Reminding 135 operators of the criticality of using SOPs during all phases of flight!
"There have been documented cases where accidents or incidents have resulted either directly from
or were related to a failure by the flight crew to follow SOPs, particularly during critical phases of flight. SOPs
are written, tested procedures that are applied uniformly and consistently within an organization and involve
all aspects of flight, both normal and non-normal. SOPs are widely recognized as a basic element of safe
aviation operations and are an area of special interest and concern within the FAA. SOPs may be individually
developed by the operator or by incorporating those procedures found in their aircraft operating handbooks
into their daily operations. Regardless of how an operator chooses to incorporate SOPs into their operations,
those SOPs should serve to provide a consistent, standardized mental model of each task that must be
performed by each crewmember during each phase of flight and during any reasonably anticipated emergency
situation. Once established and approved, the SOPs must be applied with consistency and uniformity
throughout the organization. In addition it is imperative that part 135 certificate holders and 91k operators
cultivate a culture of adherence to the SOPs. This applies to single-pilot operations as much as to multi-crewed
aircraft. It is important that each operator is aware of the criticality of developing and/or incorporating
effective SOPs specific to their operations and aircraft, and of keeping those SOPs current and updated where
applicable. Any changes to SOPs must be coordinated with, and accepted or approved by, the operator’s
principal operations inspector (POI)."
Final rule decision making will be made on two proposals that were submitted in October 2010.
The rules come after much study and insight into HEMS accident reports between 1988 and 2009. The proposals are to increase safety and decrease risk in specific flight situations (CFIT, LOC, IIMC, and Night).
The rules will be set sometime mid year, slated for July. Read more about the proposals and how they could affect your flight ops.
Here are some key findings gathered from interviews with 14 CFR Part 121,135, and 145 Certificate Holders regarding SAS. Through these discussions, insights were gathered from 13 Certificate Holders on SAS’s potential impact on the aviation industry as well as how and what they want to hear about SAS as implementation gets closer. Here is what the Certificate Holders interviewed had to say:
SAS's Perceived Impact - How might SAS impact 14 CFR Parts 121, 135, and 145 Certificate Holders?
They believe SAS could create a more tailored inspection that targets each Certificate Holder’s greatest areas of risk, thereby streamlining the auditing/inspection process and reducing the number of man-hours needed to prepare for an audit
The smaller 14 CFR Part 135 and 145 Certificate Holders expressed concern over SAS’s potential to create more reporting when they cannot afford to increase their staffing level or budget to account for it
Many Certificate Holders believe SAS should create a better platform for information-sharing between the Flight Standards District Office (FSDO)/Certificate Management Office (CMO) and Certificate Holder, and SAS could help the Certificate Holder and the FAA measure and interpret information through the same lens
SAS's Perceived Impact - How might SAS's automation improve the oversight process?
Many Certificate Holders said that they have migrated away from paper-based manuals and replaced them with the iPad; the digitizing of their manuals allows them to push manual updates electronically and could complement SAS’s data automation features
These Certificate Holders stressed the importance of information visibility; they believe that SAS’s automation features could create a more efficient inspection system that allows information to be more freely exchanged ahead of inspections
They believe SAS’s automation could lead to a more efficient manual inspection process that will allow them to answer manual-related questions in advance of their inspection as well as more easily and precisely search for FAA regulations and policies
These Certificate Holders, particularly the smaller operators, underscored the need for SAS to scope to the size of each Certificate Holder due to their already tight budgets and workforce demands
They would also like SAS to integrate with the safety and quality management tools that they currently use
SAS Communications - What do Certificate Holders need to know?
Most Certificate Holders said that SAS communications must address why SAS is being implemented, its anticipated impact on Certificate Holders and on the oversight process, and its potential benefits
Many Certificate Holders – particularly smaller ones – want to know what resources will be required of them when SAS is implemented
Some Certificate Holders would appreciate knowing how SAS compares with current oversight processes
SAS Communications - How and when should SAS messages be delivered?
Most Certificate Holders strongly prefer to get information about the SAS from their FSDO/CMO and Principal Inspector, rather than from FAA Headquarters; however, many Certificate Holders indicated that Web sites, electronic newsletters, all-hands meetings, emails, and aviation association communications are effective for reaching a broader Certificate Holder employee base
Many Certificate Holders suggested using joint forums and training sessions with FSDO/CMO and Certificate Holder representatives present, as this would allow both sides to learn about and understand the SAS together and address potential hurdles jointly
Certificate Holders we interviewed expressed a wide range of preferences on when they felt communications should begin: Most said 6-12 months prior; some said 12-18 months prior; and many said that communications with Certificate Holders should start now or as soon as possiblle.
Hello and Welcome to the EMS Pilot forum! My name is Adam Orgill I am the Aviation Administrator at NAAMTA. I earned a BS in Aviation Science from Utah Valley University while obtaining a Commercial Pilot Certificate. Currently I am perusing a degree Information Systems from UVU. My passions are Aviation and Technology, I am passionate about all things aviation and technology I am excited to be part of NAAMTA as we drive for procedural excellence in compliance. I will be using this forum to discuss topics relating to Pilots and their daily activates with the intent of creating a sense of compliance and safety in the industry.
I am commencing a series of posts on the topic of Advanced Crew Resource Management (ACRM), starting with an Introduction to ACRM and moving on to the development of an ACRM training program, and how to begin implementing ARCM training for flight crews.
I am hopeful that this forum may serve the purpose of collaborating with people from the vast industry of aviation, more specifically from the Emergency Medical Services world.
On March 22, 2011 a new Federal Aviation Regulation for part 135 operators will be in affect that will require that Crew Resource Management (CRM) training be a part of the operators Initital and Recurrent training for all crewmembers including Pilots and Flight Attendants. The regulation states:
"The final rule requires certificate holders to establish initial and recurrent CRM academic training programs for crewmembers within 2 years of the effective date of the rule. At a minimum, the CRM training programs must address the authority of the pilot in command, communication processes, building and maintaining a flight team, managing workload and time, maintaining situational awareness, recognizing and mitigating fatigue and stress, and mastering aeronautical decision-making skills based on the certificate holder’s operating environment"
Does an EMS pilot that has received medical training have a competitive advantage over those that haven't?
Do organizations want pilots that are dual trained?
What are the risks involved?
Can they do both jobs, or does there need to be separation between the two?
“…some companies prefer you not to have medical training, because your job is a pilot, not a paramedic, and they don't want you trying to perform medical tasks and fly at the same time”
“The only EMS pilot I know happens to also be a paramedic. His opinion is that his being a paramedic wasnota requirement but it separated him in a stack of resumes for the same EMS job. Basically, it will never hurt to be medically trained, even if you will never use it”
Terrain Awareness and Warning System (TAWS) works by using digital elevation data and airplane instrumental values to predict if a likely future position of the aircraft intersects with the ground. The flight crew is thus provided with "earlier aural and visual warning of impending terrain, forward looking capability, and continued operation in the landing configuration.” Statistics show that no aircraft fitted with a properly enabled second-generation EGPWS (TAWS) has ever suffered a CFIT accident. Especially in non-radar environments, TAWS gives pilots a better sense of Spatial Awareness making crew and passengers safer.
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