On Safety – Iteration 1

Safety Results from the Concurrence of Several Factors

Safety is the result of combining different factors in conscientious and active manner.

Whenever we talk of accidents, we talk of a “chain of events”. These are the result of different factors combining each other in an exact temporal sequence.

An accident is not ‘accidental’ –it could be casual or fortuitous, even, it could be unintentional or unplanned– is the result of the concurrence of different factors.

Hence, to prevent accidents to happen, it is also necessary to accomplish the combination of several factors.

These in the aviation world can be grouped as:

• Pilot/person: Aptitude, as fitness and/or ability and/or competence and qualification; Attitude, as disposition, mindset, posture.
• Aircraft: Condition, available fuel, capacities/performance.
• Environment: Weather, airport/airstrip conditions, time of the day, terrain, other aircraft/traffic.
• Procedures: intended mission, planning, preparedness.

As obvious it may seem, accident reports tell otherwise. But, why is that happening?

Safety doesn’t happen. Safety is made happen.

Whenever in search of safety:

Have to combine factors – In a consistent way or manner. It is following a procedure.

Consciously – Being aware of what the situation is, what could happen and what could be done.

It means to take deliberate actions to make safety happen. Whenever actions are not deliberately taken, there’s not safety, there's only the fortune wheel spinning.

Safety is the result of the conscious actions taken to break the chain of events that evolve into an accident.

When the Construction of an AB Aircraft Ends

THE CONSTRUCTION OF AN AMATEUR BUILT PLANE DOES NOT FINISH WITH THE RECEPTION OF THE PINK SLIP FROM THE DAR.

Normally the guys that put considerable deals of money, sacrifice, efforts, and even joys in the construction of an aircraft, consider the inspection and approval from the DAR -documented in the coveted "Pink Slip"- as the milestone that marks the completion of the construction process.

This is quite not true.

It is one of the most dangerous half lies/half truths. Here's why: "The construction stage ends when the plane is ready to accomplish its purpose, it is to fly".

That the plane is ready  means -more than a legal status- that it is apt, able, prepared, capable. And therefore,  to fly also implies that is safe and consistent to it design intent. 

So, when the construction ends ?

The construction of an Amateur Built Aircraft finishes after it is tested, all squaks are corrected and everything is properly documented in the Pilot Operating Handbook. It is then when we have a finished airworthy airplane!

The Airworthiness Certificate –the Pink Slip– is the way to state that aircraft you built is legally apt to be flown in order to test and establish its operating limits.

Sorry, despite the customary use of: “…is a plane! Received the Pink Slip”, indeed it is not. And as said before, it could be a dangerous half truth. Because it leads to think and act as if it is a reliable, dependable plane.

The real stuff is that it has to be tested, squaks or issues found and corrected. And finally, operating limits defined and established. Then you have a plane!

That’s why testing is so fundamental. It is last step of the construction.

A Plane (or Building It) is more than Stuff

AN AIRPLANE IS MORE THAN ITS MATERIAL COMPONENTS

To build an aircraft not only includes the material stuff as the airframe, engine or avionics, but also entails immaterial assets which provide sense and value to the plane and its pilot.

An airplane is composed of several different parts and components, that are grouped in categories such as Airframe (or structure),  Engine, Electrical, Avionics, Cockpit/Cabin.

But, for an airplane be an airplane, it is also necessary to have a different type of parts and components. These are not tangible, but they are as essential as the others.

Drawings, action plans, work and inspection procedures, software, operation procedures these are not material, although they need some sort of material support to be available, such as paper, screens, etc.

They are to provide a support, a guide for the material stuff be done properly, accurately.

By understanding this concept, we know that building an aircraft does not only take the effort of putting toghether the parts and components. The efforts in the non-material parts are also necessary to get the things done.  

NTSB:Safety Study on Experimental Amateur-Built Aircraft

AFTER YEARS OF 'POKING THE BEAR' (VANS IN THE RVATOR NO 4-2007) IT SEEMS THAT IT IS STARTING TO FEEL TRAPPED AND THAT IT HAD ENOUGH.

The accident statistics are telling stories and NTSB has acted. It began with a Safety Forum and the issue of 16 recommendations. Some can be contested, but the rest are to be (or shall be) adopted by the amateur built planes community.

Why should be that done? Again: the accident statistics are telling the story. The analisys of Amateur Built Planes accidents show that the actual practice is in the wrong direction.

The possibility of building and flying your own plane, is not to be taken for granted. It implies also obligations. These planes are operated in public spaces, using public resources for this operation. And finally, at any time there is an accident, the public is exposed.

It is in the best interest of the amateur built planes community -not only kit manufacturers- to begin an active work toward improving safety. Which neccesarily pass thru the erection or 'mise en place' of rules oriented to assure a safe construction, inspection, testing and operation of Amateur Built Aeroplanes.