Author: scott.boughton

  

Hello again!  Here we are in October of 2022, with a lot to talk about.  First off, thanks for reading this post!  If you’ve found my website after listening to my interview on the “Push to Talk” podcast with Bruce Webb, thanks for looking me up!  If you haven’t listened to Bruce’s podcast yet, check it out!  I am featured on episode 3, but I highly encourage you to listen to the other episodes as well.  There’s a link at the end of this post.  I am encouraged as I meet more people with a similar approach to training, safety, and day to day aviation operations.  I think we are starting to move the needle in the right direction.

I have more to say about the concept of moving the needle, but first I’d like to bring everyone up to speed on what’s new at Palisade Aviation.  When I posted last, I had recently been featured on a HAI@Work Webinar, written an article about IIMC for Rotor Magazine, and collaborated on the learning content for the USHST’s “56 Seconds to Live” training course.  Since then, I joined Jim Viola, Chris Hill, and Bruce Webb on an Air Venture (OshKosh) Forum stage in the summer of 2021 to discuss “56 seconds”.  To continue that project, I will be presenting part of the “56 Seconds to Live” Rotor Safety Challenge course at Heli Expo 2023 in Atlanta next spring.  I was also just recently featured on another HAI Webinar, this time about the importance of a good pre-flight inspection and walkaround.  Perhaps the most exciting project I am working on, though, is helping Mike Varney and Salient Aero bring Evidence Based Training (EBT) to helicopter operators.  I will be presenting a Rotor Safety Challenge course on EBT in Atlanta as well.

Recently, I have heard a LOT of corporate buzz words and catch phrases in the various meetings and working groups I participate in.  My newest favorite phrase to hate is some variation on, “Let’s do something to move the needle”.  I suppose over-used phrases and boardroom jargon are used so much because they are effective, but they still annoy me.  Let’s table that one for another post, though.  Groan.  It’s tempting to throw our best efforts behind a solution that gets the most immediate response, but I don’t think this is always the best long-term solution.  When I wrote the IIMC article for ROTOR, it was titled “A 360-degree approach…” because there is no silver bullet, and a solution to that problem must be multifaceted.  The solutions to most complex problems require a thorough look at all aspects of the issue.  A more comprehensive solution, or 360-degree approach, to a problem takes more time, but often brings a more effective and longer lasting solution. The second “S” in SMS, in fact, stands for “System”. (Safety Management System for those of you still unfamiliar with the acronym) An effective SMS is a top-down approach to identifying, categorizing, mitigating, and monitoring hazards and risks.  To do this, there are MANY parts of the system, including data collection, safety reporting, observations of daily operations, etc.  None of those components mean much if the information and insights gained are not disseminated to the pilots, crewmembers and mechanics doing the front line work every day.  We can identify a potentially hazardous practice through safety reporting and/or observations, and then simply direct the training department to train people to avoid that practice.  Alternatively, we can dig a little deeper into the root of the problem, determine what basic area of competency was lacking, and then train our team members to be stronger in that area of competency.  This is the basic idea behind Evidence Based Training.  While we can’t train for every possible thing that could go wrong, we can focus on a set of competencies, that will provid the tools needed to handle most every situation.  There are nine core competencies that make up the heart of Evidence Based Training.  These are, in no particular order: Application of Procedures, Knowledge, Workload Management, Problem Solving/Decision Making, Situational Awareness, Flight Path Management (Manual), Flight Path Management (Automation), Communication and Leadership/Teamwork.  The rest of the world has already started to adopt these concepts at the highest levels of aviation training.  While it will take time to implement these ideas in helicopter training, I believe this is one way to truly “move the needle” in a meaningful way.

https://podcasts.apple.com/us/podcast/episode-3-a-more-intentional-approach-w-scott-boughton/id1640747361?i=1000583260803

Just checking in to update you on the latest at Palisade Aviation…In August I announced my intentions to sharpen my knowledge and experience and learn new ways to make online/distance learning more effective.  The funny thing about knowledge and experience is that the more you know, the more you recognize what you don’t know.  As far as online learning, there were indeed great strides made in improving online content delivery.  In my opinion, especially in this industry, there is no substitute for being in person and having real time interaction in the classroom.  I’d like to think, like anything in life, that the key is establishing a healthy balance.  There ARE some things that can be taught effectively online, like the nitty gritty of aircraft systems, while the discussion around HOW to use these systems and how to react when they fail are better suited to an in person format.  Thankfully, I think we can see the light at the end of the COVID tunnel and should get back to the “There I was” stories very soon.

The last few months have actually been fairly exciting, as I have been blessed with the opportunity to participate in some fairly high profile projects.  For example, I’ve recently been featured on an HAI Webinar on Cold Weather Flying, written an article about IIMC in the spring 2021 issue of ROTOR magazine, and collaborated on the learning content featured in the USHST’s “56 Seconds to Live” online course.  As 2021 continues, please keep an eye out for more blog posts, webinar appearances, articles, and new ideas to help make the industry safer.  As always, send me your comments right on this page, through my LinkedIn account or via email.  I look forward to being in touch!

So it’s been a little while…My last posting here was at the end of February, when we all knew something was up, but weren’t quite sure how bad it would be.  While I don’t think anyone is currently living the 2020 they had in mind 6 months ago, I consider myself one of the lucky ones.  I have not, to my knowledge, been infected with the virus, and have maintained a steady income stream while some in society are on the edge of losing everything.  COVID has indeed changed just about everything. 

Where does that leave us on our quest to make aviation operations and training safer and more intentional?  There is still a need for safe and reliable air transport in this country and, while some parts of the industry have seen significant declines, there are other areas that are still in full swing.  On the other side of this virus, whenever that is, there will be a great opportunity for rethinking, renewing, and rebuilding the industry. 

 Until that time, we would be wise to open our minds to the subtle lessons learned along the way, in order to come back safer and stronger than ever.  Here are a few things I have observed in recent months.

Some people will simply not rest until they have exploited every loophole and found every shortcut.  As I said in an earlier post, people will simply build an eleven foot ladder to get over a ten foot wall.  Disclaimer:  This is not a scientific paper on the benefits of mask wearing during a pandemic.  Whether or not it can be proven that masks prevent the spread of disease completely, I think most of the public has come to agree that wearing a mask MIGHT help and certainly can’t hurt.  When a company I am familiar with instituted a mandatory mask policy in their training department, there were some who took that seriously, and others who found loopholes in order to avoid wearing a mask.  “The policy says it is mandatory indoors.  We are in the helicopter…outdoors…no mask required!”  This kind of misses the intent of the indoor policy…enclosed spaces and all.  By the same token, one could probably safely remove their mask inside a 15,000 square foot hangar with the hangar door open.  Instead, the policy becomes mandatory mask wearing at any time in any facility because it is easier to issue a blanket directive than rely on individuals to do the right thing using common sense.  Just as society needs ways to encourage people to comply with the intent of virus mitigation guidelines, the aviation industry needs to focus on the intent of regulations.

Another thing I noticed was the tendency for some entities (companies, countries, etc.) to want to push the throttle forward rather than slow down during these times.  Some companies (an airline I am familiar with, for example) really throttled back their training and stopped hiring new pilots.  They realized there would be a downturn and took advantage of the time buffer for recurrent training created by FAA exemption 2020-0291.  A different company put their feet square on the accelerator pedal, ramped up hiring all of the pilots NOT being hired by the airlines, and increased aircraft transitions.  I think it might be too early to tell which is the winning strategy, since it is not clear just what the path of this virus may be, but I want to point out something about the second company here.  At no point was there any consideration of the decrease in quality of training due to virus control measures.  Training time was lost in the decontamination process affecting training aircraft and simulators.  Ground schools were pushed online, where the amount of information retention became difficult to judge.  The increased transitions put pressure on instructors to prioritize quantity over quality.  Pilots were simply more distracted in training and took longer to master simple tasks due to mental exhaustion.  I will say again that I don’t know which company made the right call in the long run.  I do, however, believe that company “B” could have done what they did more intentionally, by considering some of these other factors.              

So, where do we go from here?  For my part, I will be using this time to sharpen my knowledge and experience in the hopes of providing my clients with safe, efficient, and intentional ways to meet challenges. I will be especially interested in learning new ways to make online/distance learning more effective.  As pilots and industry leaders, we must focus on making good choices by using intentional and well though out policies and standard procedures. When a situation arises that calls for non-standard actions, we need to act deliberately and within the intent of the original policy or procedure.

I recently attended the HAI Safety Symposium at the HeliExpo in Anaheim.  The main presentation (from the NTSB) discussed the now infamous flyNYON accident in New York City, where 5 passengers were killed following a successful autorotation to the East River.  Particularly interesting to me were the details around the safety culture and operational control issues with this “aerial photography” flight. operated by Liberty Helicopters.  Investigators found a troubling safety culture and blurred lines of operational control.  They cited reports of ineffective safety management as well as instances of the CEO of flyNYON (the customer) chastising Liberty pilots directly for raising safety concerns.  It is not difficult to see how failures in training and maintenance can set the stage for an accident.  So many accidents are quickly followed by a chorus of people who claim to have “seen it coming”.  But, what about failures in management and safety culture?  How do we prevent these accidents? 

There were a few commenters at the symposium who wanted to know why the FAA hasn’t done more to prevent these types of accidents from happening.  It may not come as a surprise to know that the FAA has, since its inception in 1956, been faced with the challenge of supporting both safe operations and air commerce.  One of the FAA inspectors on the panel attempted to explain the FAA’s need to be fair to all operators through public comment periods and by conducting cost-benefit analysis before issuing a new rule.  He also explained the tendency for industry to simply build a taller ladder whenever a new wall is erected by regulators.  It MAY come as a surprise to know that the flyNYON/Liberty operation had recently been visited by FAA inspectors and, although there were concerns raised, the operation was not determined to be out of compliance.  Further, following the accident, there were no enforcement actions issued.  This operation was totally in compliance with current regulations and guidance.  So, if Liberty was technically legal and in compliance, what is everyone so upset about?

One attendee at the symposium questioned what could be done to address the human factors, such as operational pressure placed on flight operations by CEOs, customers, and the “almighty dollar”.  He waived a dollar bill in the air and suggested that the root cause of these situations is the need for operators to turn a bigger profit.  As long as some operators are willing to cut corners to turn higher profits at lower cost, operators willing to do the right thing will continue to struggle to stay afloat.

So, if the FAA does not adopt the NTSB’s recommendations out of concern for the financial health of air commerce and the inability to guess the design of industry’s next ladder, how do we apply lessons learned to avoid repeating history?  And, if unscrupulous operators simply blow off these suggestions because they are not required by regulation, how will we ever get people to change to a safer way of doing business?

The answer to this dilemma may indeed need to come from the root of the very problem itself.   Perhaps the market, and the almighty dollar can set the industry in the right direction.

Let’s support non-regulatory industry best practices as suggested by entities like ARG/US, IS-BAO, and the soon to be created HAI Safety accreditation program.  Let’s not wait for the FAA to mandate SMS participation for part 135 operations.  Let’s stop doing things simply because they’re “technically” not in violation of the regulations. Let’s let our customers decide to support safer operations, not taller ladders.

Let’s start doing the right thing even though no one is looking…or we can just wait for the next accident when suddenly EVERYONE will be looking…

Most encounters with Inadvertent flight into Instrument Meteorological Conditions (IIMC) are unnecessary and avoidable with proper planning.  It is no secret that IIMC has claimed the lives of many pilots and passengers throughout the years.  As a simulator instructor and check airman for a Part 135 Helicopter Air Ambulance (HAA) company, I spend a good portion of my time training pilots for the possibility of an encounter IIMC.  Better training, and increased emphasis on more conservative weather decisions are helping keep those numbers down for now, but I see some recurring patterns that could cause a resurgence of IIMC accidents if left unchecked.  One of these trends is lack of proper preflight planning.  This post is HAA-centric but the concepts here can apply to many areas of the aviation industry.

“You can’t encounter IIMC while sitting on the couch!” -anonymous   

Perhaps the best way to prevent IIMC accidents is to decide not to go when the weather is not good enough.  Simple enough, right?  It is easy to turn a flight down when a thunderstorm sits over the base, or when fog restricts your ability to see the aircraft on the ramp 100 yards away.  But what about those marginal days?  Do the minimum ceiling and visibility set forth in 135.609 go far enough to protect us? 

Let me make a statement here and see how many feathers I can ruffle.  Here goes:  135.609 minimums (800-2, 800-3, etc.)  DO NOT provide legal weather to accept most HAA Flights.  135.615 anyone?  Isn’t there something in there about the highest obstacle along the proposed route of flight, and having sufficient weather to safely clear that obstacle by 300 feet in the daytime or 500 feet at night?  I can already hear someone exclaiming that we don’t have to fly OVER the obstacle.  We can fly AROUND it.  Absolutely correct! But, there is more to it than simply deciding to go around.  Close your eyes and picture a route you frequently fly, making a mental note of terrain and obstacles along the route.  What ceiling would you need in order to clear the highest obstacle by 300’ day/500’ night?  If you decide to go around, what obstacles will you NOW be flying over, what ceiling do you need to clear THEM by 300’ day/500’ night?  Think that through.  Go ahead.  I’ll wait. 

Odds are that the ceiling required is above 800 feet, unless the route you are thinking of is across the Bonneville Salt Flats in uncontrolled (or Class B) airspace.  At night, if I have to maintain 500’ clearance from terrain and obstacles, plus 500’ above me for cloud clearance (depending on the airspace), then with NO obstacles I would need at least 1000’ ceiling to be legal.  Am I overthinking this?  I think it is more likely that most pilots are underthinking when the weather is marginal.

“By the time I’m finished planning this flight, the patient is going to be dead…” -Someone reading this post right now

I am not suggesting that we print pretty blue cards for pilots to hold up to the sky in order to turn down flights when the sky doesn’t match the card.  I still believe that HAA pilots help provide an important service to the community, but the weather and flight planning requirements of 135.609 and 135.615 can be an important “speed bump” for pilots when conditions start getting marginal.  With a little extra planning, flights can be conducted safely in less than ideal weather.

As Helicopter Air Ambulance pilots, it is our job to provide safe and expedient transport of the sick and injured in the best way possible.  When the weather permits us to clear even the highest obstacle along our route of flight by 300’ day/500’ night, then let’s go!  When the weather is marginal, let’s slow down a moment and find a better route.  When even that doesn’t work, or you find yourself thinking, “This is stupid…I am trying WAY too hard to make this work”, then a helicopter is not the best way to provide transport for that patient. 

You can’t encounter IIMC when you are sitting on the couch.

You might think I am about to ramble on about new year’s resolutions, new starts, getting to the gym, etc.  But you’d be wrong.  What I am thinking about today is the idea of being intentional in the way we approach our jobs as pilots.  Whether we are a private pilot who likes to go for the $100 (I think its up to $200 now) hamburger, a flight instructor, a helicopter air ambulance pilot, an airline captain, a Director of Operations, or an FAA inspector, we all could benefit by simply being a little more in tune with what we are doing and what is going on around us.  I think some might call this “Situational Awareness”.

There are plenty of examples of pilot error accidents where loss of situational awareness is likely the root cause.  But HOW does a pilot increase situational awareness?  I think one very simple way of increasing our awareness is to be intentional about our actions.  Let me explain what being intentional looks like.

• When a pilot conducts a preflight inspection on an aircraft, they are really looking at specific things and not just going through the motions.  This pilot knows about common weak areas/failure points, and actively looks for them.
• When conducting a walk-around just prior to flight, this pilot has a specific mental list of things to look for such as cowlings, latches, doors, fuel cap, tie downs, etc.   This pilot does not start an aircraft before doing this last minute walk around.
• When this pilot moves a switch in the cockpit, they know why they are moving the switch and what effect moving the switch should have.  They look for those effects and start asking questions when the desired effect does not materialize.
• This pilot actually reads what is on the page when performing a “Do-Verify” checklist. 
• When performing a pre-takeoff or pre-landing check, this pilot is honest with themselves about what they see and is looking for the things that might be amiss. 
• When setting up for an instrument approach, this pilot actually listens to the morse code ID for the NAVAID required by the procedure. 
• This Director of Operations creates a policy to comply with FAA regulations with the intention to meet both the letter AND the intent of the rule. 

These are only a few examples, but the concept can be applied to just about any aspect of our operations.  There are many aviation professionals who approach their art in this manner.  They know what the desired outcome is, what actions will bring about that outcome, and how to verify that the desired outcome occurred.  Unfortunately, there are too many who are simply content to go through the motions.  I’ve seen good pilots point at an oil temperature that is above limits while proudly exclaiming that “T’s and P’s are in the green!” (In the simulator, of course) They are paying lip service to their tasks, but not REALLY doing them.  These are good pilots, but they have gotten complacent over time.  If you are not looking for something, it is unlikely you will find it!

I don’t believe that the intentional approach is something most people are born with.  At some point this involves making a choice, and often requires a little extra work.  So, if you are one of those who apply this intentional approach to your duties, thank you for being a positive example to those around you.  If you are not one of these people, then it’s never too late to give it a try.  Afterall, it’s a new year!  Let’s Do This! (But let’s REALLY do this…)