Jan

29

Airport Surface Movement Event Transgressions (ASMET)

Filed Under Human Factors, Threat and Error Management | Leave a Comment
NASA ASRS conducted a study for the FAA Office of Runway Safety in 2003 to analyze Airport Surface Movement Event Transgressions (ASMET).
“The identification of an ASMET event was based on the NASA ASRS definition: “The ASRS defines an ASMET as an incident that involved the erroneous occupation of a runway or its immediate environs by an aircraft, pedestrian or vehicle so as to pose a potential collision hazard to other aircraft that could be using the runway, even if no such other aircraft were actually present. ASMET events also include erroneous takeoffs or landings on the airport surface.”"
2772 events were entered into the NASA database over a 4 year period. The FAA categorized approx 1000 events during the same period. These ASRS reports represent the part of the iceberg that is underwater, an equally dangerous part that we don’t see.
Take a few minutes to read through the material, the analysts did a great job of breaking out the most common errors at 75 high threat airports. All of these airports had Air Traffic Control towers. What types of events do you think happened at non-towered fields, and were they reported?
ASMET Summary
ASMET Observations
ASMET FY RI Charts
ASMET Data Charts
ASMET Scenarios
My thanks to the reporters and NASA ASRS analysts.
Fly (and Taxi) Smart
Clark

Jan

27

Runway Safety Recurrent Training

Filed Under Safety Management Systems, Aviation Leadership, Human Factors, Multimedia, Threat and Error Management, Flying Safety for Dummies | Leave a Comment
external image rno-vfr-sectional.jpg
From the FSDO Safety Program Manager and myself; Our goal is to increase awareness and education about Runway Safety. Take 20 minutes and look it over.
“Hello everyone,
There has been an significant increase of runway incursions lately. In fact
it is so serious that Jim Ballough (AFS-1) and John Allen (AFS-2) traveled
to the Eastern Region and Southern Region to meet with key management
officials from Part 121 carriers to focus on reducing pilot deviations.
This week, Ballough has been holding similar meetings in the Central, Great
Lakes, and Southwestern Regions, while Allen has West Coast duty in the
Alaska, Northwest Mountain, and Western Pacific Regions. You can view the
presentation on
http://www.faa.gov/safety /programs%5Finitiatives/pilot %5Fsafety/deviations/ReducingP Ds/
Within it is a reference to the ALPA/AOPA/FAA Runway Safety Program, an on-line, interactive course. You can complete it in 30-45 minutes and get a completion certificate. Armed with this certificate, you can request credit for a portion of the new Wings pilot proficiency program, which may help lower your insurance rate if you fly GA on the side. To check out the course, go to http://flash.aopa.org/asf/runway_safety_alpa/
Don’t be fool that the above message addresses the 121 arena only . We are
experiencing the same problem in the GA world as well!”
Things you can do:
1. Identify airport surface operational hazards to NASA ASRS, the FAA Safety Hotline and airport management.
2. Review cockpit procedures to identify elements that may contribute to pilot distraction during taxi and develop a TEAM approach to Transfer, Eliminate, Accept or Mitigate those hazards.
3. Use an airport diagram, free from airnav.
If you have questions about the new Wings program, give me a holler, I am a Lead Rep for the FAASTeam at the Ft Worth FSDO.
Fly (and Taxi) Smart
Clark

Jan

23

Free Runway Safety Card from FAASTeam

Filed Under Safety Management Systems, Threat and Error Management | Leave a Comment
FAA Runway Safety Program Approach Chart For Pilots
Notice Number: NOTC1099
The FAA Runway Safety Program has made available through FAASTeam the following information card, which will fit in your approach plate book. To see or print the information card please use the web link below:

https://www.faasafety.gov /files/notices/2008/Jan/FAA _Runway_Safety_Program_Chart _for_Pilots.pdf

To obtain copies of the above card, please contact your local FAASTeam Program Manager. For more information on who is your FAASTeam Program Manager and Runway Safety information, please go to http:www.FAASafety.gov. Taxi (and Takepff/Land) Smart
Clark

Jan

17

Private: FAA Updates Progress On Efforts To Improve Runway Safety

Filed Under Threat and Error Management | Leave a Comment
external image stoplooklisten.jpeg
Communications are a key component to safe taxi and flight. “Stop, Look and Listen” while operating on the ground. Look both ways before entering a runway.
-Have an airport diagram out and use it. In 50 percent of recent incursions a diagram was not even available. They can be downloaded free. I love free stuff:)
-Listen to ATC
-Transmit with clarity and conciseness.
-When in doubt, ask ATC to “Say again.”
-If not sure of where to go, ask ground for a “progressive taxi.” Kind of like vectors, just on the ground. Asking one question now will save mishap investigators lots of questions later.
www.faa.gov/news/fact_sheets
“FAA Updates Progress On Efforts To Improve Runway Safety
Says Industry Has Responded To Call To Action
The Federal Aviation Administration says the US aviation community has initiated and completed significant short-term actions to improve safety at US airports… but also notes recent close calls at some of the nation’s busiest airports show further action must be taken to reduce the risk of runway incursions and wrong runway departures.
Led by Acting FAA Administrator Bobby Sturgell, more than 40 aviation leaders from airlines, airports, air traffic control and pilot unions, aerospace manufacturers, agreed on August 15 to an ambitious plan focused on solutions in cockpit procedures, airport signage and markings, air traffic procedures, and technology.
The following is a summary, released by the FAA Wednesday, of what the agency considers to be the aviation industry’s short-term accomplishments. Work continues on mid- and long-term goals.
Upgrade Airport Markings at Medium and Large Airports
Action: All airports with more than 1.5 million enplanements to voluntarily accelerate the enhancement of new markings that were originally required by the FAA by June 30, 2008.
Status: As of today, 53 of the targeted 75 airports have completed painting, 18 airports are planning to complete enhanced markings by the end of the year, and 4 have committed to complete the upgrade prior to the deadline. Regional offices continue to track the progress with airport sponsors and provide assistance.
Upgrade Airport Markings at Smaller Airport
Action: All airports certificated under Part 139 to develop plans to voluntarily upgrade existing markings, even though it is not required.
Status: As of today, 28 airports have upgraded their markings, 50 airports plan to complete the work by the end of the year, 173 airports plan to upgrade markings by June 2008, 29 airports plan to enhance markings in 2009, and 28 airports have expressed interest but have not yet provided a target completion date. This means 308 airports are at some stage in voluntarily adopting the enhanced markings, and we expect that number to increase. Regional offices continue to track the progress with airport sponsors and provide assistance.
The FAA is taking steps to propose extending the enhanced taxiway centerline requirement to all certificated airports. A draft change to Advisory Circular (AC) 150/5340-1J, Standards for Airport Markings, was published in late December 2007. Comments are due by February 26, 2008. The change to the AC would adopt the enhanced markings as standard signage at all certificated airports. Further decisions will be made after the agency has the opportunity to review the comments the public and industry comments.
Airport Surface Analysis
Action: Complete a runway safety review of 20 airports based on runway incursion data and wrong runway departure data.
Status: Reviews of all 20 airports are complete and have resulted in more than 100 short-term and numerous mid- and long-term initiatives. Many of the short-term initiatives identified have already been completed. The agency has evaluated lessons learned from the initial surface analysis and have modified the format for future Runway Safety Action Team (RSAT) meetings and incorporated evaluation of the wrong runway risk factors identified by the Commercial Aviation Safety Team (CAST) into the RSATs. We are currently evaluating the next tier of airports to be included in the “Call to Action” surface analysis effort. The first tier included:
Atlanta: Hartsfield-Jackson Atlanta International
Atlanta: Dekalb Peachtree
Boston: Logan International
Chicago: O’Hare International
Dallas: Dallas/Ft. Worth International
Denver: Denver International
Ft. Lauderdale: Ft. Lauderdale-Hollywood International
Las Vegas: McCarran International
Las Vegas: North Las Vegas
Long Beach: Long Beach/Daugherty Field
Los Angeles: Los Angeles International
Miami: Miami International
Milwaukee: General Mitchell International
New York: John F. Kennedy International
Orlando: Orlando International
Philadelphia: Philadelphia International
Reno: Reno-Tahoe International
San Francisco: San Francisco International
San Jose: Norman Y. Mineta San Jose International
Santa Ana: John Wayne Airport (Orange County) Santa Ana
Airport Recurrent Training
Action: All other certificated airports to voluntarily develop plans to require annual recurrent training to all individuals with access to movement area.
Status: All of the 569 certificated airports in the United States require initial and recurrent training for airport employees such as airport police and airport maintenance workers. As a result of the Call To Action, there are now 385 airports that now require recurrent training for non-airport employees such as Fixed-Based Operators or airline mechanics. Additionally, 97 airports plan to adopt this requirement. Regional offices continue to track the progress with airport sponsors and provide assistance.
The Office of Airport Safety and Standards issued a draft change to AC 150/5210-20, Ground Vehicle Operations on Airports, in late December 2007. Public comments are due by February 26, 2008. The draft AC strongly recommends regular recurrent driver training for all persons with access to the movement area and ramp apron areas
Air Carrier Pilot Training
Action: Air carriers to provide pilots with simulator or other training that incorporates realistic scenarios from pushback through taxi.
Status: Of the 112 active air carriers, all have reported that they are in compliance.
Air Carrier Cockpit Procedures
Action: Air carriers to review cockpit procedures to identify and develop a plan to address elements that contribute to pilot distraction during taxi.
Status: Of the 112 active air carriers, all have reported that they are in compliance.
Air Carrier Employee Training
Action: Air carriers to establish mandatory recurrent training for non-pilot employees who operate aircraft or vehicles on the airfield.
Status: The FAA reviewed existing videos, posted FAA Notice No. 0988 containing visual depictions (FAASafety.gov), and is developing a new DVD to be distributed to air carriers to be used in training programs.
Air Traffic Taxi Clearances
Action: Review current policies for issuing taxi clearances, conduct a safety risk analysis of a procedure to issue specific taxi instructions for each operation.
Status: The FAA has completed an analysis of ATC procedures pertaining to taxi clearances and found that more explicit taxi instructions are needed. The FAA has forwarded preliminary results to stakeholders for a 30-day review. An analysis of Multiple Landing Clearances has begun.
FAA Air Traffic Organization (ATO) Voluntary Reporting
Action: Work with labor unions on an Aviation Safety Action Program (ASAP) for air traffic controllers. ASAP is already used successfully by 67 air carriers to encourage voluntary reporting of safety by pilots, dispatchers, flight attendants or mechanics.
Status: A partnership agreement between the FAA and the National Air Traffic Controllers Association (NATCA) was recently signed. The agreement covers all ATO employees. The FAA and NATCA will work together to develop and implement the voluntary reporting system.
Next Steps
On January 15, Sturgell convened a teleconference with the chief executive officers of US commercial carriers to reinforce the need for improved pilot training and cockpit procedure, citing concern over recent high-visibility runway safety events. Sturgell called for meetings with all carriers and top FAA safety officials to take place by Friday, January 25. The meetings will include each airline’s director of operations, director of safety and chief pilot and will examine ways to enhance situational awareness on the runway.
A runway incursion is an incident on a runway involving an aircraft, vehicle, person, or object that creates a collision hazard or results in loss of required separation with an aircraft preparing to take off or land. In 2007, there were 24 serious runway incursions (A&B events), eight of which involved commercial air carriers.”
aero-news.net
Fly Smart
Clark

Jan

17

In-Close Approach Change (ICAC) Events

Filed Under Threat and Error Management | Leave a Comment
If you are flying into an airport, consider the hazards involved with changing your planned runway in a dynamic environment. Make sure you are familiar with the new runway information, check navaids, and be ready for a new taxi plan. If you’re not ready, build time by asking for vectors while you get set up or going around. Please yourself first, this is not the time to rush.
CALLBACK
From NASA’s Aviation Safety Reporting System
Issue 335
November 2007

Air Carrier In-Close Approach Change (ICAC) Events
At the request of NASA Ames Research Center’s Human Systems Integration Division in early 2007, ASRS performed a review of ASRS Database reports referencing In-Close Approach Changes (ICAC) - also termed Late Runway Change and Change in Runway. The ASRS Database reports spanned the time period of January 1996 to the present. Three hundred thirteen (313) relevant air carrier pilot-reported ICAC events were identified.
For the purposes of this analysis, an In-Close Approach Change Event is defined as one in which an ATC directed change from an originally assigned arrival, approach, or runway assignment results in an incident. Examples of these incidents are unstabilized approaches, track or heading deviations, speed deviations, controlled flight toward terrain (CFTT), loss of separation or airborne conflicts, wake vortex encounters, loss of aircraft control, breakdown in crew coordination, and other safety concerns cited by reporters.

Go directly to CALLBACK
HTML Version - View CALLBACK Issue 335 in html…
http://asrs.arc.nasa.gov /publications/callback/cb_335 .htm
PDF Version - Download PDF of CALLBACK Issue 335…
[Note: To print PDF to 8.5 x 11 page, select the “Shrink oversized
pages to paper size” option in Print dialogue box]
http://asrs.arc.nasa.gov/docs /cb/cb_335.pdf
If you don’t already get Callback electronically, sign up at ASRS
Fly Smart
Clark

Jan

15

AOPA ASF Seminar Top 5 Mistakes Pilots Make

Filed Under Threat and Error Management, Flying Safety for Dummies | Leave a Comment
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I went to the AOPA Air Safety seminar “Top Five Mistakes” in Ft Worth last night, hosted by Tarrant County College. It was a great turnout, almost 400 attendees. Pat Shaub of Eagle Training Solutions gave a great brief.
From the AOPA Air Safety Website
“Top 5 Mistakes Pilots Make
It’s sad but true: In an average year, three quarters of all accidents are caused by pilot error. And the mistakes that lead to those accidents? For the most part, they’re the same ones pilots have been making for decades.
ASF’s latest seminar takes new aim at those old mistakes. We’ve identified the most common fatal errors pilots make and put together a show that’s full of practical tips for avoiding them. From steering clear of weather to maneuvering safely and much more, if you’re looking to minimize your chances of being involved in a fatal accident, you’ll definitely want to attend this seminar!”
The Top Five Mistakes occurred while managing the following:
5. Fuel (8%)
4. Descent and Approach (10%)
3. Takeoff and Climb (13%)
2. Weather (14%)
external image spincrash.jpg
1. Maneuvering Flight (33%)
What we can do now is couple this seminar information with focused pilot proficiency training. The new Wings program applies special emphasis to incident and accident causal factor areas of operation. These areas should be addressed when flying with a flight instructor.
The AOPA Air Safety Foundation’s safety seminars qualify for the safety seminar portion of the FAA WINGS program. Did we mention in addition to becoming a better pilot we can save money too? Learn more about the AOPA Accident Forgiveness and Deductible Enhancement for AIG Aircraft Insurance policyholders.
Fly Smart
Clark

Jan

9

Flight Thru Instruments

Filed Under Aviation History | Leave a Comment
external image pwrattperf.jpg
“Published as a pilot-training manual by the US Navy in 1945, “Flight
thru Instruments” teaches proper aeronautical navigation techniques
through the use of elaborate illustrations — the kind of stuff that
today might be called “info-graphics.”
Produced entirely by hand, the illustrations in “Flight thru Instruments” possess a richness and accuracy of detail that — if we may say so — puts the majority of
today’s graphic artists to shame.”
http://telstarlogistics.typepad.com/telstarlogistics/2007/11/flight-t…
http://www.flickr.com/photos/telstar/sets/72157603240365315/
Fly Smart
Clark

Jan

9

FAA moves to extend runway safety requirements to all certified airports

Filed Under Human Factors, Threat and Error Management | Leave a Comment

external image runway-incursion.jpeg

Wednesday January 9, 2008 ATW
US FAA yesterday proposed extending the requirement that the US’s 75 largest airports make enhancements to taxiway centerline markings to all 567 certificated airports as part of its ongoing effort to mitigate the risk of runway incursions.
The agency also is recommending “regular recurrent driver training for all persons with access to the movement area and ramp areas at certificated airports.” Acting Administrator Bobby Sturgell said the nation’s largest airports have heeded FAA’s runway safety “call to action” (//ATWOnline//, Oct. 23, 2007) and that yesterday’s proposals are intended to extend the safety improvements to smaller facilities.
The 75 largest airports are required to upgrade runway centerline markings by June 30. “Most have already completed the work,” FAA said. Of the 567 certificated airports, more than 300 “are in some stage of voluntarily adopting the standard.” The agency added that 385 airports now “require recurrent training for nonairport employees such as Fixed-Based Operators or airline mechanics” operating vehicles on runways and said such training should be a requirement for all certified airports. Interested parties have until Feb. 26 to comment on yesterday’s proposals.
While FAA touts success in reducing the risk of incursions, the US Government Accountability Office issued a report last month casting doubt on claims of progress, concluding that “the rate of runway incursions has not decreased over the last five years” (//ATWOnline//, Dec. 6, 2007).
by Aaron Karp
Fly Smart
Clark

Jan

3

Crosswind Landings

Filed Under Threat and Error Management | Leave a Comment
Crosswind Landings
By: Brad Whitsitt (xwindsim.com)
Did you know… crosswinds are the number one cause of weather related
General Aviation accidents every year? The NTSB counted 2684 GA accidents
that were weather related from 1995 through 2001. 25% were due to
crosswinds. In fact, the top two, Crosswinds and Gusts make up 45% of
weather related accidents. In comparison, Low Ceilings account for 7% and
Icing just 2% of weather related accidents.
Crosswind accidents are almost never fatal, so they do not get much press.
But, accidents are still traumatic and cost millions in the industry. Some
in the industry believe that there are many more crosswind accidents than
are reported. We all know stories of pilots who make trips through grass,
mud, lights, storm drains, fences, etc. Many of us have made the trip
ourselves after a crosswind landing. We have all watched crosswind
landings and wondered how some pilots ever make it.
Why are there so many crosswind accidents? Here are some facts.
Low experience - Many GA pilots have very little crosswind experience.
Think about it. If you can fly, you are not going to hurt yourself in the
pattern. Even on final approach, as long as you can maintain speed and not
hit a tree all is well. But, at the ground, when the aircraft must now
work with the Earth to land in a crosswind, there is a 5 second window to
do the right things.
Look in your own logbook and count the times that you landed with a + 10
knot crosswind component. Now, multiply that by 5. This is the number of
seconds of real crosswind experience you have in your flying career!
How can anyone be good any anything when they have only 2 minutes of
experience? Most new private pilots are very lucky if they have 90 seconds
of experience.
Low Currency – We all know that the FAA requires 3 takeoffs and landings
every 90 days. But, there is no required currency for the more difficult
crosswind landing. For many pilots, it has been a year since they had to
land in a crosswind component over 10 knots.
Limited Testing – Most checkrides occur on good weather days. It is very
unlikely that pilots must demonstrate landing in a +10 knot crosswind
component. We all know how to talk about crosswinds on our checkride but
can we do it.
Even when checking out in a new aircraft at the local FBO, how many do that
on a windy day. We probably don’t have to demonstrate crosswind skill to
them either. During flight reviews, we are likely to do that on a good
weather day too.
My point is that pilots can go a long way through the ratings and not know
how to master crosswinds.
Hard to Practice – Even if you decide that you are going to get good at
crosswinds, you must find the right weather. The wind must be strong but
not too strong and other conditions can’t interfere like rain, snow, and
clouds. If you are going to practice on your own, the outcome must be
successful. You need to practice beyond your comfort zone in order to
learn. But, you can’t have an accident. Wow! What a challenge.
You can get an instructor. But, then you must schedule a time and you
can’t schedule the conditions. Even if you want to practice, it can be
hard to match your schedule, the instructor’s schedule and the weather’s
schedule.
If you get the right weather, look how long it takes to go around the
airport to get 5 seconds of practice on each landing. Can you land 10
times in an hour? With an instructor, you can easily spend $150 to get 50
seconds of experience assuming other traffic does not interfere.
Instruction is Weak – Many flight instructors are not that good at
crosswinds themselves. Many instructors destined for the airlines may have
only 300 hours when they start instructing. How much crosswind experience
do they have? 3 minutes? How much crosswind experience do they have from
the right seat? 1 minute? As a Chief Flight Instructor, I have heard some
very poor crosswind technique offered to students by instructors.
Instruction in the industry is weak. How many pilots continue to employ
improper technique because they learned it from their instructor?
There is also little incentive for an instructor to risk their tickets to
help entry level pilots get good at crosswinds. The prevailing idea is to
give a student pilot the basics and let them figure out the rest on their
own ticket.
I was told by an FAA examiner in Chicago that he fails 60% of private pilot
applicants because they have no idea how to handle an airplane in a
crosswind. He has ways of testing that when it is calm. Many examiners
are not looking as hard at this issue. But, he would agree that
instruction in this area is weak.
As I continue to work on crosswind instruction, there are my pilots who
have been flying for 500 hours, let’s say, who do not know exactly what
they are trying to do in a crosswind. For example, if you believe that you
need to “plant” the airplane at the highest possible speed in a crosswind,
you may do this every time even though it does not work very well. It is
surprising how many wrong concepts are used all the time.
You Should Know by Now – It is very hard for some pilots to admit that they
really need help after they have flown for 5 years and still have not tamed
the crosswind landing. I just want to encourage you a little. How can you
do something for only 2 minutes with weak instruction and no testing, that
you last tried a year ago, and expect to be good at it? Get some help and
really dive into getting good at it. It sure can be fun and greatly adds
to your safety factor.
Xwind, LLC has created a motion based simulator that places a pilot in a
gusty crosswind forever with no risk. As a pilot, you can sit there in a
cockpit that rolls, yaws, and moves laterally with no flat computer screens
and you can achieve excellence in crosswind skill instead of just getting
by. You will see results in the airplane the very next time you fly.
Become a professional! Check out the training centers at: xwindsim.com and
multiply your crosswind experience by 100!
Brad Whitsitt is an Electrical Engineer and Flight Instructor with over
4000 flight hours. Brad is also the president of Xwind, LLC, a company
dedicated to crosswind landing skill excellence.

Jan

2

ATC Tips for Pilots

Filed Under Threat and Error Management | Leave a Comment
external image potomac-tracon.jpg
From Aviation Safety Magazine Oct 2007, good advice to fly by…
-Listen for other traffic on frequency before transmitting
-Make your radio call, then be patient for a reply-the controller may be busy coordinating traffic you can’t hear or be on the land line
-Be precise and brief, use standard terminology and be professional.
-Get weather information before calling for clearance, taxi or checking in for approach and landing.
-Read back clearance completely and in order received. Make requests for ammendments before taking off.
-If you file it, be able to fly it.
-ATC can pass along current weather, but they are not forecasters.
-Traffic avoidance isthe pilot’s responsibility, even in IMC.
-Know when you have to ask for altitude changes and when you don’t.
-Follow published procedures when cleared for a transition or approach.
-You determine your level of safety, not the airplane.
Fly Smart
Clark