loss of control prevention and recovery...

Loss of control Prevention and recovery training

Capt. Andrea Boiardi Operational Suitability – Fixed Wing Expert Certification Directorate Dr Michel A. Masson, PhD Safety Action Coordinator Executive Directorate

5th Global Humanitarian Aviation Conference Marrakech – Morocco

European Union and EFTA Countries

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28 EU states

4 EFTA states

5th Global Humanitarian Aviation Conference, 2013

The Institutions

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European Parliament

Council of the European Union

EASA EDA

pMS

European Commission

The EU Aviation Safety System

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National Aviation Authorities Issue certificates, approvals and

licences Oversee organisations

Implement EU law

European Aviation Safety Agency

EASA

European Commission Adopts rules

Launches infringement

procedure Manages Safety List

Proposes rules Issues certain

certificates and approvals

Performs inspections Manages European

Aviation Safety Programme

Industry


About EASA

Founded in 2003 Built on experience from the JAA

Located in Cologne, Germany

Staff of more than 700

Headed by Mr Patrick Ky

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Scope

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Economic regulation

Performance regulation

Interoperability regulation

Safety regulation


Regulatory Structure

Agency Opinion

European Commission European Council

European Parliament

Basic Regulation

Agency Opinion

European Commission Implementing Rules

Agency Decision

AMC, GM, CS

Soft Law

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• Acceptable Means of Compliance • Guidance Material • Certification Specifications


Regulatory Structure


Core Activities (1/2)

Product Certification

Rulemaking

Standardisation

Organisation Approvals

Safety Assessment of Foreign Aircraft


Core Activities (2/2)

Third Country Operators

Safety Analysis and Research

European Aviation Safety Programme

International Cooperation

Technical Training


Governance

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Certification / Approvals

Rulemaking

EASA

Management Board

Boards of Appeal Executive Director

Advisory Board

Panel of Experts

Safety Standards Consultative Committee

National Authorities (RAG & TAGs)

Member State Member State Observers Commission

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Loss of Control Prevention and Recovery Training

Content:

Why

What

How

Who


Accidents Worldwide

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Fatal accidents for scheduled passengers and cargo, per 10 Million flights


Why: Accidents and incidents

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Accidents and Incidents


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Occurrence Categories for Fatal and Non-Fatal Accidents in EASA MS CAT Aeroplanes above 2,250 kg MTOM, 2003-2012

Fatal accidents 2002-2011 in Commercial Air Transport operations, Aeroplanes with MTOM above 5,700kg.



What: Safety Recommendations

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Regulation EU 996/2010


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National Accident Investigation Body

Rulemaking Standardisation

Large aeroplanes

Rotorcraft Balloons

Parts & Appliances

Maintenance

General Aviation

Propulsion

Flight Group

Flight Standards Product Safety

Standardisation Maintenance

Certification

Safety Analysis and Research

Processing of Safety Recommendations at EASA


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Following the AF447 the BEA recommends that EASA:

ensure the integration, in type rating and recurrent training programmes, of exercises that take into account all of the reconfiguration laws (FRAN-2012-039);

undertake a safety study with a view to improving the training of crews in identifying these reconfigurations and determining the immediate operational consequences (FRAN-2010-004);

ensure that type rating and recurrent training programmes take into account the specificities of the aircraft for which they are designed (FRAN-2012-040);

improves training exercises and techniques relating to approach-to-stall to ensure control of the aeroplane in the pitch axis (FRAN-2010-005).

Safety Recommendations


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The BEA recommends that EASA:

review the content of check and training programmes and make mandatory, in particular, the setting up of specific and regular exercises dedicated to manual aircraft handling of approach to stall and stall recovery, including at high altitude (FRAN-2011-009);

define recurrent training programme requirements to make sure,

through practical exercises, that the theoretical knowledge, particularly on flight mechanics, is well understood (FRAN-2012-041);

ensure the introduction into the training scenarios of the effects of surprise in order to train pilots to face these phenomena and to work in situations with a highly charged emotional factor (FRAN-2012-046).



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The Dutch AIB recommends that EASA:

should change their regulations in such a way that airlines and flying training organisations see to it that their recurrent training programmes include practicing recovery from stall situations on approach (TA1951 - AMS)

The Spanish AIB recommends that EASA: require take-off stall recovery as part of initial and recurring training programs

of airline transport pilots (Spanair 5022 – MAD)



What:

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Loss of Control Prevention and Recovery Training

European Aviation Safety plan (EASp)

ICATEE and LOCART initiatives

Rulemaking Tasks RMT.0581 & .0582

ICAO developments

Safety Information Bulletins (SIBs)

EASA LOC-I Workshop 2013

BeA ASAGA study

EU SUPRA study


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International Committee for Aviation Training in the Extended Envelope

Promoted by the Royal Aeronautical Society

2009 – On-going

Committee Composition: • Organisations: ICAO, RAeS Flight Simulation Group • Airframe Manufacturers: Airbus, Boeing, Bombardier, Embraer • Authorities: CAA, EASA, FAA, IATA (ITQI), NTSB, Russian CAA, Transport Canada • Training Providers: APS, Boeing Flight Training, CAE, CALSPAN, Flight Safety, Embry-Riddle • Simulation Providers: Bihrle Applied Research, CAE, ETC, Flight Safety, Opinicus, Thales • Industry Bodies: ALPA, A4A, BBGA, IFALPA • Airlines: Air Canada, Alaska Airlines, FedEx, FlyBe, KLM, Lufthansa • Research Institutes: AIAA MSTC, DLR, IDT, NASA, NLR, TNO, University of Liverpool, UTIAS, SOS, Volpe

Two streams: • Research and Technology; • Training & Regulations.


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LOCART

Loss Of Control Avoidance and Recovery Training: ICAO – RAeS (ICATEE); FAA 208 ARC; Focus on Pilots training for LOC avoidance and

recovery; March 2012 – March 2013.


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LOCART Participation

Co-chaired By Boeing and CAE IFALPA, ALPA, CAPA, RAA, A4A, IATA Flight Safety Foundation Airbus, ATR, Bombardier Aerospace, Embraer,

CAE Flight Safety International ICAO, FAA, EASA, CASA Australia, DGAC France,

UK CAA, Transport Canada, NASA Multiple Air Accident Investigation organizations International industry participants RAeS ICATEE group


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LOCART Deliverables

Recommendations to US Congress and FAA on Airplane and FSTD training for Upset recovery.

Recommendations on same subject to ICAO for

provisions and guidance material.


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The European Aviation Safety Plan (EASp) and the EASA Automation Policy

SAFETY PLAN FRAMEWORK

SYSTEMIC ISSUES OPERATIONAL ISSUES EMERGING ISSUES

Working with States to implement and develop SSPs

COMMERCIAL AIR TRANSPORT BY AEROPLANES

New products, systems, technologies and operations

Working with States to foster the implementation of SMS in the

industry Runway Excursions Environmental factors

Safety Management enablers Mid-air collisions Regulatory considerations

Complexity of the system Controlled Flight Into Terrain

Loss of Control In Flight

Ground Collisions

OTHER TYPES OF OPERATION

Helicopters

General Aviation

HUMAN FACTORS AND PERFORMANCE

Competence of Personnel


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European Aviation Safety Plan (EASp) Actions on UPRT

Action items:


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Role of Automation: How to Stay in Control?


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EASA Automation Policy

Modern aircraft are increasingly reliant

on automation

Even more important in tomorrow’s aviation system •SESAR and NextGEN programmes

•ATM/ANS & Aircraft

Automation has many advantages… but also challenges


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Automation is necessary in many respects and has multiple advantages;

When systems are mainly operated in an automated manner, manual and cognitive skills involved in manual control tend to erode;

Manual control skills are needed to manage automation breakdowns, but high automation usage and reliability give little opportunity to practice;

Difficult to monitor when “nothing happens”; It remains essential to control and monitor attitude,

thrust, speed, altitude and flight path – and to recognise and manage impending stalls!

Lessons Learned from the 2012 Survey


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BEA Study on ASAGA (Aircraft State Awareness during Go-around)

An ASAGA-type event is a go-around characterized by a loss of control of the flight path during the manoeuvre. It is characterised by a loss of Crew S.A. and significant speed and pitch excursions. After an extensive study based on data analysis, surveys and scenario based observation, some detailed findings were and consequent recommendations were drafted, related to:

making training scenarios more realistic and detailed based on current technology and risks;

making mandatory the performance in an aircraft of a go-around with all engines operating for the issuance of the first CS-25 type rating;

requiring that training organisations increase the number of go-arounds with all engines operating during recurrent and on-going training;

ensuring that during recurrent and on-going training, the training organizations and operators make the assessment and maintenance of the monitoring capabilities of public transport pilots a major concern;

improving fidelity for simulators in reproducing realistic scenarios of abnormal situations and in respect to the somatogravic illusion.

Adapted from BeA ASAGA study: http://www.bea.aero/etudes/asaga/asaga.php


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SUPRA Project

Due to the lack of validated aircraft models outside the normal operating envelope, current flight simulators may not adequately represent aircraft behaviour at the edge of the envelope. The European FP-7 project SUPRA – Simulation of Upset Recovery in Aviation – has been addressing this gap by extending dynamic simulation models beyond the current state-of-the-art and investigating the feasibility of conducting advanced upset simulation on hexapod-type as well as centrifuge-based flight simulators. Based on knowledge of pilots’ motion perception, new motion cueing solutions have been developed for upset simulation.


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Over 30 industry leading experts Discussion focused on:

ICATEE, LOCART, FAA and ICAO developments Mandating on-aeroplane UPRT 3 areas identified for further consideration

developing realistic (startle inducing) scenarios for prevention (and recovery) training, using current technology, applicable to both aeroplane and FSTD training;

introducing new devices for G-awareness, spatial disorientation and spin training (SUPRA);

developing methods for improving and maintaining manual flying skills.

EASA LOC-I Workshop (February 28th – March 1st , 2013)


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SIB 2010-33 on Flight Deck Automation Policy, Mode Awareness and Energy State Management;

SIB 2013-02 on Stall and Stick Pusher Training, based on FAA AC120-109;

SIB 2013-05 on Manual Flight Training and Operations, in line with FAA SAFO 1302;

SIB 2013-XX on Wind Components and Gusts for Aeroplanes Operations during take-off and landing (draft under review).

(Safety Information Bulletins (SIB) Formerly named Safety Information Notices. SIBs are for information only; they do not contain mandatory instructions.)

EASA Safety Information Bulletins (SIBs)


Rulemaking Task RMT.0581 & .0582 Terms of Reference and Concept Paper 15 Aviation experts drafting rules

Current and future developments Safety recommendations ICAO developments

Public Consultation – Notice of Proposed Amendment (NPA)

Publication of Comment Response Document (CRD) & Agency Opinion

Publication of Agency Decision – AMC/GM

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EASA Rulemaking Tasks

Q3/2013

Q4/2014

Q3/2015

Q3/2016


Who: Initial Pilot Training; Recurrent Pilot Training; Instructors; CAA Inspectors; FSTD qualification.

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Key Concepts: Improve theoretical knowledge

syllabus On-aeroplane UPRT

Licensing level (CPL, MPL, …) FSTD UPRT

Scenarios, prevention, recovery, envelope Instructor competencies Inspector competencies Bridging courses Transition Measures



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Thank you!

Contacts: [email protected] [email protected]

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