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PROFESSIONALAIRMANSHIP
With PPI your people are not the problem, your people become your solution!
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PROFESSIONAL AIRMANSHIP IS Almost
always THE result,
IF & whenTOP MANAGEMENT
PERCEIVES ITS VALUE AND BENEFITS
With PPI your people are not the problem, your people become your solution!
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The PALTRY P’s of PROFESSIONAL AIRMANSHIP
orThe Peck of Pickles in Which
The Professional Pilot Population Is Put!
PutridlyPoor
Plans,Policies,
Practices, Principles, &
Philosophies inPersonnel Programs
For Professional Pilots.
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THE GOLDEN RULE OF PROFESSIONAL AIRMANSHIP
When they have your family on-board their aircraft,
while you are still back on the ground awaiting their safe return!
Do unto your aircraft anddo unto your operational decisions
as you would have the least experienced crew in your unit do.
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THE TEN COMMANDMENTS OFPROFESSIONAL AIRMANSHIP
1. Thou shalt abstain from the intersection takeoff for, verily, the runway behind thee, as the altitude above thee, and even the eons of flight hours inscribed in thy logbook shall cometh not to thine aid, when thou needest them.
2. Thou shalt not linger on active runways lest thou become like unto ground sirloin.
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THE TEN COMMANDMENTS OFPROFESSIONAL AIRMANSHIP
3. Ignorest not thy checklists for many are the switches, handles, gauges and other demons awaiting to take cruel vengeance upon thee for thy neglect of them.
4. Thou shalt cast thine eyes to thy right and also to thy left, as thou passeth through the firmament, lest thy fellow pilots bring flowers to thy widow and comfort her in other ways.
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THE TEN COMMANDMENTS OFPROFESSIONAL AIRMANSHIP
5. Buzzeth not, for this shall surely incur the scorn and contempt of thy neighbors. They shall band together with vengeance and call down the wrath and fury of the Deities from the Potomac upon thy head.
6. Thou shalt be ever mindful of thy fuel lest there be nothing in thy tank to sustain thee upon the air and thy days shall be made short.
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THE TEN COMMANDMENTS OFPROFESSIONAL AIRMANSHIP
7. Trust not thine eyes to lead thee through the clouds lest the Archangel Gabriel, sitting at the Pearly Gates, awaits to welcome thee therein.
8. Thou shalt not trespass into the thunderstorm lest the tempest rend the wings from thy chariot and cast thee naked into the firmament.
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THE TEN COMMANDMENTS OFPROFESSIONAL AIRMANSHIP
9. Put not thy trust in weather prophets, for when the truth is not in them, they shall not accompany thee among thy ancestors.
10. Often shalt thou confirm thine airspeed on final lest the earth rise up and smite thee a mighty and mortal blow.
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1. Define consistent goals2. Find quality people3. Make certain that the goals are universally
understood4. Provide effective training, tools, and
methods 5. Clear their pathway of all roadblocks,
obstacles and conflicts. 6. Stay out of the way while measuring results7. Actively encourage excellent performance
Steps of Positive Leadership Leading
to Superlative Professional Airmanship
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BESCO’S LAW #1
AIRCRAFT ACCIDENTS AREN'T!
THEY ARE RARELY CAUSED BY:
• A SIMPLE MISDEED,• ONE SLIP OR MISSTEP,• A SINGLE OMISSION,• ONE ITEM OF ERROR,• A SINGLE MISCALCULATION,• or EVEN ONE INDIVIDUAL.
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BESCO’S LAW #2
MOST HUMANS ARE CAUSED BY ACCIDENTS;
HOWEVER, ALL AIRCRAFT ACCIDENTS
ARE CAUSED
BY HUMANS!
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BESCO’S LAW #3
GOD IS NOT MALEVOLENT;
GOD HAS NEVER CAUSED
AN AIRPLANE TO CRASH;
PEOPLE CAUSE AIRPLANES TO CRASH
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Corollaries toBESCO’S LAWS #1,2 & 3
• The main reason that we have only a few aircraft accidents is that it is very difficult to line up all of the low probability risk factors at the same time and place to result in an accident.
• The reason we continue to have ANY accidents at all is that skilled aviators and top aviation leaders don’t believe that so many improbable risk factors and seemingly trivial anomalies could ever be present at the same time and place to cause an aircraft accident.
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THE MAJOR THREAT TO PROFESSIONAL AIRMANSHIP
RISK DENIAL / COMPLACENCYIgnoring,Discounting orDenyingSeemingly TrivialAviation Threats, Under-Recognized Risks or Low Margins of Safety
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BESCO’S LAW #13
Never, Ever
Fly With A Pilot
Whose Nickname Is
LUCKY!!
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BESCO’S LAW #15
There never, ever has been an aviation situation,
where higher performing people would have made it worse!
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BESCO’S LAW #22
First, correct the organizational, procedural and system design problems.
Only then will you be in a position to have success with selection, training and leadership programs to reduce human errors.
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BESCO’S LAW #26
The largest underdeveloped resource and the most unrecognized asset in aviation is the dedication, knowledge, and skill of the aviation professionals.
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Why Performance Breaks Down
They don’t know what is expected of them
They don’t get feedback about performance
They’re punished for doing it right
They’re rewarded for doing it wrong
They are ignored; right or wrong
They don’t have the equipment or procedures
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ACCIDENT CAUSATION CHAINS
EVERY ACCIDENT, THAT I HAVE STUDIED WAS CAUSED BY THE INTERACTIONS OF A LONG SERIES AND COMPLEX CHAIN OF IMPROBABLE AND INDEPENDENT EVENTS, MISTAKES, FAILURES AND ANOMALIES.
IF ANY ONE OF THE LINKS IN THIS CAUSATION CHAIN HAD BEEN AVOIDED OR REMOVED, OR IF ANY ONE OF THE INVOLVED INDIVIDUALS HAD NOT MADE THE ERROR, THE CHAIN WOULD HAVE BEEN BROKEN AND THE ACCIDENT WOULD NOT HAVE OCCURRED.
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BASIC PREMISES
Every pilot error accident that I have been retained to investigate (>100) involved a flight crew whose family, friends, and aviation colleagues all thought they were very cautious, extremely well qualified, very safety minded and always in respectful compliance with all SOP’s, policies and procedures.
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CAUSES of HUMAN PERFORMANCE BREAKDOWNS?
Subtle disregard for seemingly innocuous, trivial or inconsequential conditions.
Low probability events occurring in improbable clusters, combinations or sequences that were judged to be nearly impossible to occur.
Normalization of deviance so that the safety nets are compromised or removed.
Highly unlikely events, when continuously ignored, will inevitably intersect and bring on the lethal accident conditions.
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They fly, under control, into the ground;
They exhaust their fuel supply;
FIND THE REASONSWhy is it that well trained, well intentioned, current,
rested, healthy, nice pilots fly normally operating aircraft to a position that:
They “press on” into intolerable conditions;
They descend below minimums;
They perform unbelievably bad blunders;
They have their heads in the sand or in some other place where the sun never shines.
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Description is not enough WE NEED TO KNOW
WHY THE ERRORS OCCURRED
WHY WERE THE MISTAKES MADE
WHAT WERE THE CAUSAL FACTORS BEHIND THE
ERRORS
WHY DID THEY “THINK” THEY WERE RIGHT
WHAT CAN BE DONE TO AVOID A REPEAT
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Why Did It Happen and What Can We Do
ARE WE ENCOURAGING OR REWARDING CREWS FOR PERFORMANCE “A”
WHILE WE REALLY NEED ANDEXPECT PERFORMANCE “B”
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Steps of Positive Leadership Leading
to Superlative Professional Airmanship
1. Define consistent goals2. Find quality people3. Make certain that the goals are universally
understood4. Provide effective training, tools, and methods 5. Clear their pathway of all roadblocks, obstacles
and conflicts. 6. Stay out of the way while measuring results7. Actively encourage excellent performance
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Principle Centered Leadership
Covey, S. R. (1991). Principle-centered Leadership. Simon and Schuster, NY.
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Analyzing Performance Problems
False Statements of Performance Problems
We’ve got a training problem…
They don’t have the right attitude…
They are just not motivated…
They don’t understand. We’ve got to teach them
We’ve told them & told them and they still don’t....
They really oughta wanna….\
Mager, R. F. and Pipe, P. (1997). Analyzing performance problems or you really oughta wanna. 3rd edition, Atlanta, Ga. Center for Effective Performance.
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THE GOLDEN RULE OF PROFESSIONAL AIRMANSHIP
When they have your family on-board their aircraft,
while you are still back on the ground awaiting their safe return!
Do unto your aircraft anddo unto your operational decisions
as you would have the least experienced crew in your unit do.
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What is in it for you as A Professional Performance Analyst
Identify the causes of the performance problems
Define solutions which will help solve the problem Decide which solutions will be effective, practical and cost effective.
Remove the Paltry P’s of Professional Airmanship
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PROFESSIONAL AIRMANSHIP
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NTSB Probable Cause #1: The flight crew’s failure to discontinue the approach when several thunderstorms and their associated hazards to flight had moved into the airport area.
NTSB Probable Cause #2: The crew’s failure to ensure that the spoilers had extended after touchdown.
NTSB Contributing Cause #1: Impaired performance resulting from fatigue and the situational stress associated with the intent to land under the circumstances.
NTSB Contributing Cause #2: Continuation of the approach to a landing when the company’s maximum crosswind component was exceeded.
NTSB Contributing Cause #3: Use of reverse thrust greater than 1.3 engine pressure ration after landing.
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NTSB Probable Cause #1: The flight crew’s failure to discontinue the approach when several thunderstorms and their associated hazards to flight had moved into the airport area.
NTSB Probable Cause #2: The crew’s failure to ensure that the spoilers had extended after touchdown.
NTSB Contributing Cause #1: Impaired performance resulting from fatigue and the situational stress associated with the intent to land under the circumstances.
NTSB Contributing Cause #2: Continuation of the approach to a landing when the company’s maximum crosswind component was exceeded.
NTSB Contributing Cause #3: Use of reverse thrust greater than 1.3 engine pressure ration after landing.
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NTSB Probable Cause #1: The flight crew’s failure to discontinue the approach when several thunderstorms and their associated hazards to flight had moved into the airport area.
NTSB Probable Cause #2: The crew’s failure to ensure that the spoilers had extended after touchdown.
NTSB Contributing Cause #1: Impaired performance resulting from fatigue and the situational stress associated with the intent to land under the circumstances.NTSB Contributing Cause #2: Continuation of the approach to a landing when the company’s maximum crosswind component was exceeded.
NTSB Contributing Cause #3: Use of reverse thrust greater than 1.3 engine pressure ration after landing.
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NTSB Probable Cause #1: The flight crew’s failure to discontinue the approach when several thunderstorms and their associated hazards to flight had moved into the airport area.
NTSB Probable Cause #2: The crew’s failure to ensure that the spoilers had extended after touchdown.
NTSB Contributing Cause #1: Impaired performance resulting from fatigue and the situational stress associated with the intent to land under the circumstances.
NTSB Contributing Cause #2: Continuation of the approach to a landing when the company’s maximum crosswind component was exceeded.NTSB Contributing Cause #3: Use of reverse thrust greater than 1.3 engine pressure ration after landing.
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NTSB Probable Cause #1: The flight crew’s failure to discontinue the approach when several thunderstorms and their associated hazards to flight had moved into the airport area.
NTSB Probable Cause #2: The crew’s failure to ensure that the spoilers had extended after touchdown.
NTSB Contributing Cause #1: Impaired performance resulting from fatigue and the situational stress associated with the intent to land under the circumstances.
NTSB Contributing Cause #2: Continuation of the approach to a landing when the company’s maximum crosswind component was exceeded.
NTSB Contributing Cause #3: Use of reverse thrust greater than 1.3 engine pressure ration after landing.
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Besco’s “Starve the Problem”Hit List.
• Teaching the Test
• Rewarding “A” and Expecting “B”
• Since It Is Legal, It Must Be Safe
• Negative Leadership
• That Is an ANTI-HOTDOG Rule, We Can Ignore It. We Are Better Than That!
• Only a Dummy Would Make That Mistake!
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Besco’s PALTRY P’s of PROFESSIONAL AIRMANSHIP
orThe Peck of Pickles in Which
The Professional Pilot Population Is Put!
PutridlyPoor
Plans,Policies,
Practices, Principles, &
Philosophies inPersonnel Programs
For Professional Pilots.
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