Safety Seminar

9th Nov. 2017

Capt. Herb Feller

Safety Affiliations

Agenda

New Event Development process

New Events

Unstable Approach

FSF Unstable Approach Trial

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

Prioritisation, what do we do first?

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

Unstable Approach Event

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%

FSF Unstable Approach Trial

Thank you

Questions?