1. NCPSC – 2009 Who are we? Why are we here? What to be expect to learn?
When is this over?
What happens next?
Were we successful?

2. LOTS OF QUESTIONS… Professional Pilots THE ANSWER IS…….. Vocation?
Something more?
What does it take then?
Is it ‘trainable’?
If so, how?
LOTS OF QUESTIONS…
THE ANSWER IS……..

4. LAST LINE OF DEFENSE Why here? Why now? CAPR 60-1 FLWG Supplement
Nothing better to do
Give back to the aviation community
Self improvement
Make a difference.
LAST LINE OF DEFENSE

5. THREAT & ERROR MANAGEMENT (TEM)
Topics of Discussion
AIRMANSHIP
THREAT & ERROR MANAGEMENT
(TEM)

6. AIRMANSHIP Definition?
Hard to define, but easy to see examples of failures.
“Total airmanship blends technical and tactical expertise, proficiency, and a variety of human factors to smoothly and effectively integrate the capabilities of the pilot and the machine.” Tony Kern – Flight Discipline

7. AIRMANSHIP Principals PROFICIENCY SKILL Areas of Expertise DISCIPLINE
The bedrock that all else is built upon
Poor foundation will never support the higher levels
Areas of Expertise
What we need to know to be successful
Core structure needed to achieve the desired results
Outcomes
Endgame (Capstone)
PROFICIENCY
SKILL
DISCIPLINE

8. AIRMANSHIP Areas of Expertise Outcomes
What we need to know to be successful
Core structure needed to achieve the desired results
Outcomes
Endgame (Capstone)

9. There is only one kind of discipline …..
perfect discipline
Gen George Patton

10. Flight Discipline Defined
“Flight discipline is the strength of will required to systematically develop all areas of airmanship and execute sound judgment in the presence of temptations to do otherwise, as well as to safely plan and employ an aircraft within all operational, regulatory, organizational, and common sense guidelines.”
Tony Kern – Flight Discipline

11. Who creates Flight Discipline?
Individual Pilots
Study habits, mission preparation, briefings, SOP adherence
Crewmembers
Active participation or just along for the ride.
Commanders
Zero Tolerance vs. Good Pilot Syndrome
Organizations
Internal (FLWG, NHQ, 1AF)
External (ATC, FSS, FBO)

12. CAUTION: ROUGE PILOT AHEAD
The ‘Other’ Side
What happens when discipline fails?
CAUTION: ROUGE PILOT AHEAD

13. Rogue Pilots What is a ‘rogue’ pilot? Definite traits?
Once rogue – always rogue?
Rogue defense.

14. CZAR 52 Crew AC: 92 BWG DOV – 24 yr veteran Co-pilot: IP (325BS CC).
Radar Nav: 325BS Operations Officer
Observer: 92BW VC, and was added as a safety observer by the WG CC. 
"Fini-flight," Upon landing, Colonel Wolff was to be met on the flight line by his wife and friends for a champagne toast to the end of a successful flying career.

15. Fairchild AFB, 24 June 1994 Airshow Practice

16. Rouge Outcomes Long-standing record of rogue behavior
Total failure of flight discipline at all levels.
Superiors : “One of the best; a real SA guy”
Junior Officers: “He is going to kill people one day and its NOT going to be me”
DISCONNECT?
What do we do to protect ourselves?

17. Take a Good Long Look…

18. Skill
Levels
Safety: Passed the checkride and now have a license to learn.
Effectiveness: Basic mastery to perform our duties. F5/F91 level.
Efficiency: Fly more efficiently than standard. Maximizes all resources.
Precision and Continuous Improvement: “My 3kt window was ok. How could I have done it better?” Requires honest self-appraisal.

19. Proficiency Legal vs. Safe Personal currency
NOT the same
Personal currency
Should be tailored to fit your (our) operations
Night, Xwind, low vis / GPS approaches
Not (necessarily) required by regulations
Currency is just the beginning of proficiency

20. Hands vs. Mind Mental Currency & Proficiency Factors involved
Cue recognition
Mental response patterns & ability
Decidedly cognitive processes
Factors involved
Time out of the seat
Aging process
Strategies
Recognition
“Chair Flying” = Reinforcement

21. Force Multiplier
Skill + Proficiency =
CONFIDENCE

22. NEVER BE THE HERO OF YOUR OWN STORIES
One Last Word
Regarding skill and confidence…………..
NEVER BE THE HERO OF YOUR OWN STORIES

23. Areas of Expertise
What areas of expertise do we need to build on our principals to be effective?
SEL F
TEAM E V I
O R N M T A I R C
R A F T
RISK
PROFICIENCY
SKILL
DISCIPLINE

24. Self Medical Airworthiness (MAW) Psychological Airworthiness
Medications (prescriptions & self-medication)
Fatigue, sleep, illnesses
Vision
Other (stress, alcohol)
Psychological Airworthiness
Attitude
Anti-authority, get-home-it is, machismo, resignation, complacency, invulnerability, impulsiveness
Maturity

25. “I’M SAFE” I Illness: Do I have any symptoms? M
Medication: Are you using any kind of prescription or drugs? S
Stress: Am I under psychological pressure from the job or home? A
Alcohol: Have I been drinking within 8 hrs? Within 24 hrs? F
Fatigue: Am I tired and not adequately rested? E
Eating: Have I not been eating and drinking adequately?

26. Team CRM – Crew Resource Management Who is the “Team” MO, MS
IC, AOBD, Mission Briefer
ATC, FSS
Automation

27. Team Leadership Set and communicate the expectations and the standard
Set the tone and example
Establish norms
Break down boundaries (you vs. we)
Establish the appropriate amount of authority based on the current capabilities and qualifications of the team

28. Team Followership Bad Examples Good Examples Sheep Yes Men Survivors
Good listening skills
Assertiveness
Ask good questions, offer good suggestions, “get in the game”

29. ALL OF US COMMUNICATION Team
The key to successful leadership and followership?
COMMUNICATION
Who are the examples of leaders here today?
ALL OF US

30. Environment Physical Environment Regulatory Environment
Terrain, weather, VMC/IMC, day/night, performance factors (DA)
Regulatory Environment
FAA, CAP, FLWG
Organizational Environment
Corporate culture
Command responsibility
“To condone is to encourage”
Pilots all too often do what they observe, not what they are told.

31. Aircraft Systems Knowledge Procedural Knowledge The key?
Don’t have to built it, but…..
Procedural Knowledge
“Notes, Cautions, and WARNINGS”
Limitations
The key?
Continuous and systematic study.

32. Risk Risk defined Risk assessment Risks to discipline The act of doing
ORM
Perceived capabilities vs. mission requirements
Personal capabilities - Mission demands = Margin of Safety
Risks to discipline
“Mission accomplished”
Temptations caused by lack of oversight or supervision

33. Risk Risks to skill and proficiency Risks to knowledge
Poor personal focus, inadequate resources, conflicting demands
Risks to knowledge
Personal attitude toward learning
Rapidly changing technical data
Organizational philosophy

34. Risk – The Bottom Line Identify the known risks
Anticipate the unknown risks (what if’s)
Do not accept unnecessary risk
Make risk decision at the appropriate level
Accept risk only when the benefits outweigh the costs

35. SITUATIONAL AWARENESS
Capstone Outcomes
JUDGEMENT
SITUATIONAL AWARENESS
SEL F
TEAM E V I
O R N M T A I R C
R A F T
RISK
PROFICIENCY
SKILL
DISCIPLINE

36. Capstone Outcomes SA Situational Awareness SA What has happened
What is happening
What might happen

37. CREWMEMBER EXPERIENCE
Situational Awareness
CABIN TEMP
VERTICAL NAV
ALT WX
ROUTE
DISCREPENCY
SYSTEM MALFUNCTION
ALTITUDE
AIRSPEED
MISSION
PROFILE
You are here
ALTERNATE WX
HEADING
ENGINES
FUEL STATUS
THUNDERSTORMS
FLIGHT CONTROLS
Terrain
ARRIVAL ETA
CREWMEMBER EXPERIENCE
DESTINATION WX
LATERAL NAV
TRAFFIC
TRIM

38. SA for Eagle Drivers (Wagg 1993)
Building a composite image of the entire situation in three dimensions
Assimilation of information from multiple sources
Knowing spatial position and geometric relationships
Periodically updating the current dynamic situation
Prioritizing information and actions
Making quality and timely decisions
Projecting the current situation into the future

39. SA for CAP Drivers
Are we any different?

40. Loss of SA – Symptoms Ambiguity or Confusion Fixation
Reduced communications
Failure to meet targets
Failure to stay ahead of the aircraft
Failure to follow normal habit patterns
Attempting to operate outside known limitations

41. Loss of SA - Actions Get away from all rocks, trees, and dirt
Stabilize the aircraft, situation, and yourself
Buy time to understand the situation
Seek information
Get back in the game
When all is over – analyze!

42. SA and CRM Define roles Manage distractions Reduce workload – delegate
Avoid complacency
Test assumptions
Intervene when necessary – Be assertive

43. Joint Situational Awareness
SA is dynamic MO MS MP MS MP MO MS FO MO
Communication !

44. Threat & Error Management (TEM)
“Who Me? Make a error?”
Threats?
CAP specific
Non-CAP specific

45. Physical Distractions
Influences or threats
that can lead to error
Mission Completion
Physical Distractions
ATC
Other Crew
Terrain
Weather
Maintenance
Similar call sign
Line Crew
Time pressures
Flight diversion
Heavy traffic
System malfunction
Unfamiliar airport
Automation event
Missed approach

46. Threat Threats = Red Flags
Anything that increases the complexity of the operation.
An event or error that happens outside the influence of the crew that if mismanaged could result in safety being compromised.
Routine everyday occurrences
Threats = Red Flags

47. CREWMEMBER EXPERIENCE
Situational Awareness
CABIN TEMP
VERTICAL NAV
ALT WX
ROUTE
DISCREPENCY
SYSTEM MALFUNCTION
ALTITUDE
AIRSPEED
MISSION
PROFILE
THREATS
You are here
ALTERNATE WX
HEADING
ENGINES
FUEL STATUS
THUNDERSTORMS
FLIGHT CONTROLS
ERRORS
Terrain
ARRIVAL ETA
CREWMEMBER EXPERIENCE
DESTINATION WX
LATERAL NAV
TRAFFIC
TRIM

48. Threat and Error Model TIME Threat Crew Error Undesired Aircraft State
Incident

49. How to Manage Threat and Error
Avoidance
Threat Management
Countermeasures
Error Management
Undesired Aircraft State
Management

50. Countermeasure Skills
Communication
Leadership
Team Climate
Threat and Error
Avoidance
Briefing
Stating Plans
Workload Assignment
Contingency Management
Planning
Threat Management
Error Management
Monitor / Crosscheck
Workload Management
Automation Management
Execution
Undesired Aircraft
State Management
Review / Modify
Evaluation of Plans
Inquiry
Assertiveness

51. Threat and Error Avoidance
TIME
Threat and Error Avoidance
Threat
Threat Management
Crew Error
Error Management
Undesired Aircraft
State
Undesired Aircraft
State
Management
Threat and Error
Management Model
Incident

52. Judgment
FAA Defined – “The process of recognizing and analyzing all available information about oneself, the aircraft, the flying environment, and the purpose of the flight. This followed by a rational evaluation of alternatives to implement a timely decision which assures safety. Pilot judgment thus involves one’s attitude towards risk-taking and one’s ability to evaluate risks and make decisions based on one’s knowledge, skill, and experience.” FAA 1988

53. Judgment Involves decision-making Rule based Knowledge based
Requires both knowledge of the rules and the integrity to follow them
Knowledge based
Well-defined: Can be solved with checklists, SOPs, and good discipline
Ill-defined: Need to call on all resources to make a good call. Team concept.

54. Personal Final Word on Judgment
Answer the 3 questions……… IS IT LEGAL? IS IT SAFE? DOES IT MAKE SENSE?

55. Decisions Then ……..

56. Decisions Now …

57. Kern’s Airmanship Model
JUDGEMENT
SITUATIONAL AWARENESS
SEL F
TEAM E V I
O R N M T A I R C
R A F T
RISK
KNOWLEDGE
SKILL
DISCIPLINE

58. What next?
Responsibilities & Expectations
COMMAND
YOU
FLWG PILOTS

59. Command Responsibilities
Set the standard
Clearly communicate the standard in what we do, what we say, what we write, and how we respond
Enforce the standard

60. Command Responsibilities
Support field operations
Training Programs & Initiatives
Training funding
Support for the CP and CPE
Create an open environment for discussion
Reassess as necessary

61. Field Input

62. Check Pilot Responsibilities
Demonstrate Superior Airmanship
“Walk the Talk”
Set the Standard for knowledge, stick and rudder skills, appearance
Be consistent
Spread the word
Help make good airmanship contagious
Obligation to mentor
Band of Brothers

63. Check Pilot Responsibilities
Protect our members and our assets
Make the Hard Calls
Enforce the Standard
ZERO TOLLERANCE for those that exhibit poor flight discipline
Be a role model
“I want to be like him”
Be the Standard

64. Who are we?
A PILOT MEANS TO BE ONE OF THE TRUSTED. A PILOT MEANS TO BE SKILLFUL, STRONG, AND WISE. TO BE A PILOT IS TO HOLD LIFE IN YOUR HANDS. TO BE WORTHY OF FAITH. YOUR JOB IS A TRUST. YOU ARE ONE OF THE TRUSTED. WHO COULD BE MORE?

65. "Fast is fine…but accurate is final"
Wyatt Earp
"Fast is fine…but accurate is final"

66. “NOT ON MY WATCH”