The post-COVID era has brought many changes in the world we live in. In the aviation industry, one example of change is in the hiring processes for pilots and mechanics at levels we’ve not seen before. Flight crew experience requirements have dropped for senior aviation management positions — roles that often require a minimum level of experience according to Federal Aviation Administration (FAA) standards, but have received exemptions and waivers instead.
The law enforcement (LE) aviation industry is not immune to this situation. Experienced pilots and mechanics are leaving the LE aviation field for other opportunities inside and outside of aviation. This void leaves a flight and maintenance experience gap that must be filled to sustain safe, efficient, and effective LE flight operations.
In some cases, the elephant in the room regarding pilots entering the LE aviation field is the cop or pilot first debate. Most LE agencies require pilots to serve as a road officer or deputy prior to filling an aviation position. I must admit that for years, I supported the fact that a civilian pilot could fulfill an LE pilot role, and in many cases, I still believe this to be the case. My position on this matter has changed, though.
A civilian pilot may have little to no understanding of the lonely feeling a single officer or deputy may have when faced with certain situations on the road and the comforting aspect that an airborne asset may bring. As an LE pilot, understanding the vocal change of an officer engaged on the ground only comes from experiencing similar situations at some level themselves. That is nearly impossible to teach solely from the comfort of an aircraft.
Many agencies are altering their hiring procedures, opting to hire civilian pilots because of the lack of an LE-certified pilot qualified to do the job. Obviously, this shift in what was a normal hiring practice for LE pilots will be effective if a training component to turn a great civilian pilot into an equally capable LE pilot is required. Some agencies require limited law enforcement certification requirements, which may include reserve officer or deputy status. In any case, having experience in the ground component of law enforcement adds to the effectiveness of the LE aviation crew member.
Truth be told, hiring civilian pilots into LE aviation may not be as easy as we’ve made it sound. The aviation industry is currently robust with well compensated employment opportunities that may be well above those presented by law enforcement agencies. Government compensation may not reach a level to entice qualified applicants when competing with corporate America. Compensation gaps limit LE aviation management staff’s ability to recruit more experienced flight crews, so they must work with those they have available internally. This is where our greatest paradigm shift in LE aviation training and experience is occurring.
Qualifications to meet expectations
For decades, LE aviation leadership measured a pilot’s capabilities with the flight hours attained. This was and remains a flawed assessment. Having spent more than 30 years within commercial aviation and as many years as an FAA pilot examiner, I’ve flown with high-time pilots with less skill and proficiency than that of a pilot with only a percentage of the high-time pilot’s hours. The only effective means of measuring a pilot’s capability is through an intensive and effective training program that measures proficiency against a set of certified standards. It is proficiency in flight combined with good decision-making skills that will sustain a safe flight program, no matter the mission profile.
Our company, Helicopter Institute, was tasked with developing a solution for a federal law enforcement agency’s pilot shortage. Although this agency was short in both fixed- and rotary-wing pilots, it was the rotary-wing requirements that created the greatest challenge for a viable solution. In today’s cadre of aviators, opportunities within the airlines drove many up-and-coming pilots to select the fixed-wing route. Once their fixed-wing training was completed, some found they didn’t want to fly for the airlines and chose other careers. This agency had an abundance of fixed-wing pilots, so we developed a path for them to become a capable turbine helicopter pilot trained to do a very specific law enforcement flight profile.
To be eligible, each applicant had a minimum of an FAA commercial pilot airplane with instrument rating certification. We entered them into an FAA Part 141-approved Commercial Pilot Helicopter Added, Instrument Rating Helicopter Added, Night Vision Goggle (NVG) Initial, and Turbine Helicopter Initial Training Course(s) as desired by the agency’s need at the time. The turbine training courses available were for the AS350, Bell 206, 407, and 505, as well as the MD 500. Once completed, these pilots returned to their respective LE agencies to receive specific mission profile training to be mission ready, such as surveillance or patrol. Total course duration is eight weeks.
Since its initiation, we’ve conducted this training program for many LE agencies aiding in their need for solid turbine helicopter pilots. Once trained and certified, it now requires the agency to possess a solid set of standard operating procedures (SOPs) that support this type of training program. The reality is that certain maneuvers or capabilities that were conducted with more experienced pilots may be altered or removed until the pilot proficiency matches the requirements desired. Safety is only compromised when the flight requirements are greater than pilot proficiency.
Supporting new ideas and initiatives
Growth within the flight simulation market is nothing short of amazing. Virtual training capabilities with very specific make/model of aircraft and performance criteria help expand decision-making opportunities for low-time and inexperienced flight crews. Having an ability to provide a low-time pilot with realistic flight simulation that enables their ability to make in-flight decisions is priceless in theory, but often limited by the dollars and cents of it all.
As an example, Precision Flight Controls in California has partnered with Ryan Aerospace in Australia for the HELIMOD Mark III virtual flight simulator. The virtual reality (VR) head-mounted display puts you directly in the pilot’s seat of virtually any aircraft from either the left or right seat. There is a full sense of immersion brought about by the 3D, stereoscopic nature of the VR goggles. The pilot can “look around” the aircraft and utilize unlimited visual perspectives that mimic what they do in an actual aircraft. The introduction of virtual simulation is now available for less than US$50,000. Several other companies have developed similar technology. In all cases, this technology is needed to support this paradigm shift in experience to proficiency-based flight crew selection. It is this technology that provides the missing link between experience and training that allows our expedited turbine helicopter added program to excel.
It’s not just pilots within the LE aviation community that benefit from such simulation programs. Tactical flight officers (TFOs) may spend months to years operating in a supportive role onboard an LE aircraft. Many do not hold pilot certificates and are not afforded flight training. Low-cost virtual simulation allows agencies to close this training gap and provide much needed knowledge and experience to their TFOs to enhance the safety of the operation.
In-flight simulation, or simulation devices that can be engaged while in actual flight, are equally as valuable. The ability for a well-qualified flight instructor to provide inadvertent instrument meteorological conditions (IMC) training through a smart view limiting device provides the pilot with critical decision-making skills. In addition, brownout, whiteout, and flat light conditions may be simulated as well. Icarus, the first smart view limiting device of its kind, has been making its mark improving safety on a global scale. Used in both civil and military markets, Icarus is highly effective in aircraft simulation, directly improving pilot proficiency and decision-making skills — a recipe for safety and operational success.
Enhanced maintenance training and support
Qualified aircraft maintenance staff are becoming equally hard to find. The skillsets they bring cross many industry borders. Ironically, amusement parks are a large employer of qualified aviation mechanics and engineers. Often hired for their ability to follow complex technical manuals, aviation mechanics and engineers are deeply rooted in safety procedures and protocols, which is a desired trait.
Maintenance training hasn’t changed much over the decades. The primary focus of many aviation maintenance schools is to support the airline industry. This provides minimal assistance to LE agencies seeking experienced maintenance staff specifically within the helicopter segment. While minimal helicopter maintenance training is conducted at most aviation maintenance training schools, helicopter-specific maintenance schools are also being introduced.
Enhancements in aviation training methods are needed to keep up with replacing our rapidly declining numbers of experienced pilots and mechanics. Relying more on proficiency standards and less on hours or years of experience is not only the long pole in the tent, it’s also the rope to pull the industry forward.
