Technology and Training

Technology and Training

 

 

Are Airline Pilots forgetting how to Fly ???

I would like to share today something very interesting regarding Human Factors and Training that currently the new technology in aviation on my personal view, all pilots flying new airplanes with the modern equipment need to focus and look at the future of human factors training as well as some more advances in technology that is very important to improve the quality of training to avoid future incidents and accidents in general and commercial aviation, so we also take a close look at some of the underlying issues of Cockpit Design.

Particularly helpful as pilots we try to understand the rapidly changing nature of aircraft design with respect to automation in both commercial and general aviation airplanes.

So, increasing automation has a dramatic impact on the role of the pilot and can change the complete nature flying. As you start evaluating how automation affects you when we read the latest accidents in general and commercial aviation why those accidents happened and how we can avoided, is a question that any person working in this profession asked all the time.

Therefore, it is very important to have a good base of knowledge in this design principles to stay away from accidents and incidents, so I believe in my particular opinion that will be an increasing emphasis on human factors and topics this issue I sharing today with all the Aviation Community on my safety blog, technological training devices will become more prevalent, because they will incorporate powerful instructional ideas that make training more effective and efficient.

Another area, I want to emphasis in which computer technology is beginning to play a big role in improving our capabilities for flight training simulation, so most simulators today are based on computer technology, as are their visual display, however computers can provide added capabilities that will improve the efficiency and effectiveness of training .

Several Pilots have difficulty manually flying planes, concerning what I read on an article few days ago on a study commissioned by the FAA said the article, I want to share with all of you folks what the article defined, so Commercial Airline Pilots have become so dependent on automation that poor manual flying skills and failure to master the latest changes in cockpit technology pose the greatest hazards to passengers, an international panel of air-safety experts warns.

A soon-to-be-released study commissioned by the Federal Aviation Administration determined, among other things, that "pilots sometimes rely too much on automated systems and may be reluctant to intervene" or switch them off in unusual or risky circumstances, according to a draft reviewed by The Wall Street Journal.

While over the decades automation played a big part in making flying today safer than ever in the U.S. and globally, the draft highlights some downsides. The study found that some pilots "lack sufficient or in-depth knowledge and skills" to properly control their plane's trajectory, partly because "current training methods, training devices and the time allotted for training" may be inadequate to fully master advanced automated systems.

Among the accidents and certain categories of incidents that were examined, roughly two-thirds of the pilots either had difficulty manually flying planes or made mistakes using flight computers.

Relying too heavily on computer-driven flight decks—and problems that result when crews fail to properly keep up with changes in levels of automation—now poses the biggest threats to airliner safety world-wide, the study concluded. The results can range from degraded manual-flying skills to poor decision-making to possible erosion of confidence among some aviators when automation abruptly malfunctions or disconnects during an emergency.

The report is the first of its kind to meld historic data from accidents and incidents with real-time observations of working pilots, according to people familiar with the details. Instead of just focusing on training and cockpit design, the study takes a broader approach to consider pilot interactions with air-traffic controllers and other operational issues.

The observers found that in most instances, pilots were able to detect and correct automation slip-ups before they could cascade into more serious errors. But when pilots "have to actually hand fly" aircraft, according to one section of the narrative describing interviews with trainers, "they are accustomed to watching things happen…instead of being proactive."

Pilots losing control of aircraft, because of poor situational awareness or inability to grasp what their instruments and automated systems are telling them, has been identified as the primary cause in a number of crashes globally in recent years. Pilot lapses and automation were implicated in the high-profile 2009 crash of an Air France AF.FR +0.24% Airbus A330 that stalled and went down in the Atlantic Ocean, killing all 228 aboard, just as they are suspected of causing last July's crash of an Asiana Airlines Inc. 020560.SE +0.31%  Boeing BA +0.65%  777 during a botched landing in San Francisco.

The 277-page report—written by a team of industry, labor, academic and government officials—details the hazards of excessive pilot dependence on increasingly automated and complex flight decks.

Scheduled for release by the FAA as early as this week, the findings already have prompted some agency action and are expected to be a catalyst for further moves to combat such fundamental safety gaps. The final version is basically unchanged from a September draft, according to people who have read both.

The FAA said it already has taken action on all 18 of the report's recommendations, through new rules, guidance material and research. The agency cited "advances in manual flying skills [and] improved pilot certification standards," adding that the report "validates those efforts" and the FAA would discuss the next steps on Thursday at a summit with industry leaders.

"It's an industry consensus document" that's based on data and "was so meticulously done," according to John Cox, a former airline pilot and crash investigator, who now runs an industry consulting firm. "Those are the elements that make it so powerful."

With the reliability of engines and flight controls continuing to improve, airline pilots spend the vast majority of their time programming and monitoring automated systems—typically relegating manual flying to barely a few minutes during takeoffs and right before touchdowns.

Overreliance on automation, however, has been recognized for years as an industry wide problem, with numerous earlier studies delving into the consequences.

But the latest effort stands out due to the wide-ranging collection of experts who participated. It also breaks new ground because the panel members sifted through large volumes of voluntary safety reports filed by pilots, along with additional data gathered by cockpit observers on more than 9,000 flights world-wide.

After seven years of deliberations and persistent industry arguments about which accidents and incidents ought to be considered, the document lays out some sweeping recommendations to prevent what critics have dubbed "automation addiction" in some cockpits.

The 34-member committee, for example, agreed that "pilots must be provided with opportunities to refine" manual flying skills, while receiving enhanced training in computer complexities and automation modes. In addition, the draft recommended training for rare but potentially catastrophic malfunctions "for which there is no specific procedure" or readily available checklist.

The panel also called on manufacturers to develop cockpit designs that are "more understandable from the flight crew’s perspective" and specifically guard against technology failures resulting from integration of various onboard systems.

Kathy Abbott, a senior FAA scientist and one of the committee's three co-chairs, declined to comment. In the past, she has said excessive reliance on computer aids means pilots "sometimes are not prepared to deal with non-routine situations," especially when the message from airline management and trainers "is that automated systems can do the job better" than humans.

David Mc Kenney, another co-chair and head of training programs and human-factors issues for the Air Line Pilots Association, the largest U.S. pilots union, said on Sunday that FAA rules prohibited him from commenting. But in the summer of 2012, he gave a mini-preview of some of the report's conclusions. Mr. Mc Kenney told an ALPA conference in Washington that instead of teaching pilots to punch in numbers and "simply how to interface with the automated systems," airlines should train aviators to effectively manage flight paths using more-realistic scenarios and the element of surprise.

The FAA is considering releasing the study's findings in conjunction with agency chief Michael Huerta's scheduled meeting this week with industry leaders to discuss voluntary safety initiatives.

The agency earlier this month completed a major rewrite of pilot-training rules mirroring some of the report's recommendations, including new requirements for teaching more-effective ways to monitor other pilots and flight instruments.

The expert panel was charged with updating an influential 1996 FAA study that examined the benefits and drawbacks of automation involving earlier, less-computerized generations of aircraft. Now, other groups and organizations are expected to conduct follow-up research based on the long-awaited findings.

According to the draft, "the definition of 'normal' pilot skills has changed over time" and "has actually increased to being a manager of systems." Concerned about the hazards of cockpit "information overload," the draft noted that several manufacturers told the panel that “today’s technology allows for too much information to be presented to the pilot." Source: The Wall Street Journal By ANDY PASZTOR Nov. 17, 2013.

This article give me the idea of building instructional benefits into traditional training technologies has a good future in the Aviation Industry , in this remarkable  article I sharing. I want to give you a sense of the human factors issues surrounding design.

So, I know there are many definition of automation, the most understandable one is stay alert all the time inside your cockpit, automation has many advantages in the cockpit.

Constantly recognize that humans can be expected to make errors in every operation too.

I hope to provide you with some brief insights into the directions Aviation is heading today , and also I confidence your interest in human performance , particularly your own , always increasing your awareness of human strengths and will make you a Safer Pilot all the time .

Remember Fly Safely!!!

 

 

How’s the Weather??

AVIATION WEATHER

 

Weather is continuous in the State of the Atmosphere, all flying takes place in the atmosphere, so flying and weather are inseparable. I sincerely believe all pilots and flight operations personnel will enjoy this post and also at the same time increase your flying safety. What you should know about weather?

I want to share this notice for your safety and the safety of those with you.

My best advice to all of you who read my safety blog, always learn to recognize the bad weather and make a good decision before is too late if you don’t understand why many times you have to make decisions involving thunderstorms and flying . So this information also describes how you can use as a good tool for flying safely all the time. Weather is an important piece of any flight. 

Always Remember Fly Safely !!!

FAA Safety Team | Safer Skies Through Education

How’s the Weather?? Notice Number: NOTC5091 Weather is an important aspect of any flight.      Pilots must know and understand all weather associated with their flight, both as a preflight action and as the flight progresses.     Fortunately, there are many new sources of aviation weather to help pilots.  Providers are now making weather data available in the cockpit and on many smart devices.  These include government and private weather providers and most have explanations of how their products work on their associated websites. The FAA cannot recommend what weather provider a pilot should use but does stress that pilots must validate that whatever weather provider they choose bases its weather data on official government weather data.       Once the weather data is collected, pilots need a strategy to integrate the weather information into their planning and go-no-go decision making before and during flight.     To improve these weather related skills, all pilots are invited to take the FAASTeam’s new online course - “Aviation Weather Data – A Targeted Approach”.  The course can be found on FAASafety.gov (ALC-322) at the following link:  https://www.faasafety.gov/gslac/ALC/course_catalog.aspx    Want to learn more?    General Aviation Pilot’s Guide to Preflight Weather Planning, Weather Self-Briefings, and Weather Decision Making  http://www.faa.gov/pilots/safety/media/ga_weather_decision_making.pdf

 

Happy Thanksgiving!!!

Happy Thanksgiving!!!

 

 

Happy Thanksgiving!!!

 

Thanksgiving is possible only for those who take time to remember.

 

Wishing you the happiness of good friends, the joy of a happy family, and the wonder of the holiday season. Have a wonderful thanksgiving.

 

Thanks for Reading my Safety Blog, and Supporting Aviation Safety



Weather Flight Planning and the Pilot

Weather Flight Planning and the Pilot

As winter approaches, now’s a good time to write about Aviation Weather. So, when ice is encountered, all Pilots know how to do immediately to get out of it, of course you are a well-trained safety pilot , but you need to know no matter what is the condition , is freezing rain, freezing drizzle , it rarely requires that any pilot must  be and call for a positive action. Any accident prevention project it is very important to a good weather flight planning and the pilot must be understand the structure of a good weather briefing , especially in this type of the year as a winter approaches in the U.S .

A good weather briefing starts with developing an awareness of the big picture, so before attempting to get a detailed briefing. Before your flight you can usually do this by watching the news use your all resources as the weather channel, the weather report by using the FAA telephone information briefing service and also be in contact with your airline etc.

To refresh your memory you remember the Flight Service Station (FSS) weather briefing there are three basic types of weather available from FSS, Standard, Abbreviated, and Outlook. Keep in mind the information presented will depend upon the specific briefing you request.

When contacting an FSS , tell the briefer which type of briefing you need, and give the following background that any Student Pilot , Private Pilot , Commercial Pilot identifies concerning what I’m feedback  today about weather .

Well there are a lot of others types of FSS briefings.  So, I want to remember some fatal accidents in the past some very important like the Air Florida Flight 90 on January 13, 1982 , flight departed from Washington International Airport and  crashed into the Bridge over the Potomac River.

The Boeing 737 was deiced with a mixture of heated water and monopropylene glycol before taxing, and later after takeoff crashed due Icing and Pilot Error.

Later few years after, the Colgan Air Flight 3407 on February 12, 2009 en route from Newark Liberty International Airport to Buffalo Niagara International Airport crashed in to the final phase approaching to the destination airport, the de-icing system was turned on 11 minutes into the flight by the crew, who discussed significant ice buildup on the aircraft's wings and windscreen shortly before the crash.

I don’t want to go more deep into further details regarding these accidents; my only purpose is to understand these accidents and share with all of you guys who read my safety blog during this important time of the year that winter coming soon, and why Ice is bad.

Pilots, remember always Ice in flight is bad news, it destroys the smooth flow of air, increasing drag while decreasing the ability of the airfoil to create lift. So, your airplane may stall at much higher speeds and lower angles of attack than normal. You need to know well the concept that it can roll or pitch uncontrollably, and recovery may be impossible.

Anyway, be vigilant all the time, do a proper Preflight, during Taxing, during Departure, En Route and Approach and Landing. Be carefully most Icing accidents occurring in the approach and landing phase of flight.

Pilots never take risks, use all your technological resources to check your weather report before flying , we identify and learned from all the records that fatal accidents in the past , weather has been a casual factor of Aviation Accidents .

Looking further into the past, I’m sure that this article can help you more as a Pilot during flying on winter time.

Always remember knowledge your aircraft, knowledge of existing and forecast weather, proper prefights and planning a good flight are the key factors in the discipline to be a good Safety Pilot.

Even the most Experienced Pilot should not fly when presented with conditions that exceed his/ her ability, you as a Pilot must take logical decisions in turn lead to the Go/No-Go decision.

 

Each Pilot knows what I’m sharing today in this issue, even so the most experienced pilots make mistakes, remember we are humans and somebody can make mistakes.

 

A comprehensive Knowledge of how aircraft forms and how to manage with the hazards it presents is a must for the Competent Pilot. Always Fly Safely.

If you’re not Safety Conscious, you could end up unconscious. SO THINK ABOUT IT!

 

 

 

 

 

A Simple Model of Pilot Performance

A Simple Model of Pilot Performance

 

 

 

Last days I received some e mails from different International Airline Pilots who told me that he liked to read my safety articles on my blog. So, today I want to share my thoughts and experiences as a Pilot and also as an Aviation Accident Investigator, and perhaps you may gather something useful from my skills and understanding more Why Accidents Happen.

I truly hope you will. So, we as Pilots so often misunderstood along the way what’s happen when we hear when an airplane crashed. We asked many questions why this accident happened.

Anyway, writing give me the ideal platform and enough time to express exactly what I wish to communicate and share knowledge’s with all the Aviation Community no matter in what Country you are flying .

I believe and I’m sure the principles concepts that I should always help all people who fly and give something back to review the fatal accidents in the past, no matter how much you know about aviation and your airplane.

Since my early childhood, I always like to be a Pilot and also I was very interested why accidents happen hopefully, I can achieve that dream when I grew up and I convince that accidents can happen to any Pilot at any time no matter how many hours you are gathering in your Pilot Logboock, the most important is to maintain a good training all the time and be prepared for any emergency at any phase of the flight.

The bad things about the statistics of accidents are that people continue to crash and be killed. In last years, the Pilot was found to be a broad cause factor in 84 % of all accidents, and 90 % of all fatal accidents. So, this means that the responsibility for accidents is principally the fault of people, not the machine the fly.

On my previous articles I was stated  the most common , specific causes of the accidents , in order of frequency like : Loss of directional control, Poor Judgment , Airspeed not maintained , Poor preflight planning and decision making , Clearance not maintained , Inadvertent Stalls , Poor Crosswind handling , Poor inflight planning and decision making etc…

As you can see, practically all of these are a result of poor pilot performance, not a result of equipment malfunctions.

As you review the statistics in the last year and today , after the final accident report is completely finished , it is likely that you can noticed that there were a variety of types of errors , and we as a Pilots learned a lot of things of that accident or incident . To summarize, errors can be introduced into the decision making process what’s going on when and accident occur.

  So, sometimes the errors are caused by faulty information, sometimes by faulty interpretation of accurate information. I want to share what I read on a book regarding Human Factors concepts, to be more clearly, even if accurate information reaches the brain, the brain itself may introduce errors by ignoring useful data, by noticing data by failing to focus on all range of alternatives.

Sometimes errors can be introduced into the system by reason of external pressures that encourage the Pilot to choose a poor alternative action, and sometimes errors occur even when the correct decision has been made, because the physical or mental state of the Pilot reduces the ability to perform well.

That is one important message I hope to get across, and share with all the Aviation Community around the world who read my Safety Blog. Also I like to thanks some of those Pilots who have read my all posts so much more to be always a Safety Pilot all the time , finally thank you so much for the e mails I received , I will continue promoting Aviation Safety across the Nation .

Always remember Fly Safely!!!

 

Prevent the worst and Put safety first, because being Safe today will keep you Alive tomorrow.

 

How to Avoid a Mid Air Collision?

How to Avoid a Mid Air Collision?

 

Last Month’s there was a terror in the air as two Boeing 747 planes narrowly missed a dramatic Mid-Air Collision above Scotland.  According to what I read on the news the information about this incident was very disconcerting by the appropriate authorities who are investigating the incident, also is very important to consider these delicate events for the prevention of future incidents like this one. I’m writing this words on my Safety Blog for review why causes of Midair’s and how to avoid a Mid Air Collision in the future if you as a Pilot are involved in any , you never know , the most important is to understand well what causes in flight collisions ??

The two planes carrying about 1000 passengers on board escaped a possible crash which was about to emerge after pilots misunderstood the flight instructions received from the air traffic control tower.

So, the controller saw that the two huge aircraft were too close to one another as they were 48 kilometers (29 miles) north of Scotland’s capital of Glasgow and preparing to cross the Atlantic. So he ordered the pilots to take different directions.

The danger was first noticed when the 747s were 16 kilometers(10 miles )separately, but after a minute they were 5 km (3 miles )  away and still closing in.

The ATC rapidly told the plane on the left to make a left turn and the one on the right to make a right turn in order to get more separated.

But impressively, all pilots apparently misunderstood the instructions and instead of moving apart, they brought the two jets very close together, as close as 30 meters from each other.

A tragedy was avoided at the last moment when the pilots on each plane saw each other and performed evasive maneuvers with one aircraft going up and the other moving down.

This was investigated by the corresponding authorities and cannot explain how all four pilots confused the correct instructions. The incident was uncovered and presented by the correspondent authorities   which analyses the events what’s going in the airspace.

 

On my previous post I wrote something about a good understanding of the TCAS, I cannot say whether if the crews of the both planes received some resolution advisories (RA) when altitude encoding intruders come within 30 seconds of CPA , the computers calculates the vertical rate that must be achieved to maintain safe operation from threat aircraft . So, the most important is to understand that when corrective (RA) are required, the aural advisories include: Traffic, Traffic, Climb, Climb, Climb, Descend, Descend, Climb  Crossing Climb, Descend Crossing Descend, Reduced Climb or Reduced Descend .

These are considered normal (RAs) If no corrective action is needed, the alert is called a preventative RAs, and the aural advisory is Monitor Vertical Speed. And after an intruder aircraft is no longer a threat, the aural message is Clear of Conflict. I’m sure that any Pilot in particular understands very well the operation and the concept of the TCAS.

 

But, what causes in flight collisions? Well, if you read what FAA authors said regarding this issue you can better understand what I want to express, I want to share to all pilots to be up-to-date concerning what I’m writing today.

By definition and function, the human eye is one of the most important and complex systems in the world. Basically, its job is to accept images from the outside world and transmit them to the brain for recognition and storage. In other words, the organ of vision is our prime means of identifying and relating to what is going on around us.

It has been estimated that 80 percent of our total information intake is through the eyes. In the air, we depend on our eyes to provide most of the basic input necessary for performing during a flight: attitude, speed, direction, and proximity to things (like the ground), and opposing air traffic that may constitute a danger of in-flight collision. As air traffic density and aircraft closing speeds increase, the problems of in-flight collision grows proportionately, and so does the importance of the "eyeball system." A basic understanding of the eyes' limitation in target detection is probably the best insurance a pilot can have against running into another airplane - something that can spoil your whole day.

So, my only purpose of this series of information is concerning How to Avoid a Mid Air Collision and also is to provide all the Aviation Community around the world who read my Blog with safety information that is informative for the prevention of future incidents and accidents.

Keep in mind no matter how many hours you have logged on your Log Book, or how many years are you flying as a Pilot the most important is to be up dated all the time, be alert, expect the unexpected Safety begin with Team Work. Always Fly Safely !!!

 

Understanding Traffic Alert and Collision Avoidance Systems TCAS

Understanding Traffic Alert and Collision Avoidance Systems TCAS

Today I want to talk a very interesting issue regarding about the TCAS, I know all Pilots are very familiar, of course about this system in the cockpit that is independent of, but compatible with, the ground base ATC network. With the use of an onboard computer, a TCAS processes transponder signals from other aircraft to determine their positions, altitudes, and rates of closure.

So, these signals can be received and analyzed up to 40 mile away. That information is presented to the flight crew on either the cockpit weather radar scope, or a specially, designed TCAS color display.  

TCAS System is a family of airborne equipment that provides collision avoidance protection and airspace Situational Awareness. TCAS was designed to increase Cockpit Awareness for the prevention of Mid-Air collisions.  

So, because transponders interrogation is an integral part to a TCAS, let’s take a quick review and refresh the memory at the three types of transponders and see how each works, or doesn’t work, with the TCAS system.

A transponder, all Pilots recognizes is an onboard device that transmits a code signal back to ATC also that numbered code appears as a distinct pattern on the controller’s radar scope, the same transponder signal, however, provides slightly different information to the TCAS.

Anyway all pilots identify the different modes of transponders, they are as follows as:

Mode-A, Mode- C, Mode- S. Mode-S is the most sophisticated of the transponders and is an integral part of TCAS II.

So, there are different levels of TCAS systems: TCAS I, TCAS II, TCAS III, and TCAS IV.

TCAS I: is a low power system that has 40 nautical miles range. It consists of a TCAS antenna, TCAS processor with a 125 watt peak power transmitter, and a display unit.

TCAS II: combined with a Mode-S transponder, scans a volume of airspace around the aircraft using two antennas; one on the top of the fuselage and the other below.  

TCAS III: Originally designated TCAS II Improved, TCAS III was intended as an expansion of the TCAS II concept to include horizontal resolution advisory capability.

TCAS III was the "next generation" of collision avoidance technology which experienced development by commercial aviation.

TCAS IV: uses additional information encoded by the target aircraft in the Mode S transponder reply.

TCAS IV has replaced the TCAS III concept by the mid-1990s, also for years avionics manufactures and the FAA has been trying to develop a System that includes horizontal maneuvering.

TCAS alerts: TCAS II issues the following types of aural annunciations:

Traffic advisory (TA)

Resolution advisory (RA)

Clear of conflict.

To understanding well the Concept the System is an excellent device to Safety to avoid a Mid Air Collision. The System is impressive but when a poorly trained pilot misunderstands the advisory commands or mishandles control inputs, TCAS becomes a detriment to Safety instead of a benefit.

We know as Pilots that one resource ever stands alone. TCAS meant to enhance a see and avoid environment, compliment the Air Traffic Control System, and increase Situational Awareness.

So, but when it’s misused, the negative effects can be far more negative to collision avoidance than you might realize.  

My best advice to all folks and pilots, who read my Safety Blog, always uses clear and concise communication, avoid ambiguous, and immediately notify ATC when you have lost sight of your traffic.

Used properly and conscientiously, I want to be very detailed saying these words again, TCAS can enhance see and avoid, compliment ATC, and increase Situational Awareness.

Always Fly Safe all the time!!!