Safety Seminar 9 th Nov. 2017 Capt. Herb Feller
Safety Affiliations
Agenda New Event Development process New Events Unstable Approach FSF Unstable Approach Trial
Over 1100 Safety events and 4800 KPV’s It can be a daunting task to manage. Dr. Rumack ; “Can you fly this plane, and land it?” Ted Striker; “Surely you can't be serious.” Dr. Rumack ; “I am serious... and don't call me Shirley.”
Event Request Tail Number: - Fleet: - “Hi all, please you could an event be created to monitor pilot landing technique. Thank you. Best regards,”
New Event Pro- Forma The purpose of the new event pro-forma is to gather as much information as possible to help in the development of new events and expedite the development process. Identify the hazard and the requirement for a new event. Please provide sample data e.g. identify a flight(s) where an event should have triggered had an event been available. Please provide a short Safety case for the development of this event Please provide all applicable documentation or references supporting the requirement for this event: FCOM, AMM, SOP’S, CAA, EASA, ICAO. Is the requirement for a new event the result of; Special procedures for your operation Company Safety Investigation/mitigating action (provide details) Safety Study (provide study) Safety Conference (specify) Other (specify) How would you expect the event to work using your available parameters? Determine which parameters would be most suitable. (derived parameters may be created) How necessary is this event to your operation? Choose one: Critical Urgent Important Desirable
Prioritisation, what do we do first?
New Event Prioritization Safety Benefit to the greater aviation community Customer completion of the New Event Pro-Forma in detail Regulatory requirements, as per; CAA, EASA, ICAO, FAA, TC etc. Company specific SOP requirements The length of time a request has been outstanding, The difficulty to develop the event as defined by the developers (JIRA/Agile process) Promises made to a customer or expectations of the customer
New Events/ KPV’s 39 Events and 13 KPV’s Events which could be used to XXX888 flight Control Pre-Flight monitor non-precision and or Check (except 787) visual approaches GFF000 Flap not set at first Speed Events Relative movement Selected and Relative VLS LPX000 De-rotation slow LXX102 Unstable Approach (excluding engine thrust) TPA004 Pitch High Touchdown to 60kts KPV’s for upset recovery (UPRT). LPR005 Pitch Rate High ATR icing events Touchdown to 60kts
Unstable Approach Event
FSF Study Unstable Approaches 65% of all aviation accidents occur during approach and landing 3.5-4% of approaches are unstable 95-97% of unstable approaches continue to landing. 80% of ALA’s would be preventable if the crew decided to go -around
Unstable Approach Criteria FDS IATA FSF Landing Gear Down Landing Gear down Landing Gear Down Landing Flap Set Landing Flap Set Landing flap Set Track is aligned to Runway (within 12 degrees or 30 if 1. The aircraft is on the correct flight path offset approach 2. Only small changes in heading/pitch are required to maintain the correct flight path Airspeed Target Approach Speed a few knots faster than the The aircraft speed is not more than Vref+20 kts indicated -Airspeed minus selected approach speed within -5 to desired touchdown speed and on the “right” side of the airspeed and not less than Vref +15kts (for 3 secs) total drag curve (corrected for wind if necessary)* -or Vapp within -5 to +15 kts (for 3 secs -or Vref within -5 to +35kts (for 3 secs) Glideslope deviation within 1 Dot* Stable aircraft in all 3 axes ILS glideslope deviation within 1 dot Localizer Deviation within 1 Dot* ILS Localizer deviation within 1 dot Vertical speed between -1100 and -200 fpm Rate of descent commensurate with the approach angle Sink rate is no greater than 1,000 fpm if an approach and approach speed (generally around 600-700 fpm for requires a sink rate greater than 1,000 fpm, a special jet aircraft on a 3 degree approach) briefing should be conducted Engine thrust greater than 40% N1 or (35% for A319/B787) Engine thrust above idle Power setting is appropriate for the aircraft configuration or 10 secs or (1.02 for A319, A320, A321) and is not below the minimum power for approach as defined by the aircraft operating manual. If all of the above conditions are met, the approach is *recognizing the aircraft is operating in a dynamic All briefing and checklists have been conducted. “Stable” environment a tolerable range for each of these *Note: ILS stability is not assessed below 200ft. The parameters (+5kts/-0kts airspeed for example), allowing *An approach that becomes unstabilized below 1,000ft condition at 200ft (stable/unstable) pilots to make corrective inputs to maintain flight within above airport elevation in IMC or below 500ft above the stabilized criteria. airport elevation in VMC requires an immediate go- around
FDS Unstable Stats LXX100 current unstable event indicates about a 55% rate LXX102 The New unstable event (which does not include power) is 6-7.5%
FSF Unstable Approach Trial
Thank you Questions?
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