Articles for category Safety
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Oct
05
2015
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Posted by Admin
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Has anyone ever said to you, “But we’ve always done it this way”? It’s a complacency trap that once held the potential for dire consequences for five of us employed as HEMS pilots for the king of Saudi Arabia.
I was new to the organization, standing on the bridge of the king’s yacht with the chief pilot. We were both looking half a mile away through binoculars as he explained the approach to the hospital helipad. “You’ll fly to the waypoint listed “WALL” in the GPS, which is the wall at the edge of the palace grounds. Once you reach it, you’ll make a left 90-degree dogleg turn, keeping those five construction cranes on your right while staying well clear of that big unlit stadium on your left. See it?”
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Categories:
Training
Safety
Human Interest
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Sep
21
2015
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Posted by Admin
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Myth 1: Enhanced vision systems (EVS) have only one application.
Many aircraft owners or operators believe that EVS only applies to operations during periods of darkness. However, enhanced vision systems provide increased situational awareness during day, night, NVG, IFR, firefighting, aerial application, EMS, SAR, ALE, and ISR flight operations. Most flight operations occur during periods of reduced visibility that are associated with obscurations such as fog, smoke, haze, dust, snow, precipitation, or low levels of illumination. All of these can be contributing factors when it comes to possible IIMC or CFIT incidents. EVS helps in mitigating these factors by allowing pilots to see clearly.
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Categories:
Career Development
Training
Safety
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Jul
20
2015
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Posted by Admin
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The problem with communication is the perception that it’s been achieved.
—George Bernard Shaw, Irish playwright
Boy, was ol’ George right. Communication is central to effective crew resource management. An ambiguous message, whether written or spoken, can lead to fatal consequences. With that thought in mind, one would think airline executives, when drafting memos to flight crews, would take great pains to avoid ambiguity at all cost. Apparently, they don’t. Consider the following 1996 memo distributed to pilots at British Airways in an effort to clarify new pilot role titles:
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Categories:
Training
Safety
Career Development
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Jul
13
2015
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Posted by Admin
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Call it what you want: H/V (height/velocity) curve, dead man’s curve, or even “limiting height-speed envelope” for those who like sophisticated phrases. The “dead man’s curve” term is probably a carryover from our fixed-wing brethren. The helicopter industry generally accepts the simple reference of H/V curve. The inside of the curve is the area from which it will be difficult, or nearly impossible, to make a safe landing following an engine failure (if you are in the same conditions depicted with respect to airspeed, height above ground, weight, and density altitude).
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Categories:
Training
Safety
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Jun
15
2015
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Posted by Admin
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Maintenance engineers and mechanics have known about ‘The Dirty Dozen’ for years. They are the 12 most common human error preconditions or conditions that act as precursors to accidents or incidents for mechanics.
I first learned about The Dirty Dozen when I put together a crew resource management course for helicopter engineers and mechanics. I instantly realized that pilots would be safer if they knew about these dozen error traps too.
The Dirty Dozen is a concept developed in 1993 by Gordon DuPont, when he worked for Transport Canada. They have since become a cornerstone in maintenance training courses worldwide.
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Categories:
Training
Safety
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Apr
22
2015
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Posted by Admin
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In the 1989 movie Field of Dreams, Kevin Costner hears ghostly voices coming from his Iowa cornfield telling him, “If you build it they will come,” meaning he should build a baseball diamond and former members from the Chicago Black Sox would come. Each day for the two months that I worked building a crew resource management instructor’s course, a similar line kept replaying in my head: What if I build it and no one comes?
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Categories:
Training
Safety
Helicopter Sectors
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Apr
20
2015
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Posted by Admin
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As a member of the U.S. Helicopter Safety Team (USHST) Safety Management System (SMS) Working Group, we attempt to provide helicopter professionals with useful ideas and tools to help with their SMS implementation and sustainment. As you might imagine, the needs of aviation programs can vary widely depending on the size and scope of the operation. Despite the FAA’s reluctance to regulate SMS for other than Part 121 operators in the U.S., many proactive aviation companies and agencies have voluntarily begun their own implementation with varied results. By now, most of us in this industry are familiar with SMS and its four pillars: (1) safety policy (2) safety risk management (3) safety assurance (4) safety promotion. (If these four components aren’t familiar to you, it’s time to get out of the cave and see the light!) These items are interrelated and are the essential framework for an organization’s SMS program.
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Categories:
Safety
Training
“The doctor told me I’d never walk again,” former Utah flight nurse Stein Rosqvist told the group with obvious emotion. “I saw that wheelchair being pushed towards me down the corridor and said, ‘That’s definitely not for me.’”
Through months of physical therapy by a nurse that would not permit him to say, “I can’t,” Stein walks today. His is just one of the stories I heard during the three-day digital story workshop I attended recently in Denver, Colorado.
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Categories:
Training
Safety
Helicopter Sectors
The FAA requires all initial pilot certificate applicants (except ATP) to demonstrate cross-country proficiency during a practical test. The Practical Test Standard (PTS) Area of Operation identifying the proficiency to be demonstrated is titled “Navigation.” Tasks included within this section of the PTS are pilotage and dead reckoning, radio navigation and radar services, diversion, and lost procedures. This portion of the exam is intended to verify that the student has sufficient knowledge to fly a helicopter safely outside of his or her local flying area.
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Categories:
Training
Safety
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Apr
06
2015
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Posted by Admin
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In today's safety culture, zeroing in on the “who and what” of unsafe acts has become the new priority—again. Companies have been working overtime to arrive at a common safety destination, or to target specific safety practices in an effort to reduce the number of incidents. Yet, injuries still occur and aircraft are still damaged.
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Categories:
Safety
Training