Upset Prevention & Recovery Training

Dr. Sunjoo K. Advani Chairman of ICATEE

EASA Loss-of-Control in Flight Conference Cologne, 4-5 October 2011

Royal Aeronautical Society Flight Simulation Group

Take-away
Upset events are rare, but catastrophic Upset Prevention & Recovery Training is critical to safety for prevention, and when aircraft is outside the envelope and agitated situational awareness is degraded licensing training has not provided recovery skills psychophysical bounds challenged Integration of academics + simulator + in-ight training is key Focus on awareness, recognition & avoidance, recovery Instructor standardization is vital

Flight Simulation Group - Royal Aeronautical Society - London, UK

Outline
The need The approach Training requirements analysis and discovery Challenges to implementation Conclusions

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The need

Loss-of-Control fatalities have risen despite improvements in aircraft design, and existing training

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Statistics
LOC-I replaces CFIT as leading cause of fatalities

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Statistics

E-GPWS

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Statistics - Fatalities 1995-2004

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Flight Simulation Group - Royal Aeronautical Society - London, UK

Airplane upset causes

Lambregts, et al, Airplane Upsets - Old Problem, New Issues. In Proc. of AIAA Modeling & Simulation Technologies Conf., Honolulu, Aug 2008, AIAA-2008-6867 CP.

30,0 22,5 15,0 7,5 0 Stall FCS SD Icing

Number of incidents, 1993-2007

AD

Other

FCS = Flight Control System SD = Spatial Disorientation AD = Atmospheric Disturbance

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Status
Pilots are well trained Aircraft have protection systems:
stick shakers stick pushers audible warnings envelope protection angle-of-attack indications (in many cases)

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why?

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LOC-I Incidents
Predictable: No Likelihood: Rare Severity: Catastrophic Training Need: Critical Current Training Status: Untrained or inadequately trained

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Training Assumptions
1. Aircraft is within normal operational envelope and in a non-agitated ight condition 2. Situational awareness and information can be accurately correlated by the pilot with respect to observed ight 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.

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What is an upset?
Pitch attitude beyond 25 degrees up Pitch attitude beyond 10 degrees down Bank angle in excess of 45 degrees Within the above but at inappropriate airspeed

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What is an upset?
Attitude
Pitch (+up)
+ 30o 60o + 10o + 25o 60o

Envelope
X
Roll (Right)

Roll (Left)
45o - 30o - 10o

Pitch (-down)

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 Mmo

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All-Attitude Knowledge Deciencies

Pitch (+up)
+ 90o

All-Attitude Daily Threat

+ 50o + 30o + 10o + 25o 60o

Roll (Left)
180o 135o 90o 45o - 10o 135o

Roll (Right)
180o

- 50o

- 90o

Upset Definition Airplane Upset Recovery Training Aid

Pitch (-down)

4.9 % Upset Definition (45 AOB, +25 & -10 Pitch) 11.1 % Max Licensing Limits (60 AOB, +/-30 Pitch) 100 % All-Attitude Training (180 AOB, +/- 90 Pitch)

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Colgan Air 3407

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All-Attitude Knowledge Deciencies

Pitch (+up)
+ 90o

All-Attitude Daily Threat

+ 50o + 30o + 10o + 25o 60o

Roll (Left)
180o 135o 90o 45o - 10o 135o

Roll (Right)
180o

AA-587 PIO
- 50o

Approximate limits, Colgan 3407

- 90o

Upset Definition Airplane Upset Recovery Training Aid

Pitch (-down)

4.9 % Upset Definition (45 AOB, +25 & -10 Pitch) 11.1 % Max Licensing Limits (60 AOB, +/-30 Pitch) 100 % All-Attitude Training (180 AOB, +/- 90 Pitch)

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Training Assumptions
1. Aircraft is within normal operational envelope and in a non-agitated ight condition 2. Situational awareness and information can be accurately correlated by the pilot with respect to observed ight 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.

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Training Assumptions
1. Aircraft is within normal operational envelope and in a non-agitated ight condition 2. Situational awareness and information can be accurately correlated by the pilot with respect to observed ight 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.

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Situational Awareness and Information

Multiple sources of information during an upset event
visual aural tactile vestibular g-cueing

May have never been exposed in time-critical situation

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Training Assumptions
1. Aircraft is within normal operational envelope and in a non-agitated ight condition 2. Situational awareness and information can be accurately correlated by the pilot with respect to observed ight 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.

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What is happening?

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All-envelope knowledge deciencies

Full Stall Stall Warning L/D Max

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Learning objective - post-stall regime

Recovery technique: unloading Managing angle-of-attack Recognizing signs:
buffet reduced lateral control reduced stability

Maneuver-oriented: Experience a full stall Line-oriented: Recognize and apply recovery at FIRST SIGNS

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Training Assumptions
1. Aircraft is within normal operational envelope and in a non-agitated ight condition 2. Situational awareness and information can be accurately correlated by the pilot with respect to observed ight 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.

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4-Psychophysical response is predictable & reliable

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Training Assumptions
1. Aircraft is within normal operational envelope and in a non-agitated ight condition 2. Situational awareness and information can be accurately correlated by the pilot with respect to observed ight 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.

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So, what happens now?

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Upset Prevention and Recovery Training

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ICATEE
International Committee for Aviation Training in Extended Envelopes Initiated by RAeS Flight Simulation Group in June 2009 AIM: Upset Prevention and Recovery Training Awareness, Recognition & Avoidance, Recovery MISSION: To deliver a comprehensive long-term strategy to reduce the rate of Loss of Control In-Flight accidents and incidents through enhanced UPRT Provide recommendations to ICAO, FAA and industry
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ICATEE Participants
Category
Organization Airframe Manufacturer Regulator/Government Training Provider Simulation Provider Industry Body Airline Research RAeS-FSG, ICAO Boeing, Airbus, Bombardier FAA, NTSB, IATA (ITQI), Transport Canada, EASA, Russian CAA CAE, FlightSafety, Boeing Flight Training, APS, CALSPAN, Embry-Riddle CAE, FlightSafety, Thales, Opinicus, ETC, Bihrle ALPA, IFALPA, ATA, BBGA KLM, Alaska, Flybe, FedEx, Air Canada, Lufthansa, Singapore, Etihad, Aer Lingus, Thai International, IndiGo AIAA MSTC, NASA, UTIAS, NLR, TNO, IDT, DLR, U Liverpool, SOS, Volpe

Participants

45 organizations, over 80 individuals

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The dream team

London - June 2010
Seattle - August 2011

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Oklahoma - Dec 2010

Mesa - April 2011

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The dream team

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Findings
Simulators have replaced aircraft for most training; efcient, effective and safe In UPRT, there is no single tool for optimum training - each has limitations and advantages

UPRT Requires Integrated Training Elements

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Element 1 - Academics
Airplane Upset Recovery Training Aid (1988) is the industry reference ICATEE UPRT Manual Sections
Pilot Academic Knowledge & Skill Preparation Instructor Guidance in UPRT Authorized Training Providers Regulatory Guidance
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2012
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Element 2 - Airplane
Exposure to Psychological component Physiological component Accurate recovery environment Require qualied aircraft qualied instructors

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Element 2 - Airplane

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Element 3 - Simulator
1. Better use of existing devices
UP scenarios requires instruction standardization

2. IOS modications
envelope feedback inappropriate controls feedback requires instruction standardization

3. Sim modications
UPRT scenarios pilot cueing requires instructor standardization

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Scenarios
Need to provoke learning through UPRT:
prevention at the edge of the envelope recovery back into the envelope

Instructor standardization is key Realism of scenarios is not due to the scenario alone...

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Scenarios

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Stall modelling
Stall CL Stick pusher (if available) Stall warning

Normal Flight

Approach to Stall

Fully-Developed Stall

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Cardinal simulator rule

AVOID NEGATIVE TRAINING

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Pilot stimulation
Review effectiveness of buffet simulation Support new ICAO Objective Motion Cueing Test:
motion cueing algorithm motion platform hardware digital implementation

The following slides show the signicant variability in motion cueing systems:
three qualied systems, tuned by subjective methods Conclusion: An objective measurement is required This is available in the latest ICAO 9625 document

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Motion System 1

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Motion System 2

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Motion System 3

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Combined result - 3 motion systems

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Simulator Upset Recognition and Recovery Evaluation Provides instructors and pilots with feedback tools: validation envelope ight control input aircraft limitations

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UPRT Simulation Requirements

ICATEE UPRT Appendix to ICAO 9625 Rev 4 Recommendations focus on high-end devices
Data (representative stall modelling) Pilot Stimulation Upset Initiation Envelope-Protected a/c Scenario Implementation IOS Requirements

Highly stand-alone; easy to integrate into other guidance material (FAA)

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ICATEE Training Recommendations

(proposed)

3 - Recurrent

Scenario-Based + Refresher Training

applied skills & knowledge

2 - Type-Specific

Academics + Sims (MOFT + LOFT)

type-specific skills & knowledge

Type-Rating CPL

1 - General

Academics + On-Aircraft
general skills & knowledge

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Deliverables
Recommendations to FAA:
Stall/Stick-Pusher WG Stick Pusher Adverse Weather ARC

ICAO
Manual of Upset Prevention & Recovery Training References in ICAO Annexes and PANS-TRG Training manuals for pilot, instructor, regulator, operator Simulator technical standards appendix (9625 or other)

RAeS Report
ICATEE UPRT Research and Technology Report

IATA FSTD Data Document revisions

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Deliverables & Milestones

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PANS-TRG
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Manual of Criteria for the Qualification of Flight Simulation Training Devices

2012
UPRT Component

ANNEX 1 Executive-Level Recommendation 1 Jan 2012 PANS-TRG Reference from PANS-TRG, draft October 2011

UPRT Manual Mid 2011

UPRT Appendix March 2012

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Research & Technology requirements

Considerations for UPRT
Maximum use of existing infrastructure Internal evaluation activities Future research programs
ICATEE Research & Technology Report

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Take-away
Upset events are rare, but catastrophic Upset Prevention & Recovery Training is critical to safety for prevention, and when aircraft is outside the envelope and agitated situational awareness is degraded licensing training has not provided recovery skills psychophysical bounds challenged Integration of academics + simulator + in-ight training is key Focus on awareness, recognition & avoidance, recovery Instructor standardization is vital

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Manual Handling Skills Degradation

Systems Knowledge

Manual Handling
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

career path

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Motion Cueing - A Pilots Best Friend

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... the future

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RAeS Conference

Autumn Flight Simulation Conference

THE CONTRIBUTION OF FLIGHT SIMULATION TO AVIATION SAFETY

LONDON

NOVEMBER

Sponsored by:

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www.icatee.org Sunjoo Advani s.advani@idt-engineering.com +31 655 737 345

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Royal Aeronautical Society Flight Simulation Group

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