Teaching ADM: Practical tools for making better decisions

1. Teaching ADM: Practical tools for making better decisions

2. Aeronautical Decision Making Aeronautical Decision Making: “……a systematic approach to the mental process used by pilots to consistently determine the best course of action in response to a given set of circumstances.” “……a systematic approach to risk assessment and stress management.” Sounds easy, right? www.FAASafety.gov/Standdown www.FAASafety.gov

3. Aeronautical Decision Making • Even the Practical Test Standards have been revised to include additions regarding ADM and Single-Pilot Resource Management (SRM), such as: • Aeronautical Decision Making • Risk Management • Task Management • Situational Awareness • Controlled Flight into Terrain Awareness • Automation Management www.FAASafety.gov/Standdown www.FAASafety.gov

4. Aeronautical Decision Making The aircraft, although the primary focus of many new and old pilots alike, is only one component of the multitude of variables one must manage in order to conduct a safe flight, such as: www.FAASafety.gov/Standdown www.FAASafety.gov

5. Aeronautical Decision Making Despite efforts to increase awareness, the statistics continue to indicate that many accidents are caused by poor decision making. A look at the NTSB reports will show very few new accident causes, but rather new pilots making the same old mistakes. www.FAASafety.gov/Standdown www.FAASafety.gov

6. Aeronautical Decision Making Many pilots, both old and new, are accomplished individuals who are very capable of making good decisions. However, a person can not be expected to mitigate a risk if they aren’t first able to perceive it as such. Think about some of your students on their first few lessons who came to the airport on one of their first few lessons expecting to fly when the weather was 500’ overcast, or clear but with winds gusting over 30 knots. At that point to them, they would not have perceived the weather as a threat. www.FAASafety.gov/Standdown www.FAASafety.gov

7. Aeronautical Decision Making So how can we as Instructors help increase the safety of General Aviation? www.FAASafety.gov/Standdown www.FAASafety.gov

8. Aeronautical Decision Making • As Instructors, we must: • Help pilots (both old and new) perceive and identify potential risk factors. • Once identified, explain why a certain factor poses risk and how it could affect the safety of flight. • Provide guidance on possible decisions, and the outcomes of each, good or bad. • Continue to provide mentoring and counseling to pilots throughout their training and beyond. www.FAASafety.gov/Standdown www.FAASafety.gov

9. Personal Minimums: Setting Safety Standards Establishing Personal Minimums When do you start introducing the ADM process? How do you establish minimum standards for your clients? Does it vary for Dual vs. Solo? What happens once they get their certificate? www.FAASafety.gov/Standdown www.FAASafety.gov

10. Using The Regulations To Help Establish Minimums An easy way to establish some practical personal minimums is to emulate the operators who statistically have better safety numbers, such as commercial air carriers. Part 91 establishes the legal minimum. But keep in mind: Legal is not always safe, and safe is not always legal! Lets take a look at some examples: www.FAASafety.gov/Standdown www.FAASafety.gov

11. Using The Regulations To Assist In ADM VFR in Uncontrolled Airspace (Class G) Part 91: Basic VFR weather minimums below 1200’ or less AGL only requires 1 SM visibility and to simply remain clear of clouds. (91.155) Part 135: No person may operate an airplane VFR in uncontrolled airspace when the ceiling is less than 1000 feet unless the flight visibility is at least 2 miles. (135.205) www.FAASafety.gov/Standdown www.FAASafety.gov

12. Using The Regulations To Assist In ADM Single Pilot IFR Part 91: No restrictions on operating IFR as a single pilot, other than basic currency and minimum equipment requirements. Part 135: No person may operate an aircraft carrying passengers under IFR unless there is a second in command in the aircraft. However, this requirement may be waived if the aircraft has an approved autopilot and the PIC is checked in its operation. (135.101, 135.105) www.FAASafety.gov/Standdown www.FAASafety.gov

13. Using The Regulations To Assist In ADM IFR Alternate Requirements Part 91: To determine whether we need to list an alternate under Part 91, the regulations state: “For at least 1 hour before and for 1 hour after the estimated time of arrival, the ceiling will be at least 2,000 feet above the airport elevation and the visibility will be at least 3 statute miles.” (91.169) We know this as the 1 – 2 – 3 rule. Now lets see what 135 pilots must use……. www.FAASafety.gov/Standdown www.FAASafety.gov

14. Using The Regulations To Assist In ADM • IFR Alternate Requirements • Part 135: • For at least one hour before and after the estimated time of arrival, the appropriate weather reports or forecasts, or any combination of them, indicate that— • The ceiling will be at least 1,500 feet above the lowest circling approach MDA; or • (2) If a circling instrument approach is not authorized for the airport, the ceiling will be at least 1,500 feet above the lowest published minimum or 2,000 feet above the airport elevation, whichever is higher; and • (3) Visibility for that airport is forecast to be at least three miles, or two miles more than the lowest applicable visibility minimums, whichever is the greater, for the instrument approach procedure to be used at the destination airport. • So what does that mean for the air carrier pilots? www.FAASafety.gov/Standdown www.FAASafety.gov

15. Using The Regulations To Assist In ADM It means that while sometimes the simple 1 – 2 – 3 rule works, in many cases the weather that triggers the need for an alternate is higher than the 2000’ ceiling and 3 miles of visibility required under Part 91. It forces an air carrier pilot to think about risks with their “Plan A” and devise a “Plan B” much earlier than a pilot operating under part 91. www.FAASafety.gov/Standdown www.FAASafety.gov

16. Using The Regulations To Assist In ADM What About “Taking a Look” On An Approach? Part 91: As many instructors point out, there is nothing prohibiting a pilot under Part 91 from beginning an instrument approach regardless of reported weather. You can legally go “take a look.” www.FAASafety.gov/Standdown www.FAASafety.gov

17. Using The Regulations To Assist In ADM What About “Taking a Look” For Part 135? Part 135: (135.225) Except to the extent permitted by paragraph (b) of this section, no pilot may begin an instrument approach procedure to an airport unless— (1) That airport has a weather reporting facility operated by the U.S. National Weather Service, a source approved by U.S. National Weather Service, or a source approved by the Administrator; and (2) The latest weather report issued by that weather reporting facility indicates that weather conditions are at or above the authorized IFR landing minimums for that airport. What does that mean for the air carrier pilot? www.FAASafety.gov/Standdown www.FAASafety.gov

18. Using The Regulations To Assist In ADM It means that unless a special exemption is given to the carrier (requiring additional operational specifications), a 135 pilot can not even start an approach at an airport without official weather reporting. Secondly, the air carrier pilot is not even allowed to pass the Final Approach Fix unless official weather reports indicate that the weather (visibility is controlling) is at or above the published minimums. In fact, 135.219 states: “No person may take off an aircraft under IFR or begin an IFR or over-the-top operation unless the latest weather reports or forecasts, or any combination of them, indicate that weather conditions at the estimated time of arrival at the next airport of intended landing will be at or above authorized IFR landing minimums. www.FAASafety.gov/Standdown www.FAASafety.gov

19. Using The Regulations To Assist In ADM • What About Currency? • Part 61:(61.56) • With the exception of carrying passengers (61.57), 61.56 states: • “….no person may act as pilot in command of an aircraft unless, since the beginning of the 24th calendar month before the month in which that pilot acts as pilot in command, that person has— • Accomplished a flight review given in an aircraft for which that pilot is rated by an authorized instructor; and • (2) A logbook endorsed from an authorized instructor who gave the review certifying that the person has satisfactorily completed the review.” • Now what about the air carrier guys? www.FAASafety.gov/Standdown www.FAASafety.gov

20. Using The Regulations To Assist In ADM • What About Currency For 135 Pilots? • Part 135:(135.293, 135.297, 135.299) • 135 air carrier pilots must take a checkride with the FAA or designee at least once every 12 months, and that increases to once every 6 months if the carrier conducts IFR operations. • Keep in mind that these checkrides are jeopardy events, that if failed – • Prevents the pilot from flying for the operator until they successfully pass the check. No flying = no pay! • A failure on any required check will be a part of the airman's record and passed along to any subsequent employers. www.FAASafety.gov/Standdown www.FAASafety.gov

21. Using The Regulations To Assist In ADM • So what can we take away from the preceding examples? • Commercial air carriers generally have a lower accident rate and increased safety not due to fancy equipment or aircraft, but because the regulations they operate under prevent them from placing themselves in situations which include a higher degree of risk. • Many pilots and instructors may only ever operate under Part 91; however, that does not mean one can not turn past Part 91 in the FAR’s to explore the regulations that apply to other operators which in many cases may be more restrictive. www.FAASafety.gov/Standdown www.FAASafety.gov

22. Using a Safety Management System • SMS • Another effort that many organizations from both inside and out of aviation are adopting, is the use of a • Safety Management System (SMS). • A Safety Management System is a program which allows an operator or pilot to positively identify potential risks and objectively assess the associated risk level so they can effectively mitigate them. • Many air carriers and private operators already have a Safety Management System in place. www.FAASafety.gov/Standdown www.FAASafety.gov

23. Using a Safety Management System The AOPA Air Safety Institute has created the Mobile Flight Risk Evaluator, which can be used by you and your clients in making go / no-go decisions based on an objective look at all factors that could pose risk to a proposed flight. It is available both online and offline, and can be downloaded for free at: www.aopa.org/Pilot-Resources/Air-Safety-Institute/Flight-Risk-Evaluator-Mobile-App.aspx or Apple iTunes or Google Play www.FAASafety.gov/Standdown www.FAASafety.gov

24. Conclusion • Explore the regulations that may not necessarily apply to you in the development of your own personal minimums. • Encourage your clients to maintain a rolling recurrent training regimen to ensure they are proficient. WINGS program has made this easy! • It is imperative to remember that “Currency does not mean Proficiency.” • As Instructors, we must lead by example. We must not forget that we are teaching even when we don’t have a client on our schedule. The way we conduct ourselves sets the example for new “aviation citizens” who are joining our ranks! www.FAASafety.gov/Standdown www.FAASafety.gov

25. This presentation would not have been possible without the generous help and support of the following: Your Forum Facilitator FAA Safety Teamwww.FAASafety.gov SAFEwww.SafePilots.org Presentation Author(s)Mike Brubaker, ATP/CFI Created August 2013