1. Municipal/Government HEMS 市政/政府HEMS (下)
Safe, effective, flexible and cost-effective 安全、有效、灵活和经济
Good afternoon and Thank you. It is amazing to be here in China visiting this great city of Beijing and to be with you today.
My name is Paul Schaaf - I have 32 years of helicopter experience as a pilot, instructor, manager and industry advisor and advocate.
My professional passion is operational risk management. I believe it is the key to greatly reducing, on the way to eliminating, helicopter accidents
Today I will be talking specifically about my experience building and managing a small helicopter team operating safely under Part 91
My presentation today will be a broad overview of the following topics:
-Risk Management in Part 91/Governmental Operations
-Data Management
-Recommended Documents
-Best Practices
This is a lot of information to cover in a short time, so I will keep the discussion at a high level and moving quickly.

2. Part II: Operations Cloud-Database 运营云数据库
Objective: Improve collection of data, operational oversight and streamline administrative process 目标： 改进数据收集，运营监管和流畅行政管理流程
Track and report core operational statistics (missions, flight hours, aircraft maintenance, etc) 跟踪和汇报主要运营统计数据（任务，飞行小时，飞机维护等）
Integral to Safety Management System: 与安全管理系统集成
Interactive Risk Assessment process 交互的风险评估流程
Hazard and incident reporting 危害和事故报告
Track pilot currency, duty and flight times 跟踪飞行员现行资质，责任和飞行时间
<CLICK> Having a mission database in the cloud with crew interactivity provides an important level of supervisory oversight/operational control that is provided under Part 135
<CLICK> Core statistics can be tracked and reported on in realitime
<CLICK> Real time data from the cloud brings dimension and relevance to the SMS. For example, I would like to show you how the risk assessment process works when a Risk Assessment Worksheet (RAW) becomes an interactive data record

3. Risk Score and Guidance 风险评分和指导
<CLICK> This is an example from an iOS device running Quick Base – one of many available fully customizable, inexpensive “off the shelf” cloud database solutions and here is the portion of the Risk Assessment Worksheet.
<CLICK> The last page produces a numerical risk score and guidance.
<CLICK> When the record is saved, it is archived and forwarded via text or as necessary

4. Same Risk Assessment Worksheet on Desktop 与台式机一样的风险评估表
Human Factors 人为因素
Environmental 环境
Helicopter Specific 直升机相关细节
Risk Score and Guidance 风险评分和指导
This is the same form on a desktop computer.
<CLICK> As you can see, we have sections for human factors
<CLICK> Environmental
<CLICK> Helicopter Specific (Mission Risk which includes aircraft)
<CLICK> and lastly a risk score with guidance In this case the total risk score is a 9 – the cautionary range – and a copy of this record is automatically sent for supervisory review.
Lets examine now how the process works in different situations

5. Risk Assessment Process (Cloud Data) 风险评估流程 （云数据）
1. Pilot Completes RAW Form 飞行员完成RAW表格
Mission: “Go” 任务： “执行”
2. Automatic advisory to Supervisor/OCC (Optional)
发给主管/OCC的自动咨询邮件
3. RAW Data Record Stored RAW数据记录存储
<CLICK> Green indicates a risk assessment with a total risk score in the “Normal Operations” risk level
<CLICK> Mission is a “Go”
<CLICK> Optional notification to OCC or Supervisor
<CLICK> Record archived

6. Risk Assessment Process (Cloud Data) 风险评估流程 （云数据）
1. Pilot Completes RAW Form 飞行员完成RAW表格
Mission: “Go w/caution” 任务： “执行”
2. Automatic TEXT to Supervisor/OCC 自动发送短信给主管/OCC
3. Supervisor Acknowledgement 主管知晓
<CLICK> Yellow indicates total risk in the cautionary zone
<CLICK> Flight may Go with caution
<CLICK> Automatic text alert sent to Supervisor/Occ - <CLICK> Supervisor optionally may advise

7. Risk Assessment Process (Cloud Data) 风险评估流程 （云数据）
Mission: “Provisional Go” 任务： “有条件的执行”
1. Pilot Completes Risk Assessment Form 飞行员完成风险评估表格
2. Automatic TEXT to Supervisor/OCC 自动发送短信给主管/OCC
3. Supervisor/OCC and Pilot Consult and Mitigate Risk 主管/OCC和飞行员咨询并管控风险
<CLICK> Red indicates that risk is unacceptably high –perhaps by only 1 or 2 points. Flight can not GO until risk is mitigated if possible
<CLICK> Automatic TEXT to Supervisor or OCC
<CLICK> Pilot and supervisor must agree to mitigation which becomes part of the data data record
<CLICK> Supervisor gives provisional authorization
<CLICK> Mission becomes a provisional “Go” where perhaps the flight is authorized only “One way” and requiring an additional risk assessment or consultation prior to the return flight.

8. Risk Assessment Process (Cloud Data) 风险评估流程 （云数据）
1. Pilot Completes RAW Form 飞行员完成RAW表格
Mission: “No-Go” 任务：“不执行”
2. Automatic TEXT to Supervisor/OCC 自动给主管/OCC发送短信
3. Supervisor/OCC and Pilot Consult and Confirm No-Go 主管/OCC与和飞行员咨询并确认不执行
<CLICK> The last scenario the risk assessment is numerically deeply in the red. Guidance is a no-go
<CLICK> Text to supervisor/OCC indicating no-go
<CLICK> Risk assessment is subject to review for qualty assurance purposes
<CLICK> Mission is a No-Go and the reason is explained in an archived data record.
It is really quite simple and, in a Part 91/Government operation, thresholds for Green, Yellow and Red can be collaboratively set and changed quickly and easily as the risk assessment process is refined.

9. Part III: Recommended Documents 91部建议的文件
Standard Operating Procedure (SOP) 标准运营程序（SOP）
Training Manual 培训手册
Safety Management System 安全管理系统
Part 135 Comparison Document 135部对比文件
SOP
Training
SMS
There are only a few documents necessary to make all this happen.
<CLICK> SOP
<CLICK> Training Manual
<CLICK> Safety Management System (sometimes incorporated into the SOP as an appendix)
<CLICK> Optional Part 135 Comparison Document (discussed later)
For a part 91/Government operation, these documents should be short, concise and easily modified.

10. Standard Operating Procedures 标准运营程序
Operational Control Statement 运营控制说明
Facility-specific guidance 厂房专用性指导
Weather minimums/guidance 最低气象条件/指导
Minimum flight altitudes 最小飞行高度
Weight and Balance and Performance Planning Process 载重与平衡和性能计划流程
Aircraft model-specific limitations/guidance/restrictions 机型的具体极限/指导/限制
SOP goal is to draw to boundaries and provide specific guidance.
<CLICK> Operational control statement. Who has control of the operation and dispatch authority?
<CLICK> “Home base” issues. Subjects like aircraft parking, ground handling and refueling
<CLICK> Ceilings, visibility, wind and gusts, flight near hazardous weather conditions. What is permitted and, importantly, how it is determined?
<CLICK> Helicopter crews will fly low (and maybe lower and lower) unless given specific limitations. Flight risks increase dramatically as altitude decreases. And this is controllable through an enforced SOP.
<CLICK> Awareness of aircraft performance and limitations is another major risk factor and the process should be visible and transparent
<CLICK> Imposing limits more conservative than aircraft manufacturers can save money, and decrease risk. For example, cruise power just 10% below the manufacturer limitation can result in significantly reduced component wear, less fuel burned and reduced risk of exceedance inspections.
<CLICK> The SOP is NOT a “How to” document and therefore should be short and concise

11. Training Manual 培训手册 Crewmember qualification requirements: 机组人员资质要求
Certifications/Credentials 证书/凭证
Experience (hours and # of training iterations) 经验 （小时数和重复培训次数）
Recurrent training events and intervals 复训记录和间隔
Procedure for documenting qualification and training 记录资质和培训的流程
<CLICK> Training manual lists credentials and Experience to hold certain crew positions
<CLICK> What is required to maintain crewmember status
<CLICK> Defines procedure for documentation. Critically important
The training manual’s main purpose is to prevent erosion of personnel proficiency and qualification standards. Without this document, the demands of the mission can result in short cuts such as allowing a pilot to fly as Captain prior to reaching a specific training level.
<CLICK> But it is not a how-to manual and therefore should be short and concise.

12. Safety Management System 安全管理系统
Just Culture Statement 公正文化陈述
Flight Risk Assessment Process 飞行风险评估程序
Hazard Communication System 危险沟通系统
Incident Reporting System 事故报告系统
Flight Operations Quality Assurance System 飞行运营质量确保系统
<CLICK> The Just Culture Statement is management’s commitment to a non-punitive culture of self-reporting mistakes and errors. It is vitally important, especially in a newly formed operation. Mistakes and errors will be made and the people need to talk openly and learn from one another.
<CLICK> Description of the flight risk assessment process: What is Green, yellow and red… archiving practice
<CLICK> How hazards are reported and notification is made
<CLICK> How incidents are reported and follow-up procedure. Must be aligned with the Just Culture Statement
<CLICK> How management reviews flight operations for quality and compliance. This process should be written and transparent to crews.
The Safety Management System(SMS) document is not the SMS. It is simply a short document that describes the system.

13. Part 135 Comparison Document 135部对比文件
Address each section of Part 135 涉及135部每一部分
Provides basic assurance of core practices 提供核心操作的基本确保
Provides path forward for future Part 135 operations 提供通往未来135部运营的路径
Illuminates differences and possible deficiency 说明不同和可能的不足
Lastly, I recommend that every part 91/Government operator conducts a self-audit using Part 135 as a guideline
<CLICK> Address each section of Part 135 in writing… how do you provide equivalent level of safety?
<CLICK> This process provides assurance of core practices
<CLICK> Provides a helpful first step for future Part 135 operations
<CLICK> Illuminates deficiency of the Part 91 manuals and process

14. Part IV: Best Practices 佳实践
The last section of my presentation provides a few bullet points on recommended best practices for a Part 91/Governmental operation:
<CLICK>

15. Management Best Practices 管理层最佳实践
Director of Operations - experienced helicopter pilot 运营总监 – 有经验的直升机飞行员
Install flight recording devices (ex: APPAREO Vision 2000) 安装飞行记录装置 （例如： APPAREO Vision 2000）
“Land and Live” Policy Statement in SOP SOP里的“降落和生存”政策陈述
Ensure written rules = actual practice 确保书面规定=实际操作
Establish operational cloud-database 建立运营云数据库
<CLICK> The boss must have technical knowledge to lead effectively. If the boss is an occasional participant in the mission, it is even better
<CLICK> Especially in single pilot operations, flight recording devices help us learn from each other and help protect the rule-following pilot
<CLICK> Helicopters have the unique abliliy to land virtually anywhere. It is a last-ditch risk management strategy that must be supported when appropriate. <CLICK> Rules not obeyed or practices not followed corrupt the integrity of all the rules. Change the rules or correct the practice.
<CLICK> Done correctly, a good database will facilitate real-time, data-driven management as discussed. This frees up time managers and leaders to actively participate in flight operations.

16. Flight Operations Best Practices 飞行运营最佳实践
Require pre-start aircraft walk-around by all crewmembers 要求全部机组人员进行开车前绕机检查
Develop cockpit flows 建立驾驶舱流程
Eliminate paper in cockpit 取消驾驶舱纸张文件
Standardize weather assessment 标准化气象评估
Establish and enforce minimum en route altitudes 建立和加强最低航路高度
<CLICK> Pre-start walk around prevents accidents and mishaps. Crews see not only problems with the helicopter, but they become more aware of their surroundings. It is a transition time between the office and the helicopter
<CLICK> Cockpit flows checks based on manufacturers procedures should be developed be put into official practice
<CLICK> electronic devices can eliminate paper and provide many safety advantages
<CLICK> teach crews at each base standardized landmarks to determine ceilings and visibility visually. This reduces ambiguity and conflict
<CLICK> risk increases dramatically as altitude decreases

17. Training Recommendations 培训建议
Pilot training emphasis: 飞行员培训重点：
Instrument competency and proficiency
仪表能力和熟练程度
Essential emergency procedures 必要的应急程序
Crew resource management 机组资源管理
Aviation fundamentals training for all crew 针对所有机组人员的航空基础培训
Risk assessment training for all crew 针对所有机组人员的风险评估培训
<CLICK>Instrument competency and proficiency MUST be assured…
<CLICK>Essential emergency procedure training ensures a thorough understanding of systems
<CLICK>Training in crew resource management – standardizing innercrew behaviors as much as possible
<CLICK> Non-pilot Crew must learn from the beginning that they are flight crew first, responsible for safety
<CLICK> All crew must be trained and included on the risk assessment process to increase transparency and involvement. Some operators have one of the crew complete the risk assessment form on behalf of the pilot to enhance transparency

18. Government/Part 91 Advantages 政府/91部优点
Focus on capabilities and limitations – not regulation 聚焦能力和限制上 – 而非法规
Customized risk management process 客户化的风险管理流程
Expandable mission scope 可扩转的任务范围
Open communication 开放式交流
Training customized to meet mission and needs 满足任务和需求的客户化的培训
Cost savings 成本节约
An operation under Part 135 can incorporate everything that has been discussed today. However in Part 91, without the regulatory framework
<CLICK> we can focus on procedures that account for capabilities and limitation
<CLICK> and risk management
<CLICK> enabling a rapidly expandable mission scope
<CLICK> open up lines of communication and participation
<CLICK> allow for a quickly adaptable training program
<CLICK> and lastly can result in savings

19. Summary 总结
Part 91 plus commercial-level discipline and oversight can result in safe and efficient model of operation 91部加上商用级别的纪律和监管可以产生安全和有效的运营模式
Continuous and proactive quality assurance and safety management process is more effective than any regulation 持续的和积极的质量确保和安全管理流程比任何法规都有效
In summary:
<CLICK> Discipline can be developed internally
<CLICK> Safety is not a regulatory function

20. Paul Schaaf in Reykavik, Iceland, July 2018
1972 Bell Jet Ranger w/30,000+ hours
I would like to conclude with this photograph with my 3 children on top of a mountain in Iceland reached with the help of a 46 year old helicopter.
Over the past decade the airline industry has achieved amazing levels of safety. For certain, the helicopter operating environment is more hazardous than for an airline, but like an airline, our risk factors are nearly 100% controllable.
Our helicopters, engines, avionics and flight control systems now have airline-level reliability and capability. Combined with our efforts to carefully built and thoughtful system of operations, whether Part 135 or Part 91, I believe it is possible to achieve airline-level safety.
Thank you for allowing me to be a part of this event today.