Stabilized Landings

Stabilized Landings

 

Happy New Year to all my readers and enjoy my Safety Blog! I wish you the best of health and happiness in 2018 and Fly Safely at all times.

So, today I want to share something very interesting some approach techniques on runway excursion prevention. I am very motivated person to promote Air Safety through the world to prevent Aviation Accidents in all type of phases during flying. 

Stabilized Approach criteria have successfully elevated in the Cockpit Awareness of risky approaches.

Runway excursion can occur on Take Off or Landing, let’s analyze  these expressions:

·         Veer Off: Depart the side of the runway.

·         Overrun: Depart the end of the runway.

Most common types of Approach and Landings accidents : landing veer off , landing overrun , unstabilized  approach , control flight in to terrain ( CFIT ) , collision with terrain no CFIT ,and runway overshoot . These comprise the 78 % of the total approach and landing accidents.

So, rushed and  unstabilized approaches  are the largest contributory  factor in Controlled Flight In to terrain ( CFIT ), and other approach  landing accidents . Evaluation some operations briefing notes approach techniques, rushed approaches result  in inadequate time for the flight crew to appropriately  plan , prepare , and execute a safe approach .

Specific Factors involved in rushed and unstabilized approaches. Therefore, flying stabilized approaches complying with the stabilization criteria and approach to understand well the concept to stay away from incidents and accidents is the key, so, if the Pilot continued flying and unstabilized approach, maybe the pilot will encounter some targets that should be met for the approach and need to understand the following these four steps strategy immediately to escape and incident or accident, anticipate, detect, correct and decide.

These strategies will constitute a common sense objective and reference for the Pilot Flying and the Pilot not flying the airplane.

Monitoring, provide the time an ability and attention must require in this final and critical phase of flying so back up timely and precise any deviation callouts for effective correction on time, positive corrective actions should be taken before any deviation that develop in to a challenging or a hazardous situation in which the only safe action is immediately execute a GO AROUND.

All crews have to remember these three essential parameters to be stabilized for a safe approach:

Aircraft Track, Flight Path Angle, and Air Speed.

So, associated flight operations briefing notes communicate, that the following notes must review with this information to share:

•   Decent and Approach Profile Management.

•   Energy Management during the Approach.

•  Being Prepared to a GO AROUND Immediately.

•   Flying Constant Angle Non Precision Approaches.

•   The Final Approach Speed.

•   Factors Affecting Landing Distances.

Keep in mind failure to Go Around contributed to one – third of all landing excursion accidents.

Always attempt to make a Stabilized Landing ,it  is a landing conducted where your aircraft is completely controlled from a point 50 feet above the threshold to a full stop on the landing surface, without any unintended or adverse aircraft deviations from the planned and briefed maneuver . 

Fly a Stabilized Approach always, the risk of an approach and landing accident or incident is increased if you don’t identify the strategies to reduce the risk of runway excursion , 

Fly Safely all time !!!

Latest Accident : Pegasus B738 at Trabzon on Jan 13th 2018, runway excursion

Source : The Aviation Herald 
 http://avherald.com/h?article=4b39bd2e&opt=0

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!

SHELL Model

SHELL Model

In this short post, I’m going to give you an idea to the SHELL model which is usually used in Human Factors in general aviation.

The SHELL model is a conceptual model of human factors for aviation, is also to assist in understanding the human factors relation between Aviation System Resources.

The SHELL model was first developed in 1972 and later built leading in the mid-1980s into the framework. So, the main elements in the model can be listed as follows:

Software: The interface between people and software.

 The rules, procedures, documents etc, which are part of the standard operating procedures (SOP’s).

Hardware: The interface between people and hardware.

The Air Traffic Control, their pattern, controls and surfaces, displays and practical systems.

Environment: The interface between people and the environment.

The situation in which the L-H-S system must function, the social and economic climate as well as the natural environment.

 Liveware: The interface between people and other people.

The human beings the regulator with other controllers, flight crews, and maintenance personnel, management and administration people within in the system.

This conceptual model uses to represent the different components of Human Factors..

Flight Data Monitoring

Flight Data Monitoring

 

Flight Data Systems

Today I want to share with the Aviation Community and interesting issue about FDM (Flight Data Monitoring). So, Flight Data Monitoring (FDM), also referred to as Flight Operations Quality Assurance (FOQA), is the analysis of flight data which allows safety managers and safety directors  to identify trends and fully investigate the situations behind events identified. This is so that flight operational procedures and training can be improved to avoid incidents and accidents in General and Commercial Aviation.

Flight Data Analysis is founded on Operational Flight Data Monitoring (OFDM)  has become known as Flight Operations Quality Assurance (FOQA). It is a procedure which normally captures and analyses recorder data in order to improve the air safety of flight operations in the organization.

Flight Data Monitoring (FDM) offers an efficient solution to maintain the high standards in air safety in any organization to prevent incidents and accidents.

Flight Data Monitoring (FDM)​​​​ Improve the safety of your flight operations.

The key to maintain an excellent safety record in your organization it is to improves flight safety through analysis of flight data, and also provides objective monitoring of all the flight operations, Identifies events such as unstable approaches and Investigates deviations from SOP ( Standard Operating Procedures) for operational improvement and indication based training to stay away from accidents .

Flight Data Monitoring is the correct implement device for your company to be safe and safety.

Remember Always Fly Safe

Aircraft Accident / Incident Investigation

Aircraft Accident / Incident Investigation

The terms Aircraft accident and incident are two different meaning in Aviation, so review this to words to understand much better what’s the difference during an accident or during an incident.

Aircraft accident and incident investigation Annex 13 to the convention on International Civil Aviation definitions.

When the following terms are used in the Standards and Recommended practices for Aircraft Accident and Incident Investigation they have the following meaning:

Accident: An occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, in which:

a) A person is fatally or seriously injured as a result of being in the aircraft, or direct contact with any part of the aircraft, including parts which have become detached from the aircraft, or direct exposure to jet blast, except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew: or

b) The aircraft sustains damage or structural failure which:

Adversely affects the structural strength, performance or flight characteristics of the aircraft, and

would normally require major repair or replacement of the affected component, except for engine failure or damage. when the damage is limited to the engine, its cowlings or accessories: or for damage limited to propellers, wing tips, antennas, tires, brakes, fairings, small dents or puncture holes in the aircraft skin: or

c) The aircraft is missing or is completely inaccessible.

Incident: An occurrence, other than an accident, associated with the operation of an aircraft which affects or could affect the safety of operation.

The types of incidents which are of main interest to the International Civil Aviation Organization for accident prevention studies are listed in Attachment C to Annex 13.

Serious incident: An incident involving circumstances indicating that there was a high probability of an accident and associated with the operation of an aircraft which, in the case of a manned aircraft, takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, or in the case of an unmanned aircraft, takes place between the time the aircraft is ready to move with the purpose of flight until such time as it comes to rest at the end of the flight and the primary propulsion system is shut down.

 The difference between an Accident and a serious incident

(ICAO Annex 13 - Aircraft Accident and Incident Investigation)

CRM 4 PILOTS Aviation Consulting

The best Safety device in any Aircraft is
a well-trained Safety Pilot.

Pilot Fatigue Flying While Tired

Pilot Fatigue Flying While Tired

                           

                                                      

I remember reading this interesting article last year about Pilot Fatigue; I want to share with the aviation community and analyze the possible consequences when crews flying while tired .

LOOKING up into the heavens at night, it's not hard to distinguish planets and stars from passing aeroplane lights. But a terrifying nosedive by an Air Canada flight in January 2011 shows that this is not always the case. The plunge was caused by a fatigued pilot who mistook the planet Venus for a United States Air Force plane, according to a report released this week by Canada's Transportation Safety Board.

The plane was halfway across the Atlantic ocean during a flight from Toronto to Zurich when the incident occurred. The first officer had just finished a 75-minute rest, though Air Canada flight crew are only meant to take controlled naps of up to 40 minutes to improve on–the–job performance. He initially thought Venus was a Boeing C-17 that was in the vicinity, but was corrected by the captain. The officer then took evasive action when he again thought the C-17 was heading towards his plane.

Fourteen of the 95 passengers and two flight attendants were injured during the 46-second event, which saw the Boeing 767 drop 400 feet and its pitch alter from two degrees up to six degrees down before the captain was able to react. Seven passengers were sent to hospital upon landing in Zurich, but nobody in business class was injured or even displaced, proving once again that it pays to be rich.

Coincidentally, the safety board released its preliminary annual summary  earlier this month and found that flying in Canada was safer in 2011 than in previous years. There were 932 reported occurrences—defined as an incident or accident—an 18% decrease from the 2006–2010 average of 1,135.

Source : The Economist