77
2
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
3
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
4
Percent of Passenger and Crew Fatalities
5
2010-2014 Accident rate per year
6
7
8
Contributing Factors
9
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.
10
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
12
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)
14
Other LOC-I indicators
Pitch high during climb
Pitch rate high
Dual input
Thrust asymmetry
Early configuration change
15
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
16
Case Study – TEM
Threats
Organizational
Procedural
Human
Meteorological
17
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
18
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
19
20
21
22
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
23
History
ARC and LOCART, others
24
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
25
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?
26
Thank you
27
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
39
Jen Michel Roy
Test Pilot, Flight and Integration Test Airbus
40
Implementing Upset Prevention and
Recovery Training
(UPRT): A practical example
Captain Bryan Burks
Alaska Airlines
41
In the Beginning……
42
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
44
Czar 52: 1994
Fairchild AFB,
Spokane, WA
C-17: 2010
Elmendorf AFB,
Anchorage, AK
45
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
53
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)
54
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
55
Thank You!
QUESTIONS ?
Captain Bryan Burks
Alaska Airlines
cell: 253-228-1599
Thanks to Dr. Jeffrey Schroeder, FAA
Captain Doug Burton, Director of Training, Alaska Airlines
63
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
64
Some History…
The Human Factors Era:
SHELL CRM TEM ETTO
65
Some History…
The Organisational Era:
SMS
66
What did we miss?
Situational Awareness
Low Stress / Complacency
Automation Dependency
67
selective awareness
UPRT @ KLM
68
KLM Flight Academy APS
Extra Type Recurrent Training
Bi-Annual TR Bi-Annual TR
2010
2010
2011
and on
LOC
UPRT
MFS
UPRT @ KLM
69
Core Flying Skills Building Blocks Integration
Type Qualification Training
UPRT in ATQP
2012
2015
Situational Awareness
70
Low Stress
71
Core Flying Skills
72
Our Philosophy
73
Upset Prevention and Recovery Training
Some ‘Forces’ in the Field of UPRT
74
FAA
AIRBUS
UPRTA.org
IATA
IFALPA
ICATEE
ICAO RAeS
ECA
FLT SAF
FOUND
AURTA
EASA
ITQI
PTTF
IPTC
BOEING
75
Thank you
76
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
77
IATA PTTF – 15 members
78
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
79
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)
80
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”
81
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
82
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
