Premium on Safety - Issue 36, 2020 - 2

loss of a Shorts 330 and its two pilots after the
captain attempted to land from an egregiously
un-stabilized approach in Charleston, Virginia.
The first officer, consistently paired with the
same captain by the company, had expressed-
in texts to friends-a level of discomfort
with multiple prior instances of the captain's
procedural non-compliance, questionable
aircraft handling in IMC, and described one
inflight near miss several months prior as "the
biggest scare of my life." That this information
was not known to company leadership or acted
upon in any way implies a failure of safety
leadership. But the story also paints a picture
of a pilot who seemingly felt stuck in an abusive
vocational relationship-one with a pattern of
frustration leading to personalized fear. Despite
opportunities to exit the relationship likely being
available due to improving pilot hiring prospects
in 2017 the individual remained in the situation
until its tragic conclusion.
No doubt, leadership needs to be better in a case
like that. But this also compels re-emphasizing
to everyone that it's not just the "designated"
leaders that impact the safety culture. A bad
status quo is not something anyone needs to just
tolerate. Even if the leader hasn't done a great
job of laying out a just safety reporting process
and encouraging reports, its vital to put safetyBY
SCOTT
M. SPANGLER
critical
information
into his or her hands and
watch carefully what happens next. Wherever you
are in the organization, if you have insight you
believe can break a mishap chain, be empowered
and share it specifically with whoever controls the
at-risk process. If it isn't heard or acted upon, it
might be time to explore other opportunities with
an organization that will treat you as an active
participant in a healthy safety culture deserves to
be treated. There's a growing body of operators
whose leaders are purposefully expanding their
competencies in safety leadership, and in so
doing, they become employers of choice for the
very best candidates.

Fly smart and fly safe.

Paul Ratté
Director of Aviation Safety Programs, USAIG

SPOTLIGHT ON TRAINING

QUIZ ANSWERS

Quiz on page 5

1 ) C. Most catering companies know the rules, so ask ahead of
time! At the top of the "gotchas" list for returning to the U.S. are
fruits and vegetables and pork products. The U.S. Department
of Agriculture (USDA) and Customs and Border Protection (CBP)
each maintain lists online of these items and others that are
prohibited from entry into the U.S.
Garbage is another important consideration. Only certain airports
are approved by CBP and the USDA to accept international
trash. Refuse must be packaged up on the aircraft and taken to a
garbage processing location, typically an incinerator, for proper
disposal (unless the trash is coming from Canada).
energy management as stabilized approach. "Basically, you have a piece
of metal flying through the air and you're trying to get to a certain speed
on stabilized approach. How do you handle that kinetic energy?"
Advanced CRM is an intensive course that examines, among other things,
the many different decision trees to go down and how various outcomes are
dependent on what decisions are made, Gross said.
In the advanced UPRT course "we're taking people into deep stalls on the
simulators. They're getting to feel and see the reaction of the airplane in those
critical environments. There are a lot of safety items on the airplane today
to keep you out of a stall, but if you do get into that situation, how do you
recover? We're taking you into the stall and recovery," Gross said.

2 ) D. In order to penetrate an ADIZ, an aircraft must be on either
an IFR or DVFR flight plan. The aircraft must be equipped with
a two-way radio and a transponder with Mode C capability. The
pilot must also comply with normal IFR position reports, or, if
flying on a DVFR flight plan, must provide the estimated time
of ADIZ penetration at least 15 minutes prior to the expected
time. Learn more in Section 5-6-1 of the Aeronautical Information
Manual, and check out AOPA's international flight subject
reports.

3 ) C. All private aircraft, Part 91, Part 135 or Part 125 leaving
or entering the United States need to file an eAPIS manifest
a minimum of 1 hour prior to departure and receive
acknowledgment and approval for operation via email from
Customs and Border Protection (CBP) before launching. Pilots
of private aircraft, or their designees, can transmit passenger
manifest information electronically to CBP for each individual
traveling onboard the aircraft. Original arrival and departure
manifests generally must be submitted via eAPIS or another CBPapproved data interchange system. However, on a limited caseby-case basis, CBP may permit a pilot to submit or update notice
of arrival and arrival/departure manifest information telephonically
when unforeseen circumstances preclude submission of the
information via eAPIS. This requirement of electronic submission
applies to any private aircraft arriving to the United States from
a foreign location and any private aircraft departing the United
States for a foreign location. This includes U.S. registered aircraft
and foreign registered aircraft.
For flights between the continental United States, Alaska, Hawaii,
Puerto Rico, the Virgin Island of the United States, Guam, and the
Commonwealth of the Northern Mariana Islands that do not stop
in a foreign port or place, an APIS manifest is not required.

Moore said the advanced training courses take pilots into a realm of flight that is
not typically explored in training. "And that's where you get the real excitement
from the pilots," he said.
Candidates choose electives from a list of courses that includes safety
management systems (SMS) for managers, reduced vertical separation
minimums, fatigue management, runway safety, and weather radar.
FSI also has introduced a Master Aviator curriculum for rotary wing pilots
that includes a mandatory advanced CRM course and an advanced course
on surviving inadvertent instrument meteorological conditions. The elective
courses include air medical resource management, cold and warm weather
operations, helicopter approach and landing accident reduction, initial and
recurrent night vision goggle training, and SMS for managers, among others.
Once FSI saw acceptance of the Master Aviator program among fixed wing
pilots and operators it decided to offer that "extra level" of training for
helicopters, Gross said. In explaining the core courses, he said that a lot of
helicopter accidents result from aircraft being flown into marginal weather
or inadvertent IMC. "How do you get yourself out of that once you go into
inadvertent IFR?" he said.
Moore and Gross said the program typically takes about two years to complete,
with candidates usually taking two core courses per year. "The one thing I don't
want people to do is cram it all together into one year," Gross said.
"You would really be defeating some of the purprose if you try to cram it in,"
Moore said. After taking one of the core courses, "you need to get out there
and operate the aircraft" and put what you've learned into practice, he said.

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