,” explains Sabrina.

of human behavior and human error, BETTER UNDERSTANDING so when the FAA’s Air Traffic Orga - OF HUMAN BEHAVIOR nization wanted to address human Paul Cianciolo is an associate editor and the social media lead for FAA Safety Briefing . He is a U.S. Air factors in this area, Sabrina altered AND HUMAN ERROR.

Force veteran, and a rated aircrew member and course and officially became a human volunteer public affairs officer with Civil Air Patrol.

factors scientist. Her primary task November / December 2019 29 U.S. Department of Transportation Federal Aviation Administration 800 Independence Ave., S.W.

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