This document discusses the importance of being prepared for a go-around maneuver during flight operations. It provides recommendations for crews including thoroughly briefing go-around procedures during descent, closely monitoring the approach, and being ready to transition back to instrument flying if visual references are lost. The document also recommends training cover a variety of potential go-around situations to improve crew decision making and skills for safely executing this maneuver.
The document provides guidelines for conducting effective briefings to ensure mutual understanding among crew members. It discusses the importance of briefings in reducing accidents, and outlines the objectives and techniques for effective briefings. Specifically, it provides detailed recommendations for conducting takeoff, approach, and cruise briefings, including reviewing aircraft status, NOTAMs, weather, performance data, routes, checklists and more. Briefings should be structured, concise and encourage participation to confirm understanding.
The document summarizes the conclusions and recommendations of the Flight Safety Foundation's Approach-and-Landing Accident Reduction Task Force. The Task Force analyzed approach and landing accidents, which represent 55% of hull losses and 50% of fatalities. Five event types account for 75% of such accidents: controlled flight into terrain, loss of control, runway overrun, runway excursion, and unstabilized approaches. The Task Force's recommendations focus on standard operating procedures, decision making, go-around policies, and stabilized approaches to help reduce approach and landing accidents.
This document provides guidance on the optimum use of automation in aircraft. It discusses three generations of automated flight systems and their levels of integration. Higher levels of automation provide more options for pilots but also require understanding integration of autopilot, autothrottle and flight management systems. The document emphasizes that pilots must actively monitor automation, understand how it works and be prepared to intervene manually if needed to maintain safety. It provides best practices such as using the appropriate level of automation for each flight phase and verifying that the aircraft is following intended guidance.
Stall avoidance training and pilot evaluations of approach to stall recovery procedures must develop essential habit formations that instill recognition and proper recovery from imminent and full stall situations. Using power as the primary control without a reduction in elevator backpressure while recovering from an approach to stall does not instill habit formation for effective stall avoidance and aircraft upset recovery.
This document summarizes a presentation given by the FAASTeam to pilots and instructors on stall and spin awareness and avoidance. The presentation covers topics like normal and crosswind takeoffs, slow flight, steep turns, stalls, landings, and go-arounds. It discusses common errors during these maneuvers, such as improper pitch control, failure to maintain a stabilized approach, and inadequate compensation for wind. The goal is to help pilots identify strengths and weaknesses and reduce the risk of accidents during takeoff, landing, and low-altitude maneuvering. Quizzes are included to reinforce key concepts.
Media Object File Flt Ops Hum Per Seq02syed viquar
This document discusses how CRM (Crew Resource Management) aspects are involved in many aviation incidents and accidents. It provides an overview of key CRM topics like leadership, teamwork, decision making, and error management. Statistical data shows that CRM issues were identified as factors in over 70% of approach and landing incidents. The document emphasizes that CRM training should focus on mitigating risks, effective communication and coordination between crew members, and creating a culture where nothing is taken for granted.
Angle of attack (AOA) indicators can help reduce loss of control accidents by providing pilots with a better way to avoid stalls. Loss of control is the leading cause of fatal accidents in general and commercial aviation, averaging one fatal accident every four days in general aviation alone. While airspeed is taught as the primary means of avoiding stalls, airspeed alone is not reliable because an aircraft can stall at any speed, attitude, or power setting. AOA is a better indicator because the critical angle of attack at which an aircraft will stall does not change with factors like weight, temperature, or altitude. AOA indicators alert pilots when the aircraft approaches stall parameters. Their use, along with existing systems, can result in more precise
The document provides guidelines for conducting effective briefings to ensure mutual understanding among crew members. It discusses the importance of briefings in reducing accidents, and outlines the objectives and techniques for effective briefings. Specifically, it provides detailed recommendations for conducting takeoff, approach, and cruise briefings, including reviewing aircraft status, NOTAMs, weather, performance data, routes, checklists and more. Briefings should be structured, concise and encourage participation to confirm understanding.
The document summarizes the conclusions and recommendations of the Flight Safety Foundation's Approach-and-Landing Accident Reduction Task Force. The Task Force analyzed approach and landing accidents, which represent 55% of hull losses and 50% of fatalities. Five event types account for 75% of such accidents: controlled flight into terrain, loss of control, runway overrun, runway excursion, and unstabilized approaches. The Task Force's recommendations focus on standard operating procedures, decision making, go-around policies, and stabilized approaches to help reduce approach and landing accidents.
This document provides guidance on the optimum use of automation in aircraft. It discusses three generations of automated flight systems and their levels of integration. Higher levels of automation provide more options for pilots but also require understanding integration of autopilot, autothrottle and flight management systems. The document emphasizes that pilots must actively monitor automation, understand how it works and be prepared to intervene manually if needed to maintain safety. It provides best practices such as using the appropriate level of automation for each flight phase and verifying that the aircraft is following intended guidance.
Stall avoidance training and pilot evaluations of approach to stall recovery procedures must develop essential habit formations that instill recognition and proper recovery from imminent and full stall situations. Using power as the primary control without a reduction in elevator backpressure while recovering from an approach to stall does not instill habit formation for effective stall avoidance and aircraft upset recovery.
This document summarizes a presentation given by the FAASTeam to pilots and instructors on stall and spin awareness and avoidance. The presentation covers topics like normal and crosswind takeoffs, slow flight, steep turns, stalls, landings, and go-arounds. It discusses common errors during these maneuvers, such as improper pitch control, failure to maintain a stabilized approach, and inadequate compensation for wind. The goal is to help pilots identify strengths and weaknesses and reduce the risk of accidents during takeoff, landing, and low-altitude maneuvering. Quizzes are included to reinforce key concepts.
Media Object File Flt Ops Hum Per Seq02syed viquar
This document discusses how CRM (Crew Resource Management) aspects are involved in many aviation incidents and accidents. It provides an overview of key CRM topics like leadership, teamwork, decision making, and error management. Statistical data shows that CRM issues were identified as factors in over 70% of approach and landing incidents. The document emphasizes that CRM training should focus on mitigating risks, effective communication and coordination between crew members, and creating a culture where nothing is taken for granted.
Angle of attack (AOA) indicators can help reduce loss of control accidents by providing pilots with a better way to avoid stalls. Loss of control is the leading cause of fatal accidents in general and commercial aviation, averaging one fatal accident every four days in general aviation alone. While airspeed is taught as the primary means of avoiding stalls, airspeed alone is not reliable because an aircraft can stall at any speed, attitude, or power setting. AOA is a better indicator because the critical angle of attack at which an aircraft will stall does not change with factors like weight, temperature, or altitude. AOA indicators alert pilots when the aircraft approaches stall parameters. Their use, along with existing systems, can result in more precise
The document discusses runway incursions and how DPEs and CFIs can help reduce them. It provides statistics showing that most runway incursions involve general aviation pilots. Common causes are identified as distractions, poor communication, and workload management issues. The document recommends DPEs thoroughly test runway incursion avoidance procedures and CFIs provide comprehensive training with scenarios. It also provides scenarios to help pilots avoid issues at specific airports.
The document discusses several special emphasis areas for pilots including positive aircraft control, procedures for positive exchange of flight controls, stall/spin awareness, collision avoidance, wake turbulence avoidance, and others. It provides details on positive aircraft control including maintaining situational awareness. It also describes the three-step process for positive exchange of flight controls between pilots. The document discusses aerodynamic factors related to spins, flight situations where unintentional spins may occur, and procedures for recovery from unintentional spins. It outlines techniques for collision avoidance including effective visual scanning, seeing and avoiding other aircraft, using radios appropriately, and being aware of right of way rules and high traffic areas.
This document provides guidance to general aviation pilots on developing standardized procedures for flight risk assessment and weather decision making. It contains three tools - PAEDU, PAVE, and a Flight Risk Assessment Form - to help pilots evaluate risks related to the pilot, aircraft, environment, duration and urgency of a planned flight. The document also provides guidance on establishing personal weather minimums based on pilot experience and conducting preflight weather planning with consideration for alternate plans. The tools and guidance are intended to help pilots make safer go/no-go and in-flight weather decisions.
Media Object File Flt Ops Ops Env Seq02syed viquar
This document provides guidance on enhancing terrain awareness during flight operations. It discusses factors that affect terrain awareness, such as aircraft equipment, airport environment, navigation charts, and human factors. Recommendations are provided for cockpit preparation, standard instrument departures and arrivals, descent management, approach briefings, and go-around procedures. Maintaining situational awareness of terrain and obstacles is important for safety, especially in mountainous or hilly areas.
System safety flight training occurs in three phases: 1) traditional stick-and-rudder skills are developed to a high degree of confidence, 2) risk management concepts are introduced through scenarios, and 3) more complex scenarios requiring focus on multiple safety issues are used. A traditional maneuver, like a short-field landing, can illustrate this by first focusing on skills, then introducing various risk factors without increasing training time, and finally incorporating risks into a complex scenario. System safety also applies to important lessons, like controlled flight into terrain, by discussing contributing factors during ground school and cross-country flights.
Media Object File Flt Ops Toff Dep Seq06syed viquar
Tailstrikes can cause significant damage and jeopardize safety. They most often occur at takeoff due to early or premature rotation, improper technique, or adverse conditions. Crews can help prevent tailstrikes by carefully checking data, using optimal flaps, avoiding early/excessive rotation, applying smooth technique until airborne, and diverting if a strike occurs. Training reinforces proper procedures to minimize risk.
This presentation discusses transition training for pilots changing aircraft. It notes that lack of transition training and overreliance on automation are contributing factors in loss of control accidents. The presentation recommends pilots read aircraft manuals, find an experienced instructor, and get training specific to the aircraft type, tailwheel, seaplanes, etc. It also stresses practicing risk management and seeking recurrent training. Maneuvering flight and approaches account for about half of fatal loss of control accidents. Transition training is particularly important for pilots moving to experimental or light sport aircraft.
The document is a presentation by the Federal Aviation Administration (FAA) about pilot deviations. It discusses general information about pilot deviations, statistics on common deviations, reasons for deviations occurring, how pilots should respond if involved in a deviation, and the FAA's investigative process. The presentation provides an overview of pilot deviations to educate pilots and flight schools.
Greg Edwards is seeking an Air Traffic Control Supervisor or Specialist position. He has over 20 years of experience as an air traffic controller in both the US and abroad. His experience includes serving as an Air Traffic Control Controller in Charge and Facility Watch Supervisor at multiple military bases. He also has 7 years of experience designing terminal instrument procedures and currently works as an Altitude/Airspace Reservation Technician coordinating international airspace reservations.
The November 2021 meeting of the Boca Raton Pilots Association covered the following topics in 3 sentences or less:
The meeting agenda included news items, information on the FAA Wings program for ongoing pilot proficiency, and safety videos from AOPA. Details were provided on how to participate in the Wings program and earn credit towards a flight review by completing ground and flight activities. The meeting also announced an upcoming Christmas get together and that the February 2022 meeting will feature a special speaker from AOPA on general aviation safety.
The document discusses reliability management for unmanned aerial systems (UAS). It outlines several key aspects:
1) Reliability is important for UAS as failures can impact safety and missions. Tools like FMEA and FRACAS can be used to analyze reliability.
2) Factors like MTBF, failure rate, and maintainability should be managed over the lifecycle. Tools like FTA can assess how failures affect overall reliability.
3) These reliability management tools can be implemented at different lifecycle phases from design to operation to improve UAS reliability and prevent failures.
Reliability Analysis of a Fleet of Transportation Vehiclesrdx313
The document discusses reliability-based modeling of a fleet of military vehicles such as armored personnel carriers. It aims to explore health management strategies for the fleet by developing an agent-based model considering operational costs, logistical constraints, and operational availability. The model abstracts the fleet as individual vehicles that can operate missions or go to repair stations. It aims to optimize costs while maintaining sufficient operational availability of the fleet.
This document is from a Federal Aviation Administration (FAA) workshop for Certified Flight Instructors (CFIs) that took place from July 1 to September 30, 2012. The workshop module discusses pilot deviations, including runway incursions. It provides definitions of terms like runway incursion and pilot deviation. It also discusses strategies CFIs can teach to mitigate pilot deviations, such as planning taxi routes, using cockpit discipline, and staying alert when taxiing. The workshop concludes with a quiz to test understanding of topics like when to complete checklists and the need to read back all air traffic control clearances and runway designators.
This handbook provides tools and guidance for pilots to recognize and manage risk through all phases of flight. It discusses how approximately 85% of aviation accidents are caused by "pilot error" due to a lack of risk management training. The handbook teaches pilots to identify potential risks, determine if risks are justified, and establish standards and procedures to successfully manage risks. Checklists and scenarios in the appendices aim to help pilots incorporate risk management into flight planning and training to improve safety.
This document outlines the requirements for pilots to carry passengers, act as pilot-in-command under instrument flight rules or in reduced visibility, and maintain instrument currency and ratings. It discusses the use of flight simulators, flight training devices, and aviation training devices for completing instrument training and experience requirements. It also provides summaries of various briefing, inspection, and pre-flight requirements for instrument flight.
The document discusses the development of Instructions for Continuing Airworthiness (ICA) and Certification Maintenance Requirements (CMR). It addresses:
- The ICA development process as part of type certification and supplemental type certification according to regulatory standards. ICA include documents like maintenance manuals, service bulletins, and the minimum equipment list.
- The principles and requirements for developing CMRs during certification to ensure compliance with safety regulations and detect safety issues. CMRs result from a system safety analysis and address impending failures.
- The documentation and approval process for CMR changes and their inclusion in the airworthiness limitations section of manuals.
The document discusses methods for pilots to assess risk, including using a risk matrix to determine the likelihood and severity of potential hazards. It provides examples of assessing risks, such as the risk posed by deteriorating weather conditions for a VFR pilot. The document also discusses how pilots can mitigate identified risks, such as waiting for better weather or taking a more experienced pilot. A comprehensive risk assessment program is presented that considers additional factors like fatigue, weather, and flight planning. Determining the level of risk allows pilots to decide if flights require caution, exercise caution, or should be avoided or modified to reduce dangers.
Transition training is important for pilots moving between aircraft types to learn the differences in systems, performance, procedures, and limitations. An effective transition training program involves following a structured syllabus with a qualified instructor and focuses on what is different about the new aircraft, including systems, normal and emergency procedures, performance characteristics, and limitations. Transition training helps ensure pilots can safely operate the new aircraft type.
This document provides a template and guidance for units to develop a Fall Protection Plan (FPP) for working at heights on aids to navigation (ATON) structures and buoys. It outlines the purpose, goal, affected directives, key definitions, and responsibilities for establishing an FPP to prevent falls and ensure safety. The FPP aims to identify fall hazards, require fall protection equipment, provide training, and establish protocols for hazard assessment, equipment use, maintenance, and rescue procedures while working at elevated heights on ATON infrastructure.
Media Object File Flt Ops Gnd Hand Seq01syed viquar
Refueling operations with passengers on board require strict safety procedures and coordination between flight crews, ground crews, and cabin crews. Key steps include establishing communication, keeping exits and aisles clear, informing passengers to remain seated with seatbelts off and smoking prohibited. If a fire occurs, the priority is a controlled evacuation using jetways if available, otherwise stairs before escape slides. Precautions like bonding, grounding, and avoiding sparks minimize fire risks.
This document discusses techniques for flying stabilized approaches. It defines criteria for a stabilized approach, including being on the correct flight path with only small corrections needed, in the proper landing configuration, with stabilized thrust, and no excessive deviations from parameters like airspeed, vertical speed, or glide slope. It provides minimum stabilization heights of 1000 feet AFE in IMC or 500 feet AFE in VMC. Factors involved in unstabilized approaches include fatigue, schedule pressure, ATC instructions, and improper energy management. The benefits of stabilized approaches include increased situational awareness and readiness for a go-around if needed.
The document discusses runway incursions and how DPEs and CFIs can help reduce them. It provides statistics showing that most runway incursions involve general aviation pilots. Common causes are identified as distractions, poor communication, and workload management issues. The document recommends DPEs thoroughly test runway incursion avoidance procedures and CFIs provide comprehensive training with scenarios. It also provides scenarios to help pilots avoid issues at specific airports.
The document discusses several special emphasis areas for pilots including positive aircraft control, procedures for positive exchange of flight controls, stall/spin awareness, collision avoidance, wake turbulence avoidance, and others. It provides details on positive aircraft control including maintaining situational awareness. It also describes the three-step process for positive exchange of flight controls between pilots. The document discusses aerodynamic factors related to spins, flight situations where unintentional spins may occur, and procedures for recovery from unintentional spins. It outlines techniques for collision avoidance including effective visual scanning, seeing and avoiding other aircraft, using radios appropriately, and being aware of right of way rules and high traffic areas.
This document provides guidance to general aviation pilots on developing standardized procedures for flight risk assessment and weather decision making. It contains three tools - PAEDU, PAVE, and a Flight Risk Assessment Form - to help pilots evaluate risks related to the pilot, aircraft, environment, duration and urgency of a planned flight. The document also provides guidance on establishing personal weather minimums based on pilot experience and conducting preflight weather planning with consideration for alternate plans. The tools and guidance are intended to help pilots make safer go/no-go and in-flight weather decisions.
Media Object File Flt Ops Ops Env Seq02syed viquar
This document provides guidance on enhancing terrain awareness during flight operations. It discusses factors that affect terrain awareness, such as aircraft equipment, airport environment, navigation charts, and human factors. Recommendations are provided for cockpit preparation, standard instrument departures and arrivals, descent management, approach briefings, and go-around procedures. Maintaining situational awareness of terrain and obstacles is important for safety, especially in mountainous or hilly areas.
System safety flight training occurs in three phases: 1) traditional stick-and-rudder skills are developed to a high degree of confidence, 2) risk management concepts are introduced through scenarios, and 3) more complex scenarios requiring focus on multiple safety issues are used. A traditional maneuver, like a short-field landing, can illustrate this by first focusing on skills, then introducing various risk factors without increasing training time, and finally incorporating risks into a complex scenario. System safety also applies to important lessons, like controlled flight into terrain, by discussing contributing factors during ground school and cross-country flights.
Media Object File Flt Ops Toff Dep Seq06syed viquar
Tailstrikes can cause significant damage and jeopardize safety. They most often occur at takeoff due to early or premature rotation, improper technique, or adverse conditions. Crews can help prevent tailstrikes by carefully checking data, using optimal flaps, avoiding early/excessive rotation, applying smooth technique until airborne, and diverting if a strike occurs. Training reinforces proper procedures to minimize risk.
This presentation discusses transition training for pilots changing aircraft. It notes that lack of transition training and overreliance on automation are contributing factors in loss of control accidents. The presentation recommends pilots read aircraft manuals, find an experienced instructor, and get training specific to the aircraft type, tailwheel, seaplanes, etc. It also stresses practicing risk management and seeking recurrent training. Maneuvering flight and approaches account for about half of fatal loss of control accidents. Transition training is particularly important for pilots moving to experimental or light sport aircraft.
The document is a presentation by the Federal Aviation Administration (FAA) about pilot deviations. It discusses general information about pilot deviations, statistics on common deviations, reasons for deviations occurring, how pilots should respond if involved in a deviation, and the FAA's investigative process. The presentation provides an overview of pilot deviations to educate pilots and flight schools.
Greg Edwards is seeking an Air Traffic Control Supervisor or Specialist position. He has over 20 years of experience as an air traffic controller in both the US and abroad. His experience includes serving as an Air Traffic Control Controller in Charge and Facility Watch Supervisor at multiple military bases. He also has 7 years of experience designing terminal instrument procedures and currently works as an Altitude/Airspace Reservation Technician coordinating international airspace reservations.
The November 2021 meeting of the Boca Raton Pilots Association covered the following topics in 3 sentences or less:
The meeting agenda included news items, information on the FAA Wings program for ongoing pilot proficiency, and safety videos from AOPA. Details were provided on how to participate in the Wings program and earn credit towards a flight review by completing ground and flight activities. The meeting also announced an upcoming Christmas get together and that the February 2022 meeting will feature a special speaker from AOPA on general aviation safety.
The document discusses reliability management for unmanned aerial systems (UAS). It outlines several key aspects:
1) Reliability is important for UAS as failures can impact safety and missions. Tools like FMEA and FRACAS can be used to analyze reliability.
2) Factors like MTBF, failure rate, and maintainability should be managed over the lifecycle. Tools like FTA can assess how failures affect overall reliability.
3) These reliability management tools can be implemented at different lifecycle phases from design to operation to improve UAS reliability and prevent failures.
Reliability Analysis of a Fleet of Transportation Vehiclesrdx313
The document discusses reliability-based modeling of a fleet of military vehicles such as armored personnel carriers. It aims to explore health management strategies for the fleet by developing an agent-based model considering operational costs, logistical constraints, and operational availability. The model abstracts the fleet as individual vehicles that can operate missions or go to repair stations. It aims to optimize costs while maintaining sufficient operational availability of the fleet.
This document is from a Federal Aviation Administration (FAA) workshop for Certified Flight Instructors (CFIs) that took place from July 1 to September 30, 2012. The workshop module discusses pilot deviations, including runway incursions. It provides definitions of terms like runway incursion and pilot deviation. It also discusses strategies CFIs can teach to mitigate pilot deviations, such as planning taxi routes, using cockpit discipline, and staying alert when taxiing. The workshop concludes with a quiz to test understanding of topics like when to complete checklists and the need to read back all air traffic control clearances and runway designators.
This handbook provides tools and guidance for pilots to recognize and manage risk through all phases of flight. It discusses how approximately 85% of aviation accidents are caused by "pilot error" due to a lack of risk management training. The handbook teaches pilots to identify potential risks, determine if risks are justified, and establish standards and procedures to successfully manage risks. Checklists and scenarios in the appendices aim to help pilots incorporate risk management into flight planning and training to improve safety.
This document outlines the requirements for pilots to carry passengers, act as pilot-in-command under instrument flight rules or in reduced visibility, and maintain instrument currency and ratings. It discusses the use of flight simulators, flight training devices, and aviation training devices for completing instrument training and experience requirements. It also provides summaries of various briefing, inspection, and pre-flight requirements for instrument flight.
The document discusses the development of Instructions for Continuing Airworthiness (ICA) and Certification Maintenance Requirements (CMR). It addresses:
- The ICA development process as part of type certification and supplemental type certification according to regulatory standards. ICA include documents like maintenance manuals, service bulletins, and the minimum equipment list.
- The principles and requirements for developing CMRs during certification to ensure compliance with safety regulations and detect safety issues. CMRs result from a system safety analysis and address impending failures.
- The documentation and approval process for CMR changes and their inclusion in the airworthiness limitations section of manuals.
The document discusses methods for pilots to assess risk, including using a risk matrix to determine the likelihood and severity of potential hazards. It provides examples of assessing risks, such as the risk posed by deteriorating weather conditions for a VFR pilot. The document also discusses how pilots can mitigate identified risks, such as waiting for better weather or taking a more experienced pilot. A comprehensive risk assessment program is presented that considers additional factors like fatigue, weather, and flight planning. Determining the level of risk allows pilots to decide if flights require caution, exercise caution, or should be avoided or modified to reduce dangers.
Transition training is important for pilots moving between aircraft types to learn the differences in systems, performance, procedures, and limitations. An effective transition training program involves following a structured syllabus with a qualified instructor and focuses on what is different about the new aircraft, including systems, normal and emergency procedures, performance characteristics, and limitations. Transition training helps ensure pilots can safely operate the new aircraft type.
This document provides a template and guidance for units to develop a Fall Protection Plan (FPP) for working at heights on aids to navigation (ATON) structures and buoys. It outlines the purpose, goal, affected directives, key definitions, and responsibilities for establishing an FPP to prevent falls and ensure safety. The FPP aims to identify fall hazards, require fall protection equipment, provide training, and establish protocols for hazard assessment, equipment use, maintenance, and rescue procedures while working at elevated heights on ATON infrastructure.
Media Object File Flt Ops Gnd Hand Seq01syed viquar
Refueling operations with passengers on board require strict safety procedures and coordination between flight crews, ground crews, and cabin crews. Key steps include establishing communication, keeping exits and aisles clear, informing passengers to remain seated with seatbelts off and smoking prohibited. If a fire occurs, the priority is a controlled evacuation using jetways if available, otherwise stairs before escape slides. Precautions like bonding, grounding, and avoiding sparks minimize fire risks.
This document discusses techniques for flying stabilized approaches. It defines criteria for a stabilized approach, including being on the correct flight path with only small corrections needed, in the proper landing configuration, with stabilized thrust, and no excessive deviations from parameters like airspeed, vertical speed, or glide slope. It provides minimum stabilization heights of 1000 feet AFE in IMC or 500 feet AFE in VMC. Factors involved in unstabilized approaches include fatigue, schedule pressure, ATC instructions, and improper energy management. The benefits of stabilized approaches include increased situational awareness and readiness for a go-around if needed.
Media Object File Flt Ops Ops Env Seq06syed viquar
Flying through volcanic ash clouds should be avoided due to the hazards they pose to aircraft. Volcanic ash can damage aircraft surfaces and engines, potentially causing partial or total engine power loss. Crews must be informed of potential ash clouds through advisory centers and updated briefings. If encounter cannot be avoided, crews should exit the cloud quickly and follow manufacturer procedures which may include decreasing thrust and turning on anti-ice systems.
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This document provides guidance on responding to a stall warning activation during takeoff. It discusses factors that can lead to stall warnings at takeoff like weather, human factors, and aircraft systems issues. It recommends techniques for recovery depending on altitude, including maintaining an optimum 12.5 degree pitch attitude at liftoff to avoid ground contact. Prevention strategies are also covered, like ensuring a clean aircraft, being aware of windshear, and carefully planning takeoff performance. Briefings should emphasize these points to prepare flight crews to respond appropriately if a stall warning occurs.
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Cabin pressurization systems maintain a safe and comfortable cabin environment at high altitudes. A decompression event occurs when cabin pressure is lost, putting occupants at risk of hypoxia due to lack of oxygen. Decompression can be rapid/explosive from an aircraft breach, or slow/insidious from an air leak. In either case, oxygen masks must be donned immediately to prevent hypoxia symptoms and loss of consciousness. Effective communication between flight and cabin crew is critical for managing the emergency.
This document discusses several issues related to defining and studying deviance in sports. It notes that forms and causes of deviance are diverse and no single theory can fully explain them. Behavior accepted in sports may be seen as deviant in other contexts. Deviance in sports often involves overconformity to established norms rather than rejection of norms, and training and performance have become medicalized. Theories of conflict, functionalism, and interactionism are discussed in relation to defining deviance. Hypotheses presented suggest deviance is more likely when social bonds normalize risk-taking, athletes are separated from communities, and athletes develop hubris.
This document discusses best practices for managing aircraft descent and approach profiles. Inadequate descent management can lead to rushed or unstable approaches. Approximately 70% of such approaches are due to improper energy management during descent. The document outlines procedures for descent preparation, initiation, monitoring, and adjustment to ensure a stabilized approach. Briefings should be completed before top of descent, and the descent profile monitored against charts, instruments, and wind conditions.
The document outlines standard operating procedures referred to as "Operations Golden Rules" for pilots. It describes eight general golden rules for flight operations, including maintaining control of the aircraft, prioritizing flying, navigating, communicating and managing tasks, using the appropriate level of automation, and cross-checking automation with raw data. Additional golden rules are provided for abnormal and emergency situations, such as understanding the prevailing condition before acting and managing workload. The golden rules are intended to promote safety by addressing common causal factors in incidents and accidents.
The document discusses improving pilot monitoring performance through training. It makes three key points:
1) Effective monitoring can only be improved if management supports it, operational policies support it, and monitoring skills are trained throughout a pilot's career.
2) This training module represents an introductory awareness module to bring attention to the importance of flight path monitoring. It educates pilots on data showing poor monitoring risks safety and how to improve monitoring.
3) There are 20 recommendations in a guide to improve monitoring, and this module highlights many but not all of them. Training managers should provide additional modules on other recommendations.
This document provides guidance for teaching pilots risk management during cross-country flights. It recommends structuring a flight review or transition training as a cross-country trip to an unfamiliar airport. During the flight, scenarios can be used to simulate risks like engine failures or GPS/VOR malfunctions. Upon returning, maneuvers from a flight review like stalls or steep turns can be performed. The document suggests using "teachable moments" during the flight to identify hazards and risks regarding the pilot, aircraft, environment, and external factors. After landing, the pilot should reflect on what went well, what could be improved, and the most important lessons learned from the flight.
This document discusses standard calls used in flight operations to enhance crew communication and situational awareness. It defines standard calls as brief, unambiguous phrases used during critical phases of flight to convey aircraft status and commands between pilots. Standard calls are important for crew coordination, especially with two-pilot crews and mixed language crews. The document provides guidelines for developing and using standard calls, and lists examples of calls for typical flight events and phases.
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This document discusses takeoff and departure operations, focusing on the "stop or go" decision during takeoff roll. It provides background on statistical data showing a decrease in rejected takeoff incidents from the 1960s to 1990s. It then covers operational standards for the decision, with the captain deciding whether to stop below 100 knots and only stopping above 100 knots for severe issues. Factors that influence the decision are discussed, as well as prevention strategies like briefings and callouts to aid the decision-making process. The goal is to help flight crews make well-informed, timely decisions for safe takeoff operations.
This document discusses standard operating procedures (SOPs) and their importance for flight safety. Some key points:
- Strict adherence to SOPs helps prevent crew errors, anticipate threats, and enhance safety. Proper CRM is not possible without following SOPs.
- Statistical data shows the leading causes of approach-and-landing accidents are related to not following SOPs, including omissions of actions, non-adherence to stabilized approach criteria, and inadequate crew coordination.
- Airbus SOPs are designed to reflect the aircraft design and operating philosophies, and promote optimal use of features. Operators can adopt or customize SOPs, with potential deviations requiring approval.
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This document discusses human factors that contribute to incidents and accidents. It notes that over 60% of incidents are related to pre-flight factors like time pressure. High workload is a factor in 80% of crew errors. It examines operational events and identifies four clusters of human factors: situation recognition, procedures, human performance, and operating environment. Specific issues that can contribute to deviations from standard operating procedures and errors in automation use are also discussed. The importance of effective crew briefings is highlighted.
1) The document discusses the evolution of procedures for flying non-precision instrument approaches from the 1970s to present.
2) Early approaches in the 1970s relied on ground-based navigation aids and had limited vertical guidance. Approaches evolved to provide constant descent angles and stabilized approaches by the 1980s and 1990s with improved sensors and flight management systems.
3) Modern RNAV and RNP approaches define both lateral and vertical paths and can have curved or segmented routes. They provide precision-like guidance when flown by advanced GPS-equipped aircraft.
This document discusses techniques for preventing tailstrikes during landing. Tailstrikes occur when the tail of the aircraft makes contact with the runway during landing and can cause significant damage. The document outlines factors that increase the risk of tailstrikes, such as flying too slow or high during the flare, having too high of a sink rate, or an unstabilized approach. It recommends flying a stabilized approach, avoiding excessive pitch attitudes, and not prolonging the flare or hold-off to achieve a smoother touchdown. Training programs aim to increase pilot awareness of tailstrike risks and proper landing techniques.
This document introduces briefing notes on approach and landing operations. It describes how the notes were developed based on accident analyses to promote safety. The notes are intended to raise awareness of hazards, recommend best practices, and identify factors that could lead to deviations from procedures. Airlines are encouraged to use the notes to review practices and enhance training. The notes reference a generic aircraft and include statistics, regulations, standard operating procedures, and accident reports to support their guidance.
1) The document provides an overview of strategies to prevent runway overruns during approach and landing by identifying threats and errors that could lead to an overrun and providing guidance on managing those threats and errors.
2) Key threats include fast or high approaches, floating during the flare, long touch downs, wet or contaminated runways, and tailwinds. Errors can occur from not understanding the situation or making wrong decisions.
3) Threats and errors are managed through planning approaches carefully, executing stabilized approaches, adjusting braking for conditions, maintaining situation awareness, and going around if the approach is unstable or thresholds are missed.
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The document provides information on preventing altitude deviations or "level busts" including:
1) Statistical data showing that 70% of altitude deviations result from breakdowns in pilot-controller communication and 40% affect flight levels 100/110.
2) Operational factors involved in altitude deviations including issues with flight management, air traffic management, weather, and autoflight systems.
3) Recommendations for an altitude awareness program including enhancing standard operating procedures, pilot-controller communications, task prioritization and sharing, and altitude setting procedures.
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Media Object File Flt Ops Desc Seq01
1. Descent Management
Flight Operations Briefing Notes Being Prepared for Go-Around
Flight Operations Briefing Note
Descent Management
Being Prepared for Go-Around
I Introduction
Failure to recognize the need for and to execute a go-around and missed-approach
when appropriate is a major cause of approach-and-landing accidents.
Therefore, the importance of being go-around-prepared and being go-around-
minded must be emphasized.
To be go-around-prepared and go-around-minded the flight crew should:
• Have a clear mental image of applicable briefings, sequences of actions, task-
sharing, standard calls and excessive-deviation callouts
• Be ready to abandon the approach, if:
− Visibility (RVR) is below the required weather minimums, and/or
− Criteria for a stabilized approach are not (or no longer) achieved, and/or
− Doubt exists about the aircraft position, and/or
− Confusion exists about the use of automation, and/or
− Appropriate visual references are not obtained at MDA(MDH) or DA(DH), and/or
− Appropriate visual references are lost below MDA(MDH) or DA(DH).
• Be fully committed to fly the published missed-approach procedure, after
the go-around is initiated.
Operators should therefore establish and maintain a no-fault / no-blame go-around
policy.
Page 1 of 7
2. Descent Management
Flight Operations Briefing Notes Being Prepared for Go-Around
This Flight Operations Briefing Note provides an overview of operational
recommendations starting from the descent preparation and approach briefing, and of
training recommendations.
II Operational Recommendations
Task Sharing
Strict adherence to the PF-PNF task-sharing is the most important factor to conduct
a safe go-around.
The following Flight Operations Briefing Notes provide expanded information on PF-PNF
task sharing:
• Operating Philosophy
• Operations Golden Rules
• Standard Calls
• Flying a Manual Go-around
• Acquisition of Visual References
Descent Preparation
The chain of events resulting in a go-around often starts at the top-of-descent.
The flight crew should plan and conduct the descent preparation and the approach/go-
around briefing in a timely manner, in order to prevent any delay in the initiation of
the descent and any rush in the management of the descent profile.
Approach/Go-around Briefing
To be go-around prepared, the flight crew should include a detailed go-around briefing
in the descent-and-approach briefing, highlighting the key points of the go-around
maneuver and missed-approach, and the task-sharing under normal or
abnormal/emergency conditions.
The go-around briefing should recall briefly the following key aspects:
• Go-around callout (i.e. a loud and clear go-around/flaps call)
• PF-PNF task sharing (i.e. flow of respective actions including use of AP, speed
restrictions, go-around altitude, parameter-excessive-deviation callouts)
• Intended use of automation (i.e. automatic or manual go-around, use of FMS lateral
navigation or use of selected modes for the missed-approach)
• Missed-approach lateral navigation and vertical profile (e.g. speed limitations,
airspace restrictions, highlighting obstacles and terrain features, etc, as applicable)
Page 2 of 7
3. Descent Management
Flight Operations Briefing Notes Being Prepared for Go-Around
• Intentions (i.e. second approach, or diversion):
− In the case of a second approach, discuss the type of approach (i.e. if a different
runway and/or type of approach is envisaged)
− Confirm the minimum diversion fuel
− Other aspects, as applicable.
It is recommended to briefly recall the main points of the go-around and missed-
approach when established on the final approach course, or after completing
the landing checklist (as deemed practical).
Also refer to the Flight Operations Briefing Note Conducting Effective Briefings, for
expanded information.
Concept of Next Target – Descent Monitoring
Throughout the entire flight, the flight crew should define a next target at all times to
stay ahead of the aircraft.
If the flight crew anticipates that one or more elements of the next target will not be
met, they should perform the required corrective action(s) without delay.
Refer to the following Flight Operations Briefing Notes for expanded information:
• Descent and Approach Profile Management
• Energy Management during Approach
• Flying Stabilized Approaches.
Final Approach
When flying with the AP engaged, the flight crew should consider the following aspects,
to be ready to take over manually:
• Seat and armrest adjustment (this is of primary importance for an effective
handling of the aircraft in a dynamic phase of flight)
• Flying with one hand on the side stick (or control wheel, as applicable), and one
hand on the thrust levers (throttle levers).
Transition from Visual References back to Instrument Flying
Once the PF has acquired appropriate visual references, the PNF must maintain
instrument references and be ready to announce the appropriate callouts if one flight
parameter deviates from the normal and safe value.
If a go-around is initiated, an immediate transition back to instrument flying must take
place.
Page 3 of 7
4. Descent Management
Flight Operations Briefing Notes Being Prepared for Go-Around
Instrument flying prevents illusions, which can lead to crew corrections that cause
the aircraft to deviate from vertical or horizontal flight paths.
These illusions originate in:
• A sudden linear acceleration: Illusion that the aircraft is pitching too much up and
can lead the pilot to pitch down (Somatogravic illusion).
• An angular acceleration: In a case of sustained movement in one direction, there is
a sensation of moving in the opposite direction (Somatogyral illusion). For example,
in right bank the pilot may continue to turn right.
Go-Around below the Minimums
When the need for go-around is identified, the decision should not be delayed.
Go-around can be decided until the selection of the reverse thrust.
If the go-around has been initiated, it must be completed. Reversing a go-around
decision can be hazardous (e.g. F/O initiating a late go-around; Captain overriding and
trying to land the aircraft).
Also refer to the Flight Operations Briefing Note Bounce Recovery, for expanded
information.
III Training Recommendations
Training program should cover various go-around situations to enhance flight crew
decision making and flying techniques.
Usually, go-around situations demonstrated during training are:
• No appropriate visual reference at the MDA(MDH) or DA(DH)
• Low height go-around (100 ft) called by the ATC (e.g. occupied runway)
• Windshear.
In operations, other go-around situations may also happen:
• Go-around from intermediate approach altitude:
− High energy, rushed or non-stabilized approaches
− Loss of required traffic separation (call by ATC).
• Go-around below minimums not called by ATC
− Destabilization of the approach
− Loss of appropriate visual references
− Runway incursion.
Page 4 of 7
5. Descent Management
Flight Operations Briefing Notes Being Prepared for Go-Around
• Missed approach during circling
− Visual references lost while circling to land from an instrument approach.
Operators should ensure that various go-around situations are covered during
the training.
Note:
The Airbus training program includes a go-around at 1000 ft to ensure that trainees are
able to cope with a go-around above MDA, with rapid FMA changes.
For example, unlike a go-around at DA(DH), there are various go-around situations
from intermediate approach altitude, and all these situations may not be reviewed
during the approach briefing. Therefore, go-around situations with various aircraft
configurations, speeds, unprepared horizontal trajectories, altitude close to the go-
around altitude target, and/or TOGA thrust not required, should be discussed during
the training, as well as the following common errors related to go-around from
intermediate approach altitude:
• Go-around not properly announced and initiated, and/or
• Forgetting to retract the flaps and/or the landing gear, and/or
• Initating the turn before the MAP or required turning point, and/or
• Thrust levers (throttle) mismanaged after leveling off, and/or
• Exceeding the go-around altitude target, and/or
• Exceeding the flaps speed limitations, and/or
• Etc.
The flight crew should use the FCOM and the FCTM as training materials.
Addressing considerations about go-around during training program ensures that
the flight crew is better prepared to recognize the need for go-around, and to perform
a safe go-around.
IV Summary of Key Points
Failure to recognize the need for and to execute a go-around and missed-approach
when appropriate is a major cause of approach-and-landing accidents.
Therefore, the importance of being go-around-prepared and being go-around-minded
must be emphasized.
If the criteria for a safe continuation of the approach are not met, the flight crew should
be go-around-committed, should initiate a go-around and fly the published missed-
approach.
Appropriate education and training should enhance the flight crew decision making and
flying techniques to perform a safe go-around, in any situation.
Page 5 of 7
6. Descent Management
Flight Operations Briefing Notes Being Prepared for Go-Around
V Associated Flight Operations Briefing Notes
The following Briefing Notes should be reviewed to complement the above information:
• Flying a Manual Go-around
• Operating Philosophy
• Operations Golden Rules
• Standard Calls
• Conducting Effective Briefings
• Descent and Approach Profile Management
• Aircraft Energy Management during Approach
• Flying Stabilized Approaches
• Acquisition of Visual References
• Bounce Recovery
VI Regulatory References
• ICAO – Annex 6 – Operation of Aircraft, Part I – International Commercial Air
Transport – Aeroplanes, Appendix 2. 5.16, 5.18, 5.19
• ICAO – Procedures for Air navigation Services – Aircraft Operations (PANS-OPS),
Doc 8168), Volume I – Flight Procedures
• ICAO – Manual of All-Weather Operations (Doc 9365).
VII Airbus References
• Flight Crew Operating Manuals (FCOM) – Standard Operating Procedures (SOP) –
Go Around
• A320 Family, A330/A340 Family, A380 Flight Crew Training Manuals (FCTM) –
Normal Operations - Go-Around
• A300/A310/A300-600 Flight Crew Operating Manual (FCOM) – FCOM Bulletin –
Being Prepared for Go-Around
Page 6 of 7
7. Descent Management
Flight Operations Briefing Notes Being Prepared for Go-Around
This Flight Operations Briefing Note (FOBN) has been adapted from the corresponding ALAR Briefing Note developed by
Airbus in the frame of the Approach-and-Landing Accident Reduction (ALAR) international task force led by the Flight Safety
Foundation.
This FOBN is part of a set of Flight Operations Briefing Notes that provide an overview of the applicable standards,
flying techniques and best practices, operational and human factors, suggested company prevention strategies and personal
lines-of-defense related to major threats and hazards to flight operations safety.
This FOBN is intended to enhance the reader's flight safety awareness but it shall not supersede the applicable regulations
and the Airbus or airline's operational documentation; should any deviation appear between this FOBN and the Airbus or
airline’s AFM / (M)MEL / FCOM / QRH / FCTM, the latter shall prevail at all times.
In the interest of aviation safety, this FOBN may be reproduced in whole or in part - in all media - or translated; any use of
this FOBN shall not modify its contents or alter an excerpt from its original context. Any commercial use is strictly excluded.
All uses shall credit Airbus and the Flight Safety Foundation.
Airbus shall have no liability or responsibility for the use of this FOBN, the correctness of the duplication, adaptation or
translation and for the updating and revision of any duplicated version.
Airbus Customer Services
Flight Operations Support and Services
1 Rond Point Maurice Bellonte - 31707 BLAGNAC CEDEX France
FOBN Reference : FLT_OPS – DESC – SEQ 01 – REV 04 – APR 2008
Page 7 of 7