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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
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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
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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
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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
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Regulatory Structure
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Core Activities (1/2)
Product Certification
Rulemaking
Standardisation
Organisation Approvals
Safety Assessment of Foreign Aircraft
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Core Activities (2/2)
Third Country Operators
Safety Analysis and Research
European Aviation Safety Programme
International Cooperation
Technical Training
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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
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Accidents Worldwide
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Fatal accidents for scheduled passengers and cargo, per 10 Million flights
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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.
Accidents and Incidents
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What: Safety Recommendations
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Accidents and Incidents
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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).
Safety Recommendations
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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)
Safety Recommendations
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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)
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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
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Who: Initial Pilot Training; Recurrent Pilot Training; Instructors; CAA Inspectors; FSTD qualification.
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EASA Rulemaking Tasks
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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EASA Rulemaking Tasks
Thank you!
Contacts: [email protected] [email protected]