September/October 2020

Data-Driven
Decision Making

Federal Aviation 7 Show Me 10 Driven 13 The Missing Link

Administration the Data! By Data
 ABOUT THIS ISSUE ...

U.S. Department
of Transportation
Federal Aviation
Administration

ISSN: 1057-9648
FAA Safety Briefing
September/October 2020
Volume 59/Number 5
The September/October 2020 issue of FAA Safety Briefing
focuses on the integral role of data in the aviation indus-
Elaine L. Chao Secretary of Transportation try. Feature articles and departments explore the many
Steve Dickson Administrator ways data is collected, analyzed, and shared to make
Ali Bahrami Associate Administrator for Aviation Safety better and more informed safety-related decisions. We’ll
Rick Domingo Executive Director, Flight Standards Service also look at some of the FAA’s collaborative processes and
Susan K. Parson Editor
tools that are helping to improve safety and efficiency in
Tom Hoffmann Managing Editor
the National Airspace System.
James Williams Associate Editor / Photo Editor
Jennifer Caron Copy Editor / Quality Assurance Lead
Paul Cianciolo Associate Editor / Social Media
Jamie Harvey Art Director

Published six times a year, FAA Safety Briefing, formerly

FAA Aviation News, promotes aviation safety by discussing current
technical, regulatory, and procedural aspects affecting the safe Contact Information
operation and maintenance of aircraft. Although based on current The magazine is available on the internet at:
FAA policy and rule interpretations, all material is advisory or www.faa.gov/news/safety_briefing
informational in nature and should not be construed to have
regulatory effect. Certain details of accidents described herein may Comments or questions should be directed to the staff by:
have been altered to protect the privacy of those involved. • Emailing: [email protected]
The FAA does not officially endorse any goods, services, materials, or • Writing: Editor, FAA Safety Briefing, Federal Aviation
products of manufacturers that may be referred to in an article. All Administration, AFS-850, 800 Independence Avenue, SW,
brands, product names, company names, trademarks, and service marks Washington, DC 20591
are the properties of their respective owners. All rights reserved. • Calling: (202) 267-1100
• Tweeting: @FAASafetyBrief
The Office of Management and Budget has approved the use
of public funds for printing FAA Safety Briefing.
Subscription Information
The Superintendent of Documents, U.S. Government
Publishing Office sells FAA Safety Briefing on subscription
and mails up to four renewal notices.

For New Orders:

Subscribe via the internet at
https://bookstore.gpo.gov/products/faa-safety-briefing,
telephone (202) 512-1800 or toll-free 1-866-512-1800,
or use the self-mailer form in the center of this magazine
and send to Superintendent of Documents, U.S. Government
Publishing Office, Washington, DC 20402-9371.

Subscription Problems/Change of Address:

Send your mailing label with your comments/request to
Superintendent of Documents, U.S. Government Publishing
Office, Contact Center, Washington, DC 20408-9375. You can
also call (202) 512-1800 or 1-866-512-1800 and ask for
Customer Service, or fax your information to (202) 512-2104.
 D E PA R T M E N T S

2 Jumpseat: an executive policy

perspective
The FAA Safety Policy Voice of Non-commercial General Aviation
3 ATIS: GA news and current events

6 Condition Inspection: a look at

specific medical conditions

22 Checklist: FAA resources and

safety reminders

23 Drone Debrief: drone safety

roundup

24 Nuts, Bolts, and Electrons: GA

maintenance issues

25 Angle of Attack: GA safety

strategies

26 Vertically Speaking: safety issues

for rotorcraft pilots

7
Show Me the Data! A Look at Data Sharing and Analysis in Aviation Safety
27 Flight Forum: letters from the
Safety Briefing mailbag

28 Postflight: an editor’s perspective

Inside back cover

FAA Faces: FAA employee profile

10 Safety Team Leverages Data to

Driven By Data How the FAA
13 The Missing Link Contributing
to the Future by Examining
Improve GA Safety Your Past

Big Data, Little Team How You Benefit from the FAA’s Surface Safety Metric
16
Rise to the Top A Look at Frequent Accident Issues for Balloonists
19

September/October 2020 1
 JUMPSEAT RICK DOMINGO, FLIGHT STANDARDS SERVICE EXECUTIVE DIRECTOR

TRANSFORMATION TO INFORMATION

We must continue leaning coordinates is data, but it’s not terri- set of lat/long coordinates isn’t very
into our role as a data-driven, bly useful by itself. In the context of helpful. While it does specify where
risk-based decision-making a chart or a moving map navigator, you are, you need a lot more data
oversight organization that though, the latitude and longitude in the form of lots more lat/long
prioritizes safety above all else. data becomes information. It denotes coordinates to pinpoint not only the
a specific point in space that might be destination, but also the path that
— Steve Dickson a named waypoint (hopefully with a will get you there. In the same vein,
FAA Administrator name that is easy to pronounce). a single set of data — or a small set
Using the latitude/longitude exam- of data — isn’t terribly conducive to
Data. It’s a (deceptively) simple ple lets me make a couple of import- driving solid information and sound
four-letter word. We can probably ant points about data and informa- decisions. That’s why several of the
all agree that it’s important; after all, tion, ideas that are threaded through articles in this issue emphasize and
the team chose data as the organizing the articles in this issue of FAA Safety re-emphasize the need for more data.
theme for this issue of FAA Safety Briefing magazine. First is the “gar- We all want to see the GA accident
Briefing magazine. It’s a word that we bage in, garbage out” idea. Even the and incident rates decrease, and
use all the time, not just in aviation, tiniest-appearing mistake in latitude/ data is key to figuring out where the
but in pretty much every aspect of longitude data can have huge adverse hazards are, and what mitigations
modern life. If I asked you to tell me consequences. I can recall at least two we can take to eliminate them. So
what it means, no doubt you could aviation accidents in which lat/long it’s great to see how the FAA Safety
quickly offer a reasonable definition. data errors played a role in the tragic Team (FAASTeam) is using the new
Like a lot of commonly used outcome. Incorrect data inevitably FAASTeam Data Analysis Tool, or
four-letter words, though, the word skews the information and decisions FATDAT, the subject of one of this
“data” has become something of that arise from it. The point is clear: issue’s features, to gather more data
an abstraction. We think we know in any technical field, but especially in and — important — to transform
what it is, but overuse has possibly one as complex as aviation, it’s critical that data into information we can all
muddied its meaning. For example, I to get — and use — correct data. use to improve safety. You’ll also see
suspect that many of us think “data” several other examples of how greater
and “information” are just two words More is Better (in both senses of the term) data is
for the same thing, and we use them Here’s the second important idea. leading to greater safety information.
interchangeably. Certainly the two If you want to take a trip, a single Read on for more!
terms are related, but they are still
quite different.

No Latitude for Error

According to one online resource, data
is raw material. For instance, data could
consist of a string of zeros and ones
in binary code. That’s not very helpful
to the average human being. When
processed, organized, and presented in
a given context, though, data becomes
information — ideally information that
human beings can actually understand
and use for some purpose.
Here’s another way to think about
it. A set of latitude and longitude

2 FAA Safety Briefing

GA NEWS AND CURRENT EVENTS ATIS

AVIATION NEWS ROUNDUP

New Runway Safety Animation heading before entering

The Runway Safety Pilot Simulator the runway. FAA-H-8083-9B
online at RunwaySafetySimulator.com • Before adding takeoff power,
has a new animation. “The Anatomy double check your alignment Aviation Instructo
of a Wrong Surface Event” is the with the magnetic compass and
Handbook r’s
second in a three-part series focusing heading bug/course needle to
on causal factors for wrong surface ensure you are on the correct
events, such as incorrect runway or runway before takeoff.
taxiway approaches, landings, or • You have the right to use all avail-
departures. It highlights the impor- able runway. If you don’t want to
tance of guarding against certain accept an intersection departure,
environmental factors that contribute say “UNABLE” and clearly com-
to wrong surface events and other municate your request(s).
runway incursions. • Check out Aeronautical Infor-
The FAA’s Runway Safety Team mation Manual (AIM) Chapter U.S. Departm
ent

urges pilots to use caution during

of Transpor
tation

4 (4-3-10) and Chapter 5 (5-2-5)

Federal Avia
Administratiotion
n

intersection takeoffs. Here are some for more information on inter-

helpful tips: New
section takeoffs. Instructor Handbook
• Align heading bugs or course Released
needles (if equipped) with runway GA Town Hall on YouTube The FAA’s Aviation Instructor's Hand-
In June, the FAA hosted a virtual Gen- book (FAA-H-8083-9) was updated
eral Aviation Town Hall that featured in 2020. Designed for ground instruc-
FAA Administrator Steve Dickson, tors, flight instructors, and aviation
FAA experts, and GA community/ maintenance instructors, it provides
industry leaders discussing the effects aviation instructors with up-to-date
of COVID-19 on operations, aircraft, information on learning and teaching,
airports, and infrastructure. You can and how to relate this information
watch it at youtu.be/zDBu-XeIlSk. to the task of teaching aeronautical

SAFETY ENHANCEMENT TOPICS Please visit bit.ly/GAFactSheets for more information on these and other topics.

SEPTEMBER OCTOBER
Preflight After Maintenance Pilots and Medications
What items should you focus Learn more about the
on and/or add to your preflight possible side effects of
inspection checklist after medications (prescribed or
maintenance? over-the-counter) and whether
they may be hazardous to
flight operations.

September/October 2020 3
 ATIS

knowledge and skills. Experienced personnel could mistake DEF for Fuel continue improving GA safety. The
aviation instructors will also find System Icing Inhibitor (FSII) and add library uses three different "perspec-
the updated information useful for it to the FSII storage tanks on mobile tives" to arrange the accidents and
improving their effectiveness in train- refuelers. DEF and FSII are both clear, illustrate the complex interrelation-
ing activities. Go to bit.ly/FAAbooks colorless liquids and if DEF is mis- ship of accident causes. Each accident
to download the new handbook. takenly added to a FSII storage tank, contains at least one high-level lesson
contamination can be very difficult, if related to a threat element, and at least
Check Your Fuel not impossible to detect. one lesson related to a theme element.
A couple of years ago, more than a For more information, download the See this issue’s Angle of Attack
dozen aircraft fuel systems were con- Safety Alert for Operators (SAFO) at department and go to
taminated when Diesel Exhaust Fluid bit.ly/SAFO18015. LessonsLearned.FAA.gov to learn more.
(DEF) was added instead of deicing
fluid. Fixed base operators (FBOs) Lessons Learned Library Now
and aircraft operators must be diligent Includes GA and Rotorcraft
in ensuring that staff are properly The FAA’s Accidents Lessons
trained, and that employees follow Learned Library has new
company policies and procedures to materials, and is now orga-
prevent DEF or other contamination. nized into three sections:
DEF is a urea and water-based small airplane, transport
fluid. Federal regulations require its airplane, and rotorcraft.
use in the emission reduction systems The purpose of expanding
of modern diesel engine vehicles. the library to include gen-
DEF is not a fuel additive, aviation eral aviation (GA) lessons
or otherwise. It is a clear liquid that learned is to capture infor-
is stored in a specialized tank on the mation related to selected
chassis of diesel engine vehicles and accidents that contain key
injected into engine exhaust to reduce safety information, including
noxious emissions. Flight line service resulting actions taken to

Meet Our Medium Blog Mode C V

eil
In May, the FAA launched a new blog on the Medium platform.
The blog — Cleared for Takeoff — includes voices, stories, and news
from the FAA, as well as all of the articles in this magazine. One
unique benefit with reading our free content through Medium
is the estimated read time indicator for each article. You can also
share, save, and comment on articles, and if you have an account,
you can highlight words or sentences to keep handy. Give it
a try by downloading the Medium app and searching for the
publication “Cleared for Takeoff,” or go to Medium.com/FAA on a DON’T FAIL THE VEIL!
current web browser.
You must be equipped with ADS-B Out to
fly inside the 30 NM radius Mode C veils
around major U.S. airports.*
FOR MORE INFO VISIT
faa.gov/go/equipadsb

*Please refer to 14 CFR 91.225(d) & (e) for specific exemptions and airspace limitations.

4 FAA Safety Briefing

FEDERAL AVIATION ADMINISTRATION
PRODUCTION

NOW PLAYING
 CONDITION INSPECTION LEO M. HATTRUP, M.D., FAA MEDICAL OFFICER

DATA-DRIVEN POLICY CHANGES

In the 1980s, many cardiac conditions data requires us

effectively ended careers of profes- to rethink allow-
sional pilots and grounded private able conditions.
pilots. Over time, the number of Such was the case
conditions eligible for special issuance for implantable
has grown. For many, we have also cardioverter-de-
been able to reduce the frequency of fibrillators (ICDs).
evaluations. For a period prior
For perspective: in 2010, the car- to 2011, the FAA
diac panels (a group of cardiologists allowed ICDs
and aerospace medical specialists because available
that convenes bimonthly at the Civil literature showed
Aerospace Medical Institute (CAMI)) an acceptable safety
reviewed, in aggregate, 380 applica- profile. Subsequent
tions for special issuance of different studies on ICDs
cardiac conditions. Of these, 93 or showed that while
24 percent were denied, while car- survival improved
diac panels in 2019 considered 466 with these devices,
applications and denied only 46 or 10 ICD patients still had a much higher not causative in any mishap. We
percent. We have been able to halve risk of sudden cardiac death and, fol- therefore determined that the AME
the denial rate over the past ten years. lowing a shock, incapacitation (loss of could safely issue a medical if the
This outcome reflects several FAA consciousness/confusion). This data airman met specific criteria (those we
actions over the past decade. In forced us to conclude that the overall used for special issuance). CACI has
January 2013, the Federal Air Sur- risk of death and incapacitation in been a huge success: after providing
geon (FAS) convened a roundtable ICD patients was not acceptable, and complete and acceptable information
of aerospace medicine experts plus we had to designate ICDs as disquali- to the AME, in 96 percent of cases
cardiologists and a cardiothoracic fying for all classes of medical certif- the airman can depart with medical
surgeon, all with expertise in aviation icates. certificate in hand.
medicine. They reviewed available On a brighter note, the FAA intro- Review of our certification poli-
literature and the FAA experience duced CACIs (Conditions an AME cies is an ongoing and continuous
with various cardiac conditions. Using Can Issue) in early 2013. This change effort; we are accelerating the pace
their recommendations, the FAS was came after CAMI physicians noticed of change. A number of conditions
able to ease restrictions for a num- that a number of special-issued are now under review and additional
ber of conditions. For example, the medical conditions were relatively CACI options are in development.
initial observation period for coro- benign, common, and routinely Future advances in medicine should
nary artery stenting went from six to approved. They identified eigh- allow even greater flexibility in certi-
three months, and the time between teen conditions for further review. fication decisions.
renewals of a special issuance for A search of FAA records revealed
most pacemakers doubled from six to that over 19 percent of all medical Leo M. Hattrup, M.D., received a bachelor’s degree
twelve months. Also, we now special applicants had at least one of these from Wichita State University, a master’s in public
issue most individuals with hyper- conditions. Ninety-two pilots with health from Harvard University, and a doctorate
from Vanderbilt University. He is retired from the
trophic cardiomyopathy; previously, at least one of these conditions were
U.S. Air Force in which he spent the majority of his
many were denied. in a fatal mishap. However, correla- career in aerospace medicine. He is board certified
Our goal is to find the path to tion with data from the National in aerospace and occupational medicine. He is
“yes,” but data does not always sup- Transportation Safety Board (NTSB) a certificated flight instructor and enjoys flying
port “yes.” In fact, sometimes new revealed that a CACI condition was airplanes, helicopters, and gliders.

6 FAA Safety Briefing

SHOW ME
THE DATA!
A Look at Data Sharing and
Analysis in Aviation Safety
By Jennifer Caron

W
hen you think about it, we use data every day. we need to understand what people are seeing, learn
Whether it’s studying the latest weather maps to from each other, and adapt.
decide if we’re going to fly, or reading product Truly integrated data and collaboration, more commonly
reviews to guide our online purchases, or navigating with known as data fusion, is playing an increasingly import-
GPS to find the best way to get from point A to point B, ant role in improving aviation safety. Data fusion delivers
data is a key factor that influences many of our routine insight and innovation from multiple data sources and
choices. In fact, data is critical to helping us make better, gives safety teams a better
more informed decisions about practically anything in our To improve opportunity to understand
day-to-day lives.
When it comes to aviation, data makes its way into the
safety we need the full context of events
when incidents and acci-
tools you rely on in the cockpit every time you fly. Avionics to understand dents occur. Using shared
manufacturers turn the raw data from navigational charts what people data, the safety teams work
and instrument approaches that the FAA produces into are seeing, together to identify risk,
a wide variety of electronic products that feed into flight spot trends and causal
management systems, iPads, and mobile devices and give learn from factors, and develop safety
pilots greater situational awareness. each other, strategies to mitigate risk
But data is not only beneficial when it’s individually and adapt. before they lead to serious
consumed. It is even more valuable when it is shared. events or loss of life. Best
Whether from person to person or throughout the practices and lessons
broader community, the more information or data you learned are continuously shared to evaluate progress and
share, the more decisions you influence, the more value identify areas to improve.
you provide, and the more people you can help. Data This issue of FAA Safety Briefing is dedicated to the
sharing means collaboration and communication with importance of data in the aviation community and the
the aviation community, and these are key factors that many ways that data is collected, analyzed, and shared to
help the general aviation (GA) community and the FAA make better, more informed decisions, with the ultimate
make important safety decisions to improve processes goal to improve safety and efficiency in the aviation
and prevent accidents and incidents. To improve safety industry. So let’s have a look at some of the ways the FAA

September/October 2020 7
 and industry partners are working together to develop Until recently, most GA pilots had no means of shar-
innovative approaches for analyzing data. ing FOQA or ASAP-like data to ASIAS because there
were no systems available to capture and store GA data.
There’s an App for That GA pilots primarily relied on the Aviation Safety Report-
These days, data sharing is fast, easy, and convenient. You ing System (ASRS) to report safety hazards. While ASRS
can even monitor your own personal data, thanks to move- continues to be an essential safety reporting mechanism,
ment-based wearables like a Garmin® or a Fitbit® to track we needed to find a way for GA data to be shared with
calories burned, monitor sleep habits, and see how many ASIAS. To meet this need, the FAA, academia, and indus-
steps you’ve taken during the day. Your data syncs seam- try created the National General Aviation Flight Infor-
lessly to data tracking apps so you can pinpoint areas for mation Database (NGAFID).
improvement to help you reach your fitness goals. The NGAFID allows GA pilots to analyze and share
Modern avionics have made the collection of flight their flight data in two ways. First, operators equipped with
data and flight performance analysis just as accessible. Air avionics capable of recording flight data, such as a Garmin
carriers are leveraging voluntary safety reporting programs, G-1000, can upload flight and engine data anonymously
such as the Flight Operational Quality Assurance (FOQA), into NGAFID. Devices that record flight data offer an easy,
to capture and analyze flight data to identify safety risks and free way for pilots to visually analyze flight perfor-
and trends without fear of reprisal. Lessons learned from mance for trends and changes over time to improve their
these programs are shared at industry-sponsored and flying. Second, pilots can share their data with NGAFID
FAA-facilitated events like InfoShare. The event brings from a smart phone/tablet using the General Aviation Air-
together safety professionals from across the aviation borne Recording Device, or GAARD™, mobile app. ASIAS
community in a protected environment to share safety developed the GAARD app with the MITRE Corporation
concerns, lessons learned, and best practices. Over the last to help GA pilots understand how they are flying and
few years, the GA, university, and broader flight training provide a way to collect
communities have developed successful InfoShare events. With the GAARD and upload de-iden-
ASIAS, the Aviation Safety Information Analysis and Shar- tified aircraft perfor-
ing system, is another safety initiative that brings de-identi- app, pilots can mance data directly into
fied data from voluntary programs, like FOQA, the Avi- share their data NGAFID, which also
ation Safety Action Program (ASAP), and the Air Traffic from a smart feeds the ASIAS data-
Safety Action Program (ATSAP), and fuses it together
phone or tablet. base. All data collected
from onboard avionics, a
to help form a complete picture of risks in the National
Airspace System (NAS). This data is leveraged by the Flight Data Monitoring
Commercial Aviation Safety Team (CAST) and the General (FDM) recorder, or the GAARD app is anonymous and
Aviation Joint Steering Committee (GAJSC) to monitor de-identified so pilots can share their data without any
risks in the system and to proactively mitigate those risks fear of reporting or reprisal. ASIAS leverages thousands of
before they lead to serious incidents and accidents. de-identified flights to help spot trends, such as excessive

8 FAA Safety Briefing

roll/pitch/speed, low fuel, unstabilized approaches, and that’s happening in the NAS — number of incidents with
flights that had a higher risk of inflight loss of control. no injuries, incidents with injuries, fatal accidents, and
These trends are evaluated by the GAJSC to help monitor aircraft or facilities damaged — and incorporates infor-
and address systemic risks. The point is to help identify mation from other data sources to improve safety. Read
safety risks and emerging threats unique to GA. “Big Data, Little Team” in this issue to learn more about
As more data is shared and analyzed, groups like the this exciting new development. SSM is just one part of the
GAJSC develop safety enhancements and raise aware- engine powering a multi-faceted tapestry of runway safety
ness in the community through targeted outreach efforts initiatives, such as the Runway Safety Pilot Simulator and
like the #FlySafe Campaign. FAASafety.gov and the the agency’s “From the Flight Deck” video series, designed
FAA Safety Team’s (FAASTeam) WINGS/AMT airmen to educate pilots and clearly identify hot spots and other
proficiency programs are great resources for pilots and safety-sensitive items.
mechanics to help improve their skills and knowledge.
More developments are on the way, including a complete Dedicated to Data at the FAA
redesign of FAASafety.gov with artificial intelligence capa- Safety is the FAA’s core value, and data is the foundation
bility that will use data to suggest customized training and for advancing the agency’s safety goals, both inside and
flight activities. outside the FAA. By focusing on data-driven solutions,
You’ll learn more about these and other GA data sharing collaboration between the FAA and aircraft owners, appli-
and analysis programs throughout this issue. cation developers, and manufacturers provides new and
better data that will improve the products you use in the
Surfing the Surface of Runway Data cockpit as well as the safety and efficiency in the NAS.
Let’s take a turn and taxi over to data collection, analysis, This fall, the FAA will launch Got Data 2.0. This effort
and strategies used to improve safety on our runways. The is a modernized Data.FAA.gov (DFG), slated to be the
FAA’s Runway Safety Group has created a new monitor- FAA's clearinghouse site for publicly available FAA data. In
ing tool for the surface environment called the Surface addition, a new developer portal will provide application
Safety Metric (SSM). What’s revolutionary about this new programming interfaces, or APIs, so developers can dis-
resource is that it quantifies risk by using all available cover open API specifications and obtain self-service access
data on runway excursions, incursions, and other surface to FAA data for their applications.
incidents to create a combined risk value. SSM measures Inside the FAA, the Chief Data Office (CDO) developed
against a comprehensive target reflecting everything a data platform to integrate and provide agency-wide access
to data. The cloud-based data platform unlocks, manages,
and shares the FAA’s massive internal data resources. Its
holistic approach makes the data visible and available to the
workforce for greater insight into safety data across all lines
of business. This will enable faster, data-fueled decision
making and increase opportunities for analytics innovation
across the agency. Employee participation in the Data Dex-
terity Program measures the broad spectrum of data needs
across the agency and will help implement advanced data
solutions and tools.
FAA employees and the public will soon be able to access
regulatory guidance documents through the new Dynamic
Regulatory System (DRS). This new system will replace
the Flight Standards Information Management System
(FSIMS), and the Regulatory Guidance Library (RGL),
to provide the most up to date data. DRS will consolidate
information and data from more than a dozen other repos-
itories into just one single resource for all users. Look for
DRS to launch at the end of this year.
If you like what you’ve heard so far, don’t stop now! Turn
the page or continue scrolling to learn more about data and
its increasingly important role in improving aviation safety.

Jennifer Caron is FAA Safety Briefing’s copy editor and quality assurance lead. She is a
certified technical writer-editor in aviation safety and flight standards.

September/October 2020 9
 Driven By Data
How the FAA Safety Team Leverages
Data to Improve GA Safety
By Tom Hoffmann
FAA photo by Bryan Dahlvang

A
s a reader of this magazine, you’ve no doubt partic- Safety Liaison Team Lead Charlie Hamilton was chosen
ipated in a few (hopefully many!) FAA Safety Team to spearhead these efforts. With Charlie in the left seat, a
(FAASTeam) hosted seminars or webinars over the crew comprising FAA operational research analysts (Wade
years. Or perhaps you’ve caught wind of a new procedure Weisenburger, Brad Billheimer, and Chad Porter), and a
or best practice to improve safety at your local airport. The small FPM beta test group (Jay Flowers, Lance Little, Dr.
FAASTeam Program Managers (FPMs) and Representatives Paul Foster, and Ryan Newman) was able to launch the new
throughout the country do their very best to relay engag- FAASTeam Data Analysis Tool, more affectionately known
ing, timely, and relevant information to their stakeholders, as the FATDAT, in just over a year.
whether it focuses on the type of flying you do in your local “We had been trying to get a data analysis program for
area, or is based on “big-picture” nationwide accident trends. the FPMs for many years,” says Charlie. Using different
To do this, FPMs endeavor to keep their fingers on the types of programs, FPMs in the past had to work inde-
pulse of GA activities by monitoring data on both a local pendently and spend hours manually crunching numbers
and national level. The goal is to enable a proactive focus for their regions. Since FPMs are not trained as data ana-
on problem areas. That’s easier said than done, especially lysts, these methods didn’t produce results consistent with
given the veritable firehose streams of data springing from the FAASTeam’s national work program.
various sources and directions. Realizing the need for
a more streamlined source of data to help FPMs better Every “Bit” Counts
inform the community and direct more effective accident Key to the success of FATDAT is its ability to easily consol-
mitigation strategies, the FAASTeam has developed a new idate critical safety data into one central repository. It pulls
tool to do just that — FATDAT. in data from three locations: the NTSB aviation accident
database, the FAA’s Accident and Incident Data System
FATDAT — What’s That? (AIDS), and pilot deviation (PD) data from the FAA’s Air
National FAASTeam Manager Valerie Palazzolo was among Traffic Quality Assurance (ATQA) database.
the first to recognize the need for a more efficient data Coordinating this data was no easy task since databases
analysis tool for FPMs, and so under her direction in 2018, don’t all speak the same language. In fact, the team is still
the team initiated production of a new tool. FAASTeam working to import data from another FAA Air Traffic

10 FAA Safety Briefing

The FATDAT allows users to display accident data in graph form. This view shows
NTSB accident data over the last 10 years. The filters on the right can be used to drill
down into more specific areas. The data is further broken down into Accident Causal Factors shown here.

source to better complement PD data. During devel- easier to develop a risk management strategy,” says Jay
opment, the FATDAT team also had to contend with Flowers, National FAASTeam Aviation Safety Inspector.
taxonomy variations within the data. Challenges notwith- As a former FPM, Jay recalls using the tool to develop a
standing, the tool has proven successful in harmonizing mitigation strategy that successfully helped reduce the
different data sets and giving FPMs a more robust look risk of PDs for students
at aviation activity in their areas of responsibility. Filters in the University of
Key to the North Dakota’s (UND)
within FATDAT provide even greater fidelity, allowing
FPMs to sort data by date, time, airport, phase of flight, success of the flight program. FATDAT
aircraft type, operating rules, and much more. This high- FATDAT is its helped flag a pattern
lights another main advantage of FATDAT — making it ability to easily of PDs that occurred
easier to work with the data. “No more having to build pie with two person crews,
charts,” remarks Charlie, “the tool does it for you.”
consolidate specifically when an
Houston-based FPM Lance Little can directly attest to critical safety instructor and a cer-
FATDAT’s ease of use and efficiency, especially its ability to data into tificated pilot were on
board. In probing UND’s
filter data by field office. “I used to ‘hand hack’ accident data one central curriculum, Jay discov-
for the entire state of Texas, then separate my data from the
other three field offices,” says Lance. That once labor inten- repository. ered that crew resource
sive practice now takes him only a fraction of the time. management (CRM)
courses were not empha-
Big Data, Meet FATDAT sized until the very end of their program. His advocacy to
Since FATDAT came online in June 2019, this widely- place CRM coursework at the beginning of their curricu-
embraced tool has enabled new ways of looking at lum ultimately led to a reduction in these specific PDs.
mitigation strategies. “FATDAT helps you look at safety Jay’s expertise with FATDAT, along with his skill at
issues on a large scale, and in a manner that makes it developing an instruction manual, led him to becoming

September/October 2020 11
 the current project lead. He adds that in addition to helping
find and fix risk areas, FATDAT helps FPMs keep local
Flight Standards District Office personnel abreast of safety
issues via quarterly briefings and an annual report. These
help drive local funding and resource allocation to better
focus on specific needs. In addition, the detail contained in
the annual reports is especially useful at the local Runway
Safety Action Team (RSAT) meetings (held annually at all
U.S. towered airports) to inform NAS users of any trends in
their local flying areas. Contact your local Runway Safety The FATDAT helps
Program Manager for more on RSAT meetings FPMs keep local
Flight Standards
(faa.gov/airports/runway_safety/regions).
District Office
personnel
May I Suggest a Side of Runway Safety with Your Webinar? abreast of safety
So what’s in it for you? FATDAT may seem like inside base- issues via quar-
terly briefings
ball, but it can have a direct impact on your safety. FPMs and an annual
and FAASTeam Reps now use this information to fine tune report (pictured
their focus on issues and solutions that directly matter to here).
you. It’s about providing the right information, to the right
single engine land, in the Colorado area, and data indi-
people, at the right time. But wait, it gets better!
cates an increased risk for controlled flight into terrain
Where the proverbial bias-ply high-tech rubber com-
(CFIT) accidents in that area, your MyWINGS page might
pound meets the road is what I’m about to tell you, so hold
automatically suggest a course or flight activity on moun-
on to your yokes. As I write, a team of experts is diligently
tain flying and/or night flying. The system may also alert
working to completely revamp the FAASTeam website,
you to a mechanical issue with your particular aircraft
FAASafety.gov. Along with efforts to improve user-friend-
make and model based on incoming data from SDRs.
liness and incorporate mobile phone platforms is a rather
With these enhancements, the sky’s the limit for devel-
innovative approach to better data integration. The aim
oping more robust and proactive GA accident mitigation
is to link up several different data sets well beyond what
strategies for both trainers and trainees.
FATDAT currently uses, including but not limited to the
FAA’s Safety Assurance System (SAS), the Airmen and
Delivering With Data
Aircraft Registries, the Service Difficulty Reporting System
(SDR), and the Aviation Safety Reporting System (ASRS, It remains to be seen how these updates to FAASafety.gov
aka NASA Forms). will impact FATDAT going forward. According to National
Using an advanced artificial intelligence (AI) system, FAASTeam Outreach Manager Brad Wood, “there is still
the enhanced site will be able to “learn” from all these data a lot of good value the tool can provide, particularly with
sources and identify what training airmen might need. This visual representations of safety data.” Jay and Brad have
behind-the-scenes trend teamed up to boost the reporting power of FAASafety.gov
analysis will also inform and will work towards a solution that best fits the needs of
FATDAT has the FPM and Reps, as well as individual airmen.
FPMs and FSDOs on
enabled new what type of training will As for the timeframe, the advanced analytics and AI
ways of looking benefit a particular area functionality of the site will likely take about a year to com-
plete. However, be on the lookout for a Phase I launch of
at mitigation or user group. For exam-
FAASafety.gov in late September 2020 that will debut some
ple, data sources may
strategies. indicate a rise in weath- key look and feel enhancements to improve user experience.
er-related accidents in “We’re excited about the potential for FATDAT and our
the Northwest area of the U.S. The AI system would then revamped FAASafety.gov website to really move the needle
be able to make specific weather training recommendations on GA safety,” says National FAASTeam Operations Lead
for pilots in that area, and prompt the FAASTeam to con- Kevin Clover. “Both tools will leverage vast amounts of
sider increasing or augmenting existing training to cover data more efficiently, and in a way that better aligns with
these weather-related causal factors. our risk-based strategies for education and outreach.” Stay
The information an airman receives from the enhanced tuned for more information in future issues!
site will be based on the user’s profile settings and prefer-
Tom Hoffmann is the managing editor of FAA Safety Briefing. He is a commercial
ences. If your account shows that you are a private pilot,
pilot and holds an A&P certificate.

12 FAA Safety Briefing

THE MISSING LINK
Contributing to the Future by Examining Your Past
By James Williams

T
he search for the missing link in human evolution was programs to collect flight data, to include Flight Data
one of the most well-known and yet least remembered Monitoring (FDM) or Flight Operations Quality Assurance
events of history. One hundred years later, the phrase (FOQA) programs that provide a conduit to this data.
conjures mental images of dry text books and dust covered
skeletons. What actually happened was a story of intense Making It a Million
competition, worldwide adventures, and even scandal (see Adding GA was the obvious next step, but it presented a
Piltdown Man). Researchers in the late 19th and early 20th number of challenges. One was the fact that GA, depend-
century were frantically searching for a transitional form ing on destinations operators may be flying to interna-
that would connect humans with our simian ancestors at a tionally, may not be subject to data collection require-
time when many people didn’t agree on such an idea. ments. Compounding that issue is the operating reality.
After a century of reflection, we now know that there The air carrier world has a limited number of participants
wasn’t a missing link, but several. In fact, the entire construct operating in a largely similar way. GA has a much larger
of a linear ladder of evolution turned out to be a misinter- number of participants who operate in a massively wider
pretation caused by a lack of fossil records. The more we set of circumstances.
uncovered, the more we learned. The task was enormous, but as the famous Chinese prov-
How we think about our safety in the air can work the erb says, the journey of 1,000 miles starts with a single step.
same way. When we only have a small amount of data, For the FAA, that step happened in 2015 with a project based
we can only see a limited number of solutions. That’s why in Phoenix, Ariz. Phoenix provided a robust and diverse test
the FAA and the general aviation (GA) community have bed for a GA ASIAS implementation. “We wanted to demon-
been working towards data sharing. As we’ve previously strate how ASIAS could help the community,” said Corey
reported, earlier efforts led to establishing the Aviation Stephens, an operational research analyst in the FAA’s Office
Safety Information Analysis and Sharing (ASIAS) sys- of Accident Investigation and Prevention.
tem. Using a massive quantity of voluntarily-reported This touches on another issue the FAA faced with
data together with other data sources, ASIAS created a attempting to incorporate GA into an FDM program;
warehouse for safety analysts to find problems and facil- what’s in it for me (WIIFM)? “We wanted to demonstrate
itate solutions. Initially, ASIAS focused on air carrier how ASIAS could help the community,” said Stephens.
data mostly because many air carriers have implemented So the FAA turned to flight training organizations like

September/October 2020 13
 the University of North Dakota, which had already estab-
lished FDM programs and staff who understood systems
like ASIAS and the benefits they could provide. Working
with these partners and the MITRE Corporation, the FAA
created a framework to allow collection of this data. The
strong desire to open FDM to the widest possible audience
led to the creation of the National General Aviation Flight
Information Database (NGAFID).
This GA-focused FDM effort has been very successful.
GA participation in ASIAS has grown since the effort began
in 2013. To date, 118 business operators have joined ASIAS,
primarily made up of business jets with traditional FDM An example of NGAFID data showing exceedances during a flight.
programs. The NGAFID allows those aircraft not equipped
to participate in those types of programs. Currently, 13
universities and flight training institutions make up the vast
majority of the data in the NGAFID. In a few short years,
this still expanding group has amassed more than 1,000,000
flight hours of recorded data. That’s a major milestone. As
discussed in previous issues, (most recently, “Welcome to the
Information Age,” Nov/Dec 2019, p. 18 at bit.ly/SBNov19)
data compounds into information, and the more data you
have, the better your information.
But there’s been a clear missing link from the NGAFID.
You, the typical GA pilot, haven’t really been a factor in the
NGAFID. Only about 200 non-business or university-related Here is an example of the new Turn to Final Analysis tool, an enhancement added with
individuals have contributed. So how do we fill that gap? NGAFID 2.0. It allows users to clearly see which turns indicate a high probability of a
loss of control situation over a select period of time.
WIIFM?
NGAFID 2.0 also offers some interesting options to
First and foremost, contributing to the NGAFID helps col-
“see” your flights. You can have them plotted on a street
laborative government and industry safety teams discover
map, a sectional, a satellite view, and even Google Earth.
risks and develop more effective safety interventions based
You can recreate flights using commercially available
on actual data. For the individual pilot, NGAFID allows
software that allows you to animate from multiple view-
you to track your own flight activity and analyze your own
points (e.g., in the cockpit, a chase view, etc.). This review
data. Part of the FAA/industry push to make FDM even
capacity can also be really helpful in detecting subtle
more valuable is NGAFID 2.0. Much of the upgrade work
trends that can be hard to spot as they happen. Approach
focused on behind-the-scenes fixes to make NGAFID work
or departure speed is an example. You might be increas-
better. You might not immediately notice, but they allow
ing your approach speed by just a knot or two per week
for a better overall user experience and the potential for
(or the converse on your departure), but after a few weeks
enhancements down the line.
this habit could lead to an unstable approach. NGAFID
What this means for you is that detailed analysis and
lets you look back to search for the root cause. These are
review of your flights is only a few clicks or taps away. In
powerful tools once available only to pilots and operators
fact, there are even automatic alerts to highlight poten-
of large and sophisticated fleets.
tial safety issues you may have encountered during your
flights. You can also customize the parameters to alert you The Ways In
if you have a specific aspect of your flight(s) you want to
“We look at the NGAFID as a hub, and entry methods as
monitor, in addition to those NGAFID researchers and
spokes,” explained Stephens. “We are always looking for
others in the GA community have identified. Depending
more and better ways to get data into the NGAFID.” Cur-
on your method of logging data, you can even use the
rently, the primary data source is modern avionics, like the
NGAFID to monitor for airworthiness and maintenance
Garmin G1000, which record a number of flight parame-
concerns. Yet another benefit is the ability to compare
ters. “Modern avionics allow us to collect all this data by
your data to that of other operators in your class or type.
simply using a memory card slot that’s already there,” said
Want to know how you stack up against other 172 driv-
Stephens. “Some of our larger fleet users even have wireless
ers? Here’s your chance.
options that automatically begin downloading data when

14 FAA Safety Briefing

the aircraft reaches the ramp.” He continued, “For folks “We’re also working on a method to import log files
with these systems, it’s easy to contribute, and they provide from popular electronic flight bag (EFB) programs,” Ste-
fairly high-quality data.” The downside? The cost of these phens said. “EFB programs represent a great opportunity
avionics suites is an obvious limiting factor. because they have a fairly large install base.” EFB programs
The next spoke is a combination of two things for are also often combined with AHRS and ADS-B systems
pilots who aren’t on the cutting edge of avionics. If you that allow for higher fidelity data while still being very
have a portable Attitude easy to export and channel into the NGAFID. “It should
and Heading Reference work pretty well in concept, but we need to make sure the
What this System (AHRS) in your process is bulletproof before we release it to the public,”
means for you aircraft, you may be able Stephens explained. “I’ve even been doing some test flights
is that detailed to connect it with the to help us move it forward.”
GA Airborne Recording So here we stand: we know what the missing link is.
analysis and Device (GAARD) app We have tools to help us find it. The last thing we need
review of your available on iOS and soon is your help. “We know pilots are skittish about sharing
flights is only on Android devices. This data with others,” Stephens said. “But that also happened
a few clicks or allows the ever-increasing when we were launching ASIAS with the airlines. That’s
number of pilots with why we make sure the data is de-identified before it’s
taps away. In an AHRS to contribute viewable.” He continued, “We also know that the first
fact, there are higher quality data than person to abuse this system is going to set aviation safety
even automatic would otherwise be pos- back a generation and that’s something no one in the GA
sible. As with any FDM community or the FAA wants.” Additionally, the NGAFID
alerts to high-
system, the better the is managed by members from the GA community and
light potential data you put in, the better associations. This is the same model that has proven suc-
safety issues insight you get out. cessful with the air carrier community for several years
you may have Another spoke is and the GA community since 2013.
the GAARD app itself. So are you ready to contribute? As the saying goes, the life
encountered By using your device’s you save may end up being your own.
during your onboard sensors, such as
flights. GPS, the GAARD app is FAA Editor Jim Tise contributed to this article.
able to provide some basic
data about your flight. It is James Williams is FAA Safety Briefing’s associate editor and photo editor. He is
low fidelity data in comparison to the previously mentioned also a pilot and ground instructor.
options, but it has a zero entry cost for those who already
own a smart phone or tablet. Even this data is enough to
conduct a rudimentary unstabilized approach analysis. The LEARN MORE
app is free and it works in any aircraft regardless of equip-
ment. That makes it great for renters who want the benefits National General Aviation Flight Information Database (NGAFID)
of FDM. It’s also an excellent way to test drive the system to ngafid.org
see if you like it. If not, just uninstall the app. No harm done.

PILOTS
GET YOUR GUARD UP WITH THE GAARD APP!

Use the FREE General Aviation Airborne

Recording Device (GAARD) app to collect and
analyze your flight data and improve safety for you
and your fellow airmen.

Data collected is anonymous and will contribute to a

national database for safety trend monitoring.

Go to ngafid.org or scan the QR code to get started GAARD App on iTunes Store
today! (Android/Google Play Store
version coming soon . . . )
 BIG DATA,
Little Team
How You Benefit from the FAA’s Surface Safety Metric

By Nick DeLotell

B
ig Data: “big data” — noun, extremely large data lels between the FAA’s 21st century ethos, and these 19th
sets that may be analyzed computationally to reveal and 20th century concepts. Are you surprised to know
patterns, trends, and associations, especially relating that data analysis and safety risk management pre-date
to human behavior and interactions. (Oxford Dictionary) manned flight? While the value of data and the concepts
It wasn’t long into his flying career when Wilbur Wright of safety risk management are not novel, today’s tools
was quoted as saying, “In flying I have learned that care- and technology make the FAA more and more effective at
lessness and overconfidence are usually far more dangerous managing risk through Big Data.
than deliberately accepted risks.”
Merely eleven years before Wilbur and his brother Big Data, Little Team
made their famous flight, Sir Arthur Conan Doyle released Right now, there is a small, passionate, and professional team
another of his Sherlock Holmes short stories, The Adven- of FAA experts dedicated to improving safety on the surface
ture of the Copper Beeches. In it, when he’s frustrated at the of our nation’s airports. To be clear on that, we’re talking
lack of evidence, Holmes is quoted as saying, “Data! Data! about all towered airports from Guam to the Virgin Islands
Data! I can’t make bricks without clay.” and everything in between. The team is small (20 people),
Here’s a final nugget for you; nearly 50 years before but is also diverse, with each person bringing their own
the Wright brothers packed up their flying machine and unique experience and perspectives as airline pilots, general
headed to Kitty Hawk, the 1854 Rulebook of the New York aviation pilots, air traffic controllers, and data scientists.
and Erie Railroad stated, “The road must be run safe first, They’re known as the FAA Runway Safety Group and they’ve
and fast afterward.” taken Big Data and safety risk management concepts to the
Can you imagine an aviation system that embraces the next level with their new Surface Safety Metric (SSM).
fundamental concepts of these centuries-old quotes? For The traditional runway incursion data analysis might
comparison, here are some key words and phrases from look purely at rates (e.g., 25 runway incursions per million
our core ethos at the FAA: flight operations) or statistics (e.g., most pilot deviations
“Safety Risk Management” are caused by general aviation (GA) pilots). While there’s
“Data-Driven Risk-Based Decision Making” certainly a benefit to knowing rates and statistics, the num-
“… safest, most efficient aerospace system in the world.” bers don’t always tell the full story. That’s where the SSM
It doesn’t take Sherlock Holmes to detect some paral- is different. The SSM goes beyond traditional data analysis

16 FAA Safety Briefing

by establishing certain values and algorithms within the
data. The SSM also looks broadly at more data sources than
ever before, such as National Transportation Safety Board
(NTSB) data and data from the Aviation System Informa-
tion Analysis and Sharing (ASIAS) system.
The results are impressive; the SSM has been able to
objectively quantify risk. We’re not just looking at rates and
statistics anymore. Now we’re able to see risk, measure it,
point at it, and fix it, even in instances where no incident
occurred or where, technically, no rules were broken. A key In this SSM sample chart, the red linear trend line indicates decreasing risk for GA
takeaway is that despite record air traffic volume (over 53 in the surface environment. A benefit of the SSM is that it easily identifies risk(s)
million flight operations in 2019) and a relatively steady rate that may not have been noticed before. Note the risk increase in May, despite the
of runway incursions, we are able to show that risk is contin- decrease in overall accidents/incidents. The FAA can zero in on what caused the risk
to increase, and we take action to prevent it from causing future accidents/incidents.
ually trending down on the surface of our nation’s airports.
Said another way, our airports are more and more safe.
So, how are we using the SSM? It’s really sensitive so How You Benefit
single, “high risk” events are easy to identify and target. Just like Sherlock Holmes, the Runway Safety Group col-
Events that involve injuries or fatalities on runways are lects the data, analyzes the data with the SSM, and finds the
examples. Alternatively, we can filter the SSM data to culprit. Once a culprit is identified, the group works col-
see trends. We look for things like individual “low risk” laboratively with aviation industry partners and other FAA
events but with a multitude of common factors that indi- offices to develop comprehensive plans either to remove
cate systemic risk across the country. A good example of hazards or to manage risks. That’s ultimately the benefit —
that is the identification of Wrong Surface Events (wrong a safer and smarter aviation system for you.
runway or taxiway approaches, landings, or departures) as We hope certain benefits speak for themselves. The FAA
a top risk to GA pilots. publishes products like the Runway Safety Pilot Simulator,
A key component to the SSM’s success has been the FAA From the Flight Deck Videos, and Airport Diagram Hot
Compliance Program. To find and fix problems, we (you Spots, to name just a few. You might see other results in the
and me) have to build an open and transparent exchange of form of Advisory Circulars, InFOs or SAFOs, or changes
information and data. If you inadvertently make a mistake, to the various FAA handbooks and Airman Certifica-
the FAA doesn’t want you to hide it because of a fear of being tion Standards (ACS). The FAA is also making enormous
punished. If there is a problem, whether human or mechan- investments in predictive technologies that provide better
ical, we all need to learn from it, and we all need to make alerts to Air Traffic Controllers, and huge airport infra-
the changes necessary to prevent it from happening again. structure improvements through the Runway Incursion
An open and transparent exchange of information requires Mitigation (RIM) program.
cooperation and trust. To achieve that, we all have to So what’s on the horizon? Wrong Surface Events are still
understand the difference between accountability (accepting occurring at rates higher than they should, particularly
responsibility and looking forward) and blame (focusing on within the GA community. Runway excursions by business
punishment for what’s already in the past). The Compliance jet operators are also a subject the Runway Safety Group
Program is a critical part of the SSM because it recognizes continues to evaluate. Wherever the SSM takes them and
the value of accountability, and it provides an whatever the solutions look like, rest assured that the Run-
avenue for exchange of information way Safety Group is a little team that shares a big interest in
and data. keeping you safe.

September/October 2020 17
 Cleared for Takeoff
The lessons and concepts from the 19th and 20th centuries
hold as true today as ever. You can apply them and contrib-
ute to the safest and most efficient aerospace system in the
world by remembering three simple things regardless of the
type of aircraft you’re strapping into:
1. Wilbur said it best. Don’t be careless or overconfident

Photo by Jon Ross.

just because you’re on the ground.
2. Safety is the top priority, and everything else comes
later. Treat the surface just like the sky; aviate by taxi-
ing slower, navigate by reference to an airport diagram,
and communicate with ATC when you need time,
clarification, or a little more assistance. LEARN MORE

3. We’re in this together. Let’s all be accountable for our

mistakes and not play the blame game. By improving From the Flight Deck
our reporting culture, we’ll keep reducing risk. faa.gov/go/FromTheFlightDeck

Blue skies and happy landings! Taxi safely, my friends. Runway Safety Pilot Simulator
RunwaySafetySimulator.com
Nick DeLotell is an aviation safety inspector in the FAA’s Flight Standards Service FAA RIM Program
in collaboration with the Runway Safety Group. He holds an airline transport faa.gov/airports/special_programs/rim
pilot certificate, flight and ground instructor certificates, and is a remote pilot.

Reducing Runway Incursions — A BTR News Story

When Cody McClelland first started working as the new Air Traffic came in my office to discuss ways they could have done better in
Manager at Baton Rouge Metro/Ryan Field Airport (BTR) in March of situations they were unsure about. I think in the end it’s about
2019, one of the first things brought to his attention was that BTR relationships and having a dialog with a very valuable resource:
ranked first in runway incursions in the FAA’s Southwest Region, the pilots. They provided insight on what they were thinking and
with 16 in that year alone. Cody quickly began thinking outside the expecting from ATC. A lot of times my controllers and supervisors
box to identify a way to break this pattern. Many of the issues were coached pilots on what ATC was expecting them to do. I think the
related to parallel runways 4L and 4R and their complex taxiway results speak for themselves — all the effort that controllers and
intersections. He decided to address the issue through a coaching pilots have put in have made BTR a safer place to fly.”
and mentoring philosophy with both the local controllers and pilots. We take this opportunity to thank Cody for his awareness and quick
Cody shared this actions to address the issue, and for helping to reduce runway
philosophy at a local incursions at BTR. To learn more about the issues Cody identified,
Experimental Aircraft check out this “From the Flight Deck” video on BTR at
Association (EAA) FAA.gov/airports/runway_safety/videos/BTR.
dinner and at FAA Safety
Team (FAASTeam) pilot Runway Incursions at BTR/Baton Rouge Metro/Ryan Field
meetings to help the Fiscal Year Runway Incursions Runway Incursion
pilot and air traffic Rate/100k Operations
community. “I wanted BTR to be an environment that encouraged
2019 16 28.3
learning before and after we make mistakes,” Cody stated. “The
controllers, after a bit, embraced the concept, and some even 2020 1 3.3

18 FAA Safety Briefing

RISE TO
THE TOP
A Look at Frequent Accident Issues for Balloonists

By Adam Magee

“
Expect the unexpected” has long been the gold
standard in preparedness. Flight instructors preach
planning as an effective accident prevention tool.
When analyzing the National Transportation Safety
Board (NTSB) database on hot air balloon accidents, one
theme becomes apparent: Hot air balloon accidents mostly
arise from deficiencies in accident mitigation efforts. So
it’s worth taking a fresh look at some of the preflight and
inflight actions that show up as contributing factors in
accidents. The goal is to offer a data-driven approach to
aeronautical decision making and accident prevention.

Overestimating but Underperforming

When I work with a new balloon pilot, I often see a cognitive
bias (officially called the Dunning-Kruger effect) in which
people with low ability at a task overestimate that ability.
Many fledgling balloonists are unable to recognize their lack
of ability. Without this self-awareness, they cannot objec-
tively evaluate their competence. After gaining certification, the “Slope of Enlightenment,” competence begins to form
the new pilot quickly builds confidence during the first 100 and eventually they reach the “Plateau of Sustainability.”
hours. While confidence is at an all-time high, they have in Some pilots have multiple peaks and valleys, or never
fact climbed only to the peak of what I call “Mount Igno- hit their plateau of sustainability. At every peak, the pilot
rance.” The new pilot then makes a series of mistakes and must battle hazardous attitudes of machismo, invulnera-
comes close to (if not all the way to) an accident or incident bility, anti-authority, and impulsivity. Resignation reigns in
until they’ve reached the “Valley of Despair.” Assuming they each valley. Bear in mind that the plateau of sustainability
continue flying, they now have the beginnings of apprecia- can be dangerous as complacency and the same hazardous
tion for how much they don’t know. As the pilot works up attitudes found at peaks can be present in plateaus.

September/October 2020 19
 Consider this number: around 54-percent of all hot air this mission. The FAA develops tools like the PAVE and
balloon accidents involve pilots who qualify for the highest IMSAFE checklists (and so much more) because they can
level of the Balloon Federation of America’s Pilot Achieve- help prevent accidents. The checklists keep pilots aware
ment Award Program. This points to complacency and of items that can have a negative impact on the flight. A
implies that the plateau of sustainability can be difficult, if natural first step in accident prevention is to simply use the
not impossible, to achieve. When analyzing the NTSB data- tools your tax dollars have helped create.
base of hot air balloon accidents, the outside forces acting
on the peaks and valleys, as well as a complacency factor, Another Tool You Can Use
become apparent. The accident narratives shed light on the Have you ever used a flight risk assessment tool (FRAT)?
hazardous attitudes in play. Going through PAVE and IMSAFE checklists in your head
For example, the high-hour balloon pilot who decides doesn’t take actual risk exposure into account. Our brains
to take off on a windy evening when other pilots decide tend to compartmentalize individual hazard and fail to
not to fly is exhibiting the macho hazardous attitude. The appreciate their cumulative effects. Even if it happens uncon-
accident narrative is full of an “I can do it!” attitude. In sciously, we may also allow personal desires to manipulate a
these instances, tell yourself that “taking chances is foolish” risk assessment so we can meet personal goals. The best way
in order to catch your behavior. Listen to corrective action to compensate for these inherent shortcomings is to take this
suggestions from crewmembers or other pilots. Difficult? task to paper. Putting everything on “paper” (even electronic
Yes, but it could prevent an accident. paper) allows us to establish risk limits in an atmosphere
To combat the hazardous attitudes found in the peaks free from the pressure of an impending flight. It also offers
and valleys, take yourself through an “unawareness check- a perspective on the entire risk picture. Most importantly, it
list” before each flight. To teach this concept, I start by sets the stage for managing risk through proactive mitigation
explaining the mission of the FAA: to have the safest aero- strategies that are documented.
space system in the world. The entire airman certification Designs can vary, but FRATs generally ask a series of
process, FAA Safety Team (FAASTeam), this magazine, questions that help identify and quantify risk for a flight.
and everything else the FAA does are all aimed at fulfilling The FAASTeam’s current FRAT tool (an automated spread-
sheet available at go.usa.gov/xkhJK) follows the PAVE

20 FAA Safety Briefing

checklist, covering questions on the Pilot, Aircraft, enVi-
ronment, and External pressures. For example, it may ask
how much rest you’ve had, how much time you’ve had in
the aircraft, and what the weather conditions are for your
destination. Based on the answers you supply, a total risk
score is calculated. If the score calculated is green — go fly!
If it’s yellow — try to mitigate some of the higher scoring
items. If it’s red — no-go!
Personal minimums refer to an individual pilot’s set
of procedures, rules, criteria, and guidelines for deciding
whether and under what conditions to operate (or continue
operating) in the National Airspace System. Personal min-
imums should be set so as to provide a solid safety buffer
between the pilot skills and aircraft capability required for
the specific flight you want to make, and the pilot skills and
aircraft capability available to you through training, experi-
ence, currency, proficiency and, in the case of the balloon,
performance characteristics. Create your own personal
minimums checklist and stick to it! For more, check out my
other articles at https://adobe.ly/2Rk529J and
https://adobe.ly/32pHHZV.

Back to Basics
If you’re a certificated balloon pilot, it’s probably been
a while since you’ve read through the Lighter-than-Air
balloon private pilot Practical Test Standards (PTS) (Note:
Airman Certification Standards for LTA are in develop-
ment). But do you recall how it tests the applicants’ ability
points towards the impulsivity hazardous attitude. Pilots
to pick a launch spot based on suitable landing areas down-
want to “do something quickly” to avoid an accident, but
wind both in flight planning and launch site selection? The
hastily executed actions often make the situation worse.
ability for a balloon to land at a location other than an air-
Checklists are a great accident mitigation strategy; they
port is what makes balloons unique. It also makes balloon
help pilots combat impulsivity. When faced with a difficult
flight riskier. Contact with power lines is the number one
situation, your checklist provides an opportunity to think
fatal cause of balloon accidents.
and perform a double check. An often overlooked but very
Seventy-nine-percent of balloon accidents occur during
important checklist is for the passenger briefing. In many
the landing phase of flight. Further analysis reveals two
hot air balloon landing phase accidents, an inadequate
major themes: lack of proficiency and impulsivity.
passenger briefing has unnecessarily led to broken bones,
Pilot proficiency is important; many accidents involve
and in one case, a fatality.
pilots who are rusty or are flying an unfamiliar aircraft.
Sometimes the pilot is flying an aircraft new to them and
In Data We Trust
twice the size of the balloon they normally fly. We all know
14 CFR section 61.57 sets recent flight experience for car- To “expect the unexpected” in hot air balloon accidents
rying passengers, but does currency equate to proficiency? involves understanding the statistics behind accidents.
No! That’s where the WINGS Pilot Proficiency Program Such data helps guide the FAA’s development of accident
comes in. WINGS encourages pilots to obtain additional mitigation strategies and aeronautical decision making
knowledge and flying skill with an authorized instructor. resources. Whether your craft is lighter or heavier than air,
This additional instruction knocks the rust off for pilots make it a habit to know these resources and make them a
who have not recently flown much. Consider that with hot regular part of your flight planning.
air balloons, 48-percent of accidents involve pilots with 15
Adam Magee is a commercial hot air balloon pilot/flight instructor, designated
or fewer hours in the last 90 days.
pilot examiner, FAA Safety Team (FAASTeam) Representative, and was named
When faced with a difficult situation in flight (e.g., the 2019 District and Regional FAA CFI of the Year. He is co-founder/president of
changing weather conditions, missed landing spots, flying The Balloon Training Academy, a 501(c)(3) non-profit organization and industry
into congested areas, etc.) the accident narrative often member of the FAASTeam.

September/October 2020 21
 CHECKLIST SUSAN K. PARSON

#GOT DATA?

We've got the data; you've got

the fresh ideas.
Let's bring them together.
— FAA Data Innovation Center

The FAA website is a pretty big place.

As with many large cyber-places, I gen-
erally tend to stick to particular path-
ways and specific sites. That’s efficient
— even essential when I am in a hurry
to get information my bosses want —
but it also means there are many places
I haven’t seen. Moreover, I don’t even • Aeronautical Charting Meeting support for new products and offers
know what I don’t know until I some- (FAA.gov/air_traffic/flight_info/ APIs a crucial role in linking organi-
how surf into something interesting. aeronav/acf): This public forum zations and technologies.
So it was that, in the process of occurs twice yearly and is the Part of Got Data 2.0 is to modern-
developing content for this issue’s primary method of adding and ize the Data.FAA.gov (DFG) portal,
focus on data-driven decision making, modifying charting specifications. which will be the clearinghouse for
I surfed into a site that was new to me • IdeaScale publicly available FAA data. There
and possibly to you as well. It turns (FAAedai.Ideascale.com): Mod- will also be a new developer portal to
out that the FAA website includes erated by the FAA, IdeaScale is a provide APIs so developers can freely
a Data Innovation Center (faa.gov/ social collaboration forum that access open specifications and obtain
got_data). As the intro page notes, allows participants to prioritize self-service access to FAA data to use
the Data Innovation Center serves ideas and solicit feedback about in their applications. AFG will also
as “the” access portal for the agency’s innovative uses of FAA data. enable FAA data product publishers
aeronautical data and products. • StackExchange to create APIs and securely connect
As with most FAA website pages, (opendata.stackexchange.com): their data products to consumers and
you can subscribe to get update This one is a question-and-an- stakeholders.
notices — in this case, updates on swer site for developers and You’ll find the link under the
aeronautical data, digital downloads researchers. Please note that the “Learn More” header. Click away!
of chart and data products, and web FAA does not moderate the Stack Consider bookmarking or, better yet,
services for product and underlying Exchange forum. subscribing to this page to get all the
data APIs (application programming latest and greatest information on
interface). But wait — there’s more. More to Come FAA data availability.
Recognizing that FAA data is a criti-
Join the Party! cal product to safety and that devel-
Susan K. Parson ([email protected]) is editor
of FAA Safety Briefing and a Special Assistant in
Noting that “collaboration is key to opers have a role to play, the FAA the FAA’s Flight Standards Service. She is a general
innovation,” the website also offers will launch Got Data 2.0 this fall. aviation pilot and flight instructor.
ways that you can connect and work Given ever-evolving customer needs,
with other stakeholders to help organizations can no longer rely on
advance the aviation industry. You can small, dedicated innovation. Got LEARN MORE
join forums that let you share com- Data 2.0 will therefore connect data
ments, submit questions, and request and developers to enable the creation Connect and Collaborate
feedback on ideas. More could follow, of innovative solutions. The broader faa.gov/got_data/collaborate
but here are the three existing forums. ecosystem facilitates innovation and

22 FAA Safety Briefing

DANIELLE CORBETT DRONE DEBRIEF

DATA-BASED DECISION MAKING

Unmanned Aircraft Systems (UAS), • Kansas Department of Transpor- IPP. PSPs are an industry-focused part-
also known as drones, are a burgeon- tation (Topeka, Kansas) nership. Through a three-year agree-
ing industry. UAS operations are fast • Lee County Mosquito Control ment, the FAA works directly with
increasing in number, technical com- District (Ft. Myers, Florida) companies to research and develop
plexity, and sophistication. The FAA • Memphis-Shelby County Airport applications and operations that will
is working to incrementally integrate Authority (Memphis, Tennessee) support decisions and rulemaking.
UAS into the National Airspace System Companies go through a rigorous
• North Carolina Department of
(NAS) in a way that assures the safety of selection process and demonstrate
Transportation (Raleigh, North
people and property, both in the air and innovative concepts that will contrib-
Carolina)
on the ground. The FAA’s Unmanned ute to increasingly more complex UAS
Integration Office (AUS) has the task of • North Dakota Department of operations. These operations include:
coordinating those efforts. Transportation (Bismarck, North Operations Over People, Expanded
With the exponential growth of Dakota) Operations (beyond visual line of sight,
UAS technologies and applications • City of Reno (Reno, Nevada) swarms, and on-airport operations),
over the past few years, research has • University of Alaska-Fairbanks Small UAS Package Delivery Opera-
expanded to keep pace and bet- (Fairbanks, Alaska) tions, Large Carrier Cargo Operations,
ter enable the FAA to support full and Passenger Transport Operations.
The Lead Participants serve as the
integration. Applied research will PSP entrants provide data and
primary point of contact with the
inform the integration path, which is research that is applied to technical
FAA, and they partner with private
intended to enable increasingly more standards development. In return,
sector companies and organizations
complex UAS operations over time. they receive FAA guidance as well as
to carry out their operations. The IPP
In order to promote applied authorization for experimental oper-
tests and evaluates various models
research, the FAA established the ations. The data helps answer several
of involvement in development and
Integration Pilot Program (IPP), a questions about UAS Integration: What
enforcement of federal regulations for
government focused initiative, and the kind of aircraft are best suited for cer-
UAS operations. It informs develop-
Partnership for Safety Program (PSP), tain operations? What is the durability
ment of future federal guidelines and
an industry-focused initiative. and reliability of specific aircraft? What
regulatory decisions on UAS opera-
standards do we need for aircraft?
Integration Pilot Program tions nationwide.
What safety standards are necessary?
IPP operations focus on Detect and
Launched in 2017, the IPP offers a Data on new aspects of operation is
Avoid (DAA) technologies, Command
pathway for state, local, and tribal critical to the step-by-step approach to
and Control (C2) links, navigation,
governments to partner with private UAS integration. The agency contin-
weather, and human factors. Examples
sector entities (e.g., operators as well uously applies lessons from the IPP
of use include agriculture, commerce,
as manufacturers) to accelerate the and PSP to UAS decision making,
emergency management, human trans-
safe integration of UAS operations. In rulemaking, and standards develop-
portation, and other sectors. Part of the
May 2018, the Secretary of Transpor- ment. Program participants contribute
FAA’s role is to emphasize the need to
tation announced ten Lead Partici- to the FAA’s research needs and foster
balance the benefits of innovation with
pants for the IPP: a meaningful dialogue between local
the need to protect national security,
and national interests. While many
• Choctaw Nation of Oklahoma public safety, critical infrastructure
challenges remain, the flexibility and
(Durant, Oklahoma) and the NAS. The IPP will close out in
innovation that the IPP and PSP offer
• City of San Diego (San Diego, October 2020.
will play a major role in facilitating safe
California) and successful UAS integration.
Partnerships for Safety Program
• Virginia Tech — Center for Inno-
vative Technology (Herndon, Established in 2019, the PSP is the next
Danielle Corbett is an aviation safety inspector with
Virginia) integration step to transition from the
the FAA’s Office of Unmanned Aircraft Systems.

September/October 2020 23
 NUTS, BOLTS, AND ELECTRONS JENNIFER CARON

SEE SOMETHING? SAY SOMETHING

If you have ever shopped for a strongly encourages filing MDRs on need surveillance, immediate follow
product online, you know the power a voluntary basis. If a system com- up, or escalation to the FAA’s Monitor
of data in the form of user reviews ponent or part has malfunctioned, Safety/Analyze Data process, which
and star ratings that influence your report it. If there’s a flaw or an imper- quickly disseminates the safety info
decision to click and buy. Voluntary fection, report that too. “The MDR and determines whether corrective
feedback from past purchasers is tre- provides valuable safety information action is required by an AD,” Robino
mendously valuable in helping other and may be the first indication of a explains. The rest of the SDR team
buyers identify issues, spot trends, potential safety problem or a defect,” is focused on older records so users
and make better, more knowledgeable, says Gracie Robino, Business Program have a better ability to see a real-time
and much faster decisions. Manager in the FAA’s Flight Standards history of MDRs.
So too is the power behind aviation Service. “It can identify equipment The best is still to come. “In the
reporting systems like the FAA’s Ser- malfunction trends that can help future, we see the system supporting
vice Difficulty Report system (SDR). catch problems early. That allows a more robust and user-friendly for-
It relies on voluntary feedback from advisories, service bulletins, airwor- mat for data retrieval with enhanced
users like you, maintenance profes- thiness directives (ADs), and alerts search engine capabilities,” says
sionals on the front lines of the indus- to benefit from better information,” Robino. “Technology will allow the
try, to say something and let other Robino explains. upload of photos and images, and
people know when you see something A case in point: “Thanks to the users will receive email notification
that could potentially cause a safety multiple MDR reports from GA that their MDR and supporting
hazard. If you or other mechanics mechanics, we identified a compres- documentation was successfully
in your shop see either brand new sor brush as a frequently defective received,” she explains. Additionally,
issues or that same old problem with part, and we were seeing aircraft tail the importance of aviation mainte-
a propeller, an appliance, or any fires as a result,” says Christy Eck- nance alerts is recognized as a means
aircraft part for that matter, please erman, Continued Airworthiness of disseminating reports back into
say something — and not just to Specialist in the FAA’s Wichita Air- the maintenance community with
those in your shop. Share by report- worthiness Certification Office. “We discussion to potentially revamp the
ing it online. Using the SDR system, were able to issue an airworthiness program in the future.
create a Malfunction/Defect Report directive to address the problem.” Bottom line? If you see something,
(MDR). You’ll find it under the Public say something at av-info.faa.gov/sdrx.
Functions tab at av-info.faa.gov/sdrx. We’ve Heard Your Feedback We need your valuable input.
The MDR is confidential — you can Users have reported that the SDR sys-
remain anonymous if you choose — tem is not friendly, the format is out of Jennifer Caron is FAA Safety Briefing’s copy editor
and there’s absolutely no punishment date, and that reports are not reviewed and quality assurance lead. She is a certified
for reporting. On the contrary, you get or processed promptly. The good news technical writer-editor in aviation safety and
flight standards.
the satisfaction of knowing that your is that the SDR moderniza-
review and “buyer beware” experi- tion effort is underway. The
ence with a part or appliance will help infrastructure is being rebuilt
others make better, more informed and changes have already been
decisions about airworthiness. When made. “Thanks to an increase
it comes to safety, your input could in staffing and additional sup-
save someone’s life. port from data processing, we
no longer have a backlog,” says
We Read Your Reviews Robino. “The newest reports
Filing isn’t mandatory for part 91 are directly reviewed by two
operators, pilots, and mechanics who aviation safety inspectors. They
work their own shops, but the agency identify any safety hazards that

24 FAA Safety Briefing

TOM HOFFMANN ANGLE OF ATTACK

FAA LESSONS LEARNED LIBRARY WELCOMES GA/ROTORCRAFT

I admit, I’m kind of a

junkie when it comes to
aviation accident docu-
mentaries like the series
Air Disaster. The show’s
gripping accounts of real-
life accidents do an excel-
lent job of peeling back
the layers of what leads to
those fateful life-or-death
moments on the flight
deck. Combined with the
intense gravitas of the
findings. It also now adds modules on Once you select an individual
narrator, the surprisingly convincing
small airplanes and rotorcraft. module, you can really get your “Air
actor portrayals, and the eerily true-
“There are currently 82 modules in Disaster” geek on. There is an absolute
to-life animations that provide a first
the library, and we plan to add about trove of well-written information on
person perspective, it’s hard to not
five to six new ones in each category each accident. The accident overview
watch each episode through to the
per year,” says FAA Aviation Safety section provides a detailed time line
end even if I already know the fate of
Inspector Mike Wilson, who has also of events, as well as a review of any
the crew. These shows also provide
been the library’s operations lead and and all contributing factors, complete
an amazing amount of contextual
pilot subject matter expert for more with photos, animations, videos, and
detail and offer valuable lessons for
than 10 years. According to Mike, the resource links. You can also view key
all airmen, not just for the air carrier
goal of the redesign was to provide safety issues and assumptions, what
crews that are often profiled. The error
more comprehensive data and learn- relevant regulations were involved,
chains are just as applicable to the
ing material about each accident, as what safety initiatives resulted, and
general aviation (GA) realm.
well as emphasize the many important a summary of all lessons learned
Back in 2009, the FAA, under
lessons learned from the small air- from the accident. The site gives you
the leadership of Safety Manager
plane and helicopter communities. various ways of searching and sorting
Dan Cheney, took a page out of the
The site, now titled Lessons Learned modules — including by key word or
playbook that proved successful for
from Civil Aviation Accidents (les- category — allowing you to custom-
these shows and started the Avia-
sonslearned.faa.gov), encompasses ize a search by the type of aircraft or
tion Lessons Learned Library. The
three libraries: small airplane, trans- operation you fly.
idea was to profile several histori-
port airplane, and rotorcraft. Within Capping off the production cycle this
cally significant transport aviation
each, three different “perspectives” year, twelve new modules were added to
accidents, along with details of how
(aircraft lifecycle, accident threats, and the library this summer, including five
and why they occurred, in hope of
common themes) are used to arrange GA and five rotorcraft accidents. The
preventing repetition of past mistakes.
the accidents and illustrate the com- small, but dedicated team that keeps
The site was a resounding success; it
plex interrelationship of causes. Each this site running is extremely proud of
currently averages over one million
section allows you to drill down and their efforts and is committed to helping
hits a month and has become a go-to
explore specific accident cause areas, grow and evolve the Lessons Learned
resource and training aid for flight
whether it’s related to an aircraft’s Library for years to come.
schools, universities, airlines, and
design and manufacturing stage, a spe-
government entities across the globe.
cific type of operation or industry (e.g., Tom Hoffmann is the managing editor of FAA
To improve and expand its reach, the
instructional, aerial application), or a Safety Briefing. He is a commercial pilot and holds
site was recently transformed to pro- an A&P certificate.
common theme like human error.
vide better categorization of data and

September/October 2020 25
 VERTICALLY SPEAKING GENE TRAINOR

HISTORY LESSONS

We all know that a well-trained pilot Safe Decision Making.

is generally a safer pilot. A great way It is among 22 safety
to bolster that training is using a enhancements that the
newly available series of training sce- USHST released in 2017.
narios from the U.S. Helicopter Safety According to May-
Team (USHST) — a government-in- hew, pilots can learn
dustry safety advocacy team — based by being placed in a
on lessons learned from recent fatal simulated situation that
rotorcraft accidents. results in a fatal acci-
The USHST’s Recommended dent, and then learn
Practice (RP) document is geared for what steps they can
flight instructors, training departments, take to help ensure that
and operators as part of its national they land their helicop-
associated with operating in the low-
campaign to reduce the U.S. helicopter ters safely.
level environment, specifically at low
5-year average fatal accident rate to 0.55 The RP document offers guide-
airspeed, and choose an appropriate
per 100,000 flight hours by 2025. You lines to help instructors build each
altitude based on the specific mode
can find the RP here: bit.ly/USHSTrp. training scenario. For example, one
of flight; (d) successfully maneuver
The national fatal rotorcraft acci- scenario describes an accident where
the aircraft to avoid hazardous flight
dent rate rose in fiscal years 2018 and a pilot and his passenger were killed
profiles; and (e) successfully recognize
2019 but appears to be on a downward near Houston when their helicopter
and respond to conditions conducive
trend. New training techniques could crashed into terrain during a low-
to carburetor icing (if applicable).
help. The RP document identifies and level aerial photography trip. The
The USHST recognizes that training
describes 22 fatal helicopter accidents National Transportation Safety Board
continues to be one of the top opera-
that involve some lack of sound avia- determined the probable cause of
tional categories of helicopter accidents
tion decision making. The accidents this accident was the pilot’s inability
in the U.S. This recommended practice
are categorized as follows: loss of to maintain control of the helicopter
will allow pilots to learn from their
rotor revolutions per minute (RPM) after the engine lost power.
mistakes in a safe environment and
in autorotation, loss of tail rotor The recommended equipment and
will make them less likely to repeat the
effectiveness, spatial disorientation, materials for this training scenario
error during actual flight.
unintended flight into instrument include an applicable simulator or
meteorological conditions (IMC), low basic aircrew training device; an
Gene Trainor is a technical writer/communi-
altitude wire strike, and low altitude applicable pilot operating handbook/ cations specialist for the FAA Compliance &
engine failure. rotorcraft flight manual; applicable Airworthiness Division.
According to Nick Mayhew, general preflight information and/or tools;
manager of the L3Harris Arlington applicable flight risk assessment tools
Training Center and industry co-chair (FRATs) and/or checklists, and appli- LEARN MORE
of the U.S. Helicopter Safety Team, the cable regulations.
impetus for the program came from a The training completion stan-
For additional data-driven training,
review of more than 100 fatal acci- dards for this scenario would be that
consider attending the virtually hosted
dents, 23 of which the USHST believes the pilot under instruction will: (a)
2020 FAA International Rotorcraft Safety
could have been prevented through demonstrate proficiency in maintain- Conference (Oct. 27–29). The conference
scenario-based simulator training. ing main rotor RPM in a variety of will include presentations geared for pi-
The data was significant enough that flight profiles; (b) demonstrate under- lots, mechanics, and the entire helicopter
the USHST issued Helicopter-Safety standing of the conditions and risks community. Information and registration
Enhancement (H-SE) 123, Increased associated with blade stall; (c) suc- are available at www.faahelisafety.org.
Simulation/Education to Develop cessfully recognize and mitigate risks

26 FAA Safety Briefing

 FLIGHT FORUM

longer required to meet the preflight

action, “all available information”
requirement in the regulations. Safety
Briefing should clear up the lingering
confusion and conflicting advice.
— Bruce
Thanks, Bruce. The FAA is aware
of the inconsistency and is updating
publications and website disclaimers
and will release an Advisory Circular
next year. 14 CFR §91.103, at
bit.ly/PreflightAction, does not require a
pilot to obtain a human-assisted briefing
and does not state that Flight Service is
Check out our GA From Our Twitter Channels the only official flight planning resource.
Safety Facebook page at Using automated resources, pilots can
Maintain a Stabilized Approach conduct a regulatory compliant preflight
Facebook.com/groups/
GASafety. Nice document on stabilized briefing without contacting Flight Ser-
approaches. Glad to see the FAA talking vice. Pilots who prefer to contact Flight
If you’re not a member, we encour-
more about energy management! Service are still encouraged to conduct a
age you to join in on the discus- — John self-briefing prior to calling. Learn more
sions and post relevant GA content
Thanks, John, we appreciate your feed- at 1800wxbrief.com.
that makes the National Airspace
System safer. back. Maintaining a stabilized approach
Here’s some more feedback
is a great way to avoid loss of control
about NOTAMs from our
during the landing phase of flight. Read-
What Not to Say on the Radio new blog on Medium. Check
ers can check out the FlySafe fact sheet
You touched on the importance of it out at Medium.com/FAA.
at bit.ly/2NEUROF to learn more.
correct communication but barely It is encouraging to see the FAA rec-
scratched the surface. That’s not a Need Help with WINGS? ognize that NOTAMS do not really
criticism, it’s just that the topic requires support the “all available information”
Do you guys assist with the WINGS
frequent discussion. I have been in avi- clause in FARs. Condensing the vast
program? I got my private and com-
ation since 1958 as a CFIA-I and MEL number of arcane abbreviations would
pleted the basic part of the WINGS ...
and as a captain. The communications help, as we have moved from the days of
but I guess I never had my instructor do
problem is that ATC has phraseology to teletype. Access is not quite the problem
the three topic sections in order to move
be used in their FAA Order 7110.65 as that you describe, given the availabil-
on to advance. I’d like to know what I
amended. The Aeronautical Informa- ity of NOTAMs on vendors’ sites. The
can do for that section.
tion Manual (AIM), however, is not as organization of and failure to prioritize
— Rania
specific as it should be from the pilot’s NOTAM information remains a major
end. And therein lies the problem. Hi Rania — we have some WINGS deficiency for many GA pilots.
— Bob Pros available to help you out. Go to — Charles
FAASafety.gov/FAASTApp/directory and Let us hear from you! Send your com-
Thanks very much for the comment
type "WINGSPro" in the keyword search ments, suggestions, and questions to
and we appreciate your taking the time
to find someone near you. Also, check this [email protected]. You can also
to provide feedback on this safety-crit-
out for more details about WINGS credit reach us on Twitter @FAASafetyBrief or
ical subject. You are absolutely right
at bit.ly/WINGSPPP. on Facebook at facebook.com/FAA.
about “scratching the surface.” Since
it would be impossible to cover every- Getting to YES with NOTAMs We may edit letters for style and/or length.
thing in a single article or even a whole Due to our publishing schedule, responses
Your article [in the May/Jun 2020
issue, our goal is to offer both pertinent may not appear for several issues. While
issue] continues to advocate “always”
advice and pointers to all the addi- we do not print anonymous letters, we will
calling Flight Service to confirm
tional material. withhold names or send personal replies
NOTAMs and other information. But
upon request. If you have a concern with
FAA guidance and FSS plans have long
an immediate FAA operational issue,
noted the trend away from telephone
contact your local Flight Standards Office
briefings. In fact, several FAA sources
or air traffic facility.
note that telephone briefings are no

September/October 2020 27
 POSTFLIGHT SUSAN K. PARSON

OPPORTUNITY IN AMBIGUITY

Ambiguity is something it’s never a one-and-done decision. those “doesn’t look right” observations
that I really respond to. As more recent training practices and “doesn’t feel right” instincts.
I like the complexity of it. acknowledge, it’s really a continuous
process of putting new data (e.g., Actions
— Robert Redford Circling back to Mr. Redford’s affinity
updated weather) in the context of the
pilot-passenger-plane-plan elements for ambiguity, I suspect he might love
While actor Robert Redford might like and using that information to evaluate aviation. I also think we aviators have
ambiguity, it is generally not some- and manage the resulting risk(s). more in common with the impro-
thing that technically minded people Here’s another level of ambiguity visational stage than we realize. We
enjoy. On the contrary, those drawn and complexity. People in general might think we prefer to operate with
to aviation vocations or avocations and pilots in particular take pride in a carefully memorized script, using
strongly prefer the kind of “numbers being rational, and in making deci- that hard data to know exactly what’s
don’t lie!” certainty that one of the lead sions based on facts. But what about going to happen as we move through
characters in the “Hidden Figures” those “gut feelings” we all sometimes each flight phase “scene” toward the
movie asserted. We take pride in bas- experience? grand finale of planned destination.
ing our actions on data. The language One of my favorite books is But aviation is more like improvi-
of aviation is replete with the imagined Malcolm Gladwell’s Blink, which sational theatre: we are constantly
certainty of binary go/no-go decisions. explores the reasoned underpinnings challenged to adapt — to accept and
After being immersed in aviation of so-called snap judgments and gut incorporate new data into informa-
for over 25 years, I understand the feelings. The core idea is that human tion that influences the next move.
appeal. As a liberal arts major, though, beings take in a great deal more data Improvisational theatre works
the alleged certainty of data often than we can consciously, or “ratio- because it uses the scaffolding of its
makes me squirm. The zeros and ones nally,” process. Nevertheless, other “yes, and” prime directive to safely
of binary code may seem solid. We parts of the brain do note, process, manage the ambiguity and complexity
focus so heavily now on risk manage- and catalog data that might eventually of unscripted action. Risk management
ment because we recognize that peo- be served up in the form of eye-blink offers the same kind of scaffolding to
ple, policies, and realities more often conclusions, or in a gnawing sense aviators — enabling us to use it for
lie somewhere in the infinite number of unease. The book explains that we growth and discovery, while keeping
of fractions between zero and one. have to work to separate the signal safe for many encore performances.
You can’t even permanently pinpoint from the noise in such cases. But the
which fraction, because circumstances opportunity to manage the risk of this Susan K. Parson ([email protected]) is editor
shift continuously, whether minutely ambiguity starts with accepting that of FAA Safety Briefing and a Special Assistant in
or by magnitudes. the FAA’s Flight Standards Service. She is a general
“all available information” includes
aviation pilot and flight instructor.
Fractions
The classic aviation scenario of the go/
no-go decision illustrates the point.
You get weather data. It can be “good”
(VFR), “bad” (IFR), or somewhere in
between (MVFR). That’s one level of
ambiguity. The weather data becomes
information when you put it in the
context of a specific pilot, passen-
ger(s), plane, and plan. Each of these
elements has multiple facets, any of
which can change in a heartbeat. So,

28 FAA Safety Briefing

PAUL CIANCIOLO FAA FACES

CHARLIE HAMILTON and JAY FLOWERS

Aviation Safety Inspectors, FAA Safety Team

Good data is crucial to helping the the UH-1H and

FAA Safety Team (FAASTeam) lower UH-60 standardiza-
the aviation accident rate through tion instructor pilot.
training, outreach, and education. His interest shifted to
The FAASTeam’s Data Analysis Tool the FAA after earning
(FATDAT) plays a critical role in numerous airman
using data to promote safety to the certificates and as
highest standard. Behind that tool a check airman for
are two data-driven aviation safety Trans Alaska Helicop-
inspectors: Charlie Hamilton and ters. Prior to retiring
Jay Flowers. from the Guard in
In 1967, Charlie took his first flight 2005, he joined the
lesson for $5 in Bremerton, Washing- FAA at the Anchor-
ton. In college, he was instrumental age Flight Standards
in forming a sky-diving club. Eager to District Office (FSDO) Jay Flowers
start flying, he took on flying helicop- in 1997.
ters for the Army, which included a With more than With more than 10,000 flight hours
combat tour flying HueyCobra gun- 11,000 flight hours under his belt, logged, Jay moved up to headquarters
ships for the 101st Airborne Division Charlie is now the FAASTeam liaison where he is also the FAASTeam lead
in Vietnam. His decorations include to 18 FSDOs from Arizona to Puerto for a flight instructor analysis tool and
two Distinguished Flying Crosses for Rico. He is also the FATDAT founder working to upgrade FAASafety.gov
heroism in aerial flight, the Bronze and FAASTeam helicopter liaison to the using an integrated artificial intelli-
Star for meritorious service in a war government/industry-led United States gence (AI) program. The AI will review
zone, and 18 Air Medals for heroism. Helicopter Safety Team (USHST). accident and incident data to assist
Charlie then spent 35 years living Jay, the FATDAT lead, was born FAASTeam program managers with
and flying commercially in Alaska into an aviation family in Bismarck, localized risk assessments.
and for the Alaska Army National North Dakota. His parents were Data is reviewed across the FAAS-
Guard where he developed and then partial owners of a part 135 operation Team to see the big picture. In most
managed the aviation, ground, and called Executive Air Taxi Corp., at the cases, the issues or problems found
environmental safety programs and time a small company of 14 pilots who are the same locally as they are
flew Cessna, Piper, nationally. Information pushed out
and Beech aircraft. Jay does repeat, and that is because of
flew for the company what the data shows. Jay and Char-
for 21 years as their lie both explained that repetition in
check airman, chief training is what gives us the edge
pilot, and director of for better understanding and skill
operations. development. They add that it’s why
Jay also flew icing the WINGS program is designed to
research for the assist pilots in gaining proficiency, not
University of North currency. Together, Jay and Charlie
Dakota and air live by the motto: A proficient pilot
medical flights before makes the skies safer for us all.
joining the FAA at
the Springfield FSDO Paul Cianciolo is an associate editor and the social
media lead for FAA Safety Briefing. He is a U.S. Air
in 2006.
Force veteran, and an auxiliary airman with Civil
Charlie Hamilton
Air Patrol.
U.S. Department
of Transportation
Federal Aviation
Administration
800 Independence Ave., S.W.
Washington, D.C. 20591
FORWARDING SERVICE REQUESTED

Official Business
Penalty for Private Use $300

Look Who’s Reading

FAA Safety Briefing
Air Show and Race Pilot
Sean Tucker takes FAA Safety
Briefing for a “spin.”

faa.gov/news/safety_briefing @FAASafetyBrief