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From the Bottom Up

By Vertical Mag | February 2, 2012

Estimated reading time 18 minutes, 48 seconds.

The battle to reduce human factors- and training-related accidents has largely been addressed from the top down through management and regulation; new initiatives, however, are trying to attack these age-old problems from the bottom up.

Many helicopter flight training providers, including Bristow Academy, contributed to the JHSIT training work group recommendations for changes to the FAA's helicopter practical test standards, to include sections on decision-making, risk assessment and single-pilot resource management. Mike Reyno Photo
Many helicopter flight training providers, including Bristow Academy, contributed to the JHSIT training work group recommendations for changes to the FAA’s helicopter practical test standards, to include sections on decision-making, risk assessment and single-pilot resource management. Mike Reyno Photo

Its a recurring theme, one I have lamented in the pages of Vertical many times before. Show up at a safety roundtable conference, local safety seminar or trade show safety symposium and stories prevail about pressure to fly, a fly or youre fired workplace atmosphere, and a selection of accidents from the past year that have caused many to wonder, What was that pilot thinking? 
At these gatherings, its usually just the pilots who are in attendance; the big decision-makers often the pressure-inducers are elsewhere doing business. And, its the same conclusion each year: we are not inventing new ways to kill ourselves, the causal factors for accidents and incidents have varied little despite improvements in aircraft design, reliability and technology.
Now, I have to admit, aviation has come a long way in terms of safety programs. We now have CRM, ADM, SMS, SPRM, HFDM and dedicated human-factors training. Of course, we dont know how many accidents have been prevented through this training and awareness, because the industry never reports the good decisions, only the bad ones. And, as I have also stated before, this training has not attacked the problem at its root: with new pilots and their flight instructors.
Our system of aviation training in the United States has always been backwards. We most often use our least experienced pilots-turned-flight-instructors to start a new pilot off on his or her aviation journey even though we know how important an initial certificated flight instructor (CFI) is to a students formulation of proper skills and attitude. We are expecting 200-plus-hour instructors to handle tricky autorotations and sure-to-happen screw-ups in training. We also expect these instructors to pass along examples and training regarding sound judgment, which often comes from experience.
I suspect this backwards way may never change, but what is finally changing is that some industry groups have become serious about giving CFIs the tools and procedures to help them become much safer in the training environment and help them incorporate training on the soft subjects. This is training that will hopefully become mandatory through revisions to the U.S. Federal Aviation Administrations (FAAs) practical test standards (PTS). And, this overall change may now have some teeth thanks to the International Helicopter Safety Team (IHST).
Addressing the Problem
As many of you may already know, IHST is a joint government-industry partnership that was formed in 2006 as a worldwide safety initiative to reduce helicopter accident rates by 80 percent by 2016. Its a pretty tall order, especially for a volunteer-based organization, but as weve reported in Vertical over the last few years, there have been many successes particularly from the point of view of the implementation of more safety initiatives and programs, and more safety resources being available for smaller operators. 
On the training side, two years ago IHST took on the initiative to revise the PTS to address human-factors training and mitigate specific risks in the training environment. Indeed, just eliminating the autorotation training accidents alone would, in and of itself, make a significant contribution to achieving the 10-year goal of the IHST. 
Terry Palmer, manager of rotorcraft programs and business development for FlightSafety International in Dallas-Fort Worth, Texas, is chair of IHSTs Joint Helicopter Safety Implementation Team (JHSIT) training work group. She explained: Our immediate focus is on ab initio training and developing a series of best practices. [U.S. Federal Aviation Regulation] Part 141 schools are teaching human factors, but the majority of the Part 61 schools arent. The pop-up schools are not operating to the same standards and are the ones having the most accidents. She continued, Are they [CFIs] reading the magazines? No. Are they going to Heli-Expo? No. Are they getting involved with the FAASTeam [FAA Safety Team]? No!
I understood the frustration in Palmers voice when she added, These kids dont know where to go to get information. Whats the answer? Regular news blasts, like what comes from Vertical and Twitter, for example, are critical. I believe that new pilots and CFIs want to have a safer environment, but its got to be something they can handle.
Indeed, computer-based training on an economical level can help. But, human-factors training wont really connect except in person. Some young CFIs are hungry for this, but lack the funds to obtain it. Plus, many work for small mom-and-pop schools that usually cant afford to hang on to the cream of the instructor pool, often leaving new CFIs to go it alone. And since there is very little human-factors training done on the designated pilot examiner (DPE) level, and those with the knowledge are usually very busy, even DPEs are not a resource these CFIs can regularly count on. 
Readying the Change
Thankfully, this situation is getting ready to change. 
At Heli-Expo 2011, during a special session, IHST introduced the results of a years work in addressing autorotation training accidents and dealing with the lack of human-factors training at the ab initio level. The JHSIT training work group submitted its recommendations for changes to the PTS for private helicopter, commercial helicopter and flight instructor helicopter, which included revising and adding sections on decision-making, risk assessment and single-pilot resource management. These changes were underpinned by input from many helicopter training providers, including Bristow Academy, Hillsboro Aviation, Colorado HeliOps, Quantum Helicopters, Bell Training Academy, FlightSafety International and the Airborne Law Enforcement Association.
Placing an emphasis on human factors in the PTS means it will get everybody talking about it, because inspectors and DPEs will be testing for this. Making the practical test more than just an event that evaluates a number of skill sets strung together is a great first step in getting new pilots and their instructors to discuss whats really at the root of fatal accidents in our industry. 
Additionally, Nick Mayhew, general manager of Bristows Titusville, Fla., campus, wrote a draft advisory circular (AC) to raise awareness of the risks inherent in performing autorotations (particularly 180-degree autorotations) in the training environment, with recommendations on how to mitigate this risk. The draft AC was vetted by the above-named schools, then submitted to the FAA. (It was scheduled to be published in the first quarter of 2012.). Mayhew indicated that a follow-up video would be produced for YouTube to demonstrate the techniques outlined in the AC.
Another gain the industry is making in the fight to lower the accident rate is through scenario-based training in the area of simulation. Said Palmer: Since the IHST was formed, the amount of available simulators and flight training devices has doubled in part because the original equipment manufacturers [OEMs] who came together in support of IHST decided that additional simulator training was the way to go. Some partnered with simulator manufacturers, while others developed their own simulators; either way, most OEMs are now on board with scenario-based simulator training. Standalone manufacturers, such as FlyIt, AeroSimulators USA and Frasca, are also adding to the growth of realistic training. The amount of simulators and related centers popping up is incredible, and they are being used across many sectors, including tour operations, charter, helicopter emergency medical services, electronic news gathering and law enforcement.
Building a New Culture
The proliferation of these simulators, combined with mandated training in human factors for ab initio students, can only mean increased access to those soft subjects that are at the root of most fatal accidents. Its also heartening that the rotorcraft industry took its own lead for a change, rather than trailing behind the fixed-wing side of aviation. 
However, the fixed-wing side hasnt been dormant either and has continued to take actions that will also benefit rotary-wing flyers. In fact, one organization, the Society of Aviation and Flight Educators (SAFE), has been attacking the safety issue on a number of fronts, independent of IHST. This member-centric organization provides aviation educators with mentoring, support and professional accreditation to not only reduce accidents, but increase educator professionalism. Plus, SAFE has been incorporating specific rotary-wing interests as more helicopter CFIs, including yours truly, become involved in the organization.
Last May, SAFE held a pilot training reform symposium in Atlanta, Ga., that yielded multiple proposals for new pilot trainees, existing pilots and the flight training community as a whole (see sidebar on p.128). As SAFEs executive director, Doug Stewart stated, Aircraft dont have accidents, pilots do. Why has our accident rate flat-lined? Its because the training emphasis has been automation first, stick and rudder second, and with no human factors.
 
He added: Scenario-based training is needed from the get-go. Non-paid pilots do not consider recurrent training and part of that problem is the primary training. What a student learns first is what sticks. Aviation is an ongoing process, and if Wings [the FAAs pilot proficiency program] is not promoted from the start, if human factors are not discussed from the start, and if students never talk about recurrent training, then how can we expect them to advance with the proper attitude and culture?
Indeed, Stewart lamented that in SAFEs CFI mentor program there are far more CFIs who have signed up to be mentors than CFIs wishing to be mentees. These CFIs come out of [a major school] with 251 hours as Gods gift and know it all. The culture has to change by changing the CFI. They need introductions into the soft skills right from the start and it needs to be by doctrine ACs, the PHAK [Pilots Handbook of Aeronautical Knowledge] and PTS knowledge tests. And, CFIs need to be asking for help from more experienced CFIs, as well as taking their students to local safety events as part of their training from day one to establish that culture.
Although its easy to lay the basis of a students safety culture and value system at the feet of his or her primary CFI, what often isnt fair is to blame low-time CFIs for more deeply rooted industry problems. These few instructors are only trying to survive in a flawed system they didnt invent, one that has historically offered few-to-no tools to help them effectively teach about real-world accident causes. 
Thankfully, now CFIs have some help. And, more will be coming in regards to human-factors training through regulation. Also, expect to see more task-specific ACs developed to address 
training techniques.
Taking Immediate Steps
So, what can be done right now? 
Low-time CFIs have many immediate resources to help them become more-effective instructors, rather than just people who pass along techniques to pass a practical test. More experienced CFIs, meanwhile, have a variety of opportunities to 
contribute and pass on their knowledge and experience. Here are some across-the-board suggestions for both groups, as well as for all pilots 
in the industry:
  1. Join SAFE (www.safepilots.org). If you are new to instruction, sign up to be a mentee. If you are experienced, sign up to be a mentor.
  2. If you are an experienced CFI, or just highly experienced flying the line, give back on the local level. You dont have to help the world, just a small slice of it. Offer to visit a local flight school and talk with low-time CFIs. Discuss human factors, teaching techniques, how to emphasize personal minimums that stick, anything the instructors want to help their students stay on the right course for a long-lasting safety culture. There is no excuse for experienced aviators to not offer a few days a year to help young, local CFIs and their students.
  3. Contact HAI and its director of safety, Stan Rose (www.rotor.com/AboutHAI/HAIStaff.aspx). HAIs function includes education; it puts on regional CFI workshops in conjunction with the FAASTeam. Plus, at Heli-Expo you can attend the only rotorcraft-dedicated CFI refresher course. 
  4. Get the IHST training tool kit (www.ihst.org). A second edition should be out by the end of this year with much more about ab initio training.
  5. Attend more local safety seminars, or get one organized and shepherd your students to them. 
  6. If human-factors or scenario-based training is not offered at your operation, start asking for it. If you manage an operation with no dedicated human-factors and scenario-based training, offer it. Yes, many small operators are on a shoestring budget, but which alternative costs more: training or accidents?
The initiatives are out there. The work is being done as quickly and effectively as can be done (considering its coming from unpaid volunteers with their own operations to run). No longer can we in the field complain there isnt any help for young CFIs. No longer are those at the bottom helpless in their desire to learn more so they can fly safer and instruct more effectively.
If we in the industry really want to see a palpable reduction in the accident rate, we need to quit bitching and get to work. Theres something we can all do to contribute, and there is no better place to start than from the bottom up.
Guy Maher is an EMS pilot flying an EC 135 at a hospital-based program in North Carolina. A dual-rated pilot, holding both an airline transport pilot certificate for helicopters and a commercial pilot certificate for airplanes, he has logged over 14,000 hours combined. As a certified flight instructor, Guy is qualified to teach single- and multi-engine airplane, helicopter, and instrument for both.

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