3. TRAINING SAFETY - Steve
• Training Safety is using tools to develop a
“safe attitude” in pilots, be they Student
Pilots, Commercial Pilots or Flight
Instructors. It is the responsibility of the
Pilot-In-Command (PIC) to utilize all
available tools to asses risk, execute the
training mission and return everybody in
a safe and relaxed manner.
4. TRAINING SAFELY – Mike
• Training Safely is the idea that Flight
Instructors, Pilot Examiners and pilots
have a stake in safely conducting the
flight.
6. TRAINING SAFETY
• Real world risk management
• Proper Pre-Flight & Briefing.
• The willingness to say “NO”.
• Thorough Post Flight De Brief.
• Modeling Safe Behavior
7. TRAINING SAFETY
• What makes up a safe training flight?
• Communications
• Discipline
• Sound Preparation & Planning
• Safety Culture
• Timely Instructor Intervention
• “Pixie Dust”
9. TRAINING SAFELY –WHAT IS IT?
• CFI/Check Airman/Instructor and the Pilot
Undergoing Training should put safety first
and foremost.
• Why – Because training accidents account
for 22% of all accidents in helicopters* –
more than any other single activity.
(* Compendium Report, US JHSAT Baseline of Helicopter Accident Analysis,
Volume 1, Figure 7, August 2011.)
10. TRAINING SAFELY
• Transfer of control in the air. Real world!
• Roles and Responsibilities.
• Instructor
• Pilot
• Things Better Left Undone
• Proper Time and Place
• Too much risk
12. 12 Classic Pitfalls - Nick
• Responding to peer pressure.
• Mental expectancy.
• Get-there-it is.
• Duck Under Syndrome.
• Scud Running.
• Continuing VFR into IMC.
• Getting Behind The Aircraft.
• Loss of Positional/Situational Awareness.
• Operating Without Sufficient Fuel Reserves
• Descent Below Minimums En Route.
• Flying Outside The Envelope.
• Neglect of Flt Planning, Checks, Pre Flights etc.
*Training SafetyTraining Safety is using tools to develop a “safe attitude” in pilots, be they Student Pilots, Commercial Pilots or Flight Instructors. It is the responsibility of the Pilot-In-Command (PIC) to utilize all available tools to asses risk, execute the training mission and return everybody in a safe and relaxed manner. *Training SafelyTraining Safely is the idea that Flight Instructors, Pilot Examiners and pilots have a stake in safely conducting the flight.
*Training SafetyTraining Safety is using tools to develop a “safe attitude” in pilots, be they Student Pilots, Commercial Pilots or Flight Instructors. It is the responsibility of the Pilot-In-Command (PIC) to utilize all available tools to asses risk, execute the training mission and return everybody in a safe and relaxed manner. *Training SafelyTraining Safely is the idea that Flight Instructors, Pilot Examiners and pilots have a stake in safely conducting the flight.
*Proper pre-flight and briefing -Verify the condition of the helicopter -Goals and objectives of the flight -Expectations and standards-Adherence to Standard Operating Procedures (SOPs)-Scenario Based Training (Relevancy of the maneuver)-Common errors *The willingness to say “NO”-Abilene Paradox (The consequences of Group Think)-Power of Persuasion/Suggestion -Plan Continuation Basis (PCB) – Get Home Itus!*Thorough post-flight debrief-Not so easy to forget and the desire to impress! -Things to improve -The GOOD, the BAD, the UGLY: Self Critique Method Modeling Safe Behavior- CFI Set the Example
*CommunicationsCrew or Single Pilot Resource Management Body language and cockpit Dos and Don’ts Student and Instructor relationship *Discipline -Distraction Management -Abiding by rules and regulations-Believe in your talents (share your knowledge) *Sound preparation & planning -Student and Instructor expectations-Doing your homework -Shared accountability *Safety Culture -Healthy training environment -Setting the bar high-The ability of the organization to listen and act-Doing the right thing -Trust*Timely Instructor Intervention-The art of instructing -Don’t rely on the other pilot, because they’re relying on YOU! -Proficiency *Pixie Dust -The unexplainable
When we say instructor we mean CFI, check airman, or inspector/examiner
Transfer of Control-I (you) have the controls – explain the procedureCritical for helicopters because they don’t fly well without direction.What if instructor touches the controls?Roles and ResponsibilitiesInstructor--Normally serves as PIC responsible for safe conduct of the flight--Monitors the pilot under training evaluates skills and decision-making--Most of the time is not flying-Pilot--Demonstrates his ability to perform maneuvers--Normally is the pilot flying--Has a self interest – gain approval, job, promotion, rating, etc.Things Better Left UndoneProper Time and Place--Consider location, forced landing areas available, passengers on board, etc.-Some things are just too risky. Don’t underestimate for the sake of learning…
Progressive Approach to Autorotation TrainingBiggest single maneuver that causes training accidentsBegin at altitudeReview proceduresRefine the maneuver before performing for realUse of Flight training DevicesTechnology has improved – simulators are great training toolsPerform maneuvers that are too risky in the real aircraftLots of opportunity for practiceGood Learning EnvironmentMore cost effective than the aircraft
Responding to Peer Pressure – This is poor decision-making based upon emotional responsesto peers rather than evaluating a situation objectively.Mental Expectancy - The inability to recognize and cope with changes in a situation differentfrom those anticipated or planned. Visual illusions and similar aural sounds occurring at the"wrong" time often lead to such miscues.Get-There-Itis - This "disease", common among pilots, clouds the vision and impairs judgmentby causing a fixation on the original goal or destination combined with a total disregard for anyalternative courses of action.Duck-Under Syndrome - The tendency to "sneak a peek" by descending below minimumsduring an approach. Based on a belief that there is always a built in "fudge" factor that can beused or on an unwillingness to admit defeat and shoot a missed approach.Scud Running - Pushing the capabilities of the pilot and the aircraft to the limits by trying tomaintain visual contact with the terrain while trying to avoid physical contact with it.Continuing Visual Flight Rules into Instrument Conditions - The all-too-often result of theabove mentioned practice of scud running when this becomes the only alternative to flying intothe ground. It is even more dangerous if the pilot is not instrument qualified or is unwilling tobelieve what the gauges are indicating.Getting Behind the Aircraft -- Allowing events or the situation to control your actions ratherthan the other way around. This is characterized by a constant state of surprise at what happensnext.Loss of Positional/Situational Awareness - Another case of “getting behind the aircraft” whichresults in not knowing where you are, and an inability to recognize deteriorating circumstancesand/or the misjudgment of the rate of deterioration.Operating Without Adequate Fuel Reserves - Ignoring minimum fuel reserve requirementsunder either Visual Flight Rules or Instrument Flight Rules. This is generally the result ofoverconfidence, a lack of flight planning, or deliberately ignoring the regulations.Descent Below the Minimum En Route Altitude - The duck-under syndrome (mentionedearlier) manifesting itself during the en route portion of an Instrument Flight Rules operation.Flying Outside the Envelope - Unjustified reliance on the (usually mistaken) belief that theaircraft’s high performance capabilities meet the demands imposed by the pilot's (usuallyoverestimated) high performance flying skills.Neglect of Flight Planning, Preflight Inspections, Checklists, Etc. - Unjustified reliance onthe pilot's (usually overestimated) short- and long-term memory of regular flying skills, ofrepetitive and familiar routes, etc.
