The internationalisation of regulation and licensing Dr Graham Edkins Group General Manager Personnel Licensing, Education & Training

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1 The internationalisation of regulation and licensing Dr Graham Edkins Group General Manager Personnel Licensing, Education & Training 9 November 2006

2 Context CASA is not in the business of managing operator safety risks Outcome based regulatory regime based on identified risk Multi Crew Pilot Licence

3 CASA Organisational Chart

4 Key Principles CASA/Industry Relationship Shared responsibility for safety Regulations do not ensure safety Surveillance has limitations Focus on air transport operations

5 Challenges and Risks Aviation security requirements Airspace Regulation Drug and alcohol program Growth of low cost carriers Variable approach to safety/risk management Data driven approach to education and training

6 Changes at CASA Workforce Capability New senior management team Field Safety Advisors System Safety Specialists

7 Changes at CASA Outcome focused regulations Targeted education Systems approach to surveillance

8 Surveillance Old Approach Task-focussed Tended to focus on endproduct of the systems Identified problems tended to be fixed by patches Inflexible planning process Much repetition of tasks Checklist based New Approach Focuses on organisation s systems used to produce safe outcomes Required fixes based on the systems needed to produce consistent results Surveillance planning based on sector and individual organisation risk Uses team-based audit techniques where practical Recording systems are guideline-based.

9 Personnel Licensing, Education & Training Assistant Julie Elms Group General Manager Graham Edkins Manager Business Development Ricardo Inacio Administration Manager Nicky Riches Manager Safety Promotion David Pattie Manager Personnel Licensing and Registration Richard Farmer Assistant Annette Rimmer Field Safety Advisors Principal Medical Officer Section Head CLARC Editor Flights Safety Australia Section Head Safety Communications and Marketing Section Head Flight Crew Licensing Section Head Maintenance Personnel Licensing Section Head Flight Training Instructor Development Section Head Human Factors and Safety Analysis Aircraft Registrar

10 Area of responsibility * Safety education, training and information Flight Safety Australia, Safety Communications and Marketing, Flight Training and Instructor Development, Field Safety Advisors * Licensing services Licensing and Registration Centre, Aviation Medicine, Aircraft Register * Standards development and specialist advice Human Factors and Safety Analysis, Flight Crew Licensing, Maintenance Personnel Licensing.

11 Multi Crew Pilot Licence ICAO Flight Crew Licensing & Training Panel Considerations/outcomes

12 train to proficiency, rather than test to destruction (Fergus Woods JAA licensing director Oct 06)

13 Background Flying training has remained unchanged for decades. Industry seeking a better path to the right hand seat. New ICAO licence 23 Nov 06 (MPL) - perform the co-pilot duties on aeroplanes operated with more than one pilot complements, but does not replace existing pathways. JAR-FCL 31, 15 Nov06. Others on the same path: Canada, Singapore, Malaysia, India & China. CASA aiming to follow suit.

14 Use of Approved Training Organisations (ATOs). Training will only be provided in approved training organisations Training will be in partnership with an airline

15 Alternative Licensing Route The MPL offers an alternative to the existing licensing route to a co-pilot seat in a transport aeroplane. Conventional training for the issue of professional pilot licences will continue.

16 Competency The development of competency-based Standards will define much better the competencies of pilots at all levels and will improve standardization worldwide. The benefits of competency based training over prescriptive time-based historical training practices

17 Current Training Practice All components contemplated for the MPL are being used today in aviation training. The only new element is the context in which they are used.

18 Flight Simulation Training Device (FSTD) Sophisticated FSTDs are currently in widespread use in all phases of training, including Zero Flight Time (ZFT) programs. The advantages, capabilities and limitations of FSTDs are well understood. Learning transfer from FSTDs will be similar to that experienced in other traditional flight crew training; Use of FSTDs will: enable realistic threat and error management training; reduce training accident risks; provide for wider scope in training exercises.

19 Assured Transfer of Learning It is reasonable to expect that the transfer of learning from FSTD to real flying environment will be similar to that which has been demonstrated in other types of flight crew training. This is supported by several research studies on the learning transfer between synthetic devices and aeroplanes.

20 Reduced experience in aircraft Balanced by approved and structured training on specified Synthetic Training Devices, by highly qualified instructors in Approved Training Organizations with: greater attention placed on crew co-ordination, threat & error management, instrument & airways procedures, upset training, the inclusion of night flying, and 12 take-offs and landings in the aircraft type of the licence before issue.

21 ICAO training matrix

22 Minimum 240 hours of training including PF and PNF Phase of Training Training Items Flight and simulated flight training media - Minimum level requirement Ground Training Media Integrated TEM principles Advanced Type Rating training within an airline orientated environment Intermediate Application of multi-crew operations in a high performance multi-engine turbine aeroplane Basic Introduction of multi-crew operations and instrument flight Core Flying Skills Specific basic single pilot training CRM Landing training All WX scenarios Multi-crew LOFT Abnormal procedures Normal procedures CRM LOFT Abnormal procedures Normal procedures Multi-crew Instrument flight CRM PF/PNF complement IFR Cross-country Upset recovery Multi-crew Night flight Instrument flight CRM VFR Cross-country Solo flight Basic instrument flight Principles of flight Cockpit procedures Aeroplane: Turbine Multi-engine Multi-crew certified FSTD Type IV FSTD Type III Aeroplane: Single or multiengine FSTD FSTD Type Type II IV Aeroplane: Single or multiengine FSTD Type I 12 take-offs and landings as PF(*) PF/ PNF PF/ PNF PF/ PNF PF/ PNF PF CBT E-learning Part Task Trainer Classroom

23 Key points Greater emphasis on simulation Introduction of competency based training (ICAO) Introduction of threat and error management (TEM) Focus on multi-crew operations

24 Competency-based training (CBT) and assessment Training and assessment that are characterized by a performance orientation, emphasis on standards of performance and their measurement and the development of training to the specified performance standards.

25 CBT structure Unit of Competency - a measurable outcome Element of Competency - output required Performance Criteria - level of performance required Range of Variables - range of contexts and conditions under which the standard is to be demonstrated An Assessment Guide - guidance to assessor and candidate Underpinning Knowledge - essential knowledge and understanding required to perform the task

26 CBT key aspects Clear standards (competencies) Progressive multiple assessment (formative) Realistic final assessment (summative) Comprehensive recording

27 After 10 years of examining how flight crews manage errors it is clear that there is one thing that all successful crews do. They all cooperate to rigorously monitor and cross-check to make sure they pick up threats and errors early. These crews are actively engaged in checking and verifying every setting and action that can affect safety. (Bob Helmreich, FSA Sep/Oct 06)

28

29 TEM THREAT & ERROR MANAGEMENT Strategies to deal with threats Hardware & systems Command skills

30 THREAT = Anything that causes a variation to a perfect Flight

31 Threats Weather Influences that can lead to crew error Cabin Crew Distractions Passenger events ATC Terrain Maintenance Similar call sign Ground Crew Heavy traffic Unfamiliar airport Time pressures Flight diversion System malfunction Automation event Missed approach

32 Errors - actions or inactions by the flight crew Aircraft handling errors: speed deviations, incorrect settings, incorrect mode entry/execution, taxi too fast, failure to hold short Procedural errors: wrong challenge and response; items missed, omitted/incorrect callouts, wrong weight and balance, Communication errors: missed calls, incorrect readback, crew miscommunication Intentional noncompliance

33 The Context threats and errors are part of everyday aviation operations that must be managed by flight crews both carry the potential to generate undesired aircraft states undesired aircraft states carry the potential for unsafe outcomes.

34 Undesired aircraft states - flight crewinduced aircraft position or speed deviations, misapplication of flight controls, or incorrect systems configuration. Examples Vertical, lateral or speed deviations unstable approach Incorrect configuration of: flight controls systems engine(s)

35 CASE STUDY (1) Phoenix 2002 Airbus A320 Threat ~ thrust reverser #1 inoperative Errors ~ (PF) Thrust reverser condition not mentioned in approach & landing brief ~ (PNF) no reminder of thrust reverser condition ~ (PF) activated both thrust reversers ~ (PF) then moved #1 thrust reverser to TOGA position Undesired aircraft state(s) ~ initial yaw to right off centreline ~ excessive yaw to right - aircraft departed runway

36 QUESTIONS Benefit of multi-crew training at ab-initio level? Application of TEM model?

37 Where are we now? Where are we now?

38 Drafting instructions for CAR 5 legislative base for the approval of training courses and for the issue of the MPL. changes necessary to allow an MPL to operate, and to facilitate the transition from MPL to other pilot licences.

39 Draft CAAP Guidance/advice on: the competency standards assessment standards training and testing threat and error management instructor qualifications & experience record keeping

40 In accordance with regulatory reform directives the CAAP represents an acceptable means of compliance NOT the only means of compliance.

41 Feedback so far Haste in implementation Level of aeronautical experience Solo time Instructor qualifications & experience More prescriptive regulation Advisory board Ongoing monitoring Alteon trial should not proceed

42 Questions 9 November 2006

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