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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
increase flight safety by showing you
how to make the best use of
resources available to you, which
include your own body (physical and
psychological factors), information,
equipment and other people,
whether in flight or on the ground—
P2s are trained for emergencies, for
Human Factors 237
example, so they can be used instead
of automatically taking over yourself
when something happens – like a
human autopilot, in fact. Also
remember that the behaviour of
people in a company is very much a
reflection of the management, in our
case the commander, so there is an
obligation for whoever’s in charge to
foster a positive working
environment, which, essentially,
means not being miserable. Like it or
not, you are part of a team, even if
you are the only one in the cockpit,
and you have to fit into an
established system. All of this is
geared to help you with making
decisions, of which more later.
The aim of a PDM course, in
particular, is to help pilots make
better decisions by introducing them
to the concepts, principles and
practices of good decision-making,
with the intention of reducing the
accident rate even further. That is to
say, we know all about the hardware,
now it's time to take a look at
ourselves.
It has been noticed that pilots who
receive decision-making training
outperform others in flight tests and
make 10-15% fewer bad decisions,
and the results improve with the
comprehensiveness of the training.
The courses are supposed to be
discussion-based, which means that
you are expected to participate, with
the intention that your experiences
will be spread around to other crews.
This is because it's quite possible
never to see people from one year to
the next in a large organisation, and
helicopter pilots in particular have
no flying clubs, or at least
　
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