Block - For instance - I flew a section (2 airplane) low altitude pop hop this morning. The ORM briefed were the issues that I brouhgt up in my response to KC10 FATBoy (how does the crew feel today) and the fact that we would be flying VFR and to use the short range radar set for traffic avoidance enroute to the working area and to keep an even sharper eye out of VFR traffic than usual because of our location. (Remember that I'm briefing this to a student with little experience flying VFR in the military and in a detachment location that he has only flown in a handful of times)

USMCFLYR

Thank you all for you input, long winded or not :cool:. Not sure exactly what steps I am going to take from here for a qausi-ORM at the flight school. I don't want this to turn into a paperwork fiasco, but we should be taking time to identify hazards, too. Hmm...

Thanks all,

ORM FAA style
 

http://www.faa.gov/library/manuals/a...hap15_1200.pdf

I'd say your operations supervisors/Assistant Chief Flight Instructor (I'm assuming you're a Part 141 op) could use a formal ORM checklist on a daily basis. Probably overkill for individual CFI's, assuming they're already using some sort of briefing guide that addresses threats like MX, WX, birds, etc, etc.

As a military pilot, I liked the ORM concept, in that I had an organized tool to push back against any pressure to treat a non-operational mission as a "gotta do it" kind of a thing. The ORM execution, i.e. the numbers sheet, could be a bit tedious. But even on an operational non-combat mission, it could be useful to say "Boss, do you *really* want me to do this?"

ORM is imperfect and the terms used are a pain (the FAA manual at the link above is 23 pages long, but at least it's a mindset--is THIS action worth THIS risk? And, if I'm not gonna do it, then the ORM piece helps my "leg to stand on" in explaining to the boss *why* I'm not gonna do it.

Now, if you could just get your kids to apply ORM OUTSIDE aviation...
Zach