Piloting & Airmanship Chapter 7 Aim To understand the concept of Airmanship and Situational Awareness and to learn what it takes to be a.
Download ReportTranscript Piloting & Airmanship Chapter 7 Aim To understand the concept of Airmanship and Situational Awareness and to learn what it takes to be a.
Slide 1
Piloting & Airmanship
Chapter 7
Slide 2
Aim
To understand the concept of Airmanship and
Situational Awareness and to learn what it takes to
be a good Airman
To appreciate the internal and external factors that
jeopardise aviation safety
Slide 3
Objectives
1. To understand the concept of airmanship and
situational awareness
2. To appreciate the internal factors affecting
aviation safety and possible defences
3. To learn what it takes to be a good Airman
Slide 4
1. Airmanship & S.A.
What is Airmanship?
CASA describes Airmanship as the
consistent use of good judgment
and well-developed skills to
accomplish flight objectives
The table (right) details the
elements of Airmanship an ATO is
to test during a flight test for the
issue of a license, and their
respective criteria for assessment
Slide 5
1. Airmanship & S.A.
What is Airmanship? (cont.)
Although not just about flying the aeroplane, Airmanship is largely about
understanding the fundamentals of flight:
Attitude + Power = Performance
E.g. To fly in the low-level configuration:
Power
= 1900-2000RPM
Attitude
= Slightly higher than cruise S&L
Performance
= S&L at 80KIAS.
When we effect the Primary control inputs, we change attitude (pitch
and bank), direction (HDG), thrust, configuration (flaps, gear, etc)
However we are motivated by performance, which includes: track
(course), airspeed (IAS, TAS, GS), RoC or RoD, altitude
Slide 6
1. Airmanship & S.A.
What is Airmanship? (cont.)
Once a pilot has set up the power, attitude and configuration, the aircraft will
achieve a given performance
Feedback to the pilot is via the performance instruments (ALT, VSI, IAS, etc.),
but attitude remains the control instrument!
I.e. We never make a change in performance using performance. We make
a change using attitude and power!
Airmanship is the correct application
of the above, while widening the
visual and mental scan to include
navigation, traffic, weather, systems
functioning, etc.
Slide 7
1. Airmanship & S.A.
What is Airmanship? (cont.)
Therefore, Airmanship is a set of key performance indicators:
•
•
•
•
•
•
•
•
•
•
•
•
Airspeed accuracy
Flightpath consistency
Smooth Operation of Controls
Accuracy of parking and stopping
Taxiing accurately to the line
Clarity of radio transmissions
Tidiness and organization within the cockpit
Honesty in reporting unserviceabilities
Consideration for passengers
Reliability in meeting times and completing checklists
Integrity in owning up to errors
Professional attitude, diction and manner
Slide 8
1. Airmanship & S.A.
Control Vs. Command
I have control; you have control. But who is in command?
In multi-crew operations, there is a Pilot Flying (PF) and a Pilot Not Flying
(PNF). However, one is always in command.
Accuracy in control is good airmanship. Flying the aeroplane to a set of
accurate and consistent performance indications through all stages of flight
Command of the aeroplane means being aware of the big picture at all
times. (Situational Awareness)
E.g. Regardless of who is flying, the PIC will be abreast of the latest
traffic picture, enroute weather, fuel quantities, etc. Not just current
information, but trends and predicts likely scenarios – always considers
the ‘what if?’
Slide 9
1. Airmanship & S.A.
Situational Awareness – always a step ahead
Best described as a continually updated picture of:
Geographic awareness:
Where are we? Where are we going? Where are our alternates?
Climatic Awareness:
Weather, visibility, cloud base, forecast
Temporal Awareness:
What time is it? What is our remaining ETI? Is there sufficient fuel?
Systems awareness:
Engine status, fuel, hydraulics, electrics, avionics
Self awareness:
How am I feeling? Am I OK to continue? Am I recent? Am I
encouraging good communication and fostering safe crew operation
Slide 10
2. Safety Factors
Internal Factors
To err is human. To continue in error is the act of a fool!
A measure of a good command pilot is not how many mistakes they make, but rather
their ability to identify them and make an appropriate fix
Safety in The Cockpit – Internal Factors
A NASA study entitled ‘Pilot Personality Profile Using the NEO-PI-R’ (Fitzgibbons, et al.,
2004) found that pilots score low or very low for neuroticism, anxiety, angry hostility,
depression, self-conciousness, impulsiveness and vulnerability while they score very
high for conscientiousness, competence, dutifulness, achievement striving, selfdiscipline, deliberation, assertiveness, activity and positive emotions. Pilots score
average for extraversion, gregariousness, openness, agreeableness, trust,
straightforwardness, modesty and tendermindedness.
Overall, the authors' finding that "the critical component of this paper is the
demonstration that a subset of society (pilots) tends to have personality domains and
dimensions that are consistent across background and circumstance.
Slide 11
2. Safety Factors
Internal Factors
As we’ve already mentioned, some of the personality traits listed in the NASA study
are particularly dangerous in aviation. They include:
• Anger & hostility
• Impulsiveness
• Deference
• Invulnerability
• Machoism
Slide 12
2. Safety Factors
External Factors
Environment
Atmospherics, airspace, terrain, night, operational pressures, physical
threats
Pilots on similar duties each and every day can become complacent.
When operational pressures increase, certain safety margins may be
forgone, or checklists not properly completed
Ergonomics
Aircraft and cockpit design, instrument set up, human interfaces
(Chapter 11)
Slide 13
2. Safety Factors
External Factors
Culture
Traditions, social pressures, company attitudes, peer pressures
Many pilots become influenced by the culture of the organisation or
through peer-pressure of fellow professional pilots
Can be good culture, or bad culture
E.g. the culture of an organisation may dictate the type of relationship a
First Officer can have with his Captain. They may be encouraged to be
equal on the flight deck but refrain from socialising outside of the
workplace
Slide 14
2. Safety Factors
External Factors (cont.)
Organisational Culture
Can be pressure to get the job done at any cost
E.g. ‘You essentially have 2 options – fly the sector or don’t come in on
Monday.’
Else, the organisational pressure may be presentation, on-time
performance, safety
Safety Culture
Each AOC is soon to be mandated to have a Safety Management
System(SMS)
Many organisations go further and develop a good safety culture.
E.g. No blame policy to encourage pilots to speak up about errors in the
cockpit, whistle-blowing if a a pilot deems a colleague to be acting unsafely
Slide 15
2. Safety Factors
External Factors (cont.)
Professional Culture
Defines norms, attitudes, values & practices in hand with being a good
pilot
Good culture encourages safety and rule following
Bad culture encourages ‘show-off’ attitudes, machoism, etc.
E.g. Using marginal runways or aerobatic manoeuvres, racing-type
attitudes
Slide 16
2. Safety Factors
Defences against external influences
Personal integrity
E.g. Michael is scheduled to fly from Adelaide to Mildura and back again.
He is to charter a King Air (twin turbo-prop) with 4 passengers there and
5 back. The company has not been performing very well financially of
late and so the Chief Pilot has asked that the pilots try their best to keep
to deadlines. To that end, 2 pilots have recently been made redundant
from the company. The company has also recently lowered their prices in
an attempt to compete against the RPT operations such as Rex and
Alliance. During the pre-flight inspection, Michael reads that there is a
TEMPO for Mildura during the time that he is scheduled to arrive, which
requires that he either carries alternate fuel or 60mins holding fuel. As
the plane is weight critical already, the Chief Pilot encourages Michael to
depart anyway and he’ll “keep an eye on the radar, letting Michael know
if anything is moving through the area…”
What would you do?
Slide 17
2. Safety Factors
Defences against external influences
Regulations
E.g. Having recently taken an overseas vacation, Melinda returns to work
as a casual flying instructor and is strapped for cash. She is bombarded
by her students to book in flights as they have not flown for weeks and so
she books her schedule very heavily in an attempt to fit them in. Melinda
finally starts the engine for her last flight of the day at 15:00 LST. The
flight is a 3 hour navigation exercise, however last light is 17:30 LST.
Melinda justifies the departure so long as they are within 10nm of the
aerodrome as night falls. The weather is fair, delays are very unlikely at
the home aerodrome and she has experience at night, however she does
not hold a NVFR or a current Instrument Rating…
What do the regulations say?
Slide 18
3. Becoming a good Airman
So, what makes a good Airman?
(Brainstorm activity)
Dr. Tony Kern, 1996 defined an approach to Airmanship, now well known. He
established it over a four year study of the elements found in more than 150
aviation near misses
The foundations are the
Bedrock principles, consisting
of three foundation stones:
• Discipline
• Skill
• Proficiency
Slide 19
3. Becoming a good Airman
So, what makes a good Airman?
Bedrock Principles
Discipline: Respecting and applying SOP’s, standards, regulations unless
emergency circumstances dictate otherwise
Skill: Developed by knowledge, demonstration and practice.
Competence will quickly diminish without practice
Proficiency: Practice and
repetition are required to
keep a pilot proficient.
Not just time spent
practicing but practicing
the right thing
Slide 20
3. Becoming a good Airman
So, what makes a good Airman?
Pillars of Knowledge
Self: Know your own limitations and performance
Aircraft: Know the aircraft and its systems, limitations, maintenance
required, etc.
Team: Understand the meaning of teamwork, whether it be a multi-crew
operation or single-pilot with ATC, loading, airport, maintenance, dispatch,
company operations, etc.
Environment: Physical,
regulatory and organisational
elements (not just Wx)
Risk: Gathering info and
conducting a risk-assessment
based on understanding,
previous experience and
common sense
Slide 21
3. Becoming a good Airman
So, what makes a good Airman?
Capstone Outcomes
Situational Awareness: Having enough spare mental capacity to operate
with an understanding of the grater picture. A constantly evolving
picture of the flight and predictions toward the safe outcome. Weather,
traffic, navigation, ATC, aircraft serviceability/permitted defects,
potential hazards, terrain, nearest suitable alternate
Judgement: Decision
making – the ability to use
good judgement and lead
the operation.
Slide 22
Chapter 7
Questions?
Piloting & Airmanship
Chapter 7
Slide 2
Aim
To understand the concept of Airmanship and
Situational Awareness and to learn what it takes to
be a good Airman
To appreciate the internal and external factors that
jeopardise aviation safety
Slide 3
Objectives
1. To understand the concept of airmanship and
situational awareness
2. To appreciate the internal factors affecting
aviation safety and possible defences
3. To learn what it takes to be a good Airman
Slide 4
1. Airmanship & S.A.
What is Airmanship?
CASA describes Airmanship as the
consistent use of good judgment
and well-developed skills to
accomplish flight objectives
The table (right) details the
elements of Airmanship an ATO is
to test during a flight test for the
issue of a license, and their
respective criteria for assessment
Slide 5
1. Airmanship & S.A.
What is Airmanship? (cont.)
Although not just about flying the aeroplane, Airmanship is largely about
understanding the fundamentals of flight:
Attitude + Power = Performance
E.g. To fly in the low-level configuration:
Power
= 1900-2000RPM
Attitude
= Slightly higher than cruise S&L
Performance
= S&L at 80KIAS.
When we effect the Primary control inputs, we change attitude (pitch
and bank), direction (HDG), thrust, configuration (flaps, gear, etc)
However we are motivated by performance, which includes: track
(course), airspeed (IAS, TAS, GS), RoC or RoD, altitude
Slide 6
1. Airmanship & S.A.
What is Airmanship? (cont.)
Once a pilot has set up the power, attitude and configuration, the aircraft will
achieve a given performance
Feedback to the pilot is via the performance instruments (ALT, VSI, IAS, etc.),
but attitude remains the control instrument!
I.e. We never make a change in performance using performance. We make
a change using attitude and power!
Airmanship is the correct application
of the above, while widening the
visual and mental scan to include
navigation, traffic, weather, systems
functioning, etc.
Slide 7
1. Airmanship & S.A.
What is Airmanship? (cont.)
Therefore, Airmanship is a set of key performance indicators:
•
•
•
•
•
•
•
•
•
•
•
•
Airspeed accuracy
Flightpath consistency
Smooth Operation of Controls
Accuracy of parking and stopping
Taxiing accurately to the line
Clarity of radio transmissions
Tidiness and organization within the cockpit
Honesty in reporting unserviceabilities
Consideration for passengers
Reliability in meeting times and completing checklists
Integrity in owning up to errors
Professional attitude, diction and manner
Slide 8
1. Airmanship & S.A.
Control Vs. Command
I have control; you have control. But who is in command?
In multi-crew operations, there is a Pilot Flying (PF) and a Pilot Not Flying
(PNF). However, one is always in command.
Accuracy in control is good airmanship. Flying the aeroplane to a set of
accurate and consistent performance indications through all stages of flight
Command of the aeroplane means being aware of the big picture at all
times. (Situational Awareness)
E.g. Regardless of who is flying, the PIC will be abreast of the latest
traffic picture, enroute weather, fuel quantities, etc. Not just current
information, but trends and predicts likely scenarios – always considers
the ‘what if?’
Slide 9
1. Airmanship & S.A.
Situational Awareness – always a step ahead
Best described as a continually updated picture of:
Geographic awareness:
Where are we? Where are we going? Where are our alternates?
Climatic Awareness:
Weather, visibility, cloud base, forecast
Temporal Awareness:
What time is it? What is our remaining ETI? Is there sufficient fuel?
Systems awareness:
Engine status, fuel, hydraulics, electrics, avionics
Self awareness:
How am I feeling? Am I OK to continue? Am I recent? Am I
encouraging good communication and fostering safe crew operation
Slide 10
2. Safety Factors
Internal Factors
To err is human. To continue in error is the act of a fool!
A measure of a good command pilot is not how many mistakes they make, but rather
their ability to identify them and make an appropriate fix
Safety in The Cockpit – Internal Factors
A NASA study entitled ‘Pilot Personality Profile Using the NEO-PI-R’ (Fitzgibbons, et al.,
2004) found that pilots score low or very low for neuroticism, anxiety, angry hostility,
depression, self-conciousness, impulsiveness and vulnerability while they score very
high for conscientiousness, competence, dutifulness, achievement striving, selfdiscipline, deliberation, assertiveness, activity and positive emotions. Pilots score
average for extraversion, gregariousness, openness, agreeableness, trust,
straightforwardness, modesty and tendermindedness.
Overall, the authors' finding that "the critical component of this paper is the
demonstration that a subset of society (pilots) tends to have personality domains and
dimensions that are consistent across background and circumstance.
Slide 11
2. Safety Factors
Internal Factors
As we’ve already mentioned, some of the personality traits listed in the NASA study
are particularly dangerous in aviation. They include:
• Anger & hostility
• Impulsiveness
• Deference
• Invulnerability
• Machoism
Slide 12
2. Safety Factors
External Factors
Environment
Atmospherics, airspace, terrain, night, operational pressures, physical
threats
Pilots on similar duties each and every day can become complacent.
When operational pressures increase, certain safety margins may be
forgone, or checklists not properly completed
Ergonomics
Aircraft and cockpit design, instrument set up, human interfaces
(Chapter 11)
Slide 13
2. Safety Factors
External Factors
Culture
Traditions, social pressures, company attitudes, peer pressures
Many pilots become influenced by the culture of the organisation or
through peer-pressure of fellow professional pilots
Can be good culture, or bad culture
E.g. the culture of an organisation may dictate the type of relationship a
First Officer can have with his Captain. They may be encouraged to be
equal on the flight deck but refrain from socialising outside of the
workplace
Slide 14
2. Safety Factors
External Factors (cont.)
Organisational Culture
Can be pressure to get the job done at any cost
E.g. ‘You essentially have 2 options – fly the sector or don’t come in on
Monday.’
Else, the organisational pressure may be presentation, on-time
performance, safety
Safety Culture
Each AOC is soon to be mandated to have a Safety Management
System(SMS)
Many organisations go further and develop a good safety culture.
E.g. No blame policy to encourage pilots to speak up about errors in the
cockpit, whistle-blowing if a a pilot deems a colleague to be acting unsafely
Slide 15
2. Safety Factors
External Factors (cont.)
Professional Culture
Defines norms, attitudes, values & practices in hand with being a good
pilot
Good culture encourages safety and rule following
Bad culture encourages ‘show-off’ attitudes, machoism, etc.
E.g. Using marginal runways or aerobatic manoeuvres, racing-type
attitudes
Slide 16
2. Safety Factors
Defences against external influences
Personal integrity
E.g. Michael is scheduled to fly from Adelaide to Mildura and back again.
He is to charter a King Air (twin turbo-prop) with 4 passengers there and
5 back. The company has not been performing very well financially of
late and so the Chief Pilot has asked that the pilots try their best to keep
to deadlines. To that end, 2 pilots have recently been made redundant
from the company. The company has also recently lowered their prices in
an attempt to compete against the RPT operations such as Rex and
Alliance. During the pre-flight inspection, Michael reads that there is a
TEMPO for Mildura during the time that he is scheduled to arrive, which
requires that he either carries alternate fuel or 60mins holding fuel. As
the plane is weight critical already, the Chief Pilot encourages Michael to
depart anyway and he’ll “keep an eye on the radar, letting Michael know
if anything is moving through the area…”
What would you do?
Slide 17
2. Safety Factors
Defences against external influences
Regulations
E.g. Having recently taken an overseas vacation, Melinda returns to work
as a casual flying instructor and is strapped for cash. She is bombarded
by her students to book in flights as they have not flown for weeks and so
she books her schedule very heavily in an attempt to fit them in. Melinda
finally starts the engine for her last flight of the day at 15:00 LST. The
flight is a 3 hour navigation exercise, however last light is 17:30 LST.
Melinda justifies the departure so long as they are within 10nm of the
aerodrome as night falls. The weather is fair, delays are very unlikely at
the home aerodrome and she has experience at night, however she does
not hold a NVFR or a current Instrument Rating…
What do the regulations say?
Slide 18
3. Becoming a good Airman
So, what makes a good Airman?
(Brainstorm activity)
Dr. Tony Kern, 1996 defined an approach to Airmanship, now well known. He
established it over a four year study of the elements found in more than 150
aviation near misses
The foundations are the
Bedrock principles, consisting
of three foundation stones:
• Discipline
• Skill
• Proficiency
Slide 19
3. Becoming a good Airman
So, what makes a good Airman?
Bedrock Principles
Discipline: Respecting and applying SOP’s, standards, regulations unless
emergency circumstances dictate otherwise
Skill: Developed by knowledge, demonstration and practice.
Competence will quickly diminish without practice
Proficiency: Practice and
repetition are required to
keep a pilot proficient.
Not just time spent
practicing but practicing
the right thing
Slide 20
3. Becoming a good Airman
So, what makes a good Airman?
Pillars of Knowledge
Self: Know your own limitations and performance
Aircraft: Know the aircraft and its systems, limitations, maintenance
required, etc.
Team: Understand the meaning of teamwork, whether it be a multi-crew
operation or single-pilot with ATC, loading, airport, maintenance, dispatch,
company operations, etc.
Environment: Physical,
regulatory and organisational
elements (not just Wx)
Risk: Gathering info and
conducting a risk-assessment
based on understanding,
previous experience and
common sense
Slide 21
3. Becoming a good Airman
So, what makes a good Airman?
Capstone Outcomes
Situational Awareness: Having enough spare mental capacity to operate
with an understanding of the grater picture. A constantly evolving
picture of the flight and predictions toward the safe outcome. Weather,
traffic, navigation, ATC, aircraft serviceability/permitted defects,
potential hazards, terrain, nearest suitable alternate
Judgement: Decision
making – the ability to use
good judgement and lead
the operation.
Slide 22
Chapter 7
Questions?