After the recent post on ensuring regulatory compliance as a New Year’s Resolution, I think it’s the perfect time to talk about PINC – not the girl rocker – she’s “P upside-down-exclamation-point NK”. I’m talking about PINC – procedural intentional non-compliance. I haven’t heard the term PINC in a few years. Maybe it was just a buzz word (acronym) and its time has passed, but I can tell you – the concept is alive and well. So what is it?
Procedural: There are a number of definitions for “procedural”, oddly enough none of them especially appropriate here. “Of or relating to a procedure” is the most relevant but shame on Merriam-Webster for defining a word with the word. So let’s go one step down: procedure – “an established or official way of doing something”.
Non-compliance: “failure or refusal to comply”. Oh here we go again. Let’s cut to the chase: non-compliant = illegal.
So PINC is an established way of doing things that a company or individual deliberately chooses that happens to be… illegal.
Of course we (intentionally ambiguous royal “we”) would never purposely break the rules. We all strive to be good aircraft operators, air carriers, repair stations, and so on. Unfortunately PINC is still hanging around.
One of the most prevalent examples of PINC I encounter involves Part 135 flight and duty regulations. The FAA is fairly clear that rest must be prescriptive (known in advance), continuous, and free of obligation or responsibility. That doesn’t stop air carriers from implementing covert (or worse – blatant) “standby” schedules in which pilots are never really on “rest” and are always obligated to respond to the air carrier. Some operators are just unaware of the FAA’s relevant interpretations (large rock? I’m not sure how this argument is sold) but others are well aware of the FAA’s thoughts on flight and duty and continue to operate in violation of those policies. PINC is almost always justifiable in some way – that’s what makes it so hard to kill. In the case of flight and duty, the justification is usually, “Well, the FAA isn’t actively enforcing its interpretations so I’ll just keep doing what I do.”
Another common example is the safety pilot concept (see blog post “Safety Pilot” – a Dangerous Proposition). In this case a second pilot is assigned to a single-pilot aircraft that is not equipped with a CVR as a matter of company policy or customer request. The second pilot is called a “safety pilot” but is – in most cases – actually an example of non-compliance. The justification for this example of PINC is in the name. “The flight is safer when conducted with two current and qualified pilots. A CVR is a reactive tool to investigate accidents. We assign two pilots to the flight as a proactive measure to mitigate risk and increase safety.” While this logic is technically true, it is inconsistent with the Federal Aviation Regulation that governs this scenario.
Shirt pocket maintenance write ups are another example. The justification for this PINC example is usually something like this, “It was a very small problem and we fixed it right away. We’re very busy and maintenance paperwork is cumbersome. What would you like us to spend time doing – actually fixing aircraft or filling out paperwork?”
If you practice your justifications in front of the mirror long enough you can probably repeat them with a straight face. You might even whole-heartedly believe your justifications. But it’s hard to say whether the FAA, NTSB, or worse – a jury – would buy your rationalizations in the event of an investigation or accident.
There are other examples of PINC in the industry but I want to keep some of our secrets (intention use of ambiguous first-person plural personal pronoun again).
Take a look at your operation. What are you doing that you shouldn’t be? Is your justification good enough to let you sleep at night or should you consider a new policy or procedure?
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