Recent U.S. law influences specialists’ proposals for simulator upgrades and limited use of all-attitude, all-envelope training airplanes.
By Wayne Rosenkrans | From Orlando
Except Below … Full Article at Not Worth Being Upset – AEROSAFETYWORLD JUNE 2011
Refinements to airplane upset prevention and recovery training (UPRT) for airline pilots will reduce the risk of accidents involving loss of control in flight (LOC‑I), panels of specialists predicted during the World Aviation Training Conference and Tradeshow (WATS 2011). In the hands of well-prepared instructors, flight simulation training devices (FSTDs) already in use worldwide adequately reinforce stall awareness and avoidance, several said at the April 19–21 event in Orlando, Florida, U.S.
The international working group they represent, however, almost literally has stepped “outside the box” as they have been drafting a recommendation for UPRT in all-attitude, all-envelope training airplanes at an intermediate stage of airline pilot preparation. Other proposals still in development call for simulation enhancements that, in the long term, would enable airline flight crews to experience — in FSTDs — correct control inputs and responses of specific types of aircraft in the post-stall region of the aerodynamic lift curve.
Sunjoo Advani, chairman of the International Committee for Aviation Training in Extended Envelopes (ICATEE) and president of International Development of Technology, joined the panelists in presenting results of the committee’s assessment of airline industry needs compared with the capabilities of existing training infrastructure. The 80-member committee was created in June 2009 by the Flight Simulation Group of the U.K. Royal Aeronautical Society.
ICATEE has gained significant momentum in the context of LOC-I accidents, Advani said. Early work has included products for the U.S. Federal Aviation Administration (FAA) Stall and Stick Pusher Working Group and advice to an FAA aviation rulemaking committee on airline training.
“The mission of ICATEE is to deliver a comprehensive, long-term strategy to reduce the rate of LOC-I incidents and accidents through enhanced UPRT,” Advani said. “There is no single solution or tool in UPRT. Safety is enhanced when training is integrated through proper academics, aircraft-based training and simulator-based training. The key element to that whole process is the qualified instructor.”
Although upset scenarios can include atmospheric disturbances, icing, spatial disorientation and flight control system failures, aerodynamic stalls persist as a major precursor. “We haven’t dealt with stalls very systematically,” he said of previous industry-government initiatives.
“Pilots who might find themselves in a roll upset at 100 degrees of bank or more — yet have been provided [only] with the normal paradigm of unusual attitude training, where they have not seen anything beyond 60 degrees of bank — are probably not well-equipped [to recover]. From anecdotal experience in providing [all-attitude] training, we have seen that most pilots who did not have this training were not able to ‘fight their way out of that box.’”
ICATEE so far has specified the training objective of each proposed maneuver, the appropriate method to provide corresponding training and a quality-controlled delivery process, he said. The committee strongly advocates scenario-based, crew-oriented training — adding unexpected conditions — rather than exclusively maneuver-based training.
Training errors of the past also must be rectified without delay. These have included instructors teaching a stall recovery technique that begins with selecting full power and prioritizes minimum loss of altitude rather than immediately reducing angle-of-attack … read more at Not Worth Being Upset – AEROSAFETYWORLD JUNE 2011