DOCSLIB.ORG

Federal Register, Volume 81 Issue 61 (Wednesday, March 30, 2016)

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Federal Register, Volume 81 Issue 61 (Wednesday, March 30, 2016) Federal Register, Volume 81 Issue 61 (Wednesday, March 30, 2016) https://www.gpo.gov/fdsys/pkg/FR-2016-03-30/html/2016-05860.htm [Federal Register Volume 81, Number 61 (Wednesday, March 30, 2016)] [Rules and Regulations] [Pages 18177-18388] From the Federal Register Online via the Government Publishing Office [ www.gpo.gov ] [FR Doc No: 2016-05860] [[Page 18177]] Vol. 81 Wednesday, No. 61 March 30, 2016 Part IV Department of Transportation ----------------------------------------------------------------------- Federal Aviation Administration ----------------------------------------------------------------------- 14 CFR Part 60 Flight Simulation Training Device Qualification Standards for Extended Envelope and Adverse Weather Event Training Tasks; Final Rule Federal Register / Vol. 81 , No. 61 / Wednesday, March 30, 2016 / Rules and Regulations [[Page 18178]] ----------------------------------------------------------------------- DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 60 [Docket No.: FAA-2014-0391; Amdt. No. 60-4] RIN 2120-AK08 Flight Simulation Training Device Qualification Standards for Extended Envelope and Adverse Weather Event Training Tasks AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final rule. ----------------------------------------------------------------------- SUMMARY: The FAA has determined this rule is necessary to amend the Qualification Performance Standards for flight simulation training devices (FSTDs) for the primary purpose of improving existing technical standards and introducing new technical standards for full stall and stick pusher maneuvers, upset recognition and recovery maneuvers, maneuvers conducted in airborne icing conditions, takeoff and landing maneuvers in gusting crosswinds, and bounced landing recovery maneuvers. These new and improved technical standards are intended to fully define FSTD fidelity requirements for conducting new flight training tasks introduced through recent changes to the air carrier training requirements, as well as to address various National Transportation Safety Board (NTSB) and Aviation Rulemaking Committee recommendations. This final rule also updates the FSTD technical standards to better align with the current international FSTD evaluation guidance and introduces a new FSTD level that expands the number of qualified flight training tasks in a fixed-base flight training device. These changes will ensure that the training and 1 de 75 11/04/2016 10:45 a.m. Federal Register, Volume 81 Issue 61 (Wednesday, March 30, 2016) https://www.gpo.gov/fdsys/pkg/FR-2016-03-30/html/2016-05860.htm testing environment is accurate and realistic, will codify existing practice, and will provide greater harmonization with international guidance for simulation. The amendments will not apply to previously qualified FSTDs with the exception of the FSTD Directive, which codifies the new FSTD technical standards for specific training tasks. DATES: Effective May 31, 2016. The compliance date of FSTD Directive No. 2 is March 12, 2019. After this date, any FSTD being used to conduct specific training tasks as defined in FSTD Directive No. 2 must be evaluated and qualified in accordance with the Directive. ADDRESSES: For information on where to obtain copies of rulemaking documents and other information related to this final rule, see ``How To Obtain Additional Information'' in the SUPPLEMENTARY INFORMATION section of this document. FOR FURTHER INFORMATION CONTACT: For technical questions concerning this action, contact Larry McDonald, Air Transportation Division/ National Simulator Program Branch, AFS-205, Federal Aviation Administration, P.O. Box 20636, Atlanta, GA 30320; telephone (404) 474- 5620; email [email protected] . SUPPLEMENTARY INFORMATION: Authority for This Rulemaking The Federal Aviation Administration's (FAA's) authority to issue rules on aviation safety is found in Title 49 of the United States Code. Subtitle I, Section 106(f) describes the authority of the FAA Administrator. Subtitle VII, Aviation Programs, describes in more detail the scope of the agency's authority. This rulemaking is promulgated under the authority described in 49 U.S.C. 44701(a)(5), which requires the Administrator to promulgate regulations and minimum standards for other practices, methods, and procedures necessary for safety in air commerce and national security. This amendment to the regulation is within the scope of that authority because it prescribes an accepted method for testing and evaluating flight simulation training devices used to train and evaluate flightcrew members. In addition, the Airline Safety and Federal Aviation Administration Extension Act of 2010 (Pub. L. 111-216) specifically required the FAA to conduct rulemaking to ensure that all flightcrew members receive flight training in recognizing and avoiding stalls, recovering from stalls, and recognizing and avoiding upset of an aircraft, as well as the proper techniques to recover from upset. This rulemaking is within the scope of the authority in Public Law 111-216 and is necessary to fully implement the training requirements recently adopted in the Qualification, Service, and Use of Crewmembers and Aircraft Dispatchers final rule (Crewmember and Aircraft Dispatcher Training final rule), RIN 2120-AJ00. See 78 FR 67800 (Nov. 12, 2013). List of Abbreviations and Acronyms Frequently Used in This Document AC Advisory Circular AOA Angle of Attack ARC Aviation Rulemaking Committee AURTA Airplane Upset Recovery Training Aid FFS Full Flight Simulator FTD Flight Training Device FSTD Flight Simulation Training Device ICATEE International Committee on Aviation Training in Extended Envelopes LOCART Loss of Control Avoidance and Recovery Training Working Group NPRM Notice of Proposed Rulemaking QPS Qualification Performance Standards SOC Statement of Compliance SNPRM Supplemental Notice of Proposed Rulemaking SPAW ARC Stick Pusher and Adverse Weather Event Training Aviation Rulemaking Committee UPRT Upset Prevention and Recovery Training Table of Contents I. Overview of Final Rule II. Background A. Statement of the Problem B. NTSB Recommendations C. Airline Safety and Federal Aviation Administration Extension Act of 2010 (Publ. L. 111-216) and the Crewmember and Aircraft Dispatcher Training Final Rule D. Summary of the NPRM E. Differences Between the NPRM and the Final Rule F. Related Actions III. Discussion of Public Comments and Final Rule A. Evaluation Requirements for Full Stall Training 1. Aerodynamic Modeling Range a. Aerodynamic Modeling Beyond the Stall AOA b. Definition of the Stall AOA 2. Envelope Protected Aircraft a. Model Validity Ranges and Associated Objective Testing b. Validation of Stall Characteristics Using Flight Test Data c. Required AOA Range for Normal Mode Objective Testing 3. Data Sources for Model Development and Validation a. Define Best Available Data b. Post-Stall ``Type Representative'' Modeling c. Use of Flight Test Data and Availability 4. Qualification on FSTD Levels Other Than Level C or Level D 5. Motion Cueing System Limitations 6. Subject Matter Expert (SME) Pilot Evaluation and Qualifications a. SME Qualifications and Experience 2 de 75 11/04/2016 10:45 a.m. Federal Register, Volume 81 Issue 61 (Wednesday, March 30, 2016) https://www.gpo.gov/fdsys/pkg/FR-2016-03-30/html/2016-05860.htm b. Model Validation Conducted by the Data Provider c. NSPM Process for Evaluating and Accepting an SME Pilot 7. Alignment With the ICAO 9625, Edition 4, on Stall and Stick Pusher Requirements 8. Requirements for Previously Qualified FSTDs a. Stall Buffet Objective Testing b. FSTD Directive No. 2 and Grandfather Rights 9. Applicability of Stall and Upset Prevention and Recovery Training [[Page 18179]] (UPRT) Requirements on Newly Qualified FSTDs 10. General Comments on Stall Requirements a. Testing and Checking of Stall Maneuvers b. Interim FSTD Qualification for Stall Training c. Aerodynamic Modeling Considerations B. Evaluation Requirements for UPRT 1. UPRT Qualification on Lower Level FSTDs. 2. Record and Playback Requirements for UPRT 3. Instructor Operating Station (IOS) Requirements 4. Aerodynamic Source Data and Range of the FSTD Validation Envelope a. FSTD Validation Envelope and Training Maneuvers b. Expansion of the FSTD Validation Envelope Using Existing Flight Test Data 5. General Comments on UPRT a. FSTD Qualification and FAA Oversight b. Maintenance Concerns C. Evaluation Requirements for Engine and Airframe Icing Training 1. Objective Demonstration Testing a. Objective Demonstration Testing for Previously Qualified FSTDs b. Icing Effects and Recognition Cues 2. Requirements for Lower Level FTDs 3. Existing Engine and Airframe Icing Requirements in Part 60 4. Applicability in Training Programs 5. Data Sources and Tuning of Ice Accretion Models D. Evaluation Requirements for Takeoff and Landing in Gusting Crosswinds 1. Applicability on Lower Level FSTDs 2. Gusting Crosswind Profile Data Sources 3. Maximum Demonstrated Crosswind 4. Requirements for Previously Qualified FSTDs E. Evaluation Requirements for Bounced Landing Recovery Training 1. Applicability to Lower Level FSTDs 2. Bounced Landing Modeling and Evaluation a. Nosewheel Exceedances b. Use of Existing Ground Reaction Models 3. Alignment With Training Requirements 4. Requirements for Previously Qualified FSTDs F. Alignment With the ICAO 9625 FSTD Evaluation Document 1. Partial Alignment With the ICAO 9625 Document 2. New Requirements Introduced by the Proposed ICAO Alignment a. Visual System Field
Load more

Recommended publications
  • IATA Safety Report 2013
    Transforming the way the world moves. For 80 years, Jeppesen has made travel safer and more efficient through the power of intelligent information. Along the way, we’ve transformed lives as well as the way the world does business. Jeppesen is proud that IATA and its members are trusted partners in the aviation industry. jeppesen.com SAFETY REPORT 2013 Issued April 2014 International Air Transport Association Montreal—Geneva 50th Edition NOTICE DISCLAIMER. The information contained in this publication is subject to constant review in the light of changing government requirements and regula- tions. No subscriber or other reader should act on the basis of any such information without referring to applicable laws and regulations and/or without seeking appropriate professional advice. Although every effort has been made to ensure accuracy, the International Air Transport Association shall not be held responsible for any loss or damage caused by errors, omissions, misprints or misinterpretation of the contents hereof. Furthermore, the Interna- tional Air Transport Association expressly disclaims any and all liability to any person or entity, whether a purchaser of this publication or not, in respect of anything done or omitted, and the consequences of anything done or omitted, by any such person or entity in reliance on the contents of this publication. Opinions expressed in advertisements appearing in this publication are the advertiser’s opinions and do not necessarily reflect those of IATA. The mention of specific companies or products in advertisement does not imply that they are endorsed or recom- mended by IATA in preference to others of a simi- lar nature which are not mentioned or advertised.
    [Show full text]
  • 2016-007 State File No: IRL00913099 Report Format: Synoptic Report Published: 10 May 2016
    Air Accident Investigation Unit Ireland SYNOPTIC REPORT SERIOUS INCIDENT Boeing 757-224, N41140 80 NM Southwest of Dublin, Ireland 20 October 2013 Boeing 757-224, N41140 80 NM southwest of Dublin 20 October 2013 FINAL REPORT Foreword This safety investigation is exclusively of a technical nature and the Final Report reflects the determination of the AAIU regarding the circumstances of this occurrence and its probable causes. In accordance with the provisions of Annex 131 to the Convention on International Civil Aviation, Regulation (EU) No 996/20102 and Statutory Instrument No. 460 of 20093, safety investigations are in no case concerned with apportioning blame or liability. They are independent of, separate from and without prejudice to any judicial or administrative proceedings to apportion blame or liability. The sole objective of this safety investigation and Final Report is the prevention of accidents and incidents. Accordingly, it is inappropriate that AAIU Reports should be used to assign fault or blame or determine liability, since neither the safety investigation nor the reporting process has been undertaken for that purpose. Extracts from this Report may be published providing that the source is acknowledged, the material is accurately reproduced and that it is not used in a derogatory or misleading context. 1 1 Annex 13: International Civil Aviation Organization (ICAO), Annex 13, Aircraft Accident and Incident Investigation. 2 Regulation (EU) No 996/2010 of the European Parliament and of the Council of 20 October 2010 on the investigation and prevention of accidents and incidents in civil aviation. 3 Statutory Instrument (SI) No. 460 of 2009: Air Navigation (Notification and Investigation of Accidents, Serious Incidents and Incidents) Regulations 2009.
    [Show full text]
  • Aerosafety World November 2009
    AeroSafety WORLD DOUSING THE FLAMES FedEx’s automatic system CRM FAILURE Black hole approach UPSET TRAINING Airplane beats simulators IASS REPORT 777 power rollback, more TRAGEDY AS INSPIRATION JAPAN Airlines’ safeTY CENTER THE JOURNAL OF FLIGHT SAFETY FOUNDATION NOVEMBER 2009 “Cessna is committed to providing the latest safety information to our customers, and that’s why we provide each new Citation owner with an FSF Aviation Department Tool Kit.” — Will Dirks, VP Flight Operations, Cessna Aircraft Co. afety tools developed through years of FSF aviation safety audits have been conveniently packaged for your flight crews and operations personnel. These tools should be on your minimum equipment list. The FSF Aviation Department Tool Kit is such a valuable resource that Cessna Aircraft Co. provides each new Citation owner with a copy. One look at the contents tells you why. Templates for flight operations, safety and emergency response manuals formatted for easy adaptation Sto your needs. Safety-management resources, including an SOPs template, CFIT risk assessment checklist and approach-and-landing risk awareness guidelines. Principles and guidelines for duty and rest schedul- ing based on NASA research. Additional bonus CDs include the Approach and Landing Accident Reduction Tool Kit; Waterproof Flight Operations (a guide to survival in water landings); Operator’sMEL Flight Safety Handbook; item Turbofan Engine Malfunction Recognition and Response; and Turboprop Engine Malfunction Recognition and Response. Here’s your all-in-one collection of flight safety tools — unbeatable value for cost. FSF member price: US$750 Nonmember price: US$1,000 Quantity discounts available! For more information, contact: Namratha Apparao, + 1 703 739-6700, ext.
    [Show full text]
  • The Effects of Angle-Of-Attack Indication on Aircraft Control in the Event of an Airspeed Indicator Malfunction
    Dissertations and Theses 7-2013 The Effects of Angle-of-Attack Indication on Aircraft Control in the Event of an Airspeed Indicator Malfunction Claas Tido Boesser Embry-Riddle Aeronautical University - Daytona Beach Follow this and additional works at: https://commons.erau.edu/edt Part of the Aerospace Engineering Commons, and the Aviation Commons Scholarly Commons Citation Boesser, Claas Tido, "The Effects of Angle-of-Attack Indication on Aircraft Control in the Event of an Airspeed Indicator Malfunction" (2013). Dissertations and Theses. 24. https://commons.erau.edu/edt/24 This Thesis - Open Access is brought to you for free and open access by Scholarly Commons. It has been accepted for inclusion in Dissertations and Theses by an authorized administrator of Scholarly Commons. For more information, please contact [email protected]. THE EFFECTS OF ANGLE-OF-ATTACK INDICATION ON AIRCRAFT CONTROL IN THE EVENT OF AN AIRSPEED INDICATOR MALFUNCTION by Claas Tido Boesser M.S., Embry-Riddle Aeronautical University Worldwide, 2011 A Thesis Submitted to the College of Arts and Sciences in Partial Fulfillment of the Requirements for the Degree of Master of Science in Human Factors and Systems Embry-Riddle Aeronautical University Daytona Beach, FL Jul, 2013 ABSTRACT Researcher: Claas Tido Boesser Title: THE EFFECTS OF ANGLE-OF-ATTACK INDICATION ON AIRCRAFT CONTROL IN THE EVENT OF AN AIRSPEED INDICATOR MALFUNCTION Institution: Embry-Riddle Aeronautical University Degree: Master of Science in Human Factors and Systems Year: 2013 Analysis of accident data by the Federal Aviation Administration, the National Transportation Safety Board, and other sources show that loss of control is the leading cause of aircraft accidents.
    [Show full text]
  • Atp Ctp) for the Aerospace Department of Middle Tennessee State University
    AIRLINE TRANSPORT PILOT CERTIFICATION TRAINING PROGRAM (ATP CTP) FOR THE AEROSPACE DEPARTMENT OF MIDDLE TENNESSEE STATE UNIVERSITY By LELAND THOMAS WAITE An Applied Research Project Submitted to the Faculty of the Aerospace Department at Middle Tennessee State University in Partial Fulfillment of the Requirements for the Degree of Master of Science in Aviation Administration Murfreesboro, TN December 2016 Copyright © 2016 Leland Thomas Waite All Rights Reserved ii This research is dedicated to the passionate educators and aviators who have made my aviation dreams a reality, and to the next generation of student pilots for whom I wish to do the same. iii ACKNOWLEDGEMENTS I would first and foremost like to thank my wife, Jennifer Helen Waite, for her continuing love and support during the long journey to completing this project. She has given me much inspiration, encouragement, willpower, and sometimes not-so-subtle reminders to see this effort through to its end. Second, I would like to thank my parents, Bruce Alan Waite and Edith Maria Waite, for their enduring love, support, and dedication to my education and future. Without all that you have done for our family, I would not be in the position I am today. Third, I would like to thank Professor Donald A. Crews, Mr. J. Byron Bivens, and Mr. David J. Wilcox for their mentorship and friendship through the Professional Pilot V, AERO 4250 course, and for contributing to my inspiration in completing this project. Fourth, I would like to thank Dr. Wendy S. Beckman for serving as the chairperson of my capstone committee, and for taking the time to schedule meetings and return emails amidst my busy airline schedule; and Dr.
    [Show full text]
  • Royal Aeronautical Society Upset Recovery Training Master Paper
    AEROPLANE UPSETS & LOSS OF CONTROL ROYAL AERONAUTICAL SOCIETY FLIGHT OPERATIONS GROUP SPECIALIST DOCUMENT AEROPLANE UPSET RECOVERY TRAINING, HISTORY, CORE CONCEPTS & MITIGATION Cover illustration courtesy of the Federal Aviation Administration (FAA) USA AEROPLANE UPSETS & LOSS OF CONTROL ROYAL AERONAUTICAL SOCIETY At the forefront of change Founded in 1866 to further the science of aeronautics, the Royal Aeronautical Society has been at the forefront of developments in aerospace ever since. Today the Society performs three primary roles: • To support and maintain the highest standards for professionalism in all aerospace disciplines • To provide a unique source of specialist information and a central forum for the exchange of ideas • To exert influence in the interests of aerospace in both the public and industrial arenas Benefits • Membership grades for professionals and enthusiasts alike • Over 17,000 members in more than 100 countries • 175 Corporate Partners • Over 100 Branches across the world • Dedicated Careers Centre • Publisher of three monthly magazines • Comprehensive lecture and conference programme • One of the most extensive aerospace libraries in the world The Society is the home for all aerospace professionals, whether they are engineers, doctors, air crew, air traffic controllers, lawyers, to name but a few. There is a grade of membership for everyone - from enthusiasts to captains of industry. To join the Society please contact Membership, Royal Aeronautical Society, 4 Hamilton Place, London W1J 78Q, UK. Tel: +44 (0)20 7670 4300. Fax: +44 (0)20 7670 4309; e-mail: [email protected] The Royal Aeronautical Society has 24 Specialist Interest Group Committees, each of which has been set up to represent the Society in all aspects of the aerospace world.
    [Show full text]
  • Loss of Control: Returning from Beyond the Envelope
    FLIGHT SAFETY FOUNDATION JULY–AUGUST 2003 FLIGHT SAFETY DIGEST Loss of Control: Returning From Beyond The Envelope No. 1 Killer Targeting Aviation’s FLIGHT SAFETY FOUNDATION For Everyone Concerned With the Safety of Flight Flight Safety Digest OFFICERS AND STAFF Vol. 22 No. 7–8 July–August 2003 Hon. Carl W. Vogt Chairman, Board of Governors Stuart Matthews In This Issue President and CEO Robert H. Vandel Loss of Control: Returning From Executive Vice President James S. Waugh Jr. Beyond the Envelope Treasurer Airplane Upset Recovery Training: ADMINISTRATIVE A Line Pilot’s Perspective 1 Ellen Plaugher To reduce loss of control accidents, the U.S. government has Special Events and Products Manager funded a program to provide airplane-upset-recovery training Linda Crowley Horger for 2,000 airline pilots. The training is conducted in an aerobatic Manager, Support Services single-engine airplane and in a multi-engine jet modified as a FINANCIAL variable-stability in-flight simulator. Crystal N. Phillips New Airline Pilots May Not Receive Suffi cient Director of Finance and Administration 19 Millicent Wheeler Training to Cope With Airplane Upsets Accountant A study conducted for the U.S. National Aeronautics and Space Administration says that, although pilots cannot be trained for all TECHNICAL imaginable scenarios, current airplane upset-recovery training James M. Burin might be expanded to include more types of upset scenarios. Director of Technical Programs Joanne Anderson Technical Programs Specialist More Than Half of Large Commercial Jet Louis A. Sorrentino III Accidents in 2002 Occurred During 33 Managing Director of Internal Evaluation Programs Approach and Landing Robert Feeler Q-Star Program Administrator Loss of control was the category in which the most fatal accidents occurred during the 1993–2002 period.
    [Show full text]
  • Operational Use of Flight Path Management System. Final Report
    September 8, 2013 Ms. Margaret Gilligan Associate Administrator for Aviation Safety Federal Aviation Administration 800 Independence Avenue SW Washington, DC 20591 Dear Peggy, On behalf of the PARC, I am pleased to provide the recommendations of the Flight Deck Automation Working Group. The PARC Steering Group and the Commercial Aviation Safety Team (CAST) established this joint working group to address, for current and projected operational use, the safety and efficiency of modern flight deck systems for flight path management (including energy-state management). The Working Group analyzed safety and operational data to fulfill its tasking. It generated 29 findings and 18 recommendations that are documented in the final report in the attachment. The findings address: Many of the sources of safety and operational risk mitigation in the current aviation system; Equipment design, pilot training and qualification, and airspace operations; and Lessons learned from the analyses of different sources of safety and operational data. The report provides recommendations to address the findings in each of these areas. The findings and recommendations are summarized in the Executive Summary of the attached report. This material represents years of effort by the working group and is a significant body of work that should be invaluable to the FAA moving forward. The PARC expects this to have a positive effect on the aviation community through improved guidance material and policy for aircraft systems, training and flight operations. The PARC is thankful for the effective leadership provided by Kathy Abbott, Dave McKenney, and Paul Railsback in their efforts leading the Flight Deck Automation Working Group through the extensive coordination efforts with CAST in finalizing the report and recommendations.
    [Show full text]
  • Notice of Proposed Amendment 2017-06 Loss of Control Or Loss of Flight Path During Go-Around Or Other Flight Phases
    European Aviation Safety Agency Notice of Proposed Amendment 2017-06 Loss of control or loss of flight path during go-around or other flight phases RMT.0647 EXECUTIVE SUMMARY The objective of this NPA is to mitigate the safety risk of loss of the normal go-around (G/A) flight path, or loss of control of the aircraft during G/A or other flight phases executed at low-speed. This NPA proposes to amend CS-25 to ensure that: — the design of large aeroplanes is such that the G/A procedure with all engines operating (AEO) can be safely conducted by the flight crew without requiring exceptional piloting skills or alertness. Risk of excessive crew workload and risk of somatogravic illusion must be carefully evaluated, and design mitigation measures must be put in place if those risks are too high; — the design of large aeroplanes provides an adequate longitudinal controllability and authority during G/A and other flight phases (focusing on low speed situations). The proposed changes are expected to provide a fair safety benefit against an acceptable cost impact for large aeroplane manufacturers. Action area: Aircraft upset in flight (LOC-I) Affected rules: CS-25 (Certification Specifications for Large Aeroplanes) Affected stakeholders: DAHs and operators Driver: Safety Reference: SR FRAN-2013-025; FRAN-2013-026; FRAN-2013-042 Rulemaking group: Yes Impact assessment: Full Procedure: Standard 6.7.2015 11.5.2017 2018/Q1 TE.RPRO.00034-005 © European Aviation Safety Agency. All rights reserved. ISO 9001 certified. Proprietary document. Copies are not controlled. Confirm revision status through the EASA intranet/internet.
    [Show full text]
  • Air Accident Investigation Unit Ireland
    Air Accident Investigation Unit Ireland SYNOPTIC REPORT SERIOUS INCIDENT Boeing 757-224, N41140 80 NM Southwest of Dublin, Ireland 20 October 2013 Boeing 757-224, N41140 80 NM southwest of Dublin 20 October 2013 FINAL REPORT Foreword This safety investigation is exclusively of a technical nature and the Final Report reflects the determination of the AAIU regarding the circumstances of this occurrence and its probable causes. In accordance with the provisions of Annex 131 to the Convention on International Civil Aviation, Regulation (EU) No 996/20102 and Statutory Instrument No. 460 of 20093, safety investigations are in no case concerned with apportioning blame or liability. They are independent of, separate from and without prejudice to any judicial or administrative proceedings to apportion blame or liability. The sole objective of this safety investigation and Final Report is the prevention of accidents and incidents. Accordingly, it is inappropriate that AAIU Reports should be used to assign fault or blame or determine liability, since neither the safety investigation nor the reporting process has been undertaken for that purpose. Extracts from this Report may be published providing that the source is acknowledged, the material is accurately reproduced and that it is not used in a derogatory or misleading context. 1 1 Annex 13: International Civil Aviation Organization (ICAO), Annex 13, Aircraft Accident and Incident Investigation. 2 Regulation (EU) No 996/2010 of the European Parliament and of the Council of 20 October 2010 on the investigation and prevention of accidents and incidents in civil aviation. 3 Statutory Instrument (SI) No. 460 of 2009: Air Navigation (Notification and Investigation of Accidents, Serious Incidents and Incidents) Regulations 2009.
    [Show full text]
  • Pilot Response in Time Critical LOC-I Events
    Pilot Response in Time Critical Aircraft Upset / Loss of Control Inflight (LOC-I) Events ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ Philip A. Oppenheimer, Lt Col, USAF (Ret), Advanced Instructor, Aviation Performance Solutions (APS) ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ Introduction. Scenario 1. You are the PIC of a twin engine aircraft during takeoff. Just after liftoff, you hear a very ​ loud "bang,” and the aircraft suddenly yaws and rolls to the right and rapidly begins losing airspeed. The response to this V1 cut/right engine failure on takeoff is memorized and trained to proficiency because of the time critical nature of the emergency. The cues are easily recognizable and predictable due to practice and repetition and the response is almost automatic. This is a familiar, well-rehearsed event that all multi-engine pilots are prepared to address. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ Now let’s pretend you are the PIC of that same aircraft but for some reason you have never had any training for an engine failure on takeoff. You are now experiencing this time critical emergency for the first time, on your own, with no qualified instructor in the aircraft. How well do you think you’ll do? Do you think that your experience and background in all other aspects of basic pilot training will save you and the aircraft? Silly question, because that can’t happen, right? That’s not how we train. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​​ ​ ​ ​ ​ ​ ​ ​ ​ ​ Yet we treat upset training the same way as this “silly” imaginary scenario. With very few exceptions, we don’t train for flight outside of the normal operating envelope as part of any required civil pilot training regimen. Pilots facing an airplane upset, or Loss of Control In-flight (LOC-I), situation are usually rapidly hurled out of the normal licensing flight envelope with no training to implement a time-critical response to a rapidly escalating emergency situation, much less, safely recover from the ensuing LOC-I.
    [Show full text]
  • Emergency Landing in Killeen
    2nd Quater 2009 Smoke Signals April 2009 EVASWorldwide Case Study: Boeing 777 Smoke Accident On February 26, 2007 at 1000, a contactors of the right main bus. wiring. The flight crew responded United Airlines Boeing 777-222ex- The heat generated during the to the bus failure and a burning perienced a smoke event at failure resulted in the contactor smell by shutting down the right London Heathrow Airport, UK. casings becoming compromised, engine and taxiing to a nearby The accident occurred during causing molten metal droplets stand. The Airfield Fire Service at- engine start after pushback from to fall down onto the insulation tended the aircraft when it arrived the stand. After the right gen- blankets below. The insulation on stand and entered the Main erator came online an electrical blankets ignited and a fire spread Equipment Centre where they dis- failure occurred in the right main underneath a floor panel to the covered significant smoke but no bus. The failure resulted in severe opposite electrical panel (P205), fire. The passengers were evacu- internal arcing and short cir- causing heat and fire damage ated uneventfully via steps. cuits inside the two main power to structure, cooling ducts and continued on page 2 Getting Control of LOC Front and centre on all new head- The specialised HUD symbology al attitude and recover the aircraft up displays being installed in Fe- is a product of a broader pro- back to normal parameters or dEx Express widebodies will be a gramme within FedEx starting otherwise risk a loss-of-control single number in a large font that later this year to arm pilots with (LOC) accident.
    [Show full text]