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Bombardier Safety Standdown – USA 2012
Upset Recovery Training Concepts and Strategies
Repairing the Cracks in the Foundation
Bombardier Safety Standdown 2012
Wichita, Kansas
Paul BJ Ransbury, President Aviation Performance Solutions
Bombardier Safety Standdown – USA 2012
16-Years Full-Time Development & Delivery of
Upset Prevention & Recovery Training (UPRT)
Airbus A320 Airline Pilot
B.Sc. Honors Mathematics & Physics, Royal Military College
Part 141 Chief Flight Instructor
Master CFI – Aerobatics / ATP / CFI / CFII / MEI /AGI
F/A-18 Hornet Fighter Pilot / Fighter Weapons Instructor
4,500+ Upset Recovery Flights Hours (Piston & Jet Aircraft)
APS is the Official In-Flight Upset Recovery Provider for:
Paul ‘BJ’ Ransbury APS Emergency Maneuver Training – President
Thank You for the Opportunity
UPRT Training Density • 1000+ Pilots per Year
• ~ 80 Flights per Week
• ~ 400 UPRT Sets per Day
Bombardier Safety Standdown – USA 2012
Overview
Learn Outline the Loss of Control Threat
Why Loss of Control In-Flight can
Penetrate our Defenses and Training
Apply Discuss Knowledge Concepts in Upset
Prevention & Recovery Intervention
Share Links to Useful Industry Documents
You may not have
Bombardier Safety Standdown – USA 2012
Question #1
Why are professional pilots still
losing control of high
performance jet airplanes?
Bombardier Safety Standdown – USA 2012
Critical Lesson Today
Management of
Angle of Attack (AOA)
Bombardier Safety Standdown – USA 2012
The Need
Loss of Control – In Flight (LOC-I) fatalities
have risen in prominence despite
improvements in
aircraft design and existing training.
Bombardier Safety Standdown – USA 2012
General Aviation LOC-I Status
LOC-I
SCF-NP
“Loss of control (LOC) was identified
far and away as the most prevalent
type of fatal GA accident with 1,190
fatal accidents followed by controlled
flight into terrain, with 432 …”
GENERAL AVIATION JOINT STEERING COMMITTEE (GAJSC)
Bombardier Safety Standdown – USA 2012
Bombardier Safety Standdown – USA 2012
Chance of Next Fatality Being LOC-I*
Runway Excursion (T/O & LDG)
2.0 X more likely to be LOC-I
Smoke/Fire
350 X more likely to be LOC-I
Engine Failure / Power Plant
1000 X more likely to be LOC-I
Runway Incursion
1500+ X more likely to be LOC-I
*Source: Boeing/CAST – July 2012
Bombardier Safety Standdown – USA 2012
Major Threat: The Aerodynamic Stall
Dynamic Instability Jet Characteristics
TURN UP THE VOLUME AND DON’T RELAX … THIS IS SCARY!
Duration: 2 Minutes and 51 Seconds
C-5 Galaxy Loss of Control Diego Garcia
Bombardier Safety Standdown – USA 2012
Status of Pilot Population
Pilots are well trained
Aircraft have protection systems:
stick shakers
stick pushers
audible / visual warnings
push-to-level buttons
FBW flight envelope protection
airframe parachutes
angle-of-attack indications (in some platforms)
Yet … despite today’s best training and systems …
Bombardier Safety Standdown – USA 2012
13
Why?
Bombardier Safety Standdown – USA 2012
Grand Building
Foundation
Four Massive
Pilings
Ultimate in Safety
Bombardier Safety Standdown – USA 2012
Grand Building
Foundation
Four Massive
Pilings
Ultimate in Safety The Unexpected
Bombardier Safety Standdown – USA 2012
LOC-I Accidents
Predictable: No
Likelihood: Rare
Severity: Catastrophic
Training Need: Critical
Current Training Status: Untrained or Inadequate
Bombardier Safety Standdown – USA 2012
Licensing Assumptions The ‘Four Pilings’ Embedded into Existing Pilot Training
Why the Classic Track of Licensing Training is Penetrable by LOC-I
Bombardier Safety Standdown – USA 2012
Training Assumptions (Pilings)
1. Aircraft is within normal operational envelope and in a non-agitated flight condition (Prevention)
2. Situational awareness and information can be accurately correlated by the pilot with respect to observed flight condition.
3. Airplane handling skills and strategies established by regulatory licensing can directly resolve an escalating condition.
4. Human psychophysical response is predictable and reliable.
Bombardier Safety Standdown – USA 2012
Roll (Right) Roll (Left)
Pitch (-down)
Pitch (+up)
+ 30o
+ 25o
+ 10o
- 10o
60o
45o
60o
- 30o
Envelope Attitude
Pitch attitude greater than 25 deg nose up.
Pitch attitude greater than 10 deg nose down.
Bank angle greater than 45 deg. Or, within those parameters, but flying at
airspeeds inappropriate for the conditions.
► L/D Max
► Stall
► Vmo / Mmo
What is an upset? What is an Airplane Upset?
Bombardier Safety Standdown – USA 2012
All-Attitude Daily Threat
100 % All-Attitude Training (180 AOB, +/- 90 Pitch)
All-Attitude Knowledge Deficiencies
11.1 % Max Licensing Limits (60 AOB, +/-30 Pitch)
4.9 %
Upset Definition
Airplane Upset Recovery Training Aid
Upset Definition (45 AOB, +25 & -10 Pitch)
Roll (Right) Roll (Left)
Pitch (-down)
Pitch (+up) + 90
o
+ 50o
+ 30o
+ 25o
+ 10o
- 10o
- 50o
- 90o
60o
90o
180o 180
o 135
o 135
o
45o
Bombardier Safety Standdown – USA 2012
Colgan Air 3407
Bombardier Safety Standdown – USA 2012
All-Attitude Daily Threat
100 % All-Attitude Training (180 AOB, +/- 90 Pitch)
All-Attitude Knowledge Deficiencies
11.1 % Max Licensing Limits (60 AOB, +/-30 Pitch)
4.9 %
Upset Definition
Airplane Upset Recovery Training Aid
Upset Definition (45 AOB, +25 & -10 Pitch)
Roll (Right) Roll (Left)
Pitch (-down)
Pitch (+up) + 90
o
+ 50o
+ 30o
+ 25o
+ 10o
- 10o
- 50o
- 90o
60o
90o
180o 180
o 135
o 135
o
45o
Colgan 3407
Bombardier Safety Standdown – USA 2012
Training Assumptions
1. Aircraft is within normal operational envelope and in a non-agitated flight condition (Prevention)
2. Situational awareness and information can be accurately correlated by the pilot with respect to observed flight condition.
3. Airplane handling skills and strategies established by regulatory licensing can directly resolve an escalating condition.
4. Human psychophysical response is predictable and reliable.
Bombardier Safety Standdown – USA 2012
Air France 447 Animation
Assess Situational & Flight Condition Awareness
Bombardier Safety Standdown – USA 2012
Training Assumptions
1. Aircraft is within normal operational envelope and in a non-agitated flight condition (Prevention).
2. Situational awareness and information can be accurately correlated by the pilot with respect to observed flight condition.
3. Airplane handling skills and strategies established by regulatory licensing can directly resolve an escalating condition.
4. Human psychophysical response is predictable and reliable.
Bombardier Safety Standdown – USA 2012
All-Envelope Knowledge Deficiencies
L/D Max
Stall Warning
Full Stall
Bombardier Safety Standdown – USA 2012
Learning Objective – Stall Awareness
Prevention & Recovery technique:
Managing Angle-of-Attack (SAFO 10012 – July 2010)
AC 120-109: Stall & Stick Pusher Circular – 6 Aug 12
Reduce AOA as First Priority
Stall and Approach to Stall Evaluation Criteria MUST NOT mandate a pre-
determined minimum altitude loss
Realistic Stall Scenarios in Operational Conditions
Pilot Training: Stall and Approach to Stall Treated the Same
Stick Pusher Training (if aircraft is equipped)
Recognizing Symptoms
Buffet
Reduced Lateral Control / Reduced Stability
Inability to Arrest Descent
Associated Stall Warnings (usually present)
UPDATED
tinyurl.com/AC120-109
Bombardier Safety Standdown – USA 2012
Training Assumptions
1. Aircraft is within normal operational envelope and in a non-agitated flight condition (Prevention).
2. Situational awareness and information can be accurately correlated by the pilot with respect to observed flight condition.
3. Airplane handling skills and strategies established by regulatory licensing can directly resolve an escalating condition.
4. Human psychophysical response is predictable and reliable.
Bombardier Safety Standdown – USA 2012
4-Psychophysical response is predictable & reliable
CASS 2012 - San Antonio, Texas 31
Bombardier Safety Standdown – USA 2012
PreTraining Evaluation Exercise 4000-Hr Corporate Pilot
Bombardier Safety Standdown – USA 2012
Training Assumptions
1. Aircraft is within normal operational envelope and in a non-agitated flight condition (Prevention).
2. Situational awareness and information can be accurately correlated by the pilot with respect to observed flight condition.
3. Airplane handling skills and strategies established by regulatory licensing can directly resolve an escalating condition.
4. Human psychophysical response is predictable and reliable.
Bombardier Safety Standdown – USA 2012
Supporting Evidence
Bombardier Safety Standdown – USA 2012
CAST LOC-I
Bombardier Safety Standdown – USA 2012
Analysis: CAST 2001 - 2010 AIAA Modeling and
Simulations Technology
Conference – Aug 2012 Unexpected Pilot Performance
Contributing to Loss of Control
in Flight (LOC-I)*
All Twenty (20) CAST July
2011 Accidents Analyzed by
Three Independent
Evaluators
From 62% to 100%
Correlation
36
Accident
Dataset #
Normal
Envelope
Existing
Skills
Adequate
Cuing/SA
Reliable
Response
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
Accident
Dataset #
Normal
Envelope
Existing
Skills
Adequate
Cuing/SA
Reliable
Response
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
Inadequate Data
Inadequate Data
Inadequate Data
Inadequate Data
tinyurl.com/aiaa-loci-performance
Bombardier Safety Standdown – USA 2012
Question #2
How do training managers mitigate
the LOC-I threat to their flight
department through training and
awareness?
Bombardier Safety Standdown – USA 2012
Upset Prevention and Recovery Training
(UPRT)
Today & Tomorrow
Bombardier Safety Standdown – USA 2012
• Awareness & Prevention
Airplane Upset Recovery Training
Aid – Revision 2
is today’s industry reference
• ICATEE* UPRT Manual Sections
Pilot Academic Knowledge & Skill
Preparation
Instructor Guidance in UPRT
Authorized Training Providers
Regulatory Guidance
*International Committee for Aviation
Training in Extended Envelopes (ICATEE)
– Royal Aeronautical Society
Element 1 - Academics Element 1 - Academics
Bombardier Safety Standdown – USA 2012
Sample Academic Concepts
Flight Envelope Awareness
Dynamic Margin of Safety
Implications of Varying Load Conditions
A Study of the V-G Diagram
Critical Important of Angle of Attack Management in an
Airplane Upset
Stall / Spin Awareness: An Escalating Threat
Nose-Low and Nose-Low High-Bank Events
Nose-High Events
Bombardier Safety Standdown – USA 2012
Critical Lesson Today
Management of
Angle of Attack (AOA)
Upset / Loss of Control In-Flight Priorities
1. Regain and/or Maintain Control (First & Foremost)
2. Minimize Altitude Loss as Appropriate
Bombardier Safety Standdown – USA 2012
AOA Awareness Stall-Spin Threat
Bombardier Safety Standdown – USA 2012
AOA in Stall Mitigation
Bombardier Safety Standdown – USA 2012
AOA in Nose-Low Upsets
Bombardier Safety Standdown – USA 2012
AOA in Nose-High Upsets
Bombardier Safety Standdown – USA 2012
First Step 90% Upset Solution
12.5 % PUSH-Possibly-Valid Region (20% Chance? ~ 2.5%)
87.5 % PUSH-Valid Region
4.9 %
Upset Definition
Upset Definition (45 AOB, +25 & -10 Pitch)
Roll (Right) Roll (Left)
Pitch (-down)
Pitch (+up)
+
90o
+
50o
+
30o
+
25o
+
10o
- 10o
- 50o
- 90o
90o 90
o 180
o 180o
135o
135o
Bombardier Safety Standdown – USA 2012
Critical Lesson Today
Management of
Angle of Attack (AOA)
Upset / Loss of Control In-Flight Priorities
1. Regain and/or Maintain Control (First & Foremost)
2. Minimize Altitude Loss as Appropriate
Often Best First Step …
PUSH
Bombardier Safety Standdown – USA 2012
Strategy in LOC-I Mitigation
Systemic Deficiency in All-Attitude Exposure
What Does Strategy Matter?
An Airplane Upset can be Incapacitating
Mentally and Physically
NASA Research Reveals Human Limitations
Core Elements of Any Strategy
Planned Approach to Recovery
Ability to Recall Strategy in a Crisis
Enhance Mental Discipline
Repetition to Proficiency
Bombardier Safety Standdown – USA 2012
Upset Strategies
Primary Control Strategies
Angle of Attack
Energy and/or Pitching Moments
Yaw
Lift Vector
Manage Settings, Performance and Configurations
Alternate Control Strategies
Pitch Upset
Roll Upset
Yaw Upset
Bombardier Safety Standdown – USA 2012
Element 2 - Airplane
Exposure to
Psychological component
Physiological component
Accurate recovery environment
Requires
Qualified aircraft
Qualified Instructors
Bombardier Safety Standdown – USA 2012
Element 3: Simulators
Stick pusher (if available)
Stall warning
Stall
CL
α
Normal Flight Approach to Stall Fully-Developed
Stall
Bombardier Safety Standdown – USA 2012
Cardinal Simulator Rule
AVOID AND ELIMINATE
NEGATIVE TRAINING
Bombardier Safety Standdown – USA 2012
Investigating UPRT Providers Questions to Ask a Prospective UPRT Provider
Company
Get Industry-relevant References and Call Them
Safety Record (Investigate any Accidents)
Program
Written Syllabus (preferably Part 141 in US)
Building Block
AURTA – Revision 2 Compliant
Delivered in Relation to the LOC-I Threat Distribution
Vetted by Industry. If so, how?
NOT Aerobatics: Ask for an explanation why
Instructors
Standardized to What and How?
Corporate and/or Commercial Operational Experience
Instructional Experience
Training Platforms:
On-Aircraft: Aerobatic-certified or Equivalent (Investigate Level of Maintenance)
Simulators: Operated within Fidelity Envelope
Bombardier Safety Standdown – USA 2012
Manual Handling Skills Degradation
Manual Handling
Systems Knowledge
career path
An additional potential benefit of UPRT
Bombardier Safety Standdown – USA 2012
... the future
Bombardier Safety Standdown – USA 2012
Question #3
What does a comprehensive
loss of control in-flight
mitigation program look like?
Bombardier Safety Standdown – USA 2012
Academic Preparation
Awareness Training
Prevention: Recognition & Avoidance
Aeronautical Decision Making
Proportional Counter-Response
Recovery: Recognition & Recovery
Primary Control Strategies
Alternate Control Strategies
Type / Class Specific Considerations
Startle / Surprise Factor
CRM Integration (if applicable)
UPRT Footprint
Bombardier Safety Standdown – USA 2012
Type/Class-Specific Consideration Examples …
Fly-By Wire Flight Envelope Protections
Pitch / Roll Optimization
Thrust Management
Rudder / Cyclic Control Implications
Secondary Flight Control Integration
Trim / Speedbrakes / Spoilers
Configuration Changes
Placement of FFS Differences Training
Considered by Core Skill Development in Licensing
Corporate / Air Carrier Level
Type Rating / Recurrent Training
UPRT Differences Training
Bombardier Safety Standdown – USA 2012
LOC-I Risk-Time Analysis
RISK
TIME
Accident
Incapacitated
Perception /
Detection
Competency Growth Dynamic
1. Awareness
2. Prevention
3. Recovery
Perception /
Detection Perception /
Detection Perception /
Detection
Incapacitated
Incapacitated
+ Enhanced Prevention
* Adopted Concept from Tony Kern
Bombardier Safety Standdown – USA 2012
Critical Lesson Today
Management of
Angle of Attack (AOA)
Upset / Loss of Control In-Flight Priorities
1. Regain and/or Maintain Control (First & Foremost)
2. Minimize Altitude Loss as Appropriate
Often Best First Step …
PUSH
Bombardier Safety Standdown – USA 2012
Grand Building
Foundation
Four Massive
Pilings
Ultimate in Safety
Bombardier Safety Standdown – USA 2012
The Unexpected Unexpected
Bombardier Safety Standdown – USA 2012
Upset Prevention & Recovery Training
Requires ‘Zero to Hero’ Integration
Standardized and Complimentary
Licensing
Type Rating / Recurrent Training
On-Going Differences Training
Mitigating the LOC-I Threat Involves …
Regulatory Mandates
Quality-Assured Industry-Standardized UPRT Instructors
Transferring Risk Away from You, Your Passengers and the Traveling
Public through Enhanced Flight Training
Solutions Hinge on Training the Pilot
Closing Summary
Bombardier Safety Standdown – USA 2012
Upset Recovery Training Concepts and Strategies
Repairing the Cracks in the Foundation
Paul BJ Ransbury, President Aviation Performance Solutions
Bombardier Safety Standdown 2012
Wichita, Kansas
Today’s Resources
• AC 120-109 (Stall / Stick Pusher)
• PL 111-216 (Aug 2013)
• tinyurl.com/aiaa-loci-performance
• Airplane Upset Recovery Training Aid
• tinyurl.com/uprt-questions