Teterboro Users Group Upset Prevention Recovery Training Altitude
Teterboro Users Group Upset Prevention & Recovery Training Altitude Physiology Training Spatial Disorientation/Situational Awareness Training www. nastarcenter. com Glenn King COO Director of Advanced Pilot Training NASTAR Center 125 James Way Southampton, PA 18966 USA
Upset Prevention & Recovery Training www. nastarcenter. com
According to the Federal Aviation Administration Airplane Upset Recovery Training Aid, a large transport category aircraft is in an upset condition when the aircraft is unintentionally placed in one or more of the following flight conditions: - Pitch angle > 25 nose up - Pitch angle > 10 nose down - Bank angle > 45 or any - Airspeed inappropriate to attitude and environment AC 120 -111 mandates that all Part 121 Carriers implement a UPRT program nlt March 12, 2019. www. nastarcenter. com
According to ICAO Doc 10011, Manual on Aeroplane Upset Prevention And Recovery Training, and IATA’s Guidance Material and Best Practices for the Implementation of Upset Prevention and Recovery Training, an aircraft in-flight is upset when it is unintentionally placed in one or more of the following flight conditions: - Pitch angle > 25 nose up - Pitch angle > 10 nose down - Bank angle > 45 or any - Within the above parameters, but flying at airspeeds inappropriate for the conditions. www. nastarcenter. com ICAO 10011 mandates that all Part 121 Carriers implement a UPRT program nlt November 13, 2014.
ICAO Doc 10011, Table 3 -2 lists the “Training Elements” which specifically address Multi-Crew UPRT Training; (partial listing of the training elements) • G – Awareness • Energy Management • Specialized Training Elements • Spiral Dive • Steep Turns • Human Factors • CRM • SA • Physiological Factors • Spatial Disorientation www. nastarcenter. com
What does this mean to Pilots? An airplane upset is defined as an airplane unintentionally exceeding the parameters normally experienced in line operations or training. In other words…. the airplane is not doing what it was commanded to do and is approaching unsafe parameters. www. nastarcenter. com ’t sn … e o ’n ap ing d e! C r , hh eth t he h m h A So ig … em r se
AC 120 – 111, para. 1 -3 “All part 121 air carriers, including those who train under an Advanced Qualification Program (AQP), are required to conduct UPRT beginning March 12, 2019. “ The requirement for part 121 pilots to receive upset training is statutorily mandated in Public Law 111 -216, Section 208 and the FAA does not have the authority to exempt any part 121 air carrier from this requirement. www. nastarcenter. com
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Analysis of LOC-I accident data indicates that contributory factors can be categorized as being either; • Pilot / Human error induced • Airplane Systems induced • Environmentally induced • Any combination of above Of the contributory factors, Pilot/Human error accidents represent the most frequently identified cause of the event, caused by the following: • Application of improper procedures, including inappropriate flight control inputs. • One or more flight crew becoming spatially disoriented. • Poor airplane energy management. • One or more flight crew being distracted • Improper or inadequate training www. nastarcenter. com
The Training Domain Upset Flight Domain “Open Loop” Responses Upset Prevention & Recovery Training (this is where you need to train) Attitude Axis Pitch, Roll & Yaw Human Factors Axis Today’s Training Capability Normal Flight Domain “Closed Loop” Responses Energy Axis Airspeed, Altitude, Power www. nastarcenter. com “G” Forces Physiology Psychology Environmental SD & SA Primal Responses Previous Training
At WATS 2015, Michael G. Whitaker, Deputy Administrator for the Federal Aviation Administrator stated; “The statistics show that the LOC-I accident rate has not significantly changed for 10 years. ” www. nastarcenter. com
The industry has a need for good Upset Recovery Training because… • “Hexapod motion simulators are deficient in replicating the upset environment due to their inherent inability to provide sustained acceleration cues, and sustained multi axis motion. ”* • “In many cases aerobatic aircraft provide negative transfer of training. ”* *FAA UPRT Training Aid, Rev. 2 Sustained G motion devices are able to overcome both of these deficiencies. www. nastarcenter. com
FAA UPRT Training Aid; Rev 2 - Para 2. 6. 2 states: “A simulator can provide the basic fundamentals for upset recovery, but some realities such as positive or negative g’s, startle factor, and environmental conditions are difficult or impossible to replicate. These limitations in simulation add a degree of complexity to recovery from an actual aircraft upset because the encounter can be significantly different from that experienced during simulator training. ” www. nastarcenter. com
• Level D simulators can not replicate the dynamic maneuvering & physiological environments experienced when maneuvering outside the normal flight envelope. • Dynamic maneuvering requires sustained acceleration (G force) in multi-axes environments. • Physiological stresses require specialized training & equipment. www. nastarcenter. com
• Upset training should replicate real world flying characteristics, but in a safe and controlled environment. • Instinctive situational awareness and appropriate recovery response requires repetitive training. – Upset recoveries require a different skill set (open loop response) in order to ensure a correct and timely recovery. – Recurrent training is required to maintain the “muscle memory”. Upsets training scenarios taken from NTSB accident reports? www. nastarcenter. com
Which is the BEST solution? Classroom Instruction AATD - FTDs – Level C & D Simulators G-Producing Simulators 14 CFR Part 121 Docket No. : FAA-2008 -0677 Amdt. No. 121 -366 Requires Upset Training (but how? ) www. nastarcenter. com Aircraft
• Pilots need training to overcome the disorienting effects of: • Increased/decreased weight to the head, arms, and legs. • Increased difficulty in focusing on instruments in spin conditions (nystagmus). • Inverted flight. • Pilots need to “recalibrate” their internal “G meters” up to approximately 3. 5 Gz’s. • Recent findings have shown that G-meters in cockpits have proven useful. www. nastarcenter. com
High Performance Human Centrifuge ± 360 o Rotation Pitch, Roll, Planetary axis 25’ Arm Business Jet Cockpit, G-1000’s, 2 Seats, WFOV Control Loading w/ Shaker & Pusher 3 Operation Modes: No Motion Partial Motion = pitch & roll, no planetary Full Motion = pitch, roll & planetary www. nastarcenter. com
Multi-Axis Human Centrifuge ± 360 o Simultaneous Rotation in Pitch, Roll, Yaw & Planetary axis 12’ Arm B-757 Cockpit, 1 Seat, WFOV Control Loading w/ Shaker 3 Operation Modes: No Motion Partial Motion = pitch, roll, yaw, no planetary Full Motion = pitch, roll, yaw & planetary www. nastarcenter. com
ATFS-400 www. nastarcenter. com
GL-2000 www. nastarcenter. com
• Partial Motion – No G Acquire the techniques and muscle memory skills for correct & rapid upset recoveries. • Full Motion – Sustained G’s Pilots G load the aircraft and maintain that G load for as long as necessary for recovery. Pilots train to pull & sustain ~2. 3 – 3. 5 Gz. The G indicator on the screen helps you hold ~2. 3 – 3. 5 Gz, & calibrate YOUR internal G meter. www. nastarcenter. com
Select a UPRT Program that gives your Pilots the skills to: Understand the aerodynamic & physiological issues associated with an upset event. Recognize the flight conditions that could lead to an upset situation in order to prevent one from occurring. Recover an aircraft that has departed normal operating parameters. www. nastarcenter. com
Remember … Goal #1 is to avoid a bad situation, but should you find yourself there, you need to think about your aircraft situation, apply some logic and use your trained UPRT skills. UPRT training is about flying OUTSIDE the normal flight envelope! More importantly, its about starting outside and getting back into the normal flight envelope SAFELY! www. nastarcenter. com
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Altitude Physiology Awareness Training www. nastarcenter. com
14 CFR Part 61. 131 (g) Additional training required for operating pressurized aircraft capable of operating at high altitudes. (1) Except as provided in paragraph (g)(3) of this section, no person may act as pilot in command of a pressurized aircraft (an aircraft that has a service ceiling or maximum operating altitude, whichever is lower, above 25, 000 feet MSL), unless that person has received and logged ground training from an authorized instructor and obtained an endorsement in the person's logbook or training record from an authorized instructor who certifies the person has satisfactorily accomplished the ground training. The ground training must include at least the following subjects: www. nastarcenter. com 14 CFR Part 121 and 135 require flight crewmembers that serve in operations above 25, 000 feet to receive training in specified subjects of aviation physiology.
AC 61 -107 A Federal Aviation Administration 100. Purpose, Subparagraph a. “Although 14 CFR section 61. 31(g) applies only to pilots who fly pressurized airplanes with a service ceiling or maximum operating altitude above 25, 000 feet MSL, whichever is lower, this training is recommended for all pilots who fly at altitudes above 10, 000 feet MSL. ” 106. Physiological Training – “…Although not required, altitude chamber training is highly recommended for all pilots. ” www. nastarcenter. com
Revised TUC • Change 1 to AC 61 -107 B revises the TUC table. • The NTSB and FAA debated the TUC tables (as a measure of hypoxia tolerance) with increasing operational altitudes. • The FAA recommends that any unpressurized flight at or above 10, 000 msl day, or 5, 000 msl at night, supplemental oxygen should be used. www. nastarcenter. com
Altitude Physiology Awareness Training • Familiarize trainees with the physical, physiological, and psychological stresses of high altitude flight. • Educate trainees on key aspects of human physiology as it relates to operations in the physiological deficient zone (Operations above 10, 000 feet MSL, iaw FAA AC 61 -107 A). • Crew should have the opportunity to experience personal symptoms of hypoxia, loss of night vision and a rapid decompression in a SAFE, FAA APPROVED Altitude Chamber. www. nastarcenter. com
Accidents Caused by Hypoxia Continue to Occur. Sept. 2014 – TBM 900 – Loss of AC and Pilot & Wife, de-pressurization. Aug. 2014 – Cirrus SR 22 T – Loss of AC & Pilot – Hypoxia or other Medical. Apr. 2012 – C-182 T – Loss of AC & Pilot during flight above 12, 500 feet without use of supplemental oxygen. Aug. 2012 – PA-24 -250– Loss of AC & Pilot, impairment from alcohol, marijuana and hypoxia. Dec. 2009 – PA-31 T 2 – Loss of AC & Pilot, rapid descent from FL 224 to impact. Aug. 2005 – B-737 – Loss of AC and 121 Crew & Passengers, nonpressurization. Dec. 2001 – Lear 24 – Loss of AC and Pilot & FO, descending from FL 220 www. nastarcenter. com
Hypoxia symptoms and their onset are not the same for everyone. Tip: Have your crew exchange hypoxia symptoms. Recurrent Training is Important! Hypoxia symptoms change due to; Age - Medical - Stress THE SOLUTION IS TRAINING! www. nastarcenter. com
Which is the BEST solution? Classroom ROBD 14 CFR section 61. 31(g) AC 61 -107 B Change 1 - Aircraft Operations at Altitudes Above 25, 000 Feet Mean Sea Level or Mach Numbers Greater Than. 75 Altitude Chamber (hypobaric, normobaric) www. nastarcenter. com
FAA Approved Altitude Chamber Hypoxia Rapid Decompression Night Vision www. nastarcenter. com
www. nastarcenter. com
Managing Hypoxia to Prevent Accidents Train your Pilots & FO’s Train your Cabin Crew Train your Maintenance Personnel Train in an FAA Approved Altitude Chamber Include Rapid Decompression training Include loss of Night Vision training www. nastarcenter. com
CONCLUSION Education and Early Recognition is the Key to Preventing and Recovering from Hypoxia • Initial Training in a Altitude Chamber • Recurrent Training (4 -5 years) • Pilots, Cabin Crew, Flight Engineers • Understand in-aircraft emergency procedures • Communicate www. nastarcenter. com
Spatial Disorientation / Situational Awareness Training www. nastarcenter. com
Managing SD & SA to prevent CFIT Visual Systems and SD Visual & Vestibular Systems and Orientation in Flight Managing Spatial Disorientation Maintaining Situational Awareness www. nastarcenter. com
EASA Executive Director Decision 2015/12/R of May 4, 2015 amends (EC) No. 216/2008 to require Commercial Air Transport operators to implement a UPRT Training program to include SD Training by May 2016. www. nastarcenter. com
Variety of incidents occurring in flight in which the pilot fails to sense correctly the position, motion or attitude of the aircraft or of him- or herself within the fixed coordinate system provided by the surface of the Earth and the gravitational vertical. In addition, errors in perception by pilots of their position, motion or attitude with respect to their aircraft, or of their own aircraft relative to another aircraft, may also be embraced within a broader definition of spatial disorientation in flight. Ernsting’s Aviation Medicine DJ Rainford and DP Gradwell, 2006 www. nastarcenter. com • A state characterized by an erroneous orientational percept, that is, an erroneous sense of one’s position and motion relative to the plane of the Earth’s surface. • Operational definition of SD, based on the categorization of flight instruments, is an erroneous sense of any flight parameters displayed by aircraft control and performance instruments. Fundamentals of Aerospace Medicine JR Davis et al, 2008
Spatial disorientation to a pilot means simply the inability to tell which way is “up”. • FAA Advisory Circular AC 60 -4 A dated 9 Feb 1983 www. nastarcenter. com
Situational Awareness to a pilot means simply the internalized mental model of the current state of the flight environment. • FAA Advisory Circular AC 60 -22 dated 13 Dec 1991 www. nastarcenter. com
Accidents Caused by SD and loss of SA Continue to Occur. Feb. 2014 – DHC-6 Twin Otter – Loss of AC and 18 Crew/Pax, due to loss of SA in IMC. Oct. . 2013 – ATR-72 -600– Loss of AC & 44 Crew/Pax, PF suffered SD (Somatogravic) and PM loss of SA. Feb. 2009 – Citation 650 – Loss of AC & 4 Crew/Pax, loss of SA due to SD and poor CRM. Feb. 2008 – Citation 525 – Loss of AC & 4 Crew & Pax during reported loss of ADI. Jun. 2006 – Lear 35 A – Loss of AC & 2 Crew due to loss of SA in IMC. Jul. 1999 – PA-32 -R – Loss of AC & 3 Crew/Pax Pax, due to Spatial Disorientation, IMC Night over water. Jan. 1989 – B-737 – Loss of AC & 47 Pax, due to loss of SA from shutting down wrong engine. www. nastarcenter. com
Managing SD & SA to prevent CFIT Having a high level of SA is perhaps the most critical skill for achieving successful performance in aviation. Problems with maintaining SA were found to be the leading causal factor in military aviation mishaps (Hartel, Smith & Prince 1991), and in a study of accidents among major air carriers, 88% of those involving human error is attributed to problems with maintaining SA (Endsley, 1995 a). LOOK - THINK - ACT www. nastarcenter. com
SD Countermeasures • If equipped – Turn On the autopilot. • If possible - Transfer control to Co-Pilot. • Get out of IMC and fly to VMC – Flying in VMC will help resolve sensory conflicts by providing visual references. • Ask for help – ATC can vector you to VMC conditions, or vector another aircraft to act as an escort, or simply provide reassurance with heading & altitude call-outs. • Understand TRUST your instruments. www. nastarcenter. com
Managing SD & SA to prevent CFIT In crewed cockpits, the SIC may make the difference between a safe flight and a CFIT accident. Conversely, the SIC can also be a distraction in certain circumstances unless the crew has been trained to work well together and is following good crew resource management (CRM) techniques. In general, SA in the aviation setting is challenged by the limitations of human attention and working memory. www. nastarcenter. com
Clues to Loss of SA • Ambiguous Information – info from two or more sourced do not agree. • Confusion – are you uncertain or uneasy about a situation? • Primary Duties – are Crew focused on non-flying tasks? Fixation? • See and Avoid – is there too much heads-down time with nobody looking outside to “see and avoid”? • Poor Communication – is communication effective, have you made vague or incomplete radio calls? www. nastarcenter. com
Maintaining & Improving SA • Maintaining SA Improves with Experience – more memory situations (patterns and associations) developed for comparisons. • Think Ahead – what’s “the next step”. Don’t have a 100 knot brain in a 500 knot aircraft. • Double Check Mode Transitions – This is when errors occur. “What’s it doing? ”. • Plan the Flight – Fly the Plan – are things working as planned? Is your radio work concise and accurate? • FLY – Navigate – Communicate – Manage - The Golden Rule for SA When confused – Go back to the last thing you were sure of. THINK! www. nastarcenter. com
Preventive Measures • First – All Pilots are susceptible to Spatial Disorientation & Loss of SA. • Understand that SD and Loss of SA occurs because aviation takes place in a three-dimensional, complex, task saturated, motion environment. The human orientation systems with their limited capabilities are not suitable for flight. • Planning & Preparation – Recognize during pre-flight planning those conditions which contribute to SD. • Obtain specialized SD training in a dedicated SD Trainer. www. nastarcenter. com
SD Training Devices www. nastarcenter. com
CONCLUSION Education, Training and Early Recognition is the Countermeasure to SD and loss of SA • Initial Training in a dedicated SD Trainer. • Recurrent Training (4 -5 years). • Task Saturated SD profiles to exercise/improve your SA skills. • Communicate. www. nastarcenter. com
Train Like You Fly, Fly Like You Train www. nastarcenter. com
Glenn King Director, Advanced Pilot Training Programs (215) 355 -9100 x 1287 GKing@etcusa. com Sebastian Strzyzewski Chief Instructor, Advanced Pilot Training Programs (215) 355 -9100 x 1502 SStrzyzewski@etcusa. com National Aerospace Training and Research Center 125 James Way, Southampton, PA 18966 www. NASTARCenter. com This data is furnished for your internal use only and shall not be duplicated, used, or otherwise disclosed, in whole or in part, for any purpose outside your organization without ETC’s written permission. This restriction does not limit your right to use information contained in the data if it is obtained from another source without restriction. © ETC Advanced Pilot Training 2015. Use or disclosure of this data is subject to restrictions. www. nastarcenter. com
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