nbaa single pilot safety standdown october 18, 2010 · pdf file · 2010-10-18nbaa...

Single Pilot Resource Management (SRM)

NBAA Single Pilot Safety Standdown

October 18, 2010

Atlanta, GA

Michele Summers Halleran

Embry-Riddle Aeronautical University

SRM Perspective

A 747 captain taxies the aircraft into the gate at SeaTac, finishes all of thepaperwork, changes out of uniform, and drives to Boeing Field to anFBO to rent a C-172 for a little side trip to the San Juan Islands. Hechecks weather and prepares an IFR flight plan to Friday Harbor. Hecalls Flight Service and files the flight plan. When he gets to the Remarkssection, he tells the briefer; "oh yes, remarks; put in there that I amdeclaring an emergency." The briefer is obviously taken aback by this, andsays, "you want the remarks column in your flight plan to reflect that you

are declaring an emergency?" "You bet", says the captain," I'm down toone engine, one pilot, one radio; in my line of work that is anemergency!”

I guess critical decision making is all in where you come from...


• What is Crew Resource Management ?

1. CRM: The effective utilization of all availablehuman, informational, and equipment resourcestoward the goal of safe and efficient flight..

2. More specifically, it is the active process employedby crewmembers to identify existing and potentialthreats and to develop, communicate, andimplement plans and actions to avoid or mitigateperceived threats (Helmreich, 2000).


• What is Single Pilot Resource Management ?

SRM: The art and science of managing all resources(both on-board the aircraft and from outsideresources) available to a single-pilot (prior and duringflight) to ensure the successful outcome of the flightis never in doubt.

(FAA/Industry Training Standards)


• Single Pilot Resource Management is about the uniquesituations we find ourselves in as single pilot operators.

• Follows the lead provided by the airline industry toimprove flight safety through CRM training.

• Human factors-related accidents motivated the airlineindustry to implement CRM training for flight crews.

• Now, pilot error related accidents are motivating singlepilot operators to implement SRM training.

Need for SRM Programs

• 71-80% of all GA aircraft accidents can be directlyattributed to human (pilot) error

• What are the causes of human error ?

• Can we completely eliminate human error ?

• Through TRAINING ?

• Through TECHNOLOGY/ENGINEERING ?

Need for SRM Programs?

• Single Pilot vs. Dual Pilot Accidents

• A single pilot operator has 1.6X greater probability ofbeing involved in an accident (based on a 5yr average)

• 2005 – 80% of multi-engine turboprop accidentsinvolved single pilot ops

•63% of all turboprop fleet is single piloted

Information provided by Robert E. Breiling Associates

2009 AOPA Nall Report


1. Aeronautical Decision Making

2. Automation Management

3. Task Management

4. Situational Awareness

5. Risk Management

6. CFIT Avoidance


• The 5 P’s

1. Plan

2. Plane

3. Pilot

4. Passengers

5. Programming

The Decision Points

• During flight planning phase

• Before departure

• Every half-hour or at regular intervals asappropriate

• Before leaving cruise altitude

• Before descent /approach/leaving IAF

• Before landing

SRM Decision Process

• At predetermined decision points consider the following:• What's the situation? The 5 P’s (Plan, Plane, Pilot, Passengers, and

Programming)

• What's changed since your original Go/No Go decision.

• What negative outcomes are we more exposed to?• Engine failure

• Avionics failure

• Missed approach

• Pilot overload

• Mistakes on approach / final

• CFIT

• Fuel exhaustion

• Icing

• Loss of control


• What can we do to minimize the increased riskassociated with those outcomes?

• Use automation to reduce workload / increase awareness.

• Use MFD to maintain terrain awareness, etc

• Use passengers to share workload / monitor environment

• Request• A simpler approach

• Single frequency approach

• Vectors to final

• Declare minimum fuel

• Ask for altitude / routing change

• Turn down "difficult" ATC requests


• Prioritize tasks

• If we can't do everything well, at least get the importantthings right.

• What are they?

• What can we "shed“

• Is the resulting risk acceptable?

• Would I have taken off knowing this was going to happen?

• If not, divert / terminate the flight early

Sample SRM Scenario

• Group Discussion of Real Time SRM Application

• No “right answers”

• Non attribution!!!

• Apply the “5P” process to a basic flight situation

• Prepare for the scenarios to follow!

Sample SRM Scenario

St. Augustine, FL to Washington, D.C.

Pre Flight

• St. Augustine, FL (KSGJ) to Washington, D.C. (KIAD)

• Background Information

• Pilot/Owner SR 22 (PFD/TKS/Datalink Weather/Traffic)

• Leaving KSGJ Sunday afternoon with two business associates

• One is a friend

• One you've not met before

• All three meeting at FAA HQ Monday Morning at 0900

• VFR at SGJ, MVFR IAD, MVFR en route

• GPS database is not current

Facilitators Notes

The “5P” CheckThe Plan?

Direct or airways

Non Stop or two stop

44 minute reserve, are we legal (FACILITATOR WILL ADD FUEL AS REQUESTED up to one hour))

NIGHT/OVERWATER/IFR am I concerned??? (rule of three’s)

The Plane?

Maint status

The Pilot?

How early did I get up?

How tired am I (IMSAFE)

Recency/currency (go around the room – last weather approach,last IFR flight, last long in cloud flight, last night flight

The Passengers?

Pvt Pilot/Non Pilot (1 each)

(seats)

Duties, familiarity with IFR charts/Cirrus systems

Urgency of trip (employment relationship)

Give a safety disclaimer briefing) (we may have to stop/ short drive in)

The Programming?

Whats going out of date, charts or database (both)

What do we need to fly (new charts/bad database)(how)

Pre Flight

• St. Augustine, FL to Washington, D.C.

• Weather Information

• METAR for KSGJ 25 0000Z 27010KT 10SM CLR 12/7 A2995

• TAF for KSGJ 251800Z 251818 2505KT 10SM FEW 0500

• METAR for KIAD 25 0000Z 3105KT 3SM BKN 020 00/M14 A2990

• TAF for KIAD 251800Z 251818 3305KT 3SM BKN 010

• Area Forecast

• Occasional light turbulence, negative icing, and improving ceilings andvisibilities as the cold front moves south

Pre Flight•5P’s•What are the risk factors?•What do we know that will help?•What don’t we know that may help?•What can we do to improve our situation?•Abort or Continue?

SRM Quiz

Pre-Takeoff

• Engine shows 1 quart lower than you expected

• A friend asks you to carry an additional 100 lbs ofoffice equipment

• Clearance delivery gives you an IFR ATC groundhold for 30 minutes

• Passenger No 2 is quiet and makes several trips tothe rest room but is very positive about the trip

Pre-Takeoff

• 5P’s

• What are the risk factors?

• What do we know that will help?

• What don’t we know that may help?

• What can we do to improve our situation?

• Abort or Continue?

Facilitators Notes


Delayed departure?

Is the weather moving in?

The Plane?

Legal without the light?

Time delay for the repair?

The Pilot?

How fresh will I be just after midnight EDT?

The Passengers?

Is one of them sick?

The Programming?

Manually verify the GPS database off the current charts

GPS approaches not legal without a valid database

CHS – One Hour After Takeoff

•In clear at 9000•FSS - SDZ Special Weather 500-2 at 2045Z•IAD 1500-3 at 2007Z•Oil Temp is down 3 degrees•Oil Pressure is up 2 lbs•Jacksonville Center directs a new routing direct--- --- flight planned route

Facilitators Notes

The “5P” Check

The Plan?

Fuel status

WX update for IAD and enroute

The Plane?

Temp at 9000’? Icing or in the clear?

The Pilot?

Tired?

The Passengers?

Bathroom problem? Sick?

The Programming?

Entire route and approach into IAD?

• Groundspeed is down 10 knots fromplanned

• ATC assigns new route clearance V373GSO V266 SBV Flight Planned Route

• ATC requests an altitude change. Yourchoice of 7000’ or 11,000’. Temp at7000’ is 4 C and temp at 11,000’ is 1 C.

What are the risks now?What are you going to do about it?

SDZ – Two Hours After Takeoff

Facilitators Notes


Fuel issue, can we accept the new route altitude?

In clouds or out at 7/11

What are the winds at 7/11?

Why the reroute……………if asked answer is a radar outage ahead at Wash Center(don’t volunteer this info)

The Plane?

11,000 feet ice (1 degree separation)

7,000 ft (will ice be a factor by DC traveling north

The Pilot?

11,000 ft at dusk, hypoxia

Oxygen rules vs night flight

The Passengers?

They will be quieter at 11,000!!!!

The Programming?

Technique, turn then program

Use GPS/MFD to replan in the air

• Washington Center reports a radar outageand asks you to report the next intersection

• Back seat passenger asks “are we there yet?”

• Oil Pressure up one more lb and tempdown 2 degrees

• You notice the autopilot is having moretrouble maintaining wings level and isappears less stable in pitch

• Becoming dark outside and you are in andout of the clouds

Have the risks changed?Has your plan changed?

Over SBV

Facilitators Notes

The “5P” Check

The Plan?

Fuel status

Does re-route increase distance/time?

The Plane?

Anti-icing equipment

Legal requirement –known icing

TKS

How does the autopilt mask icing encounters

The Pilot?

Fatigued?

Up to IFR/icing conditions single pilot?

The Passengers?

Figure out what to do about pax bathroom problem

The Programming?

Is re-route programmed and double checked?

Use direct to to check options

Alternate considerations?

Facilitators Notes

The “5P” Check

• ATC advises to report FLUKY for resumption ofATC services

• Front seat passenger says he feels tired andqueasy

• Back seat passenger is very quiet but asksseveral times if everything is OK

• ATC requests reporting over Fluky for anapproach into IAD

• ATIS report active runway is 19L, expect vectorsto the ILS and sequencing around heavy jettraffic.

• After the altitude change, ice begins to form onthe windshield.

• Oil pressure is up 2 more lbs and oil temp isdown 5 degrees

GVE – Start Descent

Facilitators Notes


Fuel status with re-route?

ATIS-which approach is in use? WX minimums?

Consider alternate?

The Plane?

Temp? Icing?

The Pilot?

Am I safe under these conditions?

The Passengers?

Is pax sick in the back?

Do I reassure them, or fly the airplane?

How can they help?

The Programming?

What do you plan to fly/routing/approach?

What time is it, do I have to check the fixes in the GPS or just fly off the current paper charts

•ATC radar back in service

•Cirrus NX 211 expect vectors torunway 19R, you are number four forthe runway behind heavy jet traffic, whatspeed can you maintain on final?

•Autopilot is very sloppy now and seemsunable to maintain heading or altitude,airspeed has dropped 20 knots

What is my physical and emotional state?Is it too late to change the plan?

What are the risks now?

Over Fluky - IAF

Facilitators Notes

The “5P” Check? The Plan?

Your fuel reserve is below 30 minutes now

Divert, minimum fuel, or emergency fuel

The Plane?

Think of descent temps/icing?

The Pilot?

Feel comfortable as single pilot in these WX conditions?

Fatigued?

Done all of your checklists?

The Passengers?

How can they help?

How can you reassure them-keep them busy?

Should you divert to Richmond and drive the rest of the way?

The Programming?

Hand fly the approach

Have you thought of all alternatives with a runway change?

Is there holding in progress until the runways open up? Fuel?

Do you have a back up route programmed just in case

Which is better, set the navaids then program the route or vice versa

• ATC loses radar again

• ATC assigns you a full VOR approachto another runway

• After established outbound on the VORapproach, you recheck fuel

• Passenger tells you they really need touse the bathroom

• More ice on leading edge of wings

• Do you declare an emergency?

• Where do you land?

On the Approach

Facilitators Notes


Is it too late to divert to Richmond or another suitable airport?

Fuel status

Go to Manassas ASAP!

The Plane?

Icing? Is the anti-icing system working?

The Pilot?

Up to the challenge of a non-precision approach in solid IFR?

Checklists done? How is your attention span?

What are you focusing on?

The Passengers?

Is the other pax okay with diverting and driving into IAD?

The Programming?

For destination have two approaches programmed as a back up

Able to have a clear depiction of WX conditions?

Routing? NRST, Direct, ILS, no time to check the data base

Backup route programming??

Facilitators Notes


This should lead to a discussion of minimums for manual recovery?

Use of autopilot to recover?

Use of the ballistic parachute?

Do you have a pre-thought out plan?

Does the chute cause you to take more risks?

Not big ones just subtle ones

The Plane?

The Pilot?

Which is more important, saving the plane or saving the pilot?

Embarrassment, is it an issue?

The Passengers?

Did you brief them?

On use of the parachute

Identifying ground lights etc.

The Programming?

Not much to do here?

AC 120-51c States

Good training for routine operations can have a strongpositive effect on how well individuals function during timesof high workload or high stress. During emergency situation,it is highly unlikely (and probably undesirable) that anycrewmember [pilot] would take the time to reflect upon hisor her CRM [SRM] training in order to choose theappropriate behavior. But practice of desirable behaviorsduring times of low stress increases the likelihood thatemergencies will be handled effectively.

Pilots should make SRM procedures a regular part of every flight. A wellpracticed habit that can be relied upon in times of stress. Before SRM canbecome a habit, we have to learn it!!

Self Assessment

• Pilots operating as single pilots need to be able tocritique their own performance.

• Hard to do.

• Several ways it can be done.

- Take notes – keep a journal.

- Assess the different situations that occurred.

- What could have been done differently.

- Use different scenarios.

Self Assessment

• Analyze contributing factors:

- Weather

- Air Traffic Control

- Aircraft

- Workload

- Flight conditions (VMC/IMC)

Assessment

• Use all available resources to provide feedback

- Passengers

- Other pilots

- Scenario based training (FITS/LOFT)

• Determine improvement areas

• Take measurements to improve these areas forfuture flights

Questions?

nbaa single pilot safety standdown october 18, 2010 · pdf file · 2010-10-18nbaa...

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