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Brent Bergan

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About Brent Bergan

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    Fort Lauderdale, Fl

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  1. is that a good thing though? correct me if i'm wrong, the intent of the SMS is to identify potential problematic issues within an operation, address the issues and implement corrective actions to prevent future mishaps? I suppose with a small operator, 1 helicopter and a couple folks, maybe it doesn't make sense. Who has implemented an SMS program that has had a measure impact on their operation? As Chopterlol pointed out, yeah, it's attitude... and a lot of that is set from the top, the guys in charge making safety their priority. Thanks, Brent
  2. I'm currently researching SMSs and I wanted to reach out to operators who have a system up and running where the SMS has improved your operation, increased safety and your safety culture... or on the flip side, if you've attempted to implement an SMS and it's a paperwork exercise to meet the regulator's requirements or it's there to reduce your insurance costs. I'm working on an article for SMSs and would like to incorporate blog information into the article. Thanks to everyone who reads and posts information. If you would like to email me information, or would like to be interv
  3. Thanks for the info.... just read about a MD man charged with lasing an ENG helicopter. http://www.washingtonpost.com/wp-dyn/conte...9022503006.html
  4. A pilot from a local sheriff's office has been getting lasered recently and was wondering what other folks have done to find & prosecute these guys. I read one article online where New Zeland cops were getting lased, and they found the jerks who where doing it. After the incident, the Kiwis enacted a law where folks who do this can get up to 14 years in prison. The reason being, from what I’ve read, is that getting lased can be completely discombobulating. I’ve never experienced this problem, but, I wanted to know if you have, if you found the guy that did it and if that person went to
  5. Ok Copter Jim... I put the files in a Word Document and they are attached. If you don't have word, let me know and I'll see if I can put it in a PDF. Hopefully the file will be useful. Thanks, Brent CopterJim_Fatigue_Assessment.doc.doc
  6. Copter Jim, i'm sorry to say, but I ran your program through the computer, went to eat dinner, came back and now my computer's hard drive no longer wants to cooporate, and it's fried. From looking at the schedule, it's a no brainer the 24 hour schedule is better for fatigue... the only thing you didn't add in there was the amount of sleep after you 3am on the 12 hour shifts and on the 24 hr shifts how much sleep you get after 2300... For the 12 hour shift, i put in a 3 hour nap from 0300-0600 and that helped tremendously with fatigue, leaving it in the yellow seciton. But without
  7. The attached file is a graphic representation of a work schedule. It's really intuitive, quick and easy to plot. You can also take into account geographical postion, time of month, chaning time zones etc. It's pretty impressive. The location is important, as the program knows your location and will know when it's light and dark, which affects your human bio-rythms. The blue area is sleep, the red, work, and white area neither work or sleep. The next plots are the FAST plot of performance, from the work shedule. Not the drop in performance as the worker goes from day to ni
  8. After researching the fatigue article in the recent AMTC issue of Vertical 911, the folks who created the FAST program, or Fatigue Avoidance Scheduling Tool aggreed to allow me to use the system for Vertical's safety forum. If you like, post your duty schedule, I'll run it through the FAST program, and post the plot so you can view what the FAST program produces. It's a great program, easy to use, and really helps out in fatigue and duty rotation analysis. FAST is 90% accurate.
  9. Good info Swamp... I hear you on the swapping of night to day shifts, or flight schedule. Appreciate the reply. I'm also interested in the Police & Fire Rescue guys -- how do you run your shifts, especially shifting from night to days? And how do you handle the extended high operational periods like that of a Southern California Fire season or time period? I would like to take your schedules and run it through FAST (Fatigue avoidance scheduling tool) software to see where your performance is, based on this tool. It actually predicts people's performance based on fatigue to
  10. Great points.... without a doubt, the "apples to oranges" comparison, regarding commercial airliners. However, both fixed and rotary wing pilots have similar issues, and can run into similar problems. Swamp asked: "How much time is spent in the simulator doing uniquely rotary training?" Great point! Bell Helicopter is starting their P3 training program where they instruct in unit's speacialized training scenarios to assist pilots in the critical decision making process. Looking back at the CG's major mishaps, quite a few have come down to poor decision making and not realizing
  11. Don, thanks for the reply... As a non profit making organization, who picks up your operating costs, including insurance??? Safety is applicable in any organization, so is common sense. You are trying to compare apples and oranges. Number 2. They are not the same. I don't follow how they're "apple and oranges," as I left out the Navy/Marines/Army... the helicopters pick up people and deliver them somewhere... often the public use helicopters have a more challenging mission, sometimes not. For any NTSB accident that I've read through, they've neglected to find fault
  12. Unfortunately there seems to be news of a small or large accident emailed out from "vertical daily news" almost weekly, or at least 2 per month. If the airline industry had this many crashes/mishaps, no one would be flying. The NTSB put out reccomendations in 2006 regarding NVGs, TAWS, risk management, and call centers (probably a few more too)... but a lof of the time, as in the the most recent EMS crash, none of the reccommendations would have helped. I don't really see the issues that are out there in the civilian world, as I fly for the Coast Guard... we have our own issues,
  13. Hey Don... good info, I suppose I was a bit off topic. I'm very new to SMS, I really only heard anything about it at the previous heli-expo. Kimberly Turner of "Aerosafe" has started up an SMS business and is signing operators up left and right. Regarding the ISO-9000, I looked that up on the net, and I just saw that as industry or safety standards. Kimberly Turner referred to it as well... but, after somewhat of an understanding, it seems to me it's "system safety," or the company's safety programs, policies and procedures wrapped into one? From what you guys were talking about, it
  14. Very interesting stuff… Risk Management, as everyone seems to believe, at the least the folks on this forum, is critical to ensure the safe operation of our helicopters. We (us in the Coast Guard) use ORM (operational risk management) as a means to place a numerical value on our risks associated with our mission. If that risk is high enough, then the “risk decision” goes to management, not to tell us to go or not to go, but allow appropriate oversight to our decisions as pilots… I really think there needs to be good working relationship between management, the pilots, mechanics and a
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