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as the weak link in the chain—
around 75% of accidents can be
attributed to this, although it’s also
true to say that the situations some
aircraft are put into make them liable
to misfortunes as a matter of course,
particularly helicopters – if you
continually land on slippery logs in
clearings, something untoward is
bound to happen sometime!
The trend towards human factors in
relation to accidents was discovered
through the 80s and 90s, when a
series of accidents that occurred in
the USA were analysed in depth. It
was found that crew interaction was
a major factor since, nearly 75% of
the time, it was the first time they
had flown together, and nearly half
were on the first leg, in situations
where there was pressure from the
schedule (over 50%) and late on in
the duty cycle, so fatigue was
significant. The Captain was also
flying 80% of the time. The problem
is, that it's not much different now –
70% of accidents in the USA in 2000
were pilot related, based on mistakes
that could easily be avoided with a
little forethought. Now, the figure
worldwide is around 80%. If air
traffic continues to grow at the
present rate, we will be losing 1
airliner per week by 2010.
Since the problem of crew cooperation
needed to be addressed,
management principles used in other
228 JAR Private Pilot Studies
industries (i.e. Quality Assurance and
Risk Management) were distilled into
what is mostly called Crew Resource
Management, triggered by three
accidents, one of which was at
Dryden, also instrumental in new
Canadian icing laws being passed (in
Canada, a condensed version
concerned mainly with Pilot Decision
Making is needed to fly in visibility
down to half a mile. This might not
actually be due to weather, but
smoke, as you might find in a forest
fire – in fact, you can be nearly IMC
on a hazy day in some industrial
areas. However, this "licence" for
bad weather flying does not mean
you have to do it – it’s not the
equivalent of the amber traffic light
meaning "go faster"! You still have
to be aware of the implications of
what you are doing).
In other words, if you have a pilot
behaving under par in an aircraft
where it shouldn’t be, you’re just
asking for trouble, and this applies to
large aircraft just as much as it does
to small ones. An accident-prone
person, officially, is somebody to
whom things happen at a higher rate
than could be statistically expected
by chance alone. Taking calculated
risks is completely different from
taking chances. Know your
capabilities, and your limits.
Bad weather visibility is associated
with low ceilings, and familiarity with
the area is a real help, so local flying
is better than a low-level navex, at
least without a GPS. This, at least,
will save you changing your focus
from the outside to the map inside
your cockpit, which is not where it
should be in such circumstances.
However, GPSs produce their own
problems – because they help you so
much when the weather is bad, they
tempt you to stretch the envelope,
which is dangerous in itself.
Most weather-based accidents
involve inadvertent entry into IMC
by people who have only had the
basic instrument instruction required
for the commercial licence. Next in
line is icing.
Previously, you might have been
introduced to the concept of
Airmanship, which involved many
things, such as looking out for fellow
pilots, doing a professional job, not
flying directly over aircraft, etc. –
something that could be called being
the "gentleman aviator".
These days, there are new concepts
to consider, such as delegation,
communication, monitoring and
prioritisation, although they will have
varying degrees of importance in a
single-pilot environment. In fact, the
term "pilot error" is probably only
accurate about a third of the time; all
it really does is indicate where a
breakdown occurred. There may
have been just too much input for
one person to cope with, which is
not necessarily error, because no
identifiable mistakes were made.
Perhaps there needs to be a new
phrase, occupying the same position
that "not proven" does in the
Scottish Legal System, which lies
between Guilty and Not Guilty.
The aim of this sort of training is to
　
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