iata training & qualification initiative (itqi) evidence ... training... · icao ngap...

1-4 March 2010ICAO NGAP Symposium, Montreal 1 1 March 2010ICAO NGAP Symposium 1

IATA Training & Qualification

Initiative (ITQI)

Evidence-Based TrainingCaptain Mike Varney

Project Leader – Evidence-based TrainingICAO NGAP Symposium 1-4 March 2010, Montreal

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Dakota DC-3 Rand Airport South Africa 2003

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Ilyushin IL-18 Moscow 2005

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Sud SE-210 Caravelle III Zurich July 1961

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Continental Airlines Boeing 757-200 August 2005

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Airbus A380

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Boeing 787

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JAR-FCL Mandatory Items

Flight Preparation

Before take-off checklist

Engine failure between V1 and V2

Rejected take-off before reaching V1

Instrument departure and arrival procedures

Engine-out Precision Approach to minima

NDB/VOR/LOC approach to MDA Outlook

Go-Around engine-out

Landing critical engine inoperative

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The Airline BurdenCrowding of training requirements

Existing framework

Mandatory items – licensing and operations

Low Visibility mandatory items

Special airport operations

ETOPS, RNP SAAAR, RNAV

Very little scope for effective additional training within

existing cost structure

Too much focus on abnormal procedures

Much more needed in approach & landing

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The Problem

Regulatory prescriptions for flight crewmember training

and checking are based on events, which may be

highly improbable in aeroplanes designed to meet

modern standards.

Training programmes are consequently saturated with

items that may not necessarily mitigate the real risks, or

enhance the safety of modern air transport operations.

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Objective

Develop a new paradigm for competency based training and evaluation of airline pilots based on

evidence

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Working Group

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Flight Operations Areas

Evidence-based Type-Rating and Recurrent

Training (EBT)- ICAO Doc 9868 + ICAO Manual EBT

Multi-Crew Pilot licensing (MPL)- Harmonisation of implementation

Instructor & Evaluator Qualification (IEQ)- ICAO Doc 9868 Qualification standards

Selection Criteria- IATA guidance material

Flight Simulator Training Devices (FSTD)- ICAO Doc 9625 + Data document

Q3 2011

Q4 2010

Q3 2011

Q2 2010

Aug 2009

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1

2

3

4

5

6

7

8

9

10

0 10 20 30 40 50

Hull Loss

per million departures

Includes western built jets

Excludes training, flight test, war, terrorism

Years Of Operation Sources: Airclaims, Airbus

All aircraft

1st generation

2nd generation3rd generation4th generation

2nd generation:1st generation:

Early jet 2nd jet generation

3rd generation:

Glass-cockpit

Nav display

FMS

4th generation:

FBW

Flight Envelope

Protection

Hull Loss rate – June 2009

ICAO NGAP Sympsium

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Relative Importance of contributing factors

in fatal accidents

(Source: Civil Aviation Safety Data, 1989-2003)

0% 10% 20% 30% 40% 50%

airport

air traffic control

maintenance

powerplant

environment

aircraft

cockpit crew

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STEADES

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Max vertical acceleration and vertical

speed (at touchdown)A340-300

A340-600

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Max vertical acceleration and vertical

speed (at touchdown)A340-300

A340-600

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Data can mislead

Should we train for the statistically

likely?

We can anticipate 95% of

events

The BIG problem is the

other 5%

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Black Swans

Data is reactive

Accidents are difficult to predict

Pilot behaviour is difficult to predict

When people and complex systems interact, there will always be an

infinite number of possible outcomes

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The Unforeseen, a

“typical” Black Swan!If we could anticipate all, failures

should be designed out (Sioux City)

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Repetitive & foreseeable Unique & unforeseeable

Evidence

What we

know

What we

don’t know

Reactive Proactive System

failures

Environment

Operational

failures

Same skills to

manage the foreseen

and the unforeseen

System

failures

Environment

Operational

failures

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0 50 100 150 200 250 300

Windshear

Adverse Weather/Ice

Crosswind

ATC

NAV

Loss of comms

Traffic

R/W incursion

Poor Visibility

Wake vortex

Upset

Terrain

Birds

Eng Fail

MEL

Fire

System malfunction

A310

A320

A330

A340

A380

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KSA ElementsThreats

Events

Risk

Matrix

Training

Priorities

Generation

Specific

Training

Guidance

- Jet 1st

- Jet 2nd

- Jet 3rd

- Jet 4th

- Turboprop 1st

- Turboprop 2nd

Guidance for

evaluation &

training

- LOE

- Manoeuvres

- Event Training

- Evaluator

- Instructor

Generation

Specific

Program

Examples

EBT Development Process

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ICAO Manual – EBT

ComprehensiveIncludes Example

ProgramsLink to available

data

ICAO Doc 9868 PANS-TRG

Evidence Based Training

Instructor Qualification

Evaluator Qualification

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KSA Elements

Situation awareness

Communication

Manual aircraft control

Workload management

Flight management, guidance and automation

Knowledge

Application of procedures and knowledge

Problem solving & decision making

Leadership & teamwork

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Emirates - GCAA

Dubai Meetings 15th -16th Nov 2009

Emirates – Airbus – Boeing – IATA

Preliminary Discussions

Emirates – GCAA – Airbus – Boeing

Joint Letter to GCAA EK+IATA

GCAA Agreement 21st Dec 2009

EK adopt EBT – EU OPS 1.978

(ATQP)

Airbus, Boeing, IATA support

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Risk of doing nothing

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Benefits

Encourage “out of the box” thinking with developed methodologies to manage risk

Evidence based programmes adapted by fleet and operation

Greater focus on normal operations

Greater emphasis on human performance

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Improvements in design & reliability

Examine the Evidence

Evolve training from inventory

approach

New Paradigm for Training

Train real skills to

manage real threats

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Thank you

itqi@iata.org