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 in late 2016 involving a CJP member who crashed his Citation CJ4 into Lake Erie late at night served as a wake-up call. So in the interest of sharing, here’s some insight into progress on the safety front at CJP.
First is the inaugural CJP Gold
Standard Safety Award, which is much like the
new MMOPA Master Aviator award. It has been in
place for a year, and it has just bowled me over with the rate of member participation. Our goal is to encourage continuous training, including enrichment training
in a variety of knowledge and skill areas. The annual criteria are 100 hours turbine time, a 61.58 simulator check, a second 61.58 or six hours dual in-airplane, and additional training like upset recovery, attendance at the convention training seminars, or several other options of the member’s choosing. This year I’m proud to say we will be recognizing over 40 of our members with achieving the Gold Standard, a fantastic result for the first year!
There has also been significant progress with the
CJP Safety Foundation. Training seminars were established at each of the Citation avionics manufacturer’s facilities this past year (Garmin and Rockwell Collins) with huge turnout. The Foundation also sponsored altitude chamber training at Embry Riddle, and upset training at Flight Research in Mojave, involving training in both an aerobatic jet trainer as well as in the member’s own Citation. The incentive to attend was credit to the Gold Standard Safety Award.
The work of the Safety Foundation is bringing more ways CJP can invest in its members, with opportunities to enhance flying skills and the overall Citation experience. The Foundation also produced a series of cool videos on safety entitled “What Good Looks Like.” These showed
a contrast between a poor and a professional example
of things like preflights, pre-takeoff briefings, approach briefings and autopilot management.
Another major CJP initiative this year has been development of CJP Standard Operating Practices.
The CJP Safety Committee noted, “It’s not our job to tell you how to fly your airplane. It’s our job to give you some things to think about when you do.” I really like that philosophy. In fact, the P in SOP’s refers to “practices” (not
“procedures”). Procedures imply things you must do, while practices represent the best techniques, we can recommend to you in operating your aircraft.
And this is exactly the approach currently underway at MMOPA, led by Joe Casey, to establish Operating Practices for the PA46 community. The important point in OP’s is
to recognize that the safest approach to accomplishing a flight task is one that leverages consistency. If you adopt practices that enable consistency, you’ll have far more
bandwidth to handle the unexpected. On the other hand, if you are inconsistent, doing
a flight task differently each time, you’ll
always be struggling to keep up. The first edition of the CJP SOPs
will be published and distributed at their convention later this month. The document is
concise, divided into a generic section that is relevant to all Citations, and a model-specific section, which distinguishes between Pro Line 21, Garmin G1000 and Garmin G3000 operating practices. We will present the content of the SOPs during the CJP convention as part of their Safety Standdown. We’ll use a Jeopardy Game format and cover the meat of what’s in the SOPs so everyone is familiar with them at the conclusion of the convention. This will be a LIVING DOCUMENT, and we’ll plan to share with MMOPA the lessons learned from its initial year in use.
As we head into next year, CJP’s Safety Committee looks to focus on a couple of additional initiatives. One that could be of interest to MMOPA is focused on improving single-pilot resource management. We are exploring ways that our automation tools can be exploited to benefit
both preflight decision-making and postflight critique. With tools like ForeFlight, we envision that a FRAT tool could be automatic, not requiring you to answer a bunch of questions. Think about it, if you use the app for your logbook, it knows your currency. When you file a flight plan it knows the weather and from the time of day it can pretty much estimate how long your duty day will be at landing. It can pretty much pop up a FRAT score as soon as you file...and give you some ways to improve a red or yellow condition to green.
Similarly, on the post-flight end of things, with a bit more input from aircraft parameters like pitot static data and power settings, it could determine how well you flew a particular flight. It could send you an automatic postflight message that points out whether your course maintenance on that ILS was within tolerances, or whether you achieved a stable approach. This would make every flight a training flight, even if you don’t have someone in the right seat to point out your errors, an App with that capability could.
So, there are some exciting things underway making safety programs work for us. Let’s all look forward to our first year in GA without a fatal accident, and let’s make it soon!
 Charlie Precourt is a former NASA chief astronaut, space shuttle commander and Air Force test pilot. He is vice present and general manager of Propulsion Systems Orbital ATK,•and also serves as chair of EAA’s and CJP’s
Safety Comm° flight hours.
ittees. He has accumulated more than 11,000
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