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Loss of Control In-flight Moderator

Viktor Robeck

Head of Training and Qualification, SFO, IATA

Panelists

Ruben Morales Head, Flight Operations Safety, SFO, IATA

Henry Defalque

Technical Officer, Licensing and Operations, Flight Ops. ICAO

Lou Nemeth

Chief Safety Officer, CAE

Bryan Burks

Captain, Alaska Airlines

Tim Ten Velde

Captain and Operations Manager B-747, KLM

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Loss of Control In-flight Risks and Mitigation Measures

Ruben Morales Head, Flight Operations Safety, IATA

IATA Safety Data 2010 - 2014

There were a total of 415 commercial accidents during this

period:

409 accidents could be assigned an accident category or

End State

38 of these accidents were LOC-I

9.3% of total accidents

37 of the LOC-I accidents were Fatal Accidents

Resulted in 1,242 out of 2,541 fatalities

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Percent of Passenger and Crew Fatalities

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2010-2014 Accident rate per year

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Contributing Factors

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EAFDM

Development of standardized FDM - based indicators for fixed wing

aircraft) of potential ‘unsafe situations’ for LOC-I, CFIT, RE and

MAC

Encourage operators to include in their FDM programs events

relevant for the prevention of LOC-I, CFIT, RE and MAC, or other

issues of national concern;

Agree with operators, on a voluntary basis, regular reporting of

standardized FDM events related to State Safety Program (SSP) top

priorities.

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EAFDM LOC-I indicators

Excessive roll attitude or roll rate: This indicator captures

excessive roll attitude values and excessive roll rate values.

Stall protection trigger: This indicator captures triggers of angle of

attack protections.

Excessive speed / vertical speed / acceleration: This indicator

captures high values of airspeed, Mach, vertical speed or

accelerations

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EAFDM LOC-I indicators

Insufficient energy at high altitude: This safety indicator triggers

when the aircraft is operating at high altitude and there are

indications that either the airspeed or the altitude cannot be

maintained.

Low go-around or rejected landing: This indicator captures go-

arounds taking place at low height (including go-arounds performed

after touch-down).

EOFDM are developing guidance for LOC-I (RE guidance

already available)

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Other LOC-I indicators

Pitch high during climb

Pitch rate high

Dual input

Thrust asymmetry

Early configuration change

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Case Study – DHC-8 at Buffalo

Bombardier DHC-8-400

Newark to Buffalo-Niagara

12 February 2009 at night in

clear weather

Stalled on approach and

crashed

50 fatalities including one

person on the ground

NTSB Report available at

www.ntsb.gov

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Case Study – TEM

Threats

Organizational

Procedural

Human

Meteorological

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Case Study – TEM

Errors

Failing to ensure adequate pre-flight rest

Not adhering to the company’s sterile cockpit procedures

Inadequate monitoring of airspeed

Incorrect control response to the stall warning stick shaker

Inappropriate retraction of flaps and landing gear while

stalled

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Case Study – TEM

Undesired States

Speed decay below target speed – manageable by

monitoring and the application of thrust

Unexpected autopilot disconnection – manageable by

speed recovery

Approach to stall/stick shaker – manageable by stall

recovery

High nose/low speed condition in stall – initially

manageable by appropriate recovery

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Loss of Control In-Flight

Henry Defalque Technical Officer, ICAO

ICAO LOC-I programme

History

Completed

On-going work

AURTA

LOC-I Collaborative

Roll-out

Who

What

Where and when

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History

ARC and LOCART, others

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Completed in 2014 ICAO SARPs: Annex 1 and Annex 6, Part I

PANS-TRG

Manual on Aeroplane Upset Prevention & Recovery

Training (Doc 10011)

Update to the Manual on Criteria for the Qualification of

FSTD (Doc 9625 – Vol I)

On-going work

AURTA

LOC-I Collaborative: Embraer +

Web site: repository of tools and guidance

Roll-out workshops: initially 1 day UPRT;

later on 1 additional day on LOC-I in general

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Roll-out

What - content

Where and when

Who: regulators, ATOs

airlines

Where Hosted by Date

2015 Lima, Peru ICAO RO 29 May

Caribbean (TBA) ICAO RO TBA

Johannesburg, South

Africa

IATA RO Mid-October

Amman, Jordan IATA RO 4 Q

2016 Guanghan City, China CAFUC, CAAC To be delivered

consecutively Singapore TBA

Cologne EASA

Dakar, Senegal ICAO RO

2017 Moscow IATA RO

TBA FAA?

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Thank you

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Lou Nemeth Chief Safety Officer, CAE

IATA Ops Conference 2015

Transferability of Upset Prevention

& Recovery Training

Use of Light Aerobatic Aircraft for the Introduction of

Large Transport Aircraft Principles and Concepts

Ops Conference 2015

Lou Nemeth

CAE – Chief Safety Officer

IATA Ops Conference 2015

Regulator learning or unlearning?

Guidance says follow OEM procedures first

Change Management, budget

Training Integration Challenges

Light Aerobatic

Aircraft

Large Transport

Aircraft

IATA Ops Conference 2015

Three Areas of Application

Aerodynamic behavior common to all fixed wing

aircraft not currently presented in existing simulator

due to aeromodels or fidelity limitations.

Integrated academics, on aircraft, FSTD

Essential psychological and physiological human

factors impacts which cannot be fully encountered in

the virtual environment.

General strategies or techniques that can be applied

broadly and which are not aircraft specific.

IATA Ops Conference 2015

Aerodynamic Stall Dynamic Instability All Sizes and Configurations of Fixed Wing Airplanes

C-5 Galaxy Loss of Control Diego Garcia

IATA Ops Conference 2015

Aerodynamic Stall Dynamic Instability All Sizes and Configurations of Fixed Wing Airplanes

C-5 Galaxy Loss of Control Diego Garcia

IATA Ops Conference 2015

In-Flight Demonstration of

Post-stall Lateral Instability

IATA Ops Conference 2015

Nose Low Overbank – Introduction in a

Light Aerobatic Aircraft

IATA Ops Conference 2015

Nose Low Overbank – Airline

Instructor in Training

IATA Ops Conference 2015

Airline Instructor on Human Factors

IATA Ops Conference 2015

Transfer of Flight Experience

IATA Ops Conference 2015

Questions?

Ops Conference 2015

Lou Nemeth

CAE – Chief Safety Officer

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Jen Michel Roy

Test Pilot, Flight and Integration Test Airbus

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Implementing Upset Prevention and

Recovery Training

(UPRT): A practical example

Captain Bryan Burks

Alaska Airlines

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In the Beginning……

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June 3-4, 2009

RAeS Conference

Flight Simulation - Towards the Edge of the Envelope

Air France 447

June 1st, 2009

Colgan 3407

Turkish 1951

Pinnacle 3701

Sitka 43

Common Pilot Errors:

Failure to Reduce AOA

Prioritize Roll

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Czar 52: 1994

Fairchild AFB,

Spokane, WA

C-17: 2010

Elmendorf AFB,

Anchorage, AK

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Example of Excellent Stall Recovery: Pilot Matt Hall, 2010

https://www.youtube.com/watch?v

=xkwKqD9ylLo

What Happens in Training? FAA STUDY

• What: Flight simulator experiment

• When: July, 2013

• Who: 45 737-pilots, Boeing, Bihrle, FAA, Volpe

• Where: FAA 737-800 Simulator

• Why: To determine simulator requirements for full stall training

‹#›

New Stall Recovery Template

‹#›

1. Autopilot and auto throttle……...……Disconnect

2. a) Nose down pitch control…......Apply until stall warning is eliminated

b) Nose down pitch trim…………….As needed

3. Bank…………………………………...Wings level

4. Thrust………………………...…...…...As needed

5. Speed brakes/Spoilers……………….…..Retract

6. Return to desired flight path

Stall maneuver training

• Two maneuvers

– High-altitude (FL390) wings-level stall

– Low-altitude (2,500 ft) turning stall

• Trained to proficiency on each maneuver

• How many got it right on the first try? ‹#›

Results

• Overall, 73% applied procedure correctly first try

• 35 out of 45 (78%) applied procedure correctly on first high altitude stall

• 31 out of 45 (69%) applied procedure correctly on first low altitude turning stall

• All pilots eventually trained to proficiency

‹#›

Surprise scenario

‹#›

• For familiarization

• Hand fly missed approach here

• Told Wx may be a factor at hold

• But…we inserted BIG tailwind at 2,100 ft causing a full stall

Does not follow recovery procedure

‹#›

Conclusions

‹#›

• 73% of the pilots recovered correctly the first time in maneuver training

• 22% of the pilots recovered correctly in the surprise scenario

• Obviously, • maneuver training alone may be insufficient

• we have opportunities for improvement

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How do we teach proper Stall Recovery?

We know pilots fail to reduce AOA and prioritize roll

control

So: Integrated Approach

- Academics

- Practical Training in a Simulator

Emphasis on PFD

See it, Feel it, Fly it!

- Repetitions….In Session and in

subsequent recurrent training

sessions (overcome years of negative training)

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Conclusions:

- Small Accurate Steps

- Specific Training Objectives

- Instructor Standardization

- Proper use of FFS

- Academics mandatory

But

- Followed immediately with Practical

Training in FFS

- Solid Maneuver Based Training

- Then Scenario Based Training

- Long Term Training Plan

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Thank You!

QUESTIONS ?

Captain Bryan Burks

Alaska Airlines

bryan.burks@gmail.com

cell: 253-228-1599

Thanks to Dr. Jeffrey Schroeder, FAA

Captain Doug Burton, Director of Training, Alaska Airlines

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Loss of Control Workshop

Captain Tim ten Velde

Operations Manager B747 KLM Royal Dutch Airlines

Some history…

The Technical Era:

FLY-Crash-Fix-Fly and the uprise of automation

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Some History…

The Human Factors Era:

SHELL CRM TEM ETTO

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Some History…

The Organisational Era:

SMS

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What did we miss?

Situational Awareness

Low Stress / Complacency

Automation Dependency

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selective awareness

UPRT @ KLM

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KLM Flight Academy APS

Extra Type Recurrent Training

Bi-Annual TR Bi-Annual TR

2010

2010

2011

and on

LOC

UPRT

MFS

UPRT @ KLM

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Core Flying Skills Building Blocks Integration

Type Qualification Training

UPRT in ATQP

2012

2015

Situational Awareness

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Low Stress

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Core Flying Skills

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Our Philosophy

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Upset Prevention and Recovery Training

Some ‘Forces’ in the Field of UPRT

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FAA

AIRBUS

UPRTA.org

IATA

IFALPA

ICATEE

ICAO RAeS

ECA

FLT SAF

FOUND

AURTA

EASA

ITQI

PTTF

IPTC

BOEING

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Thank you

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Loss of Control In-Flight

– Risks and Mitigation Measures

Viktor Robeck Head, Training & Qualification,

Safety and Flight Operations, IATA

IATA Pilot Training Task Force (PTTF)

June 2014: creation of the IATA PTTF

Role: Provide guidance to IATA on the latest trends and

most pressing and relevant issues/needs in the area of

pilot training, assessment and qualification

15 members: IATA member airlines and industry

stakeholders

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IATA PTTF – 15 members

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PTTF’s Objectives

Provide guidance for future development of IATA pilot

training, assessment and qualification initiatives

Support the development of new guidance materials and tools

for operators who wish to implement IATA’s pilot training

initiatives

Identify and address issues and challenges faced by the

Industry regarding flight instructors standardization

Provide input to IATA for response to rulemaking activities by

ICAO, FAA and EASA

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PTTF 2015 Priority Areas

IATA Guidance Material and Best Practices for the

Implementation of Upset Prevention and Recovery Training

(UPRT)

Position Paper on pilot monitoring and situational awareness

Position Paper on unrestricted Multi-crew Pilot License (MPL)

Supporting EASA with fast track rule-making on UPRT

Joint 2015 ICAO/IATA UPRT workshops (Peru, South Africa,

Jordan)

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IATA UPRT Manual - Content

Regulatory compliance

Academic training

Practical training

TEM and the core competencies

Flight crew discipline

Flight path monitoring

Flight path management - manual flying skills

Scenario-based training, manoeuvre-based training

Training policies from the OEMs

Training envelopes (VTE / NFE)

Staying within the Valid Training Envelope (VTE) of the FSTD

The “OEM-Recommendations”

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IATA UPRT Manual – Content (cont.)

Sample syllabus for a UPRT program

Advanced manual flying skills

AOA and g-awareness

Recovering from upsets including stall-recovery

UPRT Instructors

Regulatory aspects

Training and standardisation

Avoiding negative training – negative transfer of training

Instructors practical guidance: Understanding AOA

Teaching the Stall-Recovery SOP

Teaching the OEM recommendations

Teaching human factors in the FSTD

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IATA UPRT Manual – Content (cont.)

Assessing pilots performance

Operator UPRT implementation

UPRT integrated in recurrent training

Checking and testing

ATOs serving operators

On-aeroplane UPRT in MPL courses and future CPL courses

On-aeroplane instructors

Training Aeroplanes

Course evaluation and safety management

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Thank you