In this article Peter Allen from the SAFA links the space shuttle disasters to your personal flying limits. How could these two things be related?

I draw upon two other online articles . You may want to read these articles first : –

http://www.flightsafetyaustralia.com/2017/05/safety-in-mind-normalisation-of-deviance/
https://www.willswing.com/why-cant-we-get-a-handle-on-this-safety-thing/

Deviations can cause accidents

In General Aviation (GA), aircraft take off from a controlled environment (airport) , follow a flight plan to navigate airspace and then land in another controlled environment (airport 2), each phase of flight is executed by the pilot using documented standard procedures.

Procedures such as how to climb, turn, and descend in an aircraft involve a procedure that is followed by the pilot. The procedures ensure the aircraft is in the correct configuration for that phase of flight and minimises risk of an unforeseen event.

Analysis of GA accidents have found that a proportion of accidents occur when the pilot(s) deviate from defined procedures. In order to solve a problem the pilot(s) deviate from defined procedures. If the problem re-occurs, they use the same solution they had improvised before.

This is an example of Normalization of Deviance.

In SAFA flying, quite often we take off (launch) from an uncontrolled environment (e.g. launch site with hazards), fly with no set flight plan, and land in an uncontrolled environment (the LZ).

If SAFA flying doesn’t have controlled environments, set flight sequences, and a planned flight, does the concept of Normalization of Deviance apply?

The answer is “Yes”, in many ways.

In the article on Normalization of Deviance in Flight Safety Australia (see article here), the following example is given:

Your phone bleeps while you’re driving and you can’t resist the temptation to look—after all it could be important! You check your messages and continue driving without incident. Given the frequency and banality of such occurrences, you might even start to tell yourself it’s perfectly safe to regularly perform the behaviour. The increased practice leads to familiarity and ‘habit’ such that the actions become a normal part of your driving routine.

The lack of bad outcomes can reinforce the ‘rightness’ of trusting past practices instead of objectively assessing the risk, resulting in a cultural drift in which circumstances classified as ‘not okay’ slowly come to be reclassified as ‘okay’.

Before using a (non-hands-free) phone while driving was banned, we probably all snuck a look at our phone while driving, and we probably knew it was a distraction, but we had done it before without incident; so why not?

Why can’t we get a handle on this safety thing?

Wills Wing has an article written in 1998 on its website – “Why can’t we get a handle on this safety thing?” (see article here) that explains what Normalization of Deviance looks like in a hang gliding context well before the term was coined by Diane Vaughan.

The author of the Wills Wing article says:

The overriding determinant of pilot safety in hang gliding is the quality of pilot decision making. Skill level, experience, quality of equipment; all those things are not determinants. What those things do is determine one’s upper limits. More skill gives you a higher limit, as does more experience or better equipment. But safety is not a function of how high your limits are, but rather of how well you stay within those limits. And that, is determined by one thing; the quality of the decisions you make. And how good do those decisions have to be? Simply put, they have to be just about perfect.

The Wills Wing article points out that if we base our evaluation of our decision making skills solely on successful outcomes, we fool ourselves into thinking our decisions are good ones.

In an example given, a pilot makes a decision to leave a thermal to fly to a goal, and decides that this action has a 1000’ foot safety buffer, but in performing the maneuver the pilot eats into his safety margin and arrives at his goal with only 400 feet. As there was no negative consequences, the pilot may be tempted to conclude the decision was a good one, instead of realizing the decision was actually bad.

A pilot who realizes the decision was bad can re-evaluate the criteria and personal limits the pilot has set for them self, and improve their judgement and decision making skills.

A pilot who doesn’t do this normalizes the error and thinks the decisions they are making are ok.

So what can we learn from NASA and the Wills Wing article?

The Flight Safety Australia article states that NASA made these key recommendations after the 2 space shuttle disasters: –

• Don’t use past success to redefine acceptable performance.
• Require systems to be proven safe to operate to an acceptable risk level rather than the opposite.
• Appoint people with opposing views or ask everyone to voice their opinion before discussion.
• Keep safety programs independent from those activities they evaluate.

CASA promote Risk Management Analysis in its safety management systems. For example, when the SAFA apply to make a rule change or get an exception of an existing rule, CASA require a Risk Management Analysis to be undertaken.

Example of Risk Management process

If we compare the NASA recommendations to the risk assessment model:

• Don’t use past success to redefine acceptable performance.

So what NASA are talking about here is assessing the risk. Normalization of deviancy impairs our ability to properly assess risk

• Require systems to be proven safe to operate to an acceptable risk level rather than the opposite.

Here, NASA are addressing risk control. In our flying, these are the personal limits you set for yourself.

• Appoint people with opposing views or ask everyone to voice their opinion before discussion.

We need to review the controls we have put in place to control risk. In our personal flying this is where we take a look at the personal limits we set ourselves. Are the limits correct?

• Keep safety programs independent from those activities they evaluate.

Finally we need to be able to identify risk. The Wills Wing article shows us that sometimes we can’t see the assumptions (the lies?) we tell ourselves. In Microlight flying we have the Biennial Flight Review, which should be much more than just a skills check, it’s an opportunity to review all aspects of our flying including the judgement decisions we make.

In PG/PPG/HG flying we have our peer group on the hill, our flying mates. If they are the right sort of flying mates, they will tell you when you are kidding yourself about the safety of some of the flight decisions you’ve made.

Safe flying.

We talk to passionate paragliding pilot and instructor Wally Arcidiacono about his life-long enthusiasm for the sport and his efforts to open a new flight school in Bright, Victoria amongst other things.

When did the passion for paragliding first take hold for you?
I’ve recently celebrated my 32^nd birthday but I started flying when I was 18. Since I was 22, I started to put a lot of time and energy into flying – I absolutely love it. I enjoy the challenge of it, the ever-changing nature of the sport and just the fact that the learning curve never finishes. It changes but it never finishes. It’s my livelihood – my life revolves around it.

The sport stimulates a range of emotions…
It’s an adrenaline rush and the racing aspect is more about the emotional dynamics of racing: sometimes you’re ahead and you’re feeling happy and other times you get stuck and you’re behind…the emotions with that and keeping yourself calm and moving on…I do like that part of it.

Tell us about your efforts in opening a new flight school in Bright. What was the motivation behind this?
I’ve been working as an instructor in Bright for 5 to 6 years and so it was just a realisation that the other CFIs won’t be doing it forever and I wanted to get my foot in the door, start getting my business going and put my own mark on things in terms of what I’d like to teach and how I’d like to teach it. It’s always been my intention to open a school and the timing now is good.

When does it open?
It’ll be open for business next season: September/October.

What skills do you feel are required to become an effective paragliding instructor?
Safety is paramount. Not only the safety in your instruction but the safety in your example and not taking a big risk in front of students. Just because you can do it doesn’t mean you should.  As a consequence, they might then think, ‘that’s normal – that’s the benchmark.’ So safety is a big part for me. Being a role model in a classroom is much the same except you’re working with independent people who are making their own decisions.

Also, I’m a very patient person and I understand that people learn at different speeds, so I’m more than happy to spend the time to get their skills up to an area as appose to expecting them to be at the same speed as everybody else. Your body doesn’t move as quickly as your mind thinks it should. So patience is one of the things that I pride myself on.

What advice would you give to beginners wanting to get into the sport?
I give this advice to everyone that I teach: saturate yourself with it, read the books and go flying as much as possible while it’s safe to do so…but go slow. Respect the learning curve in this game. It’s a slow learning curve and you can’t rush that. Take the lessons as they come and don’t be in a hurry to get good quickly because often, more times than not, it doesn’t work out that way.

Thanks for your time talking with us!

Taking place between 8^th -14^th April, 67 pilots competed at Dalby Big Air, which is recognised as the last cross-country competition of the season.

Retired cross country hang glider pilot and comp organiser Bruce Crerar, has been running the event at Darling Downs with his wife Annie Crerar, (who’s the Comp director) for the past decade. He says the hang gliding comp is all about offering a superb location, along with some positive vibes that come from being a AA comp (as appose to a AAA), along with great camaraderie amongst sports class pilots.

“It’s an ideal location with a lot of farming land and plenty of opportunities for good landings,” says Bruce, who is also the aerotow tug master, with over 4,000 tows to his credit, including 11 Nationals, a Worlds, a Pre-Worlds and 10 Dalby Big Air’s.

“I think overall Dalby’s atmosphere is always more relaxed and we concentrate on leading the event like that because we get a good number of sports class pilots and a lot of free flyers, which is great for promoting the sport.”

Bruce acknowledges that Dalby works in tandem with December-January’s Forbes Flatlands Hang Gliding Championships.

“We’re recognised as the last cross-country comp of the season before winter. Why does Dalby work? Well, I believe it’s down to the people in the country, the landing options that are available and it’s the unique overall everyday vibe.”

For more information about Dalby Big Air HG head to their website: www.dalbybigair.com

We asked two of our skilled pilots, including world record setting hang gliding champion Jonny Durand Jnr. and enthusiastic and experienced paraglider Sonya Fardell, about their preferred gliders, their proudest competition achievements and what they believe it takes to become an effective gliding instructor.

3 QUESTIONS WITH:
PARAGLIDING PILOT SONYA FARDELL

Enthusiastic paragliding pilot Sonya Fardell is the secretary of the Toowoomba/Killarney Paragliding and Hang-Gliding Club in Southern Queensland. She tells us how her favourite glider has evolved over the years, the most enjoyable competition she has participated in and the skills she believes are required to be an effective paragliding instructor.

WHAT’S YOUR FAVOURITE GLIDER AND WHY?

It’s very hard to say a favourite because as you change/progress as a pilot the characteristics which suit you in the glider change as well.

My first glider, when I finished my training course, was a Gin Bolero. At the time, I absolutely loved it because of its ease of handling and rock solid stability. If I was to fly it now I would probably feel it was too slow. I’ve had two Novas; the Ion 2 and then the Ion 4. I loved both of them. Both are very forgiving and fun wings to fly with reasonable ability.

My current glider is a Gin Explorer and again I’m absolutely in love with it! I think Gin has managed to get everything spot on for the high end EN/B market in this glider. It’s just sporty enough to get out there and stay in touch with some of the faster gliders but very stable, especially in rough air. It’s sensitive and responsive without being twitchy. Some pilots might prefer more feedback but it suits me perfectly.

I think choosing a glider is a matter of understanding what you want from it first. There are so many good gliders out there and more coming on the market all the time. You just have to find your perfect match.

WHAT’S YOUR MOST ENJOYABLE COMPETITION AND WHY?

The New Zealand Nationals in Manilla, 2015. It had great atmosphere, was well run (thanks Johnnie Hopper!) and I was part of breaking a world record when we achieved a valid task set at over 200km. I didn’t make goal that day, but I did do a Personal Best and got over 100km for the first time.

WHAT SKILLS DO YOU FEEL ARE REQUIRED TO BECOME AN EFFECTIVE PARAGLIDING INSTRUCTOR?

I’m certainly never going to be an instructor, but I feel that to be a good instructor you have to be a good communicator. You should be able to convey not only the theory and flying skills required but also a sense of responsibility in taking on this great sport of ours. The good instructors still have a love, excitement and wonder for the flying that instinctively comes across in their instruction. Every instructor will have their own methods and personality types but hopefully teaching safe and responsible behaviour is their number one priority.

3 QUESTIONS WITH:
HANG GLIDING CHAMPION JONNY DURAND JNR.

We asked, renowned number one pre-world cup winner Jonny Durand Jnr, who recently flew at the Forbes Flatlands Hang Gliding Championships, the same set of questions.

WHAT’S YOUR FAVOURITE GLIDER AND WHY?

My favourite glider to fly is the Moyes Gecko. It’s only an intermediate glider but it performs really well and flies like a hang glider should.

AND YOUR MOST ENJOYABLE COMPETITION AND WHY?

I have had many great comp wins over my lifetime of flying.
However, I would have to say my second place at the Worlds in France in 2009 and my recent win at the Pre-Worlds in Brasilia last year were my best results.

To read more about the 21st Hang Gliding World Championships in Sky Sailor, click here.

WHAT ARE THE SKILLS YOU FEEL ARE REQUIRED TO BECOME AN EFFECTIVE HANG GLIDING INSTRUCTOR?

To be a good instructor you need to obviously have sound flying skills, be patient and have lots of time on your hands. You also need to have a place that is ideal for teaching with access to plenty of people. Unfortunately, it seems that many instructors don’t get enough business to make a full-time job from it, so we are getting less and less instructors around Australia.

When Andrew Menzies awoke in a dark painful place back in 2009 he had no idea what was happening; someone told him he’d been in a car crash … then he passed out. When he woke again, it was the start of a long journey to recovery and the discovery of a passion for free flying that today is as much about being part of the tribe as the thrill of flying solo in the clouds.

“I was stuck in a wheelchair after some tourist forgot what side of the road we drive on, but when I found out that anyone, really, anyone, can fly like a bird I had to have a go.”

That discovery was in part thanks to a lawyer with a passion for paragliding who struck a deal with Andrew. She would take care of the legal side, all he had to do was recover and learn to fly. Easy right?

Fast forward a few years, over a hundred hours of physio, months in a wheelchair followed by a long stint on crutches, and Andrew is now a fully paid up member of the paragliding fraternity.

Living in northern NSW he’s been able to access the top flying sites in NSW and Queensland. He’s flown solo from Montecollum, Lennox Head, Possum Shoot, Rainbow Beach and Teewah as well as Manilla. It’s a far cry from his early tandem flights with Andrew Polidano at Poliglide and a measure of his thirst for adventure.

“When Andrew Polidano gave me control of his tandem paraglider I wanted to pull over and let him off so I could go fly, but I had to do the training and get my own gear, so I did.”

With much of the challenge of recovery and getting airborne behind him, Andrew’s love of flying has evolved. But being part of the community of pilots and sharing the joy flight brings to friends, like his mate Haz, keeps Andrew coming back to the hillsides.

“We were at Lennox and I didn’t feel like flying so I videoed him [Haz] because like most pilots he has hours of helmet cam and very little of him flying by, so this was my birthday present to him.”

Or like his mate Al, who’d never flown but turned up one day unexpectedly as he was heading off to a hill and Andrew set him up with his first tandem flight.

“That brightened his day, and his life. Empowered him, he loves that one day he just went flying because he could.”

But despite being an occasional bystander to someone else’s adventure there are still flying challenges Andrew wants to tackle.

“I’ve never got a kilometre high, or flown cross country. I’m not satisfied yet with my flying history. Almost, but not quite.”

And a local hill on a neighbour’s property caught his imagination when he was power paragliding nearby, prompting him to do a site assessment and approach the owner for permission to fly. It was granted after he handed over a bunch of photos of the place he’d taken 25 year earlier that gave the owner a rare pictorial history.

Like his long journey to recovery it’s a challenge he knows he will tackle one day because he can, and because he knows that when the world looks up at him it too will know briefly that anything is possible.

“When I’m floating around with my bright yellow and orange Arcus 6 people wave and toot car horns telling me I make the world slightly better, partly because they know I’m just some guy and if they wanted to they could do that too.”

“So do it. Just do it. Fly!”