safety seminar 9th nov. 2017 - flight data services · safety seminar 9th nov. 2017 ... fcom, amm,...
TRANSCRIPT
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
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
XXX888 flight Control Pre-Flight
Check (except 787)
GFF000 Flap not set at first
movement
LPX000 De-rotation slow
TPA004 Pitch High Touchdown
to 60kts
LPR005 Pitch Rate High
Touchdown to 60kts
Events which could be used to monitor non-precision and or visual approaches
Speed Events Relative Selected and Relative VLS
LXX102 Unstable Approach (excluding engine thrust)
KPV’s for upset recovery (UPRT).
ATR icing events
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
offset approach
1. The aircraft is on the correct flight path
2. Only small changes in heading/pitch are
required to maintain the correct flight path
Airspeed
-Airspeed minus selected approach speed within -5 to
+15kts (for 3 secs)
-or Vapp within -5 to +15 kts (for 3 secs
-or Vref within -5 to +35kts (for 3 secs)
Target Approach Speed a few knots faster than the
desired touchdown speed and on the “right” side of the
total drag curve (corrected for wind if necessary)*
The aircraft speed is not more than Vref+20 kts indicated
airspeed and not less than Vref
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
and approach speed (generally around 600-700 fpm for
jet aircraft on a 3 degree approach)
Sink rate is no greater than 1,000 fpm if an approach
requires a sink rate greater than 1,000 fpm, a special
briefing should be conducted
Engine thrust greater than 40% N1 or (35% for A319/B787)
or 10 secs or (1.02 for A319, A320, A321)
Engine thrust above idle Power setting is appropriate for the aircraft configuration
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
“Stable”
*Note: ILS stability is not assessed below 200ft. The
condition at 200ft (stable/unstable)
*recognizing the aircraft is operating in a dynamic
environment a tolerable range for each of these
parameters (+5kts/-0kts airspeed for example), allowing
pilots to make corrective inputs to maintain flight within
the stabilized criteria.
All briefing and checklists have been conducted.
*An approach that becomes unstabilized below 1,000ft
above airport elevation in IMC or below 500ft above
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%