Global Reporting Format Europe Meetings Seminars and... · 2019-12-12 · IFALPA Captain Peter...
Transcript of Global Reporting Format Europe Meetings Seminars and... · 2019-12-12 · IFALPA Captain Peter...
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Global ReportingFormatEurope
Implementation and Pilot Training
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Overview
Introduction – WhyGRF?
Training
Dissemination –Timely andReliable
Case Study
Conclusion
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Introduction -Why GRF?RunwayExcursions
Issues GRF for Pilots
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Introduction - Why GRF? /Runway ExcursionsΠ Aviation’s number one safety risk
category;
Π Caused usually by more than onefactor;Π Unrealistic or Erroneous Perf.
CalculationsΠ Unstable approach – Hot &
High!Π Long flare or floatingΠ Inadequate use of reverse
thrust and spoilersΠ Tailwind
Π Among the top contributing factors arepoor braking action due tocontaminated runways combined withshortfalls in the accuracy andtimeliness of assessment and reportingof the runway surface conditions.
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Π Imprecise aircraft performance data;
Π Huge NOTAM files that make ithard to find important information aboutrunway condition;
Π Increasing information flow & workload:Pre-flight; In Flight.
Introduction - Why GRF? /Issues
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Benefits of GRF for pilots - the end users –unambiguous and standardized information
RCR EFHK 03260455
04R 5/5/3 100/100/100 02/03/05WET/ SLUSH/WET SNOW OVERCOMPACTED SNOW
LOOSE SAND. TWY Z POOR. APRONPOOR
Introduction - Why GRF? /GRF for Pilots
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
TrainingPilotTraining
GeneralObjectives
DecisionMaking
Basics
CompanyPolicies
Takeoff Landing AIREPs
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
They need training.
Π They do not read the regulations
Π “Regulations are for the authorities andoperators”
Π They don’t have AIPs
Π They do read the operators OPSmanuals;
Π Company OPS manual FOM / OM-AΠ The aeroplane AFM / FCOM / OM-BΠ Charts / OM-C
Training/Pilot Training
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Π Update of manuals and a leaflet is NOTenough!
Π Flight Crews needΠ Background InformationΠ Possibility to ask questionsΠ Practice
Π ICAO doc 10064 APM
Π ICAO Circular 355 Appendix HΠ Example of a content of flight crew training
syllabus
Π IATA CBT
Π Content processing within an airline takestime!
Training/Pilot Training
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Π Pilots should understand that theactual safety margins get smallerwhen conditions get worse.
Π They should understand that RCAM,RWYCC and braking action areadaptive tools in decision making
A calculated 1m margin in landingdistance does not necessarily mean thatthe landing will be safe.
However, it should make the pilot to usehis best judgement taking differentvariables into account and cross-checkbetween sources when makingdecisions.
Training/General Objectives
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Π Crews should be trained to take pre-determined decisions fordeteriorating conditions. These“canned decisions” improvesituational awareness, help in latestage decision making and improveworkload management
Π Examples: Lowest accceptableRWYCC , max wind speed fromcertain direction
Training/Decision Making
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Π Contaminants;
Π Those that cause increased dragthus affecting acceleration
Π Those that cause reduced brakingaction affecting deceleration
Π “Slippery when wet”Π What it means for performanceΠ How to interpret
Training/Basics
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Π Dispatch and in-flight conditions
Π Use of reduced thrust for takeoff
Π Use of RWY thirds in calculations
Π Distance At time of Landingcalculations
Π Usage of AIREPs
Π OPS if cleared runway width is lessthan publishedΠ Max allowed X-wind
Π Use of autoland
Π Variable winds and gusts
Π OPS on icy RWY
Training/Basics
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Π Aeroplane control in takeoff andlanding
Π Lateral controlΠ Longitudinal control
Π V1 correction in correlation withminimum control speed on ground
Π Why use the type and depth of thecontaminant instead of RunwayCondition Code
Training/Takeoff
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Π Pilot procedures
Π Flying techniquesΠ Landing on performance
limited RWYΠ How to regain control if
having problems withdirectional control (aeroplanewindcocking)
Training/Landing
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Π Understand the difference betweenfriction limited braking and differentmodes of autobrakes
Π PoliciesΠ When to give one (only when
contaminated!)Π What “LESS THAN POOR”
means for aerodromeoperations
Training/AIREPs
Π GOOD
Π GOOD TO MEDIUM
Π MEDIUM
Π MEDIUM TO POOR
Π POOR
Π LESS THAN POOR
Aeroplane as friction measuring and/orreporting system should be the future
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
You just saw a lot of slides aboutcontents that pilots need to be aware of.
Give your pilots the chance to beknowledgeable and to operate safely inthe new environment.
Training
Airlines: Make sure your trainingmaterials suit your pilots’ needs andyour instructors are ahead of theirgame. –use IATA’S CBT and the newICAO 355 and APM and build on it!
Regulators: Ensure that trainingincludes at least classroom or simulatortraining.
Regulators: Airlines will NOT trainwhen not mandated. Do you feelcomfortable when all pilots get is anOM-C update and an IATA (or custommade) CBT? No possibility to askquestions.
Training is vitalin this transition.
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Dissemination– Timely andReliableInformationDissemination
How to Receive aSNOWTAM-RCR
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Π The RCR is of utmost importancefor the pilot
Π It must be ensured that accurateinformation is made available in atimely manner.
Π High standards for RCR/RWYCCdissemination should apply for allAIS-stakeholders (Aerodromepersonnel, ATS, Flight Service,AIM, service providers etc).
Π An RCR that does not reachthe cockpit is
Dissemination/Information Dissemination
USELESS!
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Π US TALPA ARC is showing the way.FAA uses FICON (=SNOWTAM-RCR), disseminated through thefollowing:
Π D-ATIS, Voice ATIS, Flight ServiceStations FSS, Airlines‘ proactive flightsupport. FICON is „pushing a squarepeg through a round hole“. They alsohave AFIS in Alaska, a dedicatedfrequency that gives FICONs
GRF Symposium
Dissemination/How to Receive a SNOWTAM-RCR
Be aware: As of today, NOTAMs cannot be disseminated to cockpits. Selectairlines have an application that mayallow this.!
In Europe: D-ATIS, where available.Voice ATIS. No other means.
How does your country ensure that an a/cflying to your airport that has published aSNOWTAM-RCR reaches the pilot?
Is your country‘s FIS equipped to deliverSNOWTAM-RCR? Does it have the informationfor neighbouring countries? Does it havecapacity?
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Π Do your airlines have proactive flightsupport?
Π MOTNE is to be removed. Often, it isthe only source for RWY condition.Needs to be replaced by abreviatedSNOWTAM-RCR
Π It must be ensured that ACARSservice providers, such as ARINCand SITA, are involved in ensuringdissemination. This is an AIS/AIMissue. Are your services up the task?
Π What about aircraft without ACARS?There are at least 400 737s inEurope without it.
Dissemination/How to Receive a SNOWTAM-RCR
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Case Study
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Π Harp Air 123 from EFHK to EHEH,alternate LFQQ
Π Aircraft not ACARS equippedΠ No D-ATIS at destination or alternate
RCR EHEH 0326045503 5/5/3 100/100/100 02/03/05WET/ SLUSH/WET SNOW OVERCOMPACTED SNOW
RCR LFQQ 0326045508 2/2/1 100/100/100 04/04/05SLUSH/ SLUSH/ICE
Case Study
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Cold front over the Channel withsnowfall: 5-5-3 Runway 21 in EHEHwhich RWYCC does your pilot apply?LFQQ Lille RWYCC: 1-2-2, Rwy 26 inuse. How does the pilot know about therunway condition in LFQQ when hestarts his approach into EHEH? Wouldhe change his alternate if he knew theconditions in LFQQ? Which wind couldhe accept in LFQQ?
Case Study
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Π Regulators: Is this example far-fetched?
Π ATIS dissemination via VHF only: Is itan acceptable risk NOT to know theRCR of your alternate airport if it islocated behind your destination?
Π Airlines: Would your pilot have hadthe tools to make the right decision?
Π Is it enough for the pilot to start hisbefore landing calculation when ableto receive ATIS? Where do I get theSNOWTAM-RCR for my alternate?ICAO: 1-2-2 means 2-2-1 on RWY26! Which performance calculationdo you apply?Lowest? Middle?Touch-down zone?
Case Study
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Π Replace MOTNE with SNOWTAM-RCR on Volmet and METARtransmissions?
Π AFIS according to the Alaskanmodel? (Automated FlightInformation Service)
Π RCRs available in SITA and ARINCdatabase`s?
Π Other ideas?
Π Accept risk?
Case study/Possible Solution
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
Conclusion
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
RCR mustcorrectlyreflect runwaystate - Airports' job,procedures welldrafted
Conclusion
SNOWTAM-RCRmust reach pilotin time
PIlot must know what to dowith it and apply the correctprocedures
Are you sure 2 and 3 are provided for inyour country/organisation?
1 2 3
IFALPA
CaptainPeter Michael Rix, MBA
ICAO GRF WorkshopFrankfurt
The Mission of IFALPA is to promotethe highest level of aviation safety
worldwide and to be the globaladvocate of the piloting profession;
providing representation, services andsupport to both our members and the
aviation industry.
Thank You !