FAA LOC-I Mitigation
Strategies
Federal Aviatio
Administration
Human Factors and the Automated
Flight Deck Workshop
February 4, 2015
Presented by:
Robert Burke, Manager
FAA Air Carrier Training Systems and
Voluntary Safety Programs Branch (AFS-280)
Federal Aviation
Administration
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Agenda
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Regulatory Background/Statutes
Pilot Training Changes
Simulator Training Changes
Questions, Comments
Federal Aviation
Administration
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Statutes
Federal Aviation
Administration
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Overview of Public Law 111-216
• Signed into law on August 1, 2010.
• Added numerous measures designed to
improve aviation safety and pilot training.
– Response to the Colgan Air 3407 accident
• Requires
– 5 task forces/multidisciplinary panels
– 9 reports to Congress, NTSB or FAA
– 9 new rules
Federal Aviation
Administration
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Provisions of Public Law 111-216
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Pilot selection/qualification
Pilot training
Pilot fatigue
Safety management systems
Pilot professional development
Federal Aviation
Administration
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Pilot Qualification
Statutes
Regulation
Flight Crewmember
Screening and
Qualifications [216]
and Airline Transport
Pilot Certification
[217]
“Pilot Certification
and Qualification
Requirements for Air
Carrier Operations”
Final Rule published
July 15, 2013
Federal Aviation
Administration
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Pilot Training
Statute
Regulation
FAA Rulemaking on
Training Programs
[209]
“Qualification,
Service, and Use of
Crewmembers and
Aircraft Dispatchers”
Final Rule published
November 12, 2013
Federal Aviation
Administration
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Pilot Fatigue
Statute
Regulation
Pilot Fatigue [212]
“Flightcrew Member
Duty and Rest
Requirements”
Final Rule published
January 4, 2012
Federal Aviation
Administration
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SMS
Statute
Regulation
SMS Requirement for
121 Air Carriers [215]
“Safety Management
Systems for Part 121
Certificate Holders ”
Final Rule published
January 12, 2015
Federal Aviation
Administration
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Pilot Professional Development
Statute
Regulation
Flight Crewmember
Mentoring,
Professional
Development, and
Leadership [206]
“Pilot Professional
Development”
Final Rule anticipated
April, 2015
Federal Aviation
Administration
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U.S. Law 111-216 Section 208:
– “…require part 121 air carriers to provide flight
crewmembers with ground training and flight training or
flight simulator training—
• to recognize and avoid as stall of an aircraft or, if not avoided, to
recover from the stall; and
• to recognize and avoid an upset of an aircraft or, if not avoided,
to execute such techniques as available data indicate are
appropriate to recover from the upset in a given make, model,
and series of aircraft”
– Definition of Stall from PL 111-216: The term ‘‘stall’’
means an aerodynamic loss of lift caused by exceeding
the critical angle of attack.
Federal Aviation
Administration
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2012 LOSS OF CONTROL AND
RECOVERY TRAINING (LOCART)
INITIATIVE
FAA 208 Aviation Rulemaking Committee
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EASA
+
ICAO
=
20 Meetings over 8 months in Montreal developing
recommendations for Upset Prevention and
Recovery Training
Federal Aviation
Administration
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ARC Member Organizations
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Boeing
Airbus
CAE
Flight Safety
International
• Air Line Pilots
Association
• Airlines 4
America
• Coalition of
Airline Pilots
Associations
• Regional Airlines
Association
• ATR
• Bombardier
• Embraer
• Flight Safety
Foundation
Federal Aviation
Administration
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International UPRT SMEs
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NASA
NTSB
IATA
Aviation Performance
Solutions (APS)
Opinicus
UK AIB
BEA (France)
IFALPA
Oxford Aviation Academy
Simulation of Upset
Prevention Recovery in
Aviation (SUPRA)
• Upset Prevention and
Recovery Training
Association (UPRTA)
• International Committee on
Aviation Training in
Extended Envelopes
(ICATEE)
• Western Michigan
University
• University of North Dakota
• Seneca College
Federal Aviation
Administration
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NAA Participants
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EASA
Transport Canada
UK CAA
Australia CASA
France DGAC
Argentina
China
Federal Aviation
Administration
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AC 120-109 Core Principals:
 Reducing angle of attack is the most important pilot
action in an impending or full stall.
 Pilot training should emphasize teaching the same
recovery technique for impending stalls and full
stalls.
 Evaluation criteria for a recovery from an
impending stall should not include a predetermined
value for altitude loss. Instead, criteria should
consider the multitude of external and internal
variables which affect the recovery altitude.
Federal Aviation
Administration
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Generic stall recovery procedure
Autopilot and autothrottle
Nose down pitch control
Nose-down pitch trim
Disconnect
Apply until stall warning eliminated
As needed
Bank
Wings level
Thrust
As needed
Speed brake/spoilers…
Retract
Return to desired flightpath
Procedure developed by Boeing, Airbus, Bombardier,
ATR and Embraer
Federal Aviation
Administration
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AC 120-109 Emphasis Items:
 Development of realistic scenarios that could be
encountered in operational conditions including
stalls encountered with the autopilot engaged.
 Clean Stall training should be performed at high
altitude.
Federal Aviation
Administration
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SCENARIO 1: CLEAN CONFIGURATION
APPROACH-TO-STALL (HIGH ALTITUDE)
OBJECTIVE
The pilot will recognize the stall warning and
immediately perform the stall recovery procedure. The pilot should
demonstrate willingness to trade altitude for airspeed to accomplish an
expeditious recovery from a stall event.
FSTD SETUP
CONSIDERATIONS
This scenario will be conducted near maximum
operating altitude for the specific airplane weight and temperature.
COMPLETION
STANDARDS
The pilot will perform a deliberate and smooth reduction of AOA.
• Positive recovery from the stall event takes precedence over
considerations of altitude loss.
• Appropriate application of thrust to accelerate and enable an expeditious
recovery.
• The return of the airplane to safe flight without encountering a secondary
stall.
• The maneuver is considered complete once a safe speed is achieved and
the airplane stabilized.
Federal Aviation
Administration
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Rulemaking – Part 121
Qualification, Service, and Use of Crewmembers and
Aircraft Dispatchers
(i) Stall Prevention. For the purpose of this training the
approved recovery procedure must be initiated at the first
indication of an impending stall (buffet, stick shaker, aural
warning).
Stall prevention training must be conducted in at least the
following configurations:
(1) Takeoff configuration.
(2) Clean configuration.
(3) Landing configuration.
Federal Aviation
Administration
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Rulemaking – Part 121
Qualification, Service, and Use of Crewmembers and
Aircraft Dispatchers
§121.423 Pilot: Extended Envelope Training
• Extended envelope training must include instructorguided hands on experience of recovery from full stall
and stick pusher activation, if equipped.
Federal Aviation
Administration
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Rulemaking – Part 121
Qualification, Service, and Use of Crewmembers and Aircraft
Dispatchers
§121.423 Pilot: Extended Envelope Training
Extended envelope training must include the following
maneuvers and procedures:
(1) Manually controlled slow flight;
(2) Manually controlled loss of reliable airspeed;
(3) Manually controlled instrument departure and arrival and;
(4) Upset recovery maneuvers.
Federal Aviation
Administration
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UPRT ADVISORY CIRCULAR
TABLE 1. NOSE HIGH
RECOVERY TEMPLATE
Either Pilot:
Recognize and confirm the developing situation. Announce: "Nose High"
Pilot Flying
Pilot Monitoring
AP: DISCONNECT
·
A/THR: OFF
APPLY as much nose-down control input
as required to obtain a nose-down pitch
rate.
Thrust: Adjust (if required)
Monitor airspeed and attitude throughout the
recovery and announce any continued
divergence.
Roll: Adjust (if required) not to exceed 60
degrees
When airspeed is sufficiently increasing:
RECOVER to level flight
[1] If the AP or A/THR are responding correctly, it may not be appropriate to decrease the level of automation while assessing if the divergence is being stopped.
[2] A large out of trim condition could be encountered when the AP is disconnected.
[3] Avoid stall because of premature recovery or excessive g loading.
Federal Aviation
Administration
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UPRT ADVISORY CIRCULAR
TABLE 1. NOSE LOW
RECOVERY TEMPLATE
Either Pilot:
Recognize and confirm the developing situation. Announce: "Nose Low"
Pilot Flying
Pilot Monitoring
AP: DISCONNECT
·
A/THR: OFF
RECOVER from stall if required
If bank angle is 90° or less, ROLL in the
shortest direction to wings level.
Monitor airspeed and attitude throughout the
recovery and announce any continued
divergence.
Thrust and drag: Adjust (if required)
Recover to level flight.
[1] If the AP or A/THR are responding correctly, it may not be appropriate to decrease the level of automation while assessing if the divergence is being stopped.
[2] A large out of trim condition could be encountered when the AP is disconnected.
[3] It may be necessary to reduce the g loading by applying forward control pressure to improve roll effectiveness.
[4] Avoid stall because of premature recovery or excessive g loading.
Federal Aviation
Administration
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2019 REQUIREMENTS
Stall Prevention
Upset Prevention
• At first maneuvers based
• Takeoff
• Clean
• Landing
• Incorporate Scenarios
• Autoflight
• High Altitude
• Manually controlled slow
flight;
• Manually controlled loss
of reliable airspeed;
• Manually controlled
instrument departure and
arrival
Stall Recovery
Upset Recovery
• Only maneuvers based
• Instructor led
• Hands on pilot experience
through recovery
• Nose High
• Nose Low
Federal Aviation
Administration
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ADVISORY CIRCULARS
120-109 A & AC 120-UPRT
 Both ACs were published for public comment in
early 2014.
 Over 300 comments were received from the
industry/public.
 Both documents will be publish Spring 2015.
Federal Aviation
Administration
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Rulemaking – Part 60
 Initiated to address simulator fidelity
– Will consider:
• Full stall simulator evaluation criteria
• Upset prevention and recovery training
• Enhanced Airborne Icing Modeling
– Notice of Proposed Rule Making published
Summer 2014
– Part 60 standards will be in place to allow time
for operators to modify and evaluate FSTDs
before the Part 121 N&O compliance date
Federal Aviation
Administration
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Summary
 Industry/FAA/International collaboration has
resulted in research, guidance and rulemaking
language
 Vigilance must prevail for stall and upset training
 Collaboration is essential in order to meet new
challenges
Federal Aviation
Administration
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What’s Next?
Keeping pilots engaged—
Pilot monitoring training and procedures
Maintaining pilot manual flight operations
skills—
Targeted skill development during training
Practice during flight operations (SAFO 13002)
Thoughtful Implementation
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Administration
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Thoughtful Implementation
Thorough descriptive guidance for operators
and inspectors
Continuous Outreach for Industry and
Inspectors
Inspector Academic and FSTD Training
Federal Aviation
Administration
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Questions?
Robert.Burke@faa.gov
Federal Aviation
Administration
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