training for safety
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TRAINING FOR SAFETY. World Aviation Training Symposium Orlando 27th April 2010. John Bent Director Training Strategy proposed Pegasus Flight Academy - China. 1. The latest threat to crew training resources . USD 1.7 billion - PowerPoint PPT PresentationTRANSCRIPT
WATS 10 ‘Training for Safety’ John Bent1
TRAINING FOR SAFETY
John BentDirector Training Strategy
proposed Pegasus Flight Academy - China
World Aviation Training SymposiumOrlando
27th April 2010
WATS 10 ‘Training for Safety’ John Bent2
The latest threat to crew training resources
USD 1.7billion has just been lost to international airlines in one week
Source IATA
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IATA SAFETY REPORT 2009:2009 ACCIDENT RATE REDUCED: 0.71 versus 0.81 in 2008
[hull losses per million flights of Western-built jet aircraft] = one per 1.4 million flights
SAFELY FLOWN: 2.3 billion people on 35 million flights
(27 million jet, 8 million turboprop)
LESS ACCIDENTS WESTERN BUILT TYPES: 19 vv 22 in 2008
LESS ACCIDENTS (all types) 90 vv 109 in 2008
LESS FATAL ACCIDENTS (all types): 18 vv 23 in 2008
SAFETY - THE GOOD NEWS - 2009
✔
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IATA SAFETY REPORT 2009:
MORE FATALITIES: 685 vv 502 in 2008 1.36 times worse
REGIONAL RATES WHICH ROSE:
• ASIA PACIFIC: 0.86 vv 0.58 in 2008 1.48 times worse
• M/E: 3.32 vv 1.89 in 2008 1.75 times worse
• AFRICA: 9.94 vv 2.12 in 2008 4.68 times worse
Runway excursions and ground damage were main categories
Pilot handling was a contributing factor in 30% of all accidents.
SAFETY - THE BAD NEWS - 2009
×
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ANY SENSE THAT 2009 RESULTS WERE BETTER COULD GENERATE COMPLACENCY
Longer term trends by type and regions remain disturbing
Complete elimination of accidents is unrealistic, but:
Any serious accident which could have been reasonably AVOIDED or MITIGATED was
an industry safety system failure
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Training is the best investment against catastrophic risk The top catastrophic accident risks identified were:
1. LOC (loss of control) 2. CFIT (controlled flight into terrain)3. Post-crash fire4. Runway excursions and overruns
Crew judgment and actions are the most consistent causal factor in global catastrophic accidents
This situation will remain true for the foreseeable future Crew-related issues dominate accident causal factors,
featuring in 75% of fatal accidents
CREW TRAINING - UK CAA 2008:
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Major accident totals threaten levels not seen since 1990s
Totals threaten levels not seen since 1990s
‘Last five-year’ accidents exceed previous five-year periods
“at this pace, we'll be turning the clock back 10 years in
safety”
FLIGHT SAFETY FOUNDATION:
Are today's airline pilots churned out by "pilot mills" that
train to minimum standards?
BUFFALO NEWS – DEC 2009:
WATS 10 ‘Training for Safety’ John Bent
Hardware growth has outstripped human-ware available
911 and SARS discouraged steady expansion of training capacity
2007-2008: aircraft were grounded without crews
Crew training rates inadequate; training trended to minimums
2009 - global recession; reversal to surplus crews
Pilot layoffs and unpaid leave
Less pressure on training delivery, yet increased pilot mobility
Accidents on the rise; no surprise
Now volcanic ash
AN INDUSTRY WITH REMARKABLE CHALLENGES
8
Accidents & Incidents
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THE LONG TERM ACCIDENT RATE MAY EXCEED THAT COMMENSURATE WITH EXPANSION ALONE
IF SO, WHY?
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TRAINING & SAFETY
The following slides depict a sample of just 40 airline
accidents since 2005 (not exhaustive)
Detailed analysis is not intended
These tragic slides will be shown rapidly, aimed at the
bigger picture, and to stay within my presentation time
As many as 35 of this sample (88%) may be concluded
to have contained crew training as possible mitigants
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Air France A340 Toronto 2 Aug 2005RUNWAY DEPARTURE: Could more effective training have mitigated?
Undesired aircraft state- unstable approach in bad weather
1
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Helios B737 Greece14 Aug 2005CREW INCAPACITATION: Could more effective training have mitigated?
Tech and procedures?
2
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16 Aug 2005
LOSS OF CONTROL: Could more effective training have mitigated? loss of control in cruise; a/c overload, stall?
W Caribbean MD82 Venezuala
“The pilots may have lacked basic instrument flying skills due to
continuous over reliance on automated flight.
Did they monitor their instruments? Indications should have
alerted them of subtle airspeed decay as the aircraft was
overloaded and at too high a FL...”
3
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Bellview B737 Lagos 23 Oct 2005
LOSS OF CONTROL: Could more effective training have mitigated? - Unknown as yet
The airplane impacted ground at a speed of around 400 knots in a near wings level attitude with both engines at takeoff thrust. All 111 passengers and 6 crew perished
in the crash.
Nigerian Authorities promised a final report in 2007, but has not come to light so far.
4
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29 Sep 2006COLLISION: Could more effective training have mitigated?
Procedures, situational awareness, TCAS?
GOL B737-800 Brasil
5
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29 Nov 2007IMPACT WITH TERRAIN: Could more effective training have mitigated? - heading, situational awareness = controlled flight into terrain (CFIT)?
AtlasJet MD83 at Isparta
6
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7 Mar 2007OVERRAN RUNWAY: Could more effective training have mitigated?
Crew resource management (authority gradient)
Garuda B737 Yogyakarta
7
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4 May 2007
CRASHED AFTER TAKE-OFF: Could more effective training have mitigated? - took-off into heavy TS
Kenya Airways B737 Douala
According to the former minister, “the Camerounian State is not to be blamed as the pilot was asked not to fly due bad weather”.
The Kenya Airways Boeing 737-800 suddenly disappeared from radar screens two minutes after take-off from the Douala
International Airport during a heavy thunderstorm.
8
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17 Jul 2007
RUNWAY EXCURSION: Could more effective training have mitigated? Undesired aircraft state - reverser inoperative procedures
TAM A320 Sao Paolo
9
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BA B777 Heathrow17 Jan 2008
LOSS OF POWER: Could more effective training have mitigated? NO: Sound airmanship displayed - AAIB report
10
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Belgavia CRJ100 Yerevan14 Feb 2008DE-ICING PROCEDURES: Could more effective training have mitigated?
Loss of control -refused advice to de-ice for take off
11
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21 Feb 2008FLEW INTO TERRAIN: Could more effective training have mitigated?
- failed to align NAV pre-take off = Situational Awareness + CFIT
ATR42 nr Merida
12
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15 Apr 2008RUNWAY OVERRUN: Could more effective training have mitigated?
Overrun - tyre burst after V1; tried to stop
Hewa Bora DC95 Goma
13
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25 May 2008RUNWAY OVERRUN: Could more effective training have mitigated?
Procedures; slow rejected take off?
Kalitta B747 Brussels
14
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30 May 2008RUNWAY DEPARTURE: Could more effective training have mitigated?
Undesired aircraft state - landing performance?
TACA A320 Tegucigalpa
15
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10 Jun 2008RUNWAY DEPARTURE: Could more effective training have mitigated?
Undesired aircraft state - landing performance?
Sudan Airways A310 Khartoum
16
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6 Jul 2008GO AROUND FAILED: Could more effective training have mitigated?
Undesired aircraft state-approach to wrong runway
USA Jet DC91 Saltillo
17
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20 Aug 2008DEPARTED RUNWAY: Could more effective training have mitigated?
Flaps not set for take-off -undesired aircraft state - procedures
Spanair MD82 Madrid
18
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Itek Air B732 Bishkek 24 Aug 2008LOST CONTROL ON APPROACH: Could more effective training have
mitigated? Undesired aircraft state – visual awareness?
19
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30 Aug 2008FLEW INTO TERRAIN: Could more effective training have mitigated?
crew resource management, situational awareness
Conviasa B737 Latacunga
20
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Aeroflot-Nord B735 Perm14 Sep 2008LOST CONTROL ON APPROACH: Could more effective training have
mitigated? Recent formal ruling that pilot was drunk, CRM?
Since this accident Russia's transport ministry signed
an agreement with Boeing aimed at improving air
transport safety in the country. The memorandum,
identifies provision of training for flight crew and
technical personnel and the development of training
infrastructure as crucial areas
21
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27 Nov 2008LOST CONTROL: Could more effective training have mitigated?
test flight procedures training (BEA)?
ANZ A320 nr Perpignan
22
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20 Dec 2008RUNWAY OVERRUN: Could more effective training have mitigated?
Undesired aircraft state -failed take-off & runway overrun?
Continental B737 Denver
23
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US Air A320 Hudson River15 Jan 2009TRAINING & EXPERIENCE SAVED THE
DAY!
An example to study
24
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Colgan Air DH8D Buffalo 12 Feb 2009LOST CONTROL: Could more effective training have mitigated?
- procedures, icing and stall recovery training?
25
A change trigger
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25 Feb 2009 Turkish B737 Amsterdam LOST CONTROL ON APPROACH: Could more effective training have
mitigated? Automation reliance & monitoring?
26
An automation threat?
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23 Mar 2009FLIPPED ON LANDING: Could more effective training
have mitigated? Undesired aircraft state -known handling issues in
strong gusts?
Fedex MD11 Tokyo
27
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9 Apr 2009IMPACT WITH TERRAIN: Could more effective training have mitigated?
Undesired aircraft state-loss of control; circling in low cloud base?
Aviastar BAe 146 Wamena
28
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29 Apr 2009CRASHED AFTER TAKE-OFF: Could more effective training have
mitigated? As yet unknown but aircraft stored for 1 year?
Bako Air B737 Massamba
29
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1 June 2009 Air France A330 Atlantic
LOST CONTROL: Could more effective training have mitigated? - inadequate evidence as yet
30
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Yemenia A310 East Africa30 Jun 2009LOST CONTROL: Could more effective training have mitigated?
Undesired aircraft state - missed approach in big twin; as yet unknown
31
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Caspian Tu 154 nr Tehran14 Jul 2009IMPACTED TERRAIN: Could more effective training have mitigated?
-as yet unknown
32
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Aryan Airlines IL62 Mashhad (Iran) 24 Jul 2009OVERRAN RUNWAY: Could more effective training have mitigated?
-Technical (gear?), late landing, but as yet unknown
33
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Bangkok Awys ATR72 Koh Samui4 Aug 2009RUNWAY EXCURSION: Could more effective training have mitigated?
Departed runway in strong winds and rain - as yet unknown
34
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Sudan Awys B707F Sharjah21 Oct 2009LOST CONTROL: Could more effective training have mitigated? Lost control during initial climb and crashed – as yet unknown
35
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Cpgn African Avn MD82 Goma 19 Nov 2009OVERRAN RUNWAY: Could more effective training have mitigated?
Overran runway in ‘rainy conditions’ - as yet unknown
36
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American Airlines 738 Kingston22 Dec 2009OVERRAN RUNWAY: Could more effective training have mitigated?
Overran runway in heavy rain - as yet unknown
37
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Compagnie B727-200 Kinshasa2 Jan 2010RUNWAY EXCURSION: Could more effective training have mitigated?
Veered off runway on landing - heavy rain
38
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Taban Air TU 154 Mashad Iran24 Jan 2010
RUNWAY EXCURSION: Could more effective training have mitigated? Landing in fog with medical emergency
Flight International
39
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Ethiopian 738 Nr Beirut25 Jan 2010CRASHED IN DEPARTURE: Could more effective training have mitigated?
Lost height and impacted Mediterranean (WX?) - as yet unknown
40
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LESSONS FROM THIS SAMPLE?1. That most accident risks realised could be foreseen in training! 2. That reactive is easier then proactive!
3. That 35 of the 40 accidents sampled (88%) may count as probable human factors and training [LOSS OF CONTROL / undesired aircraft state (irrecoverable departure from normal operational parameters) & controlled flight into terrain]
4. That today we still DO NOT focus a commensurate amount of pilot training on human factors! (it’s more like 10%?)5. We must mitigate accidents with TRAINING
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Back to the 2009 IATA REPORT
Runway excursions and ground damage
were main categories Pilot handling was a contributing factor in
30% of all accidents
So what’s happening in 2010 ?
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DURING THE FIRST 120 DAYS OF 2010, NOT MUCH HAS CHANGED
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RUNWAY EXCURSIONS & GROUND DAMAGE 2010 (page1)
2 Jan Compagnie Africaine Aviation B727-200, Kinshasa (Congo) Veered off runway on landing3 Jan Air Berlin B737-800, Dortmund (Germany)
Rejected takeoff - runway overrun8 Jan Air Berlin B737-800, Nuremberg (Germany)
Veered off runway on take off9 Jan Yas Air IL76, Kiev (Ukraine)
Runway excursion on landing15 Jan Iran Air F100, Isfahan (Iran)
Nose gear collapse on landing16 Jan Iran Air A300-600, Stockholm (Sweden)
Went off runway on line up for take off19 Jan PSA Airlines CRJ2, Charleston (USA)
Overran runway on take off
Source: Aviation Herald7
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RUNWAY EXCURSIONS & GROUND DAMAGE 2010 (page2)
19 Jan Lion Air B737-900, Padang (Indonesia) Runway excursion on landing
21 Jan Aeromexico Connect E145, Tijuana (Mexico) Went off runway on landing
22 Jan Skywest CRJ7, Winnipeg (Canada) Overran runway on landing
25 Jan West Air CRJ2 Longyearbyen (Norway) Veered off runway on landing
27 Jan Cimber AT72, Bornholm (Denmark) Veered off runway on landing28 Jan Bulog AN26, Wamena (Indonesia)
Overran runway on landing30 Jan Donavia B737-400, Rostov (Russia)
Overran runway on landing
Source: Aviation Herald14
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RUNWAY EXCURSIONS & GROUND DAMAGE 2010 (page3)31 Jan Skyservice A320, Varadero (Cuba)
Hard landing – three tyres blown4 Feb Yakutia AN24, Yakutsk (Russia)
Rejected take-off but airborne / gear up8 Feb Shasheen B737-200, Peshawar (Pakistan)
Departed runway on landing10 Feb KLM B737-300, Schiphol (Netherlands)
Took off on taxiway13 Feb Batavia B737-200, Surabaya (Indonesia)
Nose gear skidded on line up – tyres blew18 Feb Shuttle America Embraer ERJ-170, Cleveland (USA)
Overran the runway on landing22 Feb Spring Airlines A320-200, Shenyang (China)
Landed tail first – structural damageSource: Aviation Herald21
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RUNWAY EXCURSIONS & GROUND DAMAGE 2010 (page4)24 Feb Ethiopian Airlines B737-700, Lubumbashi (Congo)Departed taxiway after landing
24 Feb Air Canada Airbus A321-200, Toronto (Canada)Landed without ATC clearance
25 Feb Lion Air B 737, Padang (Indonesia)Main gear departed paved surface
26 Feb Garuda Indonesia B 737-800, Perth (Australia)Entered RWY 06 after landing - no clearance
26 Feb Aeroflot A320-200, Oslo Gardermoen (Norway)Took off on taxiway
1 Mar Air Tanzania B737-200, Mwanza (Tanzania) Veered off the departure runway 3017 Mar Shaheen Air International B737-200, Peshawar (Pakistan) Overran the runway on landing
Source: Aviation Herald28
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RUNWAY EXCURSIONS & GROUND DAMAGE 2010 (page5)
22 Mar Aviastar TU-204-100, Moscow Domodedovo (Russia Landed about 1000 meters short of rwy 14R
23 Mar China Airlines B747-400F, Anchorage, (USA) Struck its tail onto the departure runway
24 Mar Cargojet B727-200, Moncton, (Canada) Overran runway 06 while landing
24 Mar Asiana A321-200, Omitama (Japan) Overran runway 21L by about 30 meters
25 Mar Westjet B737-800, Cancun (Mexico) Tail strike during takeoff
25 Mar Air Madagascar B737-300, Nossi-be (Madagascar) Main gear off the paved surface after landing
5 Apr Egypt Air A330-200, Cairo (Egypt) Wrong taxiway - impacted two light poles
(wrong park position entered into FMS – wing damage)Source: Aviation Herald35
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RUNWAY EXCURSIONS & GROUND DAMAGE 2010 (page6)8 Apr PSA Airlines CRJ-200, Charleston, WV (USA)
Overran runway - rejected takeoff at high speed 13 Apr Merpati Nusantara B737-300, Manokwari (Indonesia)
Overran runway while landing21 Apr Cargojet B727-200, Moncton (Canada)
Overran runway 06 while landing
Source: Aviation Herald
38 (Since 1st Jan 2010)
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Is our collective industry eye still off the SAFETY ball?
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THE BIG QUESTIONSHOULD INDUSTRY ACCEPT THAT
ACCIDENT & INCIDENT RATES: (1) ARE AS LOW AS ECONOMICALLY VIABLE?
OR
(2) MUST BE FURTHER REDUCED?
WATS 10 ‘Training for Safety’ John Bent
AS GROWTH RESUMES, IF THE ACCIDENT RATE REMAINS UNCHANGED
Expansion of
the global fleet
will increase
the number
of accidents
The accident RATE must be
DRIVEN DOWN further
62
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ALTHOUGH THE RATE IS LOW RELATIVE TO ACTIVITY:
A doubling of the fleet next 20 years at same rate could result in
10,000 fatalities or more; tragedies with commercial
consequences for passenger growth
SO WE MUST ACT
To hold accidents down to 150 and a possible 5,000 fatalities,
we must HALVE the accident rate NOW
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THE BRIC COUNTRIES (Brazil, Russia, India, & China)
ARE MOST EXPOSED – NEXT 20 YEARS
Source: ACI Sept 08THE BRICS WILL EXCEED USA BY 2027
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IN CHINA ALONE: 20 YEAR PROJECTIONS FOR NEW AIRCRAFT:
65
Pre-recession projection: 3,800 airframes
Post recession-REVISED projection:
2,800 airframes
New airline pilots required (including 8,000
retirements): 41,600Source: manufacturers and IATA
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THE VERDICT: ‘RATES MUST BE FURTHER REDUCED’!
This month in Montreal, ICAO announced an action plan to:
Lead a safety information exchange
Coordinate efforts to establisha global safety information exchange to enable analysis of key safety indicators
Work with IATA and the FAA, to "facilitate the collection, analysis and dissemination of safety information provided
by states and industry partners throughout the international aviation community”
But these actions will take a LONG TIME. Improved training is an obvious action which can be taken NOW
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ACTION - THE CHALLENGES:
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DOEPS [DEFENCE OF ESTABLISHED PROCESS SYNDROME]?
Change is not easy; defense of ‘status quo’ is
A long established process is understood
Prejudice (conclusions without the facts) is a great time saver
New processes are more acceptable once widely
adopted
NAAs and Training Organisations prefer not to be ‘first’
THE CHANGE CHALLENGE
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BUT:
Hundreds of thousands of safe flights are not news
Airline accidents are immediate media drama
Public perceptions form with the first media bite
THE SAFETY CHALLENGE ANOMALY (AREN’T WE SAFE ENOUGH?)
Approx 18,000 airliners are continuously in operation; that’s approx 2,700,000
passengers in flight
Safe enough to relax? NO, that’s complacency
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As hardware and technology improved: crew dependence on automation increased raw piloting and monitoring skills regressed technology was perceived to reduce training need human factors became more exposed as common cause
In parallel, recent rapid growth: reduced average experience on airliner flight decks encouraged new entry criteria for pilots (generation ‘G’ and beyond may pose even more challenges) placed increasing pressure on training systems forced cost savings into crew training programmes
THE SKILL & EXPERIENCE LOSS CHALLENGE (UNCOMFORTABLE SYSTEMIC MIX):
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Washington Post, 29 June 2009 “Automated systems are often designed to relieve humans of tasks
that are repetitive. “When such algorithms become sophisticated, however, humans
start to relate to them as if they were
“The autopilot on a plane, the cruise control on a car, automated speed control systems in mass transit, are all conveniences but
fellow human beings”
“The more reliable the system, the more likely it is that humans in charge will ‘switch off’ and lose their concentration, and the greater the likelihood
can become crutches”
that a confluence of unexpected factors that stymie the algorithm will produce catastrophe”
THE AUTOMATION CHALLENGE
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THE PROCESS CHALLENGE
INDUSTRY > ICAO DEVELOP BEST PRACTICE
NEW SARPS TO NAA TRAINING ORGANISATION APPLIES NAA REQUIREMENTS PLUS LOCAL ENHANCEMENTS
CUSTOMER NEED DEFINED
REGULATION & FACILITATION
VERIFICATION
COMPETENT SAFE PILOTS INPUTS TO SELECTION
AUDITS: 1) TRAINING ORG BY CUSTOMER & NAA2) NAA BY ICAO
FEEDBACK ANALYSIS
COMPULSORY REPORTING: CUSTOMER & TRAINING ORG TO NAA NAA TO ICAO
Continuous improvement
IS THIS REALLY HAPPENNING?
WATS 10 ‘Training for Safety’ John Bent
The training industry has had great difficulty preparing for the
next growth phase, as enterprise resources have been decimated
Belt tightening prevented widespread adoption of best practice;
mostly ‘more of the same’ prevailed
The next growth surge can be seen on a closer horizon
Seeing through the recession
73
THE TIME & RESOURCE CHALLENGE (THERE’S LIMITED TIME TO ACT)
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THE MANAGEMENT PERCEPTION CHALLENGE
Training practitioners usually agree that TRAINING IMPROVEMENTS ARE
NEEDED, but what about
CAPA Management survey 2009 >>
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TRAINING AS A PRIORITY: Current priorities are not training!
Source: Centre for Asia Pacific Aviation Survey, Sept 09
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Short Term Challenges: What will be the 3 biggest challenges for your business over the NEXT 12 MONTHS?
WATS 10 ‘Training for Safety’ John Bent
TRAINING AS A CHALLENGE: A greater spread of opinions on the key issues - medium term
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Medium Term Challenges: What will be the 3 biggest challenges for your business over the NEXT 1-3 YEARS?
Source: Centre for Asia Pacific Aviation Survey, Sept 09
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How can crew training be enhanced if company
executives don’t see the need?
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INDUSTRY ACTION?
CONVINCE DECISION MAKERS THAT WE HAVE A PROBLEM [ICAO, IATA, FAA ARE CLEARLY CONVINCED]
ENHANCE CREW TRAINING; THE CONTROLLABLE VARIABLE
As hardware cannot be changed rapidly (we have what we have) Crew Training (both airline & GA) must be driven rapidly
towards:
more relevance; proactive to risk & SMS
higher quality & continuous improvement
more sustainability & topicality (recurrent)
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FIND THE LOWEST HANGING FRUIT
79
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Chairman of the Flight Training Department, Embry Riddle ‐Aeronautical University:
“Our experience and research lead us to believe a successful airline pilot candidate preparation program should embrace a methodology to weed out unsuccessful candidates prior to their employment by the airlines”
IMPROVE SELECTION Remarks to Aviation sub-committee, US House of
Representatives, June 2009:
TOO OBVIOUS? Yes but much more can be done
USD 5,000 more invested in Selection could reduce system risk, and save >USD 50,000 downstream
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RAISE TRAINING STANDARDS - EVERYWHERE
81
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Cost reductions (‘more’ training cannot easily be
added)
Quality, and relevance must rise
RAISE QUALITY - EVERYWHERE
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Much airspace is shared by GA & Airlines One airline supply pipeline is GA Effective early training is vital throughout aviation Many best practices developed for airline operations
could be cross pollinated into GA training
TAKE A MORE GLOBAL HOLISTIC APPROACH
GENERAL AVIATION
Must wheels b
e re-in
vented?
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FIND THE QUALITY DRIVERS
Without data, aviation safety is at the mercy of opinion
QA or SMS requires performance data to analyse
This data comes from multiple sources (in airlines):
For example >>
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Whole Airline:
IATA OPERATIONAL SAFETY AUDIT (IOSA)
Flight Operations
LINE OPERATIONAL SAFETY AUDIT (LOSA)
USE INDUSTRY EXTERNAL DATA
85
Whole Airline Industry:
GLOBAL SAFETY DATA(ICAO, IATA, FSF..)
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USE LOSA (LINE OPERATIONAL SAFETY AUDIT) DATA
After 10 years, and more than 6,000 LOSA flights…
- over 90% of flights exhibited observable crew errors
Numerous events were precipitated by an error made by the
captain, unchallenged by other crew members (reluctance to
challenge, expressed as ‘authority gradient’ (G. Hofstede)
50% of LOSA-observed errors went undetected by the crew
32% of errors were intentional noncompliance (Violations)
86
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LOSA DATA SHOWS WHAT CREWS DO RIGHT
87
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Emeritus Professor Bob Helmreich (University of Texas), champion of LOSA & TEM (Threat & Error Management), in October 2006:
“After 10 years of examining how flight crews manage errors
(LOSA data), it is clear that all successful crews do two things: -
No Surprise! But much more can be done
88
1. Cooperate to rigorously monitor and cross check to
make sure they pick up threats and errors early, and
2. Actively engage in checking and verifying every
setting and action which can affect safety.”
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Safety Dept
FOQA / QAR DATA & CONFIDENTIAL REPORTS
Flight Operations
SELECTION CRITERIA & DATA (& downstream performance: another presentation!)
USE AIRLINE INTERNAL DATA
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Flight Operations & Training Dept
CREW PERFORMANCE DATA(training progress, PCs / route checks)
FUTURE INITIATIVE:Flight Operations & Training Dept
SIMULATOR PERFORMANCE DATA
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OK SO WHAT’S NEW?
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Not much, most airlines collect these data already
But how many airlines analyse, organise, and collate this
data into a REAL TIME system ‘health check’?
Airline training systems would benefit immediately; through more rapid response to new threats
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ITQI (IATA Training & Qualification Initiative)
Active development of Type VII FSTD ATC Simulation
Active development of Upset Recovery Training (URT)
standards (RAeS International Committee - aviation training in extended
envelopes– ICATEE)
Improved type training programmes;
eg. APT3 (Airbus Pilot Training) & B787 type training – all embedded with
TEM (Threat & Error Management)
ATSAS (Aircrew Training Standards & Safety - safety data driving training)
NGAP (ICAO Next Generation Aviation Professionals) Initiative – March 2010
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CAPITALISE ON CURRENT INITIATIVES
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Recognise the new Airline Pilot License
MULTI-CREW PILOTS LICENCE (MPL)
after 60 years of almost no change
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MPL concentrates best practiceDespite controversy, MPL is: -
the result of 6 years of industry development to
replace an outdated 60 year-old airline training process
initially very well received: after the Alteon Beta trial
(small sample, but impressive base training results)
an ICAO approved programme and license
a set of powerful airline pilot training tools,
demanding new standards in the airline pilot training
process Just what the training industry needs: relevance + focus + quality >
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National MPL regulations are now in place in:Armenia, Australia, Canada, Chile, China, Denmark, France, Germany, Ghana, Latvia, Maldives, Netherlands, Pakistan, Philippines, Singapore, Sweden, Switzerland, Syrian Arab Republic, Thailand, UAE, United Kingdom, Hong Kong (22)
By operators:
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MPL is now under development, trail, or use in:Australia, China, Denmark, Germany, Philippines, Singapore, Sweden, Switzerland, United Kingdom, Hong Kong… (10)
Source: IATA
Former Alteon-Boeing Flight Training-CAAC, CAAC-CAFUC, CAPA- Sterling, Lufthansa, Swiss, OAA-Flybe, FTE-Flybe, CAE-Air Asia, Kaufer-Air Berlin, SATA-Tiger Airways, L.U.S.A.-City Airline & Skyways, Alpha Aviation, and proposed Pegasus Flight Academy China (13)
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Data Source IATA & Tng Orgs
Prior to the next growth surge, self funded pilot applicants prefer the old CPL route to ensure a job on graduation
MPL beta syllabus: variations in structure and spread:- Some orgs still apply twins and jets to the MPL syllabus,
distracting students with up to three non-airline types Many orgs still apply old pre-ICAO 9625 FSTD categories Some orgs conduct MPL in three separate global locations Aircraft flight training spread: 80 - 130 hours Simulator flight training spread: 155 - 292 hours Course duration spread: 14 - 36 mths
But as the superior performance of MPL graduates is more widely seen, operators will eventually demand MPL
MPL under TRIAL – some challenges
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MPL STATUS MARCH 2010:
77
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GRADUATED:
800Data Source: IATA & EASA MPL Advisory Board 16/17.3.10
STUDENTS IN TRAINING:
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Training Comparison:
97
275
65
210
120
201.5
90.5111
56
0
50
100
150
200
250
300
Instruction Time Flight A/C FSTD Instruction
FSTD type 1v & V11 Instruction
Hour
s
Kind of Training
Multi-Crew Pilot License (290 hrs- proposal)
JAR ATPL(A) Standard Integrated Course incl. T/R
MPL delivers more instructional hours than CPL
Source: IATA
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MPL THROWS OUT SPECIAL CHALLENGES:
Upset Recovery Training (URT) – still maturing [but WGs underway include the RAeS International Committee for Aviation Training in Extended Envelopes (ICATEE) to report next year]
ATC simulation – maturing in Type VII FSTD (Flight Simulation Training Device)
Instructor qualifications & training – higher standards
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UPSET RECOVERY
TRAINING (URT): Actual flight in
training aircraft +
Simulator training
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Advanced training equipment + ineffective instruction = learning barrier Poor training equipment + effective instruction = learning catalyst MPL requires more appropriate (1) instructor training and (2) training devices More relevant instructor entry criteria + improved instructor training = essential for MPL, however challenging!
HONE THE INSTRUCTOR’S ART – THAT HUGELY FERTILE VARIABLE!
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Lost Hydraulics - Sioux City United 232 July 89 >
IMBIBE GOOD AIRMANSHIP (the consistent use of good judgment
& well-developed skills (Kern 96) – STUDY EVENTS
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> Power loss & ditching - US Airways Flt 1549 Jan 09
> Volcanic ash All Engines out - BA 9 - June 82
Cathay A330 – both engines fluctuated - thrust stuck @ 70% N1 asymmetric - landed at 230kts - April 10 (subject to inquiry underway) >
SOMETIMES PROCEDURES & CHECKLISTS MAY NOT BE ENOUGH:
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Enhanced Instructor training and oversight
More LOFT (LINE ORIENTED FLIGHT TRAINING) training
More task-focussed, competency-based, quality embedded programmes (as in MPL)
Programmes designed for continuous improvement
Driven by performance & SMS feedback
Training devices designed to training task and learning phase (as in MPL, APT)
Embedded human factors / threat & error management (TEM) (as in MPL)
Mandated uniforms in simulator training – raising crew fidelity
TRAINING ENHANCEMENT SUMMARY:
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UNIFORMS IN SIMULATION (an easy option; what’s the problem here?)
Zero cost - all crews have uniforms!
Matching crew fidelity with simulator fidelity
Creating a more professional atmosphere in simulator training
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SO WHY THIS?Let’s just fix it!
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Long term the industry is highly exposed to ineffective training
Airlines need to offer comfortable and safe air travel as a long term profitable business plan
Resource flow must be maintained to the vital organs of a positive safety culture
Effective crew training is an investment which protects safety margins for years to come
Training must deliver efficient best practice, with relevance and continuous improvement
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THE BOTTOM LINE
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From the 2009 FAA safety call to action speech (Randy Babbitt): “That day is today”
We must know more about pilot performance over a pilot’s entire career
Good, effective training has to be at the top of our list
We need to ensure we’re meeting and exceeding the standards
The fundamentals of quality training are clear and direct
One of the quickest ways to spread excellence is to cross-pollinate
We need to share so that we’re all at the highest level possible
We have some great opportunities to look at best practices …..
ONE LIGHT SWITCH FOUND!
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Are airline COOs & CFOs AWARE of Training as the critical safety priority to address today?
Will budgetary maximums be ‘regulatory training minimums’ next financial year?
Two Parting questions
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TRAINING & SAFETY ‘TAKE-AWAYS’
OPTIMISE BEST PRACTICE - minimise additional cost
MEASURE to continuously improve
EMBED MEASUREMENT into the training process, and instructor’s task
EMBED TEM into all training thinking
If QUANTITY shrinks, QUALITY must grow
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SAFETY GROWS FROM EFFECTIVE TRAINING
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Thank You!
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Best practice safety-driven training founded on MPL in one location
Aimed at higher training standards
+ expanded safety margins
ENTER THE PROPOSED
Pegasus Flight Academy
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