Deepen FOQA Use and

Continue to Improve

Flying Skills

China Southern Airlines

1 Introduction to CSN FOQA operation

2

3

Build FOQA application platform based on QAR big data

Professional analysis based on technical advantage

Contents

4

5

Deepen FOQA use and continue to improve flying skills

Challenges

Introduction to CSN FOQA operation 1.

4

CSN flight management department executes FOQA functions, incorporating professional

advantage from 47 chief pilots and check airmen. FOQA is widely utilized in flight

training, safety management and flight operations.

Introduction to CSN FOQA operation

CSN established a FOQA system in 1998 with the aim of bringing FOQA into the scientific management system to improve flight technology, analyze quality trends, control safety risks and ensure flight safety.

CSN FOQA coverage: 9 types of 533 airplanes: A320\A330\A380\B737\B747\B757\B777\B787\E190 6000+ pilots: 2800+ captains and 3200+ first officers 2000+ flight legs every day covering 40+ countries and regions.

Build FOQA application platform based on QAR big data

2.

6

CSN has independently developed a Flight Data Application System based on QAR data and set up a platform incorporating flight data from flight, maintenance and operations.

The systematic management of FOQA includes functional modules like raw data

collection, events classification and statistics, new captain monitoring, first officers

monitoring, monitoring on frequent occurrence aircraft types, airports and

companies, and risk source identification and analysis.

FOQA has supported flight training with data to improve flying skills and provided

scientific basis to improve flying skills.

Third Prize for modernized and creative achievements in communication enterprises

of China, year 2015.

Build FOQA application platform based on QAR big data

7

8

Professional analysis based on QAR technology

3.

Analysis: With the automation level increasing and

recruitment of new pilots, young pilots need to improve

their basis flying skills.

the last barrier to most accidents is crew flying skills.

Observation: QAR monitored events increasing

Long flare, High G on touchdown, low altitude attitude unstable

10

FOQA big data analysis and application –

Handling ability degradation

Solution: More simulator and base trainings for young

pilots.

？

1 more simulator training and evaluation for Cat C F/O upgrade training

integrated with recurrent training

1 more simulator training and evaluation for Cat D F/O upgrade training

integrated with recurrent training

For captain upgrade training, 1 session of takeoff and landing handling

before simulator upgrade training.

Instructor’s comment, personal application, company recommendation.

With the special advantage of Nanyang Airport, CSN can do unlimited

takeoffs and landings to meet the need for base training at all cost.

CSN has accomplished over 2320 hours of base training on basic

aircraft types by the end of August.

FOQA big data analysis and application – measures taken

Training plans

FOQA big data analysis and application – management tools

Monthly analysis and review

Daily reports, weekly reports and monthly

reports Important events don’t stay overnight. Weekly review of exceedance events. Monthly

analysis of quality trends.

Find the problem: What aircraft? What airport? What branch? What people? What technical

problems?

Common problems: Compose courseware, organize technical workshop, issue operational

guideline

Unique problems: Organize technical review, specific simulator training, scheduled technical

Chief pilots and check airmen are involved in the trend analysis for various aircraft types,

companies and airports. They analyze and review important events, compose courseware

and take measures in flight training.

Deepen FOQA use and continue to improve flying skills

4.

Introduce FOQA in pilot training as a directive tool and produce competent

captains

Categorize first officer training into Levels A, B, C and D.

Establish an integrated training system and unify courseware, training subjects and check

standards in upgrade trainings.

Classify QAR data from various dimensions and use statistics on first officers from different levels to compose specific simulator training subjects

Increase simulator training with the focus on basic handling in complicated weather conditions. Add 1 session of base training to improve first officers’ handling ability.

Train captains with competence and discipline

Use FOQA in the right way and prevent it from being an evaluation method.

Standardized flying with SOP as the basis.

，

。 • Loosen the monitor criteria above 200 AGL so that pilots can make corrections within the envelope with

confidence. Special analysis for special airports and special procedures: PUS circle to land, JFK 13R VOR, Tokyo

Modify FOQA criteria

• No ranking for fellow companies. Relieve the pressure on instructors and encourage active teaching. Instruction handling events exemption.

Prevent evaluating pilots with QAR data

Case 1

June 2015, multi B777 flights from CAN to JFK triggered unstable

events like “500 – 50 feet excessive bank angle”, “bank unstable below

100 feet”, “bank unstable before flare” during VOR approaches to

runway 13R and wingtip strike risk was present.

Chief pilots and check airmen analyzed QAR data carefully and

organized debriefings to find out the causes for excessive bank angle:

1. The airplane arrives at dawn break. The sky appears bright

while the ground appears dark.

2. The VOR approach has a great intercept angle and short

distance into visual flight (94º angle and 2.6 miles from runway

threshold).

3. Insufficient right bank in initial final interception causes the

airplane to overshoot. Bank unstable occurs when pilots have to

correct back.

With the chief pilots and check airmen’s suggestion, the bank

monitor criteria above 200 AGL in JFK was modified so that pilots can

make corrections with confidence not to violate monitor criteria when

visual is initially acquired. Pilots are also required to go around if the

airplane is not stable at 300 feet.

Therefore, the right use of FOQA encourages pilots to follow SOP

as well as improves safety.

Use FOQA to prevent risk, improve technology and guarantee safety.

By loosening and tightening the monitor with 200 feet as the threshold, FOQA has become a key method in improving flying skills and guaranteeing safety.

1 Risk prevention

Focus on unstable

events below 200 feet,

e.g. excessive bank,

excessive sink rate,

high G on touchdown.

2

Specific training to improve

skills

Captains who have demonstrated unstable attitude controlling at low altitude are put into dedicated simulator training where their technical defects are targeted. No punishment. They become more competent captains through dedicated simulator and base training.

Use QAR data accurately to solve technical difficulties

3. Chief pilots and

check airmen use

QAR big data to

classify and analyze

frequent and severe

occurrence. Flight

procedures are

improved and

promoted in simulator

and base training to

target technical

defects.

1. Train first

officers’ basic

flying skills

according to

the training

syllabus

2. Classify and

analyze first officers’

handling quality with

QAR data. Formulate

specific training

subjects for additional

training to improve

flying skills.

2 – 3 airplanes per month dedicated to base training at Nanyang airfield.

Flight training at all cost.

Continuous improvement of flying skills and operation safety

Statistical analysis of QAR big data from operational flights reveals

technical defect trends.

Continuous improvement of handling ability by technical symposiums

focused on handling, takeoff and landing, and basic flying skills.

Time AP off

（altitude/distance

to runway）

First correction （altitude/distance

to runway）

Event triggered （altitude/distance

to runway）

Relative pos to

3º G/S at

“excessive bank”

Event 1 16：00 1000ft

3. 5 nm

940ft

3.3 nm

394ft

1.6 nm -120ft

Event 2 14：00 495ft

1.7 nm

395ft

1.45 nm

157ft

0.8nm -100ft

Event 3 17：00 1000ft

3.4 nm

970ft

3.3 nm

440ft

1.7 nm -104ft

Event 4 17：00 850ft

3.0 nm

800ft

2.8 nm

400ft

1.45 nm -64ft

Event 5 17：00 1000ft

3.4 nm

900ft

3.1 nm

460ft

1.7 nm -84ft

Event 6 17：00 660ft

2.3 nm

550ft

1.9 nm

270ft

1.0 nm -50ft

Event 7 17：00 730ft

3.0 nm

710ft

2.9 nm

430ft

1.6 nm -82ft

Event 8 17：00 960ft

3.1 nm

860ft

2.9 nm

360ft

1.3 nm -56ft

Max intercept angle (º)

Max bank Momentary sink rate

13° 9.14° 566ft/min

14° 11.95° 760ft/min

18° 12.83° 753ft/min

11° 11.07° 1005ft/min

15° 9.14° 1060ft/min

11° 11.78° 1280ft/min

20° 9.49° 870ft/min

18° 10.37° 702ft/min

Case 1:

Frequent occurrence of low altitude excessive bank angle during VOR approaches at KHG in

May 2014. 8 of the events are analyzed with QAR data.

1. All events occurred in the afternoon when sunlight was strong and turbulence was present.

2. All flights made corrections immediately after autopilot disconnection.

3. All intercept angles greater than 10º and the maximum was 20º, three times the angle between VOR course and final on approach chart.

4. All excessive bank angle occurred at below 500 ft AGL, and the lowest was 157 ft. Stable approach was not achieved.

5. Pilots failed to maintain the right altitude/distance ratio because of excessive bank angle and all flights were lower than the normal 3º glideslope.

Conclusion: pilots hurry to intercept final with runway in sight, overlooking the unstable factor brought by intercept angle and corrections.

Operation guideline

issued:

For the visual segment

of a non-precision

approach, “Approach to

final, then turn” is a

better way to achieve

stable approach.

23

There is difference between the handling of B777F and

B777-300. Monitor data showed that B777-300 often had high

vertical G at touchdown, a potential risk of heavy landing.

Chief pilots and check airmen worked with China Eastern

colleagues on a specific study and composed courseware to

be used by all pilots.

Operation guideline issued: start flare higher to allow for a

short float before touchdown. Don’t decrease pitch attitude in

flare to avoid rough pull just prior to touchdown.

How to handle aiming too high when crossing runway

threshold?

High G events decrease significantly.

Case 2

Challenges and suggestions 5.

。

FOQA punishment makes pilots overly concerned about QAR monitor criteria, which leads

to deviations from SOP and potential safety risks. Instructors’ fear of QAR events lead to

less handling opportunities for F/O, which is a potential safety risk.

With the progress of aviation technology and wide use of RNV approach, PNP-AR approach

and CAT II approach, the operation environment has become more complicated. Higher

requirement on pilots’ flying skills makes it difficult for conventional FOQA to meet the

demand of risk control.

Utilize Internet+ to build a platform for QAR big data applications. Implement FOQA in flight

training to improve flying skills. Implement FOQA in safety management to locate risk

sources. Implement FOQA in maintenance to guarantee flight safety.

1

2

3