Loss of Control In-flight (LOC-I) Solved GLOBAL STANDARD PAUL BJ RANSBURY, APS PRESIDENT
My Pleasure to Be Here Paul BJ Ransbury, President AVIATION PERFORMANCE SOLUTIONS Lead of NBAA Safety Committee LOC-I Working Group Former Airline Pilot / Military Pilot & Instructor 6 x Master CFI / Fighter Weapons Instructor 5,000+ All-Attitude Upset Training Hours (Piston & Jet) 22nd Year Full-Time Development & Delivery of Upset Prevention & Recovery Training (UPRT) 1000s of Professional Pilots Trained 3 X US Locations (including 1 military) 1 X EU Location, Plus Deployable Type-specific Expert Teams APS UPRT Customer Base Owner/Operators Corporate/Executive Government/Military Airlines Flight Schools APSTRAINING.COM
Purpose We Help Pilots Bring Everyone Home Safely Every Pilot Trained In Control All The Time APSTRAINING.COM
Safety is Our Cornerstone nbaa.org/loci apstraining.com/airsafety
Overview Defining the LOC-I Threat Role of the Airplane Upset Mitigation Philosophy ICAO s Global Solution Adoption Update Contribution of Mitigations
Defining the Threat LOSS OF CONTROL IN-FLIGHT (LOC-I)
What is LOC-I? An extreme manifestation of a deviation from intended flight path. An adverse flight condition placing an airplane outside of the normal flight envelope with an inability of the pilot to control the airplane.
WHY: NTSB Data Analysis 2018 Loss of Control In-flight (LOC-I)
Loss of Control In-flight (LOC-I) Solved GLOBAL STANDARD
What s the Criteria to Claim an LOC-I Solution? Why, What, When, Where, Who, and How Why does LOC-I need solved? What needs to be done to solve it? When does it need done? Where in aviation does it get delivered? Who needs to deliver it and can they? Do they (the Who) know how to deliver the solution? But, is a 100% ever possible?
Airplane Upset CONCEPTS AND TERMINOLOGY
Airplane Upset Defined Or, within these parameters, but flying at airspeeds and/or angles of attack inappropriate for the conditions. A stall in an upset. A 15 o nose low dive is not always an upset. Yes, approaching and/or exceeding Vmo / Mmo is an upset. Is slow flight an upset? * Per ICAO, the FAA, and the Airplane Upset Recovery Training Aid Revision 2
Causes of Airplane Upsets #1 Out of Control Condition As Either the Cause of, or Result of, An Airplane Upset? Environmental Turbulence CAT Mountain Wave Windshear Thunderstorms Wake Airplane Icing Systems Anomaly Flight Instruments Autopilot Systems Flight Controls Pilot Induced Crosscheck Pilot Techniques Inattention Distraction Vertigo / SD Incapacitation Automation
Mitigation Philsophy CONCEPTS AND TERMINOLOGY
Timeline to Fatal LOC-I Airplane Upset Controllable But Beyond Normal Conditions Loss of Control In-flight (LOC- I) Pilot Not In Control of the Airplane. Environmental System Anomaly Pilot Induced EXCEEDS CURRENT CAPABILITES & TRAINING TRUE LOSS OF CONTROL IN-FLIGHT AWARENESS PREVENTION RECOVERY (UPSET)
Current Knowledge & Skills Pitch (+up) + 90 o All-Attitude Daily Threat + 50 o + 30 o + 25 o + 10 o 60 o Roll (Left) Roll (Right) 180 o 135 o 90 o - 10 o 135 o 180 o 45 o - 50 o - 90 o Airplane Upset Definition Pitch (-down) 4.9 % Upset Definition (45 AOB, +25 & -10 Pitch) 11.1 % Max Licensing Limits (60 AOB, +/-30 Pitch) 100 % All-Attitude Training (180 AOB, +/- 90 Pitch)
How Much Training is Needed? 100% 50%? 11% 5%
Challenger 604 vs. A380 Wake Upset 35,000 630 NM SE MUSCAT 7 JAN 2017 34,000 tinyurl.com/fsbwake
Wake Turbulence at High Altitude
What s the Criteria to Claim an LOC-I Solution? Why, What, When, Where, Who, and How Why does LOC-I need solved? What needs to be done to solve it? When does it need done? Where in aviation does it get delivered? Who needs to deliver it and can they? Do they (the Who) know how to deliver the solution?
ICAO s Global Standard to Overcome LOC-I LOSS OF CONTROL IN FLIGHT (LOC-I)
ICAO Manual on UPRT History of Development: 2009 to 2014 In Response to Lack of Industry Harmony on Efforts on LOC-I Royal Aeronautical Society 2009 2012: 13 Working Group Sessions Research & Technology Training and Regulations Public Law 111-216 Calls FAA to Action on Stall & Upsets Stall-Stick Pusher Working Group Stick Pusher and Adverse Weather (SPAW ARC) Loss of Control Avoidance and Training (LOCART) ARC LOCART Culminates with ACs 120-109A and 120-111 Integration Into ICAO Manual on UPRT
How Credible is ICAO Doc 10011? 40+ Organizations / 80+ Experts Over 5 Years Organizations: ICAO, RAeS Flight Simulation Group OEMs: Boeing, Airbus, Bombardier, Embraer, ATR Regulatory/Government: CAA, EASA, FAA, IATA (ITQI), NTSB, Russian CAA, UK CAA, Transport Canada Training Providers: APS, Boeing Flight Training, CAE, CALSPAN, FlightSafety, Embry-Riddle Simulation Providers: Bihrle Applied Research, CAE, ETC, FlightSafety, Opinicus, Thales Industry Bodies: IATA, ALPA, A4A, CAPA, BBGA, IFALPA, RAA, FSF Airlines: Air Canada, Alaska Airlines, FedEx, FlyBe, KLM, Lufthansa Research: AIAA MSTC, DLR, IDT, NASA, NLR, TNO, University of Liverpool, UTIAS, SOS, Volpe
Approach to Career LOC-I Mitigation AWARENESS PREVENTION RECOVERY ACADEMIC ON-AIRCRAFT SIMLATION
Aerodynamics Causes Accident Analysis G-awareness Energy Management Flight Path Management Recognition UPRT Techniques System Malfunctions Specialized Training Human Factors Depth and Breadth of Solution ICAO Manual on Aeroplane Upset Prevention & Recovery Training Situation Awareness Human Information Processing Inattention and Fixation Distraction Perceptual Illusions Spatial Disorientation Instrument Interpretation Startle and Stress Response Psycho-physiological Response Cognitive Effects Management Strategies Threat & Error Management TEM Framework Active Monitoring / Checking Fatigue Management Workload CRM Human Factors
Career Implementation Simulator: Type-specific UPRT Type & Recurrent: 14 CFR 121.423 IOS Enhancements Simulator: Non-type-specific UPRT Similar Concept: ATP CTP Aug 2014 Core Skills: On-aircraft UPRT CPL / MPL All-envelope All-attitude Platform Recommended Repetition to Proficiency: Transferrable & Positive Startle, Fear, Reality Factors Industry-approved Techniques UPRT-specific Academics Industry-approved Airplane Upset Recovery Training aid
Members States Implementation WHO: National Aviation Authorities to Take Action WHEN: Within 5 Years of Publication Issued November 2014 WHERE: Implementation Levels Simulator UPRT for Operators Initial and Recurrent Training Every 5 Years On-Aircraft UPRT Prior to Commercial Licensing WHO & HOW: Specialized Instructor Training Required On-Aircraft UPRT Most Risk and Most Complicated All-Attitude Aerobatic-capable Airplanes Recommended Advanced Simulators Required
What s the Criteria to Claim an LOC-I Solution? Why, What, When, Where, Who, and How Why does LOC-I need solved? What needs to be done to solve it? When does it need done? Where in aviation does it get delivered? Who needs to deliver it and can they? Do they (the Who) know how to deliver the solution?
Adoptio n Are we learning from expert industry-wide research and development or spinning our wheels? ICAO / IATA Insurance Companies CAST SE FAA 121 Air Carrier NBAA Safety Committee FAA General Aviation / ACS GAJSC APSTRAINING.COM/AIRSAF ETY
Contribution of Mitigations LOSS OF CONTROL IN-FLIGHT (LOC-I)
Compliance Auditing Aerodynamics Cause and Contributing Factors of Upsets Safety Review of Accidents and Incidents Relating to Aeroplane Upsets G-Awareness Energy Management Flightpath Management Recognition Upset Prevention and Recovery System Malfunctions Specialized Elements of Training Human Factors Startle and Stress Response Threat and Error Management Human Factors A. Aerodynamics Section 2.5 ACADEMIC ON-AIRCRAFT SIMULATOR 1) General aerodynamic characteristics X X X 2) Advanced aerodynamics X X X 3) Aeroplane certification and limitations X X 4) Aerodynamics (high and low altitudes) X X X 5) Aeroplane performance (high and low altitudes) X X X 6) Angle of attack (AOA) and Stall awareness X X X 7) Stick shaker activation X X 7.1) Stick pusher activation X 7.2) Mach effects if applicable to aeroplane type X X 8) Aeroplane stability X X X 9) Control surface fundamentals X X X 9.1) Trims X 10) Icing and contamination effects 11) Propeller slipstream (as applicable) X X B. Causes and contributing factors of upsets 1) Environmental X 2) Pilot-induced X 3) Mechanical X C. Safety Review of Accidents and Incidents relating to Aeroplane Upsets X X D. G-awareness 1) Positive/negative/increasing/decreasing g-loads X X X 2) Lateral g-awareness (sideslip) X X X 3) G-load management X X X E. Energy management 1) Kinetic energy vs. potential energy vs. chemical energy (power) X X X 2) Relationship between pitch and power and performance X X X 3) Performance and effects of differing power plants X X X F. Flight path management 1) Automation inputs for guidance and control X X 2) Type-specific characteristics X X 3) Automation management X X G. Recognition 1) Type-specific examples of instrumentation during developingand developed upset X X 2) Pitch/power/roll/yaw X X X 3) Effective scanning (effective monitoring) X X X 4) Stall Protection systems & cues X X 5) Criteria for identifying stalls & upset X X X H. Upset prevention and recovery 1) Timely and appropriate intervention X X X 2) Nose high/wings-level recovery X X X 3) Nose low/ wings-level-recovery X X X 4) High bank angle recovery techniques X X X 5) Consolidated summary of aeroplane recovery techniques X X X I. System malfunction 1) Flight control anomalies X X X 2) Power failure (partial or full) X X X 3) Instrument failures X X X 4) Automation failures X X 5) Fly-by-wire protection degradations X X 6) Stall protection system failures, including icing alerting systems X X J. Specialized training elements 1) Spiral dive (graveyard spiral) X X X 2) Slow flight X X 3) Steep turns X X 4) Recovery f from approach-to-stall X X 5) Recovery from stall, including uncoordinated stalls (aggravating yaw) X X 6) Recovery from stick pusher activation (as applicable) X 7) Nose high/high speed recovery X X 8) Nose high/low speed recovery X X 9) Nose low /high speed recovery X X 10)Nose low/low speed recovery X X 11)High bank angle recovery X X 12)Line-oriented flight training (LOFT) or line-operational simulation (LOS) X K. Human Factors Section 1) Situation awareness i) human information processing X X X ii) inattention, fixation, distraction X X X iii) perceptual illusions (visual or physiological) and spatial disorientation X X X iv) instrument Interpretation X X X 2) Startle and stress response i) physiological, psychological, and cognitive effects X X X ii) management strategies X X X 4) Threat and error management (TEM) i) TEM framework X X X ii) active monitoring, checking X X X iii) fatigue management X X X iv) workload management X X X v) crew resource management (CRM) X X X
ICAO UPRT Mitigation Contribution Academics - Live 7% On Airplane - Jet 17% Academics - Preparatory 3% Simulator - Non-Type- Specific 14% Simulator - Type- Specific 7% On Airplane - Piston 52%
Historical Impact to Safety Industry Challenge Confirm These Finding Potential: UPRT will have the largest impact to air safety in the history aviation since the advent of flight simulators.
Loss of Control In-flight (LOC-I) Solved GLOBAL STANDARD PAUL BJ RANSBURY, APS PRESIDENT CALENDLY.COM/RANSBURY MOBILE: 480-797-0753