Bruce Webb 12/21/21 Bruce Webb 12/21/21

UNDERSTANDING HUMAN BEHAVIOR IS THE PATH TO SAFETY

Aviation designers continue to advance the capability, usability, and safety of modern helicopters. Airbus Helicopters’ latest innovation, Helionix is a revolutionary flight control display system. There are many aspects of the system which improve a pilot’s ability to excise 100% of the helicopters potential in a reliable and safe manner. However, presently I wish to focus on one aspect of the system. I believe that the Part Time Display Concept embedded within Helionix a is a giant leap forward in the safety of Airbus helicopters!

Humans are very poor at detecting change, especially if the change occurs gradually, or during a period when their minds are otherwise engaged. Many of us have fallen victim to this very human foible. Perhaps you have looked directly at an engine oil pressure gauge and failed to grasp its indication…or what it was displaying only a few minutes earlier? You looked, but did not see. Or possibly you have found yourself in a situation where you were distracted at the very moment you needed to accomplish an important task…like crossing the outer marker inbound on the ILS and failed to extend your landing gear because immediately prior to reaching for the gear handle you were contacted by Air Traffic Control and asked to reduce your speed for slower traffic ahead. Change Blindness (CB) and Inattentional Blindness (IB) are very real and persistent problems for all humans, but may have grave consequences for pilots. Pilots must be prepared to accomplish multiple tasks, sometimes in very quick succession. And while each task may not stand alone as vital, they may combine (through sequence or magnitude) and form a synergistic effect. Fortunately, the result(s) of these synergies are often relatively innocuous. However, sometimes they are fatal.

Until recently, helicopter cockpits have been bursting with switches, gauges, and annunciators. Each one designed to immediately capture, or continually maintain, the attention of the pilot. Unfortunately, the pilot simply cannot sustain such vigilance on so many competing items. Thus, we may miss something in plain view, or suffer a distraction at precisely the wrong moment which redirects our attention away from something important.

So how does the Part Time Display Concept help solve our predisposition to CB and IB? Simply put, this design concept allows the pilot to maintain his or her focus on the mission without sacrificing aircraft systems awareness or safety. In fact, the design improves both awareness and safety. During flight, Helionix continually monitors the aircraft systems and will immediately inform the pilot when/if any vehicle or engine parameter(s) are out of range, or trending out of range. The pilot need not monitor, or for that matter even see, parameters such as oil pressures or temperatures, torque, TOT, NG, etc. Should there be an issue with any parameter which is not displayed, Helionix will notify the pilot via an appropriate message within the message zone of the FND (Flight and Nav Display). The concept is not only brilliant…but it is effective! The mere fact that you have a message in an area where nothing is normally displayed captures your attention. We no longer must sort through a myriad of indications to determine the health of the helicopter. In fact, this concept is a natural progression of the FLI (First Limit Indicator) which allows the pilot to see his/her power in a glance.

As we seek to reduce accidents we must look beyond simple human factors. I believe that we have merely scratched the surface of our understanding of the human mind and how it interfaces with the outside world. Airbus engineers are improving the performance and safety of our helicopters by continuing to focus on the man within the machine.

Bruce Webb 12/16/21 Bruce Webb 12/16/21

WORDS MATTER

Mother Nature finally won. The pilot had fought his way deeper and deeper into worsening conditions. He was hopeful that if he could just ‘punch through’ this last bit of bad weather he would be fine. That last bit of weather has been the demise of far too many pilots. Fortunately for this pilot, before he managed to make a fatal error, he spotted a sufficiently open area to land the helicopter. The landing was quick, as the approach began from 300’ and 60 knots.

After securing the helicopter, but before making any further decisions, the pilot used his cell phone to call his superior and explain the situation. The ensuing conversation will be critical to how the pilot is likely to behave in the future.

The vast majority of aviation professions wish to do the right thing. We desire to be supportive and helpful. But often our words may have the opposite effect.

As the pilot describes the circumstances surrounding the precautionary landing, his superior listens intently. He too has found himself in similar situations but managed to make it through the weather and ultimately to his destination unscathed. So naturally, he imparts his wisdom and advice upon the pilot calling in from the field. If you listen, you can almost hear his words: ”did you try to…”, “what about flying over to such-and-such pass and then…”, “how come you did not…”, “did you think about…”. The platitudes go on and on. And if we are honest with ourselves, we have all likely offered and/or received similar advice.

The person offering the “advice” usually has the best intentions. Unfortunately, the information which he is providing will likely be received (perhaps unconsciously) by the pilot in another way. The message the pilot is actually receiving, is that he did not try hard enough, or that he lacks sufficient knowledge and/or experience. But now armed with this additional knowledge (“sage advice?”) he believes will be able to navigate such weather in the future and avoid unnecessary precautionary landings. He will not make such an embarrassing and unnecessary mistake again; next time he will try a little harder! Obviously, this is NOT the message we wish to communicate!

Be aware that you need not be someone’s superior to offer a similarly misguided message. Any person who respects you, will likely interpret your “helpful advice” in a like manner. So, we must all be careful in our communication.

So, how should the conversation have transpired? I believe it should have sounded something like this: Pilot: I found myself in worsening weather conditions and elected to make a precautionary landing. Boss: Thank you for making the safe decision! I know that it was tempting for you to try and continue. Now, what can I do for you? Will you need a hotel, ground transportation, security for the helicopter…what can I do to help you? Resist the desire to coach; the pilot and ship are safe on deck, be happy! You can discuss the details of the event later. The most important message to send is “good job for not pressing on”!

Please take care that the message you intend to send is the one which will be received, nothing more, or less!

Bruce Webb 12/16/21 Bruce Webb 12/16/21

Less Exciting!

Recently there has been a great deal of attention surrounding the need for helicopter pilots to accomplish a “hover check” prior to departure. The FAA Pilot/Controller Glossary defines a hover check as: “…when a helicopter/VTOL aircraft requires a stabilized hover to conduct a performance/power check prior to hover taxi, air taxi, or takeoff”. I absolutely agree that pilots should take a moment after bringing the ship into a hover to ensure that they have the necessary performance to accomplish their desired task. However, the “hover check” is NOT the time during which a helicopter pilot should determine their flight control authority!

All aircraft manufacturers have placed within their checklist(s) a method and time sequence for a flight control check. These checks are designed to ensure that the helicopter’s flight controls are unobstructed, have the necessary authority, and make the correct inputs to the rotor system(s). It is important that pilots follow these required checks.

However, the last opportunity for a pilot to detect an issue with the flight control system (prior to flight) is during the actual process of bringing the ship into a hover. As the helicopter becomes light on the landing gear, and surface friction lessens, the requirement for timely and correct flight control inputs becomes increasingly important. This is where we should make the final determination; and if we bring the ship slowly into a hover we will have that opportunity.

If the pilot is behaving in a professional manner…bringing the ship slowly into a hover, he/she will have an opportunity to detect a flight control issue before flight. Of course, if such a problem is discovered, the pilot need only put the collective back down. However, should the pilot “rip” the ship into a hover…he/she is eliminating this last opportunity to ensure the ship is safe for flight.

Flying a helicopter in a professional / safe manner is often less exciting (less impressive to some) than flying like “Magnum P.I.” But isn’t that the point? We should always seek less exciting; your passengers will appreciate the professionalism!

Bruce Webb 12/16/21 Bruce Webb 12/16/21

DOES EXPERIENCE = EXPERTISE?

An open discussion is a great method to foster learning. Let’s examine the following hypothesis: pilot experience does not equal expertise.

Our industry places a fair bit of emphasis upon flight time as a measure of pilot competency. Perhaps we could go so far as to say that some measure of experience equals expertise? And doesn’t using flight time as a hiring metric lend credibility to this assumption?

I would like to propose that an exceptionally talented “high time” pilot, was also an exceptionally talented “low time” pilot. And while I would not argue that experience will often improve a given person’s overall competency. I would suggest that “experience” will not convert a minimally capable pilot into a superior pilot?

Experience may lead to expertise, but only if precisely the same experience has been accomplished repeatedly, and the person receives immediate feedback. So, becoming an expert in manipulating the flight controls of a particular aircraft is certainly possible. However, becoming an expert in decision making is much more difficult; we seldom make decisions with precisely the same variables, and the feedback may not occur immediately.

As we evaluate pilots, perhaps we should shift our focus from their expertise in manipulating the flight controls, to their ability to make intelligent decisions in an ever-changing environment?

Food for thought...

An open discussion is a great method to foster learning. Let’s examine the following hypothesis: pilot experience does not equal expertise.

As we evaluate pilots, perhaps we should shift our focus from their expertise in manipulating the flight controls, to their ability to make intelligent decisions in an ever-changing environment?

Food for thought...

Bruce Webb 5/28/19 Bruce Webb 5/28/19

BIASED BLIND SPOT

As humans, we are all notoriously blind to our own imperfections. Additionally, we are normally completely blind to this blindness. We all have biases, unfortunately simply because we are aware of our potential for bias…does not eliminate our propensity to fall victim to these biases. This is not a new concept, but I believe worth revisiting.

We often believe that we are less susceptible to these biases than our peers. Perhaps a good example is that most of us would consider ourselves to be some degree above average in our individual professional vocations. Few of us (doctors, lawyers, mothers, fathers, plumbers, electricians, mechanics, pilots, etc.) would characterize ourselves as average. We would normally say that we are slightly above average. And almost no person would characterize themselves as below average. Yet, we are all aware that statistically some must be below average. The realization that we may be below average in some competency is difficult to accept. And perhaps as interesting, when asked to quantify the competency of our respective peers, we often will identify some of our peers as below average in some professional competency. And it is likely that some of our peers would rate us as below average as well!

There is an old adage to be careful pointing your finger at others, because as you do so, there are three fingers pointing back at you. We are naturally biased to believe that we are perhaps a bit more competent than may be reality. And we can all be wildly overconfident in the accuracy of our knowledge. None of us is immune! There is another maxim which I find to be often true in my life, “the more I understand, the less I know”.

I believe that continuous education is a reasonable method to bring our true competency in line with our perceived competency. Take the opportunity to attend courses, read professional journals, participate in online courses. Continuing education is critical to our continued success!

As we seek to improve aviation safety, let's begin buy looking within ourselves...to improve ourselves, as the foundation for that success.

Bruce A. Webb

Airbus Helicopters Director of Aviation Education

It all begins with an idea. Maybe you want to launch a business. Maybe you want to turn a hobby into something more. Or maybe you have a creative project to share with the world. Whatever it is, the way you tell your story online can make all the difference.

Don’t worry about sounding professional. Sound like you. There are over 1.5 billion websites out there, but your story is what’s going to separate this one from the rest. If you read the words back and don’t hear your own voice in your head, that’s a good sign you still have more work to do.

Be clear, be confident and don’t overthink it. The beauty of your story is that it’s going to continue to evolve and your site can evolve with it. Your goal should be to make it feel right for right now. Later will take care of itself. It always does.

Bruce Webb 5/28/19 Bruce Webb 5/28/19

UN A BLE

Who knew that one word, a simple three syllable word, could have such importance in aviation safety?

All pilots should be prepared and willing to say “unable”! It is not a sign of weakness, nor does it indicate a lack of skill. Instead, it is the mark of a professional aviator who is unwilling to accept an unsafe condition. While the use of the word is not limited to communication(s) with ATC, it is especially handy when operating to/from an airport which does not handle a high volume of helicopters. Air Traffic Controllers are not usually helicopter experts, and thus may not be familiar with the idiosyncrasies of helicopter operations. I have been cleared to takeoff, on an IFR flight plan into IMC conditions, from a taxiway. I have received landing instructions that would require me to make a steep descending turn into a downwind position for the landing. And I have been given takeoff clearances which would require me to depart low over other aircraft. I’m willing to bet that many other helicopter pilots have had similar experiences.

The response to ATC in these situations should be “unable”. But don’t use only that single word as your entire response…also offer an alternative plan/clearance that suites your need. By suggesting an acceptable alternative plan to ATC you will most often receive a simple response of “approved” or “proceed as requested”. You are the helicopter expert, do not be afraid to take control of the situation. In fact, as PIC it is your obligation to do so!

Clear and concise communication is imperative in aviation. When asked to do something that you know is contrary to safe operation, simply reply “unable”…followed by an acceptable alternative. Remember that being the Captain of the helicopter is more than a title, it is a responsibility!

Bruce A. Webb

Airbus Director of Aviation Education

Bruce Webb 5/28/19 Bruce Webb 5/28/19

SAFETY or PRIVILEGE?

Preferred seating is a wonderful perk for those of us who spend many hours in an airline seat. These seats have extra legroom and other small accoutrements which make the travel experience more tolerable. On at least one major carrier, free alcohol for those seated in these preferred seats is the latest benefit.

Typically, these preferred seats are located in the first several rows, just behind first class…and of course the emergency exit rows. That’s right, free alcohol for those seated in an emergency exit row. Is this reasonable?

I get it! We can all appreciate that airlines are competing for passengers, and they desire to encourage loyalty through such benefits. However, is free alcohol for those seated in an exit row a good idea?

There are several qualifications for a person to be seated in an exit row. At a minimum the person must (abbreviated from 14 CFR 121.585):

· Be 15 years of age or older

· Have the ability to perform the required functions without assistance

· Have the ability to read and understand the instructions related to emergency evacuation

· Have the ability to hear and understand crew commands

· Have sufficient visual capacity to perform applicable functions

· Have the ability to impart information orally

Sobriety is not mentioned anywhere. And of course there is an abundance of research to prove that any level of alcohol impairs a person. I would certainly prefer that the person(s) who are seated in these exit rows be as capable as possible…and this includes not being encumbered by the deleterious effects of alcohol. I believe that persons seated in the exit rows should not be given free alcohol…in fact, I believe that if we truly value safety, then persons seated in these rows should not be served any alcohol, free or otherwise!

There are several qualifications for a person to be seated in an exit row. At a minimum the person must (abbreviated from 14 CFR 121.585):

· Be 15 years of age or older

· Have the ability to perform the required functions without assistance

· Have the ability to read and understand the instructions related to emergency evacuation

· Have the ability to hear and understand crew commands

· Have sufficient visual capacity to perform applicable functions

· Have the ability to impart information orally

Bruce Webb 5/28/19 Bruce Webb 5/28/19

LEADERSHIP

The task of changing our industries safety culture is, in my opinion, one of the most important components to improving our safety record! And of course, this means that it will be difficult to accomplish. When we discuss “safety culture”, I often feel as though we are attempting to answer a grey question with a black and white answer. Unfortunately, I fear that such an approach is doomed to failure. We have years of experience with this approach…

I believe that leadership is the key to any culture, and safety culture is no different. Unfortunately, our society is rife with managers…but sorely lacking in leaders. Leadership and management often have opposing views about many issues, not just safety; because leadership is about people, while management is about money. And today, I believe that the vast majority of decisions are made from a management point of view.

Managers are often too concerned with short-term profitability, and the bottom line is often their sole metric. Leaders know that the cost of safety will be amortized over many years…and virtually no cost will outweigh the consequences (neither human nor economic) associated with an accident.

So perhaps safety is not tangible enough…it is certainly difficult to quantify. How do you measure the cost savings from an incident, or accident averted? Managers cannot assess a cost to something that did not occur. Even with that said, I DO NOT believe that managers intend to cast a blind eye towards safety. Their black and white answers are simply incongruent to the question. But leaders, leaders are much more adept in this world of grey. They lead using reasonableness and commonsense, compassion and mercy. The do not need a profit and loss statement, or a balance sheet to tell them the importance of safety, they see the value every day in the people who depend upon them to lead. True leaders know that the cost of an incident or accident is far greater than replacement cost of an aircraft. Leaders value people…not because they are a resource within their company…but simply because they are human beings.

Daniel Kahneman won the Nobel Prize in economics in 2002 for his studies of human behavior. He points out that as humans, we are often blind to the obvious, and blind to our blindness. A good example in his book “Thinking, Fast and Slow” describes an experiment regarding priming…specifically a priming phenomenon known as the ideomotor effect (the influencing of action by an idea). One group of students were asked to form sentences with words which we would normally associate with old age such as: Florida, Retirement, Wrinkle, Cadillac, and Medicare. Another group was asked to form sentences with words associated with youth such as: California, Surfing, Bikini, Ferrari, and Smartphone. He discovered that the students who worked with the “old age” words walked slower as they departed the experiment, than those who worked with the “youthful” words. Merely forming sentences with words which subconsciously “primed” them affected these persons physical behavior.

Another great example of the ideomotor effect was an experiment conducted in which a woman walks into a room with persons taking an exam. The first room she enters (with students taking an exam) was “money-primed”. There were images or items placed around the room with financial meaning, like monopoly money stacked on a desk, the financial page of the Wall Street Journal opened on a table, a photograph of different world currency on the wall…all relatively subtle and seemingly benign to an observer. The second room she enters (again with students taking an exam) was not primed in any way. The walls were beige and unadorned…nothing designed to prime the students. When the lady walked into each room she would purposely stumble and fall, causing the contents of her purse to spill out onto the floor. The students in the money-primed room were less apt to help her recover her belongings than the students in the unprimed room. Priming changed their physical action/response. And certainly none of the students in the money primed room were aware that their behavior was impacted by the simple suggestion of money.

You may be asking yourself, so what does this have to do with “Safety Culture”? I believe there is a direct corollary between the behavior of the test subjects in these experiments and ordinary flight crewmembers. We are all human, and thus subject to the same foibles. Pilots and mechanics…in fact most every person involved in flight operations today are money-primed. As much as possible we need to remove flight personnel from information or images which link their performance to money. Leaders need to ensure that the flight crewmembers consistently receive the message that safety is paramount. Words such as: revenue, direct operating cost, overtime, bottom line, cost, loss, etc. should be forbidden around the crew. Instead we should promote words / messages such as: please error on the side of safety, safe is better than sorry, tomorrow is another day, safety is NO accident, nothing is worth an accident, etc. Let’s prime with messages which encourage safety! And the good news for managers is that this effort has a very small cost.

We must understand human behavior and use this newfound knowledge for good purpose. Simply said, priming is real…let’s eliminate damaging messages and incorporate positive messages to improve our safety culture.

Bruce A. WEBB

Director of Aviation Education