Rotorcraft CFI Special Emphasis Workshop. A USHST TWG Initiative

Transcription

1 Rotorcraft CFI Special Emphasis Workshop A USHST TWG Initiative

2 Nick Mayhew Philipp Wynands Bob Jex Orlando FSDO FAASTeam

3 Introduction and Scope RCFI Special Emphasis Program TEM Philipp FAA CFI Check Ride Feedback Bob Questions and Discussion

4 RCFI Special Emphasis Program Based upon successful CFI Special Emphasis Program Established 1998 Orlando FSDO Regular Special Emphasis Meetings Education Program DPE & Pt 141 Schools Oversight Reduced fixed wing accidents by 57% in 10 years

5 THREAT AND ERROR MANAGEMENT

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10 The aim of this presentation is to introduce the concept of Threat and Error Management to Rotorcraft Flight Training in order to assist Flight Instructors and Pilots in Training in their situation awareness and decision making before and during the execution of a flight Threat and Error Management (TEM): Is defined as the process of detecting and responding to threats and errors to ensure that the ensuing outcome is inconsequential, i.e. the outcome is not an error, further error or undesired aircraft state (UAS) The International Civil Aviation Organization (ICAO) require that Threat and Error Management (TEM) be introduced into all pilot training

11 DEFINITION OF MANAGEMENT: To PLAN, DIRECT and CONTROL Threat and Error Management therefore considers first and foremost that THREATS, ERRORS and UNDESIRED AIRCRAFT STATES happen! We just have to find a process to manage them

12 THREATS ERRORS UAS

13 THREATS are events that occur beyond the influence of the flight crew, increase operational complexity, and must be managed to maintain the margins of safety. 3 types of threats: Anticipated Unanticipated Latent Understanding what a threat is, and being aware of these threats enables the flight crew to both plan and execute the flight in a safe manner by selecting the appropriate countermeasure and achieving a safe outcome.

14 Anticipated Threats Some threats can be anticipated, since they are expected or known to the flight crew: Thunderstorms / icing / wind shear and other forecast inclement weather Congested airport / heliport Cross and/or downwind approaches/landings Outside air temperature / density altitude extremes Mass and balance Forecast / known bird activity Unanticipated Threats Some threats occur unexpectedly, suddenly and without warning. In this case, flight crews must apply skills, knowledge and attitudes acquired through training/experience: In flight aircraft malfunction Automation anomalies Un forecast weather / icing ATC re routing, error, congestion, non standard phraseology Un forecast bird activity Latent Threats Lastly, some threats are not directly obvious to or observable by flight crews immersed in flight operations. These may by uncovered by Safety Analysis and include organizational weaknesses and the psychological state of the pilot/crew: Organizational culture / changes Operational pressures / delays Complacency / fatigue Over or under confident Lack of recency Lack of proficiency

15 ERRORS are actions or inactions by the flight crew that lead to deviations from organizational or operational flight crew intentions or expectations. Unmanaged or mismanaged errors, as with threats, have the potential to reduce margins of safety. 3 categories of errors: Aircraft handling Procedural Communications The objective of Error management is timely detection and prompt response which does not reduce the margins of safety in flight operations.

16 Aircraft Handling Errors Manual handling of flight controls: vertical, lateral or speed deviations, inappropriate attitude or power settings Systems, radio, instruments: incorrect use of cyclic trim, incorrect pressure setting, incorrect heading bug or incorrect frequency selected/dialed Operations: hovering too low or fast, failure to hold short Procedural Errors Documentation: wrong weight and balance, fuel information, ATIS or clearance recorded SOPs: non compliance Checklists: from memory, items missed, checklist performed late or at the wrong time, wrong challenge and response (CRM) Callouts: omitted or incorrect Briefings: omitted or items missed Risk Assessment: not commenced Communication Errors Crew to external: missed calls, incorrect phraseology, transmitting while another call in progress, misinterpretation of instructions, incorrect readback, wrong clearance, taxiway or runway communicated Pilot to Pilot: miscommunication, tone of delivery, inter personal difficulties, mis interpretation

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19 UNDESIRED AIRCRAFT STATES are flight crew induced aircraft position or speed deviations, misapplication of flight controls or incorrect system configurations, associated with a reduction in margins of safety. UASs that result from ineffective Threat or Error Management may lead to compromising situations and further reduce margins of safety in flight operations. 3 categories of errors: Aircraft handling Ground Navigation Incorrect aircraft configurations Managing UAS means timely detection and recovery of aircraft to safe conditions.

20 Aircraft Handling UAS Vortex Ring State Loss of Tail Rotor Effectiveness Degraded Visual Environment Vertical, lateral or speed deviations Unnecessary weather / airspace penetration Operation outside aircraft limitations Continued landing after unstable approach Ground Navigation UAS Proceeding towards wrong taxiway or runway Wrong taxiway, ramp, pad or hold spot Aircraft Configuration UAS Systems Flight Controls Automation Engine Weight and Balance Fuel

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22 Flight crews must, as part of the normal discharge of their operational duties, employ countermeasures to keep threats, errors and undesired aircraft states from reducing the margins of safety in their flight operation.

23 Countermeasures Checklists = Margin of Safety SOPs Briefings / Risk Assessment Training Standards

24 Training Standards and TEM?

25 Old saying: Your student is trying to kill you!

26 New saying: I will manage the errors of my student progressively throughout his or her training so that his or her actions or inactions become no threat to the safety of any flight

27 TEM built into maneuvers: Airmanship Progressive Approach Errors managed within Training Standards Example: Autorotations

28 FAA P (2008): Currently, statistics for helicopter accidents/incidents indicate the greatest exposure for an accident or incident occurs during practice autorotations. As an FI(H), you are the final safety factor aboard the helicopter Before Flight, Training Site, Autorotation Phases

29 FAA P (2008): Progressive Approach aims to produce building blocks of learning / teaching TEM aims to manage each building block and to move forward only if a particular phase of learning has occurred Most critical errors in Autorotation?

30 FAA AC (2013) Para 4.d: A review of NTSB reportable accidents and incidents during autorotation training/instruction indicates that the predominant probable cause is failure to maintain RPM(Nr) and airspeed within the POH s specified range, resulting in an excessive and unrecoverable rate of descent.

31 FAA AC (2013) TEM: Initial training should be at higher altitudes and over several flight lessons with elements introduced progressively Discuss Energy Management principles on preflight Begin with straight in and build up to turning or 180 degree autorotation

32 Lessons preceding autorotation could include: EffectsofControls Attitude and Power Changes Straight and Level Flight, Turns, Climbs and Descents

33 Progressive Approach during the autorotation: Entry with student on cyclic only to observe large attitude change required on entry (>1,500 feet AGL!) Then followed by collective (>1,500 feet AGL!) Then combined (>1,500 feet AGL!) Only 2 3 repetitions to avoid fatigue and aid the learning process If errors occur, and they WILL, FI(H) takes full controls at height

34 EHEST Training Leaflet HE8: The Principles of Threat and Error Management (TEM) for Helicopter Pilots, Instructors and Training Organisations

35 Bob Jex, Orlando FSDO

36 Common Practical Test Weak Areas Robert Jex, FPM 20 Apr 2016 WATS / HATS Conference Topics from Disapproved RH Check Rides

37 Overview Defining Weak Area Orlando testing stats since Apr 2015 Historically weak areas Weak areas observed within last 12 months Managing weak areas Advent of ACS 37

38 References DPE Feedback Reports IACRA Notices of Disapproval Rolling 1-year database 38

39 Defining Weak Area Practical Test Task Performed in excess of PTS standards Recorded as Unsatisfactory by DPE Common = Seen at least twice in FSDO 39

40 Testing Statistics FSDO-15 Orlando FSDO is largest flight training dist % of world s pilots 1 out of 6 certifications nationwide 11,700 certifications filed over past year in IACRA 320 RH practical tests since 20 Apr % RH pass rate on first attempt Measured as overall DPE output, not by school 40

41 Historic Weak Areas - Knowledge Special Emphasis Areas not understood Weather information - misinterpretation Chart knowledge & Flight planning Airport / Heliport marking & lighting Airworthiness determination from records CFI s: endorsements, prep, FOI 41

42 Historic Weak Areas - Flight Navigation & flight planning Fundamentals of radio navigation Determining coordinates (Lat / Long) Crosswind takeoffs Compass turns Instrument approaches too slow prior to intercepting final course Confined area procedures improper approach angle, airspeed and/or altitude 42

43 Historic Weak Areas-Flight (cont) Rapid acceleration with nose too high Straight-in and 180 autorotations exceeding PTS tolerances Touchdown autorotations late flare Aircraft preflight inspection identification of items, description of function CFI s: Not teaching IAW RFH, POH, etc. CFI s: Autorotations from hover not teaching detent vs. idle 43

44 Weak Areas Apr 2015 to Pres. Knowledge of FAR s, esp. Part 91 Chart interpretation scenarios, IAP symbology Knowledge of RFH, Mfr pub s Systems Low-G / Mast bumping scenarios Instrument systems Airworthiness determination from records Aircraft performance and limitations Determination of PA, DA Aerodynamics, esp. Retreating Blade Stall 44

45 Weak Areas, Apr 2015-Present Improper set-up for shallow or steep appch Autorotations (Straight and 180 ) Too high or low in flare Outside lateral tolerances from intended point Physiology of night operations ADM / risk management Clearing before maneuvers 45

46 Managing Weak Areas Know what they are Talk to the DPE s about their observations Sit in on post-test debriefs Ask SME s to present topics at your school Teach how to review mx logbooks Have student conduct lesson brief Quiz student in weak areas before testing Conduct mock check rides Promote WINGS program ( 46

47 FSDO s A/W Checklist: 47

48 Advent of ACS Coming this June First of the new tests: Private Pilot Airplane Instrument Airplane Coming soon to Rotorcraft and all others Beta-tested in Orlando and select other sites Same flight tasks as PTS Knowledge testing integrated with flight tasks 48 Risk Management elements added

49 At your service! Bob Jex FAASTeam Program Manager (Ops) Orlando FSDO

50 QUESTIONS?