Fifth Meeting of the Southeast Asia Regional Aviation Safety Team (SEARAST) COSCAP-SEA 29, 30 August 2005 Bangkok, Thailand

Fifth Meeting of theFifth Meeting of theSoutheast Asia Regional Aviation Southeast Asia Regional Aviation

Safety Team (SEARAST)Safety Team (SEARAST)

COSCAP-SEACOSCAP-SEA29, 30 August 200529, 30 August 2005Bangkok, ThailandBangkok, Thailand

Tab 1 : ANNEX 1Tab 1 : ANNEX 1

Meeting AgendasMeeting Agendas

33

55thth Meeting of the Flight Operations Component of the Meeting of the Flight Operations Component of theSoutheast Asia Regional Aviation Safety Team (SEARAST)Southeast Asia Regional Aviation Safety Team (SEARAST)

AGENDAAGENDA

0815 – 0900 Registration

0900 – 0910 Opening remarks

0910 – 0920 Self-introduction of participants

0920 – 0930 Adoption of the agenda

0930 – 1000 Coffee Break

Monday, 29 August 2005

44


AGENDAAGENDA

Monday, 29 August 2005 (continued)

1000 – 1030 Presentation: Review of COSCAP-SEA and SEARAST

• Capt. Ronald Allendorfer Project Coordinator, COSCAP-SEA

1030 – 1130 Presentation: Line Oriented Safety Audits (LOSA)

• Capt. Missman Leham

Malaysian Airlines (MH)

55


AGENDAAGENDA

1130 - 1230 Discussion: LOSA Advisory Circular

University of Texas

Human Factors Research Project

1230 - 1330 Lunch

1330 - 1415 Presentation: Aircraft Leasing – the ICAO Perspective

Michel Beland, Regional Officer

Flight Safety, ICAO Paris


66


AGENDAAGENDA


1415 -1500 Review and Discussion (TAB 1):

Sixth COSCAP-SEA Steering Committee Meeting

Extraordinary Steering Committee Meeting

1500 -1530 Coffee Break

1530 -1700 Review and Discussion (TAB 1):

Fourth SEARAST Meeting

77


AGENDAAGENDA

0900 -1030 Review – CAST/JSSI Safety Interventions


1100 -1230 Review – CAST/JSSI Safety Interventions (continued)

1230 -1330 Lunch

Tuesday, 30 August 2005

88


AGENDAAGENDA

Tuesday, 30 August 2005 (continued)

1330 -1500 Regional Flight Safety Issues:

ICAO pilot training syllabus

Language testing under Annex 1


1530 -1700 Conclusions/Close of the Meeting

99

Combined RAST MeetingCombined RAST Meeting(NARAST and SEARAST)(NARAST and SEARAST)

AGENDAAGENDA

0900 – 0915 Opening remarks

• Mr. Lalit B. Shah, Regional DirectorICAO Asia and Pacific Office,

Bangkok

0915 – 1015 Presentation : Safety Management Systems,

ICAO Requirements

Safety Management System Basic Concepts

ICAO Harmonization of Safety Provisions

ICAO Safety Management Manual

Wednesday, 31 August 2005

1010


AGENDAAGENDA

Wednesday, 31 August 2005 (continued)

1015 - 1045 Coffee Break

1045 - 1115 Panel Discussion – Safety Management Systems

1115 - 1200 Association of Asia Pacific Airlines – Safety Initiatives

1200 - 1300 Lunch

1111


AGENDAAGENDA

1300 – 1430 Presentation : RNP/RNAV

1430 – 1500 Coffee Break

1500 – 1615 Presentation : Runway Incursion

Runway Incursion Issues

ICAO Runway Safety Toolkit

1615 – 1630 Closing Remarks

Wednesday, 31 August 2005 (continued)

1212


Conclusions of theConclusions of the6th Steering Committee Meeting6th Steering Committee Meeting

1414

66thth Steering Committee Conclusions Steering Committee Conclusions

ACTIVITIES AND OUTPUTSACTIVITIES AND OUTPUTS

Key elements of COSCAP-SEA

SEARAST (25%)

Development of Air Laws and Regulations for Member States which lack one or both (20%)

Primary Inspection and Surveillance Assistance (15%)

Professional Development of Inspectors (Including Regional Seminars/Workshops (15%)

Harmonization of Policies and Procedures (10%)

Supplemental Inspection and Surveillance Assistance (8%)

Coordination of Technical Assistance (5%)

Evaluations/Audits (2%)

1515

6th Steering Committee Conclusions6th Steering Committee Conclusions

DP 1:DP 1: PROGRAM PROGRESS REPORTPROGRAM PROGRESS REPORT

• The Steering Committee approved the Tentative Work Plan for calendar year 2005. CTA will coordinate with members.

• Civil Aviation Department Hong Kong, China will host the 7th Steering Committee Meeting in Hong Kong, China, in the first quarter of 2006.

1616


DP 2: SOUTHEAST ASIA REGIONAL DP 2: SOUTHEAST ASIA REGIONAL AVIATION SAFETY TEAM (SEARAST)AVIATION SAFETY TEAM (SEARAST)

• The Steering Committee took note of the outputs from the 4th SEARAST Meeting and resolved to continue to assign a high priority to SEARAST activities by the COSCAP-SEA Programme.

• The Steering Committee agreed to continue to monitor the implementation of safety-related interventions which are undertaken by SEARAST and ensure that the SEARAST Team Members from their organizations are given adequate top-level support to carry out national SEARAST-related activities.

1717


DP 2: SOUTHEAST ASIA REGIONAL DP 2: SOUTHEAST ASIA REGIONAL AVIATION SAFETY TEAM (SEARAST)AVIATION SAFETY TEAM (SEARAST)

• Continuity in the SEARAST process was recognized by ensuring, to the maximum extent possible, that personnel serving as Team Members remain in those positions over the long term.

• The Steering Committee agreed to further explore the possibility of developing National Aviation Safety Teams to coordinate with SEARAST and to review/discuss items unique to the State, as well as other national safety-related matters.

1818


DP 3: DP 3: REVISED ICAO LANGUAGE REVISED ICAO LANGUAGE REQUIREMENTSREQUIREMENTS

• The Steering Committee agrees that its regular meetings be utilized as a forum for the exchange of information that can assist States’ efforts with the implementation of this SARP.

1919


DP 3: DP 3: REVISED ICAO LANGUAGE REVISED ICAO LANGUAGE REQUIREMENTSREQUIREMENTS

• Based on the developments to date, the Steering Committee agreed that COSCAP-SEA should develop a more detailed cooperative mechanism to assist Member States with the implementation of this SARP. In this respect, the Steering Committee noted with gratitude the proposal of CAD Hong Kong, China, to offer a seminar on the subject in the latter part of 2006, possibly to be offered to all COSCAP programmes in the Region. The Steering Committee also noted the availability of language courses under the EU Civil Aviation Project in the Region.

2020


DP 4: BUDGET AND ANNUAL DP 4: BUDGET AND ANNUAL CONTRIBUTIONSCONTRIBUTIONS

• The Steering Committee urges its members who have not yet made their full contributions for five years to do so as soon as possible so that the Programme can continue to provide assistance to States/Administrative Regions in the field of safety oversight.

• The Steering Committee encourages its Associate Members and Industry Partners to continue their contributions to the COSCAP-SEA Programme, since these are vital to the success of this Programme.

• Based upon the very limited resources available to the Programme, the Steering Committee reiterated that Member States/Administrative Regions should support the Airworthiness component of the COSCAP-SEA Programme by seconding national inspectors for short-term assignments as necessary.

2121


DP 4:DP 4: BUDGET AND ANNUAL BUDGET AND ANNUAL CONTRIBUTIONSCONTRIBUTIONS

• The Steering Committee agreed that, funds permitting, an International Airworthiness Expert should be employed for short periods of time when required by project activities/outputs.

• The Steering Committee requests the Programme to enhance reporting of its achievements and its plans, e.g., through a cost/benefit analysis, benchmarking, re-circulation of EC COSCAP evaluation report, USOAP and accident data comparisons, etc. To this end, the Steering Committee encourages the members to provide the Programme at each Meeting with an update on the Safety Enhancements implemented.

• The Steering Committee approved the Programme budget through March 2006.

2222


DP 5: TWO-YEAR PROGRAM DP 5: TWO-YEAR PROGRAM IMPLEMENTATION PLAN (Aug. 2005–July 2007)IMPLEMENTATION PLAN (Aug. 2005–July 2007)

• The Steering Committee decided to defer the proposal for an extension and expansion of the Programme, including addressing Immediate Objective 3, to the next meeting.

Tab 1: Tab 1: ANNEXANNEX 3 3

Summary of DiscussionsSummary of Discussions

Extraordinary Steering Extraordinary Steering Committee MeetingCommittee Meeting

2424

Extension of COSCAP-SEA ProgrammeExtension of COSCAP-SEA Programme

• Licensing Expert to review compliance with new Annex 1 provisions provided funding from partners can be sourced

• Key activities of Objective 3 (operator inspections) postponed from SCM 2

2525


• Commence with Immediate Objective 3Commence with Immediate Objective 3

- Establish a systematic, interim programme of operator- Establish a systematic, interim programme of operator

inspections on behalf of Member States/Administrativeinspections on behalf of Member States/Administrative

Regions and as requiredRegions and as required

- Follow-up actions on behalf of those Member States/- Follow-up actions on behalf of those Member States/

Administrative Regions who lack the capability Administrative Regions who lack the capability

2626


• Substantial Amendments to Annex 1 since commencement of Programme.

- Human Factors requirements

- Language Proficiency Requirements in full force after 5 March 2008

- Safety Oversight obligations

2727


• Medical provisions: substantial amendments included in Amendment 166 effective 25 November 2005

• Review by Licensing Expert to include assistance in drafting regulations and training of staff

2828


• 15-month period beginning 1 July 2006

• Reflects continuity to the end of extension

• Retains the format and contents of the original approved Programme document

• Indicates progress achieved and incorporates the expansion into other safety areas

2929

Extraordinary Steering Committee MeetingExtraordinary Steering Committee MeetingBangkok, ThailandBangkok, Thailand

15 June 200515 June 2005

• Committee Meeting supports the extension of the Programme through 2007, as proposed

• Supports the submission of a grant application to the EU

• A letter be submitted to those Member Administrations not represented providing a summary of the discussions held

• Opportunity to voice any objections they may have and raise them with the Chairman


Conclusions of theConclusions of the4th SEARAST Meeting4th SEARAST Meeting

Bangkok, ThailandBangkok, Thailand10-11 January 200510-11 January 2005

3131

Conclusions : 4th SEARAST MeetingConclusions : 4th SEARAST Meeting

Airline Proactive Safety ProgrammesAirline Proactive Safety Programmes

SE-10 / AP 1.08 CFIT - Airline Proactive Safety Programmes (FOQA & ASAP), and SE- 29 / AP 3.05 - Loss of Control

• CTA to review the Advisory Bulletin/Circular on the Flight Data Analysis Programme and see how the aircraft falling in the category below 27,000 kg, but providing air transport service, may be included in the FDA Programme. CTA may discuss with FAA/JAA and ICAO if necessary. Pending.

• CTA to communicate with Member States not present at the Meeting (Cambodia, Indonesia, and Viet Nam) to solicit their views on the acceptance of the Advisory Bulletin/Circular on the Flight Data Analysis Programme. Completed.

3232

• States/Administrative Regions to advise COSCAP-SEA by 1 March 2005 if they require ALAR Workshop to be conducted in their respective States. Yes.

(ALAR Workshop conducted in Jakarta, Indonesia 18-22 July 2005. 57 attendees from DGCA and airlines.)


ALAR Tool Kit ImplementationALAR Tool Kit Implementation

3333


Terrain Awareness Warning Systems (TAWS)Terrain Awareness Warning Systems (TAWS)

• CTA to review AB CSEA 001 and AC CSEA 001 and ensure that all terms used in the AB/AC are in accordance with standard ICAO terminology. Review to be completed by 01 June 2005. Completed.

• States that are yet to incorporate the requirements of ICAO SARPs in their regulations must take action to do so at the earliest, and advise the implementation date. No feedback.

• States must ensure installation of GPWS/TAWS equipment as mandated by ICAO SARPs or file a difference. States are requested to advise COSCAP-SEA of the status of implementation. No feedback.

3434


Standard Operating Procedures (SOPs)Standard Operating Procedures (SOPs)

SE-2 CFIT / AP 1.06 – Standard Operating Procedures (SOPs)

• CTA to review/revise the Draft Advisory Circular CSEA 002 on “SOPs for Flight- deck Crewmembers” to include Crew Briefings (including approach briefings), Landing Rollout (actions and callouts), and Crew Monitoring and Cross Checking. Pending.

• MSA to kindly provide a copy of the “Cabin Crew Briefing Form” to COSCAP-SEA. Not received.

3535


Loss of Control (SOPs)Loss of Control (SOPs)

SE-26 / AP 3.03 Loss of Control (SOPs)

• CTA to review the Upset Recovery CD (Revision 1) and determine if any changes are required to the Draft AC CSEA 002 to incorporate the provisions of the SE-26 on Loss of Control (SOPs). Completed

SE-28/AP3.05 Loss of Control (Safety Information)

• CTA to modify the ‘Statement of Work” in SE-28 to accurately reflect the Safety Enhancement/Outputs.

Pending.

3636



SE-27/AP 3.01 Loss of Control (Risk Assessment and Management)

• As the aspect of risk assessment was still being developed by FAA/JAA, the meeting decided to postpone further deliberations on the SE/AP pending additional inputs.

3737



SE-3/AP 1.03 CFIT – Precision-like Approach Implementation

• (“21st Century Instrument Approaches”) (Vertical Angles – PAI 1-7,11) CTA to follow up any significant changes (if required) on the DDA as reflected in AC CSEA 008.

SE-31 /AP 3.01 - Loss of Control (Advance Maneuver Training)

• States to kindly provide feedback on the Upset Recovery CD Revision 1.


List of Current Advisory Bulletins List of Current Advisory Bulletins and Advisory Circularsand Advisory Circulars

3939

LIST OF LIST OF CURRENT ADVISORY BULLETINSCURRENT ADVISORY BULLETINS

AB NumberAB Number Issue DateIssue Date SubjectSubject

CSEA 001CSEA 001 15-Nov-0415-Nov-04 Information to States/Administrative Regions on Terrain Information to States/Administrative Regions on Terrain Awareness and Warning System (TAWS)Awareness and Warning System (TAWS)(Supercedes: Draft Bulletin No: CSEA001, dated 17-Sep-03)(Supercedes: Draft Bulletin No: CSEA001, dated 17-Sep-03)

CSEA 002CSEA 002 15-Nov-0415-Nov-04 Information to States/Administrative Regions on Standard Information to States/Administrative Regions on Standard Operating Procedures (SOPs) Operating Procedures (SOPs)

CSEA 006CSEA 006 30-Jun-0430-Jun-04 Information to States on Promotion of Flight Safety by the Information to States on Promotion of Flight Safety by the Air Operator Chief Executive Officer (CEO) Air Operator Chief Executive Officer (CEO)

CSEA 007CSEA 007 30-Jun-0430-Jun-04 Information to States on Flight Data Analysis Programme Information to States on Flight Data Analysis Programme (FDA) (FDA)

CSEA 010CSEA 010 15-Nov-0415-Nov-04 Information to States/Administrative Regions on Information to States/Administrative Regions on Approach and Landing Reduction (ALAR) / Controlled Approach and Landing Reduction (ALAR) / Controlled Flight Into Terrain (CFIT) Prevention Training Flight Into Terrain (CFIT) Prevention Training

4040

LIST OF LIST OF CURRENT ADVISORY CIRCULARSCURRENT ADVISORY CIRCULARS

AC NumberAC Number Issue DateIssue Date SubjectSubject

CSEA 001CSEA 001 01-Aug-0501-Aug-05 Guidance for Operators on Training Programmes for The Guidance for Operators on Training Programmes for The Use of Terrain Awareness and Warning System (TAWS)Use of Terrain Awareness and Warning System (TAWS)(Supercedes: Draft AC No: CSEA001, dated 17-Sep-03)(Supercedes: Draft AC No: CSEA001, dated 17-Sep-03)

CSEA 001-CSEA 001-AA

10-Nov-0410-Nov-04 Access to Information on Supplemental Type CertificatesAccess to Information on Supplemental Type Certificates(Supercedes: Draft AC No: CSEA001-A, dated 17-Sep-03)(Supercedes: Draft AC No: CSEA001-A, dated 17-Sep-03)

CSEA 002CSEA 002 01-Aug-0501-Aug-05 Standard Operating Procedures for Flight Deck Standard Operating Procedures for Flight Deck CrewmembersCrewmembers(This AC supercedes: Draft AC No: CSEA002, “Standard (This AC supercedes: Draft AC No: CSEA002, “Standard Operating Procedures for Flight Deck Crewmembers”, and Operating Procedures for Flight Deck Crewmembers”, and incorporates a rewrite of Draft AC No: CSEA005-A, “Crew incorporates a rewrite of Draft AC No: CSEA005-A, “Crew Resource Management Training”, Draft AC No: CSEA005-B, Resource Management Training”, Draft AC No: CSEA005-B, “Communication and Coordination between Flight “Communication and Coordination between Flight Crewmembers and Cabin Crews”, and Draft AC No: CSEA005-Crewmembers and Cabin Crews”, and Draft AC No: CSEA005-C, “Line Operations Simulations : Line-oriented Flight Training, C, “Line Operations Simulations : Line-oriented Flight Training, Special Purpose Operational Training”, all dated 17 September Special Purpose Operational Training”, all dated 17 September 2003)2003)

4141

LIST OF LIST OF CURRENT ADVISORY CIRCULARSCURRENT ADVISORY CIRCULARS

AC NumberAC Number Issue DateIssue Date SubjectSubject

CSEA 004CSEA 004 10-Nov-0410-Nov-04 Guidance for Air Operators in Establishing a Flight Safety Guidance for Air Operators in Establishing a Flight Safety Documents System Documents System

CSEA 006CSEA 006 10-Nov-0410-Nov-04 Guidance for Air Operators on the Establishment of a Guidance for Air Operators on the Establishment of a Flight Safety DepartmentFlight Safety Department(Supercedes: Draft AC No: CSEA006, dated 17-Sep-03)(Supercedes: Draft AC No: CSEA006, dated 17-Sep-03)

CSEA 007CSEA 007 30-Jun-0430-Jun-04 Guidance for Air Operators on the Establishment of a Guidance for Air Operators on the Establishment of a Flight Data Analysis Programme (FDA) Flight Data Analysis Programme (FDA) (Supercedes: Draft AC 004-A and AC 004-B, dated 17-Sep-03)(Supercedes: Draft AC 004-A and AC 004-B, dated 17-Sep-03)

CSEA 008CSEA 008 01-Aug-0501-Aug-05 Guidance for Operators for Conducing Constant Descent Guidance for Operators for Conducing Constant Descent Final Approach for Non-Precision Approaches (CDFA)Final Approach for Non-Precision Approaches (CDFA)(Supercedes: Draft AC No. CSEA003, dated March 2004, Draft (Supercedes: Draft AC No. CSEA003, dated March 2004, Draft AC No. CSEA003-A and Draft AC No. CSEA003-B, dated 17 AC No. CSEA003-A and Draft AC No. CSEA003-B, dated 17 September 2003)September 2003)

(con’t)(con’t)

TCAS MisuseTCAS Misuse

Eurocontrol ACAS II Eurocontrol ACAS II Bulletin 6Bulletin 6

Tab 9Tab 9

Tab 10Tab 10

Tentative Work Plan 2005Tentative Work Plan 2005

Information on National Information on National Aviation Safety teamAviation Safety team

COSCAP-SEA WebsiteCOSCAP-SEA Website

www.coscap-sea.comwww.coscap-sea.com

- END -- END -

THANK YOUTHANK YOU

4545

SESE

REFERENCESREFERENCES

TAB 3TAB 3

SE – 10 CFIT / AP 1.08SE – 10 CFIT / AP 1.08SE – 29 AP 3.05SE – 29 AP 3.05

4747

SE-10 CFIT / AP 1.08SE-10 CFIT / AP 1.08

AIRLINE PROACTIVE SAFETY PROGRAMS AIRLINE PROACTIVE SAFETY PROGRAMS (FOQA & ASAP) (FOQA & ASAP)

Statement of Work

Develop and implement a mutually agreed upon methodology to use de-identified Flight Operations and Quality Assurance (FOQA), and Aviation Safety Action Partnership (ASAP) information for the purpose of proactively identifying safety-related issues and corrective actions. Key to the development and implementation of this project is to ensure that legislative, regulatory and contractual actions are taken which prevent misuse of information. Included in this development and implementation of proactive safety programs is the development of analytical tools which will enable the identification of system safety deficiencies and corrective actions.

4848



Outcome/Benefits

Give operators the tools to enable them to identify safety issues and trends, and identify and initiate corrective actions prior to an accident occurrence.

4949



OutputsOutputs

• Agree upon Standards for Appropriate Data Use - As outlined in the “Statement of Work,” the key to implementation of this plan is to ensure that legislative, regulatory and contractual actions occur which prevent the use of collected information for punitive or legal purposes.

• Provide guidance material outlining standards for the establishment of FOQA and ASAP programs. This material must include adequate guidance regarding the establishment and implementation of the program, an outline for the role of the regulatory agency and employee groups in the program, and minimum standards and components for the analytical tools and methods that could be used to identify safety trends. Also included should be a method and process to recommend and obtain approval for corrective actions.

5050



Outputs

• Provide guidance documentation outlining voluntary procedures and protocols for the sharing of trend information or corrective actions amongst the user community. Progress on this product is extremely dependent on the development and implementation of the protective provisions outlined earlier.

5151

SE-29 AP 3.05SE-29 AP 3.05

LOSS OF CONTROL LOSS OF CONTROL

Statement of Work

The purpose of this project is to ensure that essential safety information and operational procedures generated by airplane manufacturers are included in companies' operating manuals, training programs for pilots and other appropriate employee groups, in daily operations. Operators should also develop a means to improve the performance of those flight crew members that meet the minimum criteria, but have shown a limited proficiency.

Safety Enhancement 29: Aviation safety will be improved by ensuring carriers have a process to enhance pilot proficiency.

5252

SE-29 AP 3.05SE-29 AP 3.05

LOSS OF CONTROLLOSS OF CONTROL

Output

Operators, in collaboration with pilot associations, should ensure their training and qualification processes utilize information from programs such as FOQA, AQP, and ASAP to assist in assuring pilot proficiency.

Actions

1) All pilot associations and operators should review existing programs and collaborate to develop a mechanism to continuously improve pilot performance and proficiency.

5353

SE-29 AP 3.05SE-29 AP 3.05


2) Improved overall flight crew performance and proficiency should be paramount in program design.

3) The program should be a joint effort among pilot associations and operators, with safeguards designed to protect confidentiality of individuals and information.

4) The program shall be non-punitive, voluntary, and managed by the individual airlines.

5454

SE-29 AP 3.05SE-29 AP 3.05


Performance Goals for Safety Enhancements/Outputs

Safety Enhancement 29 Goal: Develop a more effective pilot qualification and proficiency program.

Output Goal: Develop a process to enhance pilot proficiency and competency.

5555

SE-29 AP 3.05SE-29 AP 3.05


Key Products

• Develop processes to disseminate essential safety information.

• Develop pilot enhancement system.

5656

SE-10 CFIT / AP 1.08; SE-29 AP 3.05SE-10 CFIT / AP 1.08; SE-29 AP 3.05INFORMATION TO STATES ON FLIGHT DATA INFORMATION TO STATES ON FLIGHT DATA

ANALYSIS PROGRAMME ANALYSIS PROGRAMME

Background, Reference, and Guidance Materials

• Advisory Bulletin No: CSEA 007 Information to States on Flight Data Analysis Programme (FDA), Issue date: 30 June 2004

• Advisory Circular No: CSEA 007 Guidance for Air Operators on the Establishment of a Flight Data Analysis Programme (FDA), Issue date: 30 June 2004

Tab 4Tab 4

SE- 1 CFIT / AP 1.01SE- 1 CFIT / AP 1.01

5858


TERRAIN AVOIDANCE WARNING SYSTEM TERRAIN AVOIDANCE WARNING SYSTEM (TAWS)(TAWS)

Statement of Work

Controlled flight into terrain (CFIT) - accidents, where a properly functioning aircraft under the control of a fully qualified and certificated crew is flown into terrain with no apparent awareness on the part of crew, could be substantially reduced or eliminated with the installation of TAWS equipment. Regulatory authorities must establish Rules/Regulations which mandate the installation of TAWS equipment in accordance with ICAO Standards and Air Operators must install TAWS equipment on their aircraft, as required by regulation, and establish procedures for its use.

5959

Outcomes

Substantially reduce or eliminate the CFIT accident rate by improving pilot situational awareness with respect to terrain avoidance by establishing appropriate procedures for the installation and use of TAWS. Procedures must include proper flight crew reaction in regard to TAWS aural and visual warnings.



6060

Outputs

• Rules/Regulations to require TAWS in accordance with ICAO Standards.

• A comprehensive system to support TAWS including installation, maintenance, training and use of TAWS equipment in commercial air transport operations.



6161




• ICAO Annex 6 Part I 6.15 Aeroplanes Required to be Equipped with Ground Proximity Warning Systems (GPWS)

• Advisory Bulletin No: CSEA 001 Information to States/ Administrative Regions on Terrain Awareness and Warning System (TAWS), Issue date: 15 November 2004

• Advisory Circular No: CSEA 001 Guidance for Operators on Training Programmes for The Use of Terrain Awareness and Warning System (TAWS), Issue date: 01 August 2005

• Advisory Circular No: CSEA 001-A Access to Information on Supplemental Type Certificates, Issue date: 10 November 2004

Tab 5Tab 5

SE-2 CFIT / AP 1.06SE-2 CFIT / AP 1.06SE-26 / AP 3.03SE-26 / AP 3.03SE-27 / AP 3.04SE-27 / AP 3.04SE-28 / AP 3.05SE-28 / AP 3.05

6363


STANDARD OPERATING PROCEDURES STANDARD OPERATING PROCEDURES (SOP)(SOP)

Statement of Work

All operators should have standard operating procedures (SOPs). These procedures should address all normal situations which flight crews will encounter. SOPs will address use of checklists, what each person’s responsibilities are, use of available equipment, and expected procedures to be used during preflight, taxi, take-off, climb, cruise, descent, approach, missed approach, landing, taxi and parking. Line crews should be consulted in the development of new procedures so as to increase acceptance and understanding of these procedures. Standard operating procedures for any new equipment will be developed and published, and training will be conducted before any new equipment is installed/used. Operators will train to proficiency in their SOPs and crews will use published company SOPs.

6464



Outcome

To improve aviation safety by:

• Ensuring that all operators establish flight crew Standard Operating Procedures (SOPs) that fit that operator’s particular operation;

• Ensuring that all operators train to their SOPs and require that SOPs be utilized in all normal operations.

6565



Outputs

In order to provide guidance to the operators in establishing SOPs for their particular airline, the following activities will need to occur:

• SOP template to be provided for use by all commercial air transport in generating SOPs for each particular airline.

• Operators will adopt SOPs and revise their training manuals and programs to incorporate the proposed SOP template items as appropriate for the technology of the equipment in the aircraft.

6666

SE-26 / AP 3.03SE-26 / AP 3.03

LOSS OF CONTROL: STANDARD LOSS OF CONTROL: STANDARD OPERATING PROCEDURES (SOPs)OPERATING PROCEDURES (SOPs)

Statement of Work

The purpose of this project is to ensure that all airline operators publish and enforce clear, concise, and accurate flight crew standard operating procedures (SOPs). These procedures should include expected procedures during pre/post flight and all phases of flight, i.e.: checklists, simulator training, PF/PNF duties, transfer of control, automation operation, rushed and/or unstabilized approaches, rejected landings and missed approaches, in-flight pilot icing reporting, and flight crew coordination. Operator instructors and check airman should ensure these SOPs are trained and enforced in their aircrew proficiency and standardization programs.

6767

SE-26 / AP 3.03SE-26 / AP 3.03


Safety Enhancement: The establishment, maintenance, and appropriate use of flight crew SOPs in accordance with AC (Standard Operating Procedures for Flight Deck Crewmembers) will improve aviation safety.

6868

SE-26 / AP 3.03SE-26 / AP 3.03


Output

1. COSCAP-SEA should conduct a review of AC 120-71 and incorporate relative information from the LOC JSAT interventions and operator SOPs.

2. Based on results of Output 1, SEARAST should consider a revision/appendix to COSCAP-SEA Advisory Circular CSEA 002.

6969

SE-26 / AP 3.03SE-26 / AP 3.03


Output

3. Based on results of Output 2, COSCAP-SEA should review and possibly revise guidance to principal operations inspectors (POIs) for incorporation of the revised AC information into the operator’s training programs and manuals.

4. Air operators should adopt the revised SOP information and revise their training programs and manuals to incorporate the proposed revisions.

7070

SE-26 / AP 3.03SE-26 / AP 3.03



Safety Enhancement Goal: To improve aviation safety through SOPs, each operator should establish, maintain, and use flight crew SOPs in accordance with AC.

• Output #1 Goal

SEARAST Members review air operators’ SOPs relative to Loss of Control JSAT intervention information and make recommendations for improvement.

• Output #2 Goal

Revise AC per recommendations from Output 1.

7171

SE-26 / AP 3.03SE-26 / AP 3.03


• Output #3 Goal

COSCAP-SA to provide guidance to supplement revisions in Output 2.

• Output #4 Goal

Operators adopt the revised LOC related SOP information.

7272

SE-26 / AP 3.03SE-26 / AP 3.03


Key Products

• Review operator SOPs and JSAT interventions

• Revise AC

• Provide guidance material

• Revise operator training programs and manuals

7373


STANDARD OPERATING PROCEDURES STANDARD OPERATING PROCEDURES (SOPs)(SOPs)


• Advisory Bulletin No: CSEA 002 Information to States/Administrative Regions on Standard Operating Procedures (SOPs), Issue date: 15 November 2004

• Draft Advisory Circular No: CSEA 002 Standard Operating Procedures for Flight Deck Crewmembers

7474

SE-27 / AP 3.04SE-27 / AP 3.04

LOSS OF CONTROL: RISK ASSESSMENT LOSS OF CONTROL: RISK ASSESSMENT AND MANAGEMENTAND MANAGEMENT

Statement of Work

The purpose of this project is to identify or develop and implement methods for operators, regulators, and manufacturers to prioritize safety-related decisions. The project will improve methods of risk assessment for operational issues related to service bulletins, aircraft accident/incident analysis, flight critical safety information, and recurring intermittent failures related to dispatch.

Safety Enhancement: Aviation safety will be improved through the use of risk assessment/management methods.

7575

SE-27 / AP 3.04SE-27 / AP 3.04


Output

1. Compile and assess guidance materials related to risk assessment and risk management tools to prioritize safety-related decisions for operational issues regarding service bulletins, aircraft accident/ incident analysis, flight critical safety information, and recurring intermittent failures related to dispatch.

2. Based on the assessment from Output 1, develop guidance materials for operators, regulators, and manufacturers on risk assessment and risk management tools to prioritize safety-related decisions for operational issues.

7676

SE-27 / AP 3.04SE-27 / AP 3.04


Output

3. Operator, regulator, and manufacturer Directors of Safety (DOS), or equivalents, should ensure all appropriate managers implement and use risk assessment tools to prioritize safety-related decisions developed in Output 2.

7777

SE-27 / AP 3.04SE-27 / AP 3.04



Safety Enhancement Goal: Develop and implement risk assessment and management methods to prioritize safety-related decisions.

• Output #1 Goal

Compile and assess guidance materials related to risk assessment and risk management tools to prioritize safety- related decisions for operational issues.

7878

SE-27 / AP 3.04SE-27 / AP 3.04



• Output #2 Goal

Develop guidance materials for operators, regulators, and manufacturers on risk assessment and risk management tools to prioritize safety-related decisions for operational issues.

• Output #3 Goal

Operator Directors of Safety, or equivalents, should ensure all appropriate managers implement and use the risk assessment tools to prioritize safety-related decisions developed in Output 2.

7979

SE-27 / AP 3.04SE-27 / AP 3.04


Key Products

• Collect, analyze, and assess existing risk management programs

• Develop risk management methods to prioritize safety-related decisions

• Operators implement the use of risk management methods

8080

SE-28 / AP 3.05SE-28 / AP 3.05

LOSS OF CONTROL: SAFETY LOSS OF CONTROL: SAFETY INFORMATIONINFORMATION

Statement of Work

The purpose of this project is to ensure that essential safety information and operational procedures generated by airplane manufacturers are included in companies' operating manuals, training programs for pilots and other appropriate employee groups, in daily operations. Operators should also develop a means to improve the performance of those flight crew members that meet the minimum criteria, but have shown a limited proficiency.

Safety Enhancement 28: Aviation safety will be advanced by improving flight crew and other operator employees’ performance through timely identification and dissemination of essential safety information and procedures.

8181

SE-28 / AP 3.05SE-28 / AP 3.05


Output

Reliable processes should be developed to ensure flight operations and maintenance personnel are made aware of and incorporate essential operating information in a timely manner.

Actions

1) Manufacturers should review their processes for distributing essential operating information and to identify its significance.

2) Operators should distribute essential operating information identified by the manufacturers to flight crews and maintenance staff in an appropriate and timely manner.

8282

SE-28 / AP 3.05SE-28 / AP 3.05


3) Directors of Safety, or equivalent, should ensure the establishment of a process to identify, review, analyze and include essential operating information in training programs and in manuals used by flight crews and maintenance staff.

4) Operators should revise the company flight manual(s) in a timely manner as essential operating information is amended or added.

8383

SE-28 / AP 3.05SE-28 / AP 3.05



Safety Enhancement Goal: Improve flight crew and other operator employee’s performance through timely dissemination of essential safety information and procedures.

• Output Goal

Develop processes to ensure safety-essential information is identified and distributed to operations and maintenance personnel in a timely manner.

8484

SE-27 / AP 3.04; SE-28/AP3.05SE-27 / AP 3.04; SE-28/AP3.05

LOSS OF CONTROL LOSS OF CONTROL


• Advisory Circular No: CSEA 004 Guidance for Air Operators in Establishing a Flight Safety Documents System, Issue date: 15 November 2004

Tab 6Tab 6

SE – 3 CFIT / AP 1.03SE – 3 CFIT / AP 1.03

8686


PRECISION-LIKE APPROACH PRECISION-LIKE APPROACH IMPLEMENTATIONIMPLEMENTATION

Statement of Work

1. Identify the means by which all flight crews can fly an appropriate stabilized vertical path to the runway end, for all instrument approach procedures, thereby reducing the possibility of a controlled flight into terrain accident. The Plan will direct or encourage the aviation community to:

• Identify criteria for the development of appropriate stabilized continuous descent approach procedures to the runway end for all instrument approaches and air carrier aircraft types,

• address any changes necessary to ensure adequate training and certification of flight crews,

8787



Statement of Work

• address any changes necessary for certification and authorization of aircraft and procedures,

• take advantage of existing aircraft capabilities to improve approach and landing safety to the maximum extent practical, and

• transition to use of new and evolving aircraft capabilities that can further improve approach and landing safety at the earliest practical time.

8888



Statement of Work

2. In the interest of safety, the industry should discontinue the use of step-down or “dive-and-drive” Non-Precision approach procedures as soon as, and wherever, possible. It should be made clear to all pilots and operators that the industry should, at the earliest possible date, develop procedures and train pilots to fly a stabilized continuous descent approach procedure. This would include procedures such as the constant-rate descent that can be flown by all types of aircraft and use of the modern vertical navigation capability (VNAV) by some existing and most new aircraft types.

8989



Statement of Work

3. Further safety and operational enhancements can be achieved through the appropriate use of features and functionality available now or in the near future on the commercial aircraft fleet. Existing airplanes used in commercial operations worldwide have varying operational capabilities and limitations. These various capabilities should be utilized and the limitations accounted for. Various strategies must be developed and employed to improve the overall safety of approach operations.

9090



Statement of Work

4. The operational capabilities of the worldwide fleet may be represented as a continuum but, for the purpose of this project, the airplanes have been categorized as “Classic,” “Standard,” and “Advanced.”

• Classic airplanes - airplanes typically equipped with electro-mechanical flight instruments, basic navigation capability (i.e., VOR, DME, ADF and possibly first-generation Inertial Navigation System (INS)).

• Standard airplanes - airplanes with multi-sensor RNAV Flight Management Systems (FMS), Electronic Flight Instruments and Electronic Map Displays (the majority of airplanes produced during the past fifteen years).

9191



Statement of Work

• Advanced airplanes - airplanes equipped similar to the Standard airplanes but with advanced navigation capabilities (e.g., GPS sensors and RNP) and possibly enhanced situation awareness systems such as Terrain Awareness Warning System (TAWS -- a.k.a. E-GPWS).

The underlying strategy is to use the capabilities that are already available in the airplane to the greatest extent while creating

operational benefits to encourage equipage with more capable functionality. All strategies need to be promulgated internationally if

the full safety benefits are to be realized.

9292



Outcome

Operators are able to fly stabilized approaches with better vertical situation awareness and improved vertical descent path tracking capability in the final instrument approach segment.

9393



Outputs

5. For the purpose of this initiative, instrument approaches and navigation capability can be broadly categorized in the following table. The table shows current or potential aircraft approach navigation capability for each of the Classic, Standard or Advanced aircraft types.

AIRCRAFT NAVIGATION CAPABILITY

Instrument Approach Type

Classic Standar

d

Advance

NPA* with Vertical Angles X X X

RNAV-3D X X

RNP-RNAV X

xLS (ILS, MLS, GLS) X X X

9494

SE-3 CFIT / AP 1.03SE-3 CFIT / AP 1.03PRECISION-LIKE APPROACH IMPLEMENTATIONPRECISION-LIKE APPROACH IMPLEMENTATION

Outputs

6. For example, all types of air carrier aircraft can potentially fly procedures such as current VOR or NDB approaches using some type of constant vertical descent rate (or angle) method, even though the particular method may or may not be the same for each aircraft class. All aircraft types are capable of flying a VOR approach with a published vertical angle, using open loop constant vertical speed. The Standard aircraft can fly the VOR approach and the RNAV-3D approaches using barometric vertical navigation (VNAV) based on a published vertical angle.

9595



Outputs

Only the advanced aircraft are capable of using the better RNAV method of flying an instrument approach using an accurate level of RNP combined with an associated specific VNAV defined path. All types of aircraft can currently fly the ILS and could also fly the equivalent best method GLS (e.g., xLS) procedures if a GPS capable Multi-mode receiver (MMR) is installed, and a Ground Based GNSS Augmentation System (GBAS) is available.

9696



Outputs

7. The outputs of this plan are described below based on the category of instrument approach as described in the table above. Addition- ally, a set of the outputs that apply across categories of approach is described under the General heading. These are specific outputs that may need to be integrated to form a cohesive set of products and a consistent time scale.

9797



General (applies to all categories of instrument flight procedures)

8. Develop criteria to support the inclusion of vertical angles on existing procedures.

9. Develop NOS Charting Specs to depict angles and TCH.

10. Update pilot and ATS information to explain the revised instrument procedures.

9898



General(applies to all categories of instrument flight procedures)

11. Develop a plan and initiate implementation for procedure production/revision to address criteria described above including:

• Determine which vertical angle (vertical paths) and visual guidance slope indicators (VGSI) do not coincide, and revise the VGSI or specified path so that they do coincide.

• Determine which instrument procedures do not accommodate a nominal 3-degree slope between FAF and Runway threshold + TCH. Move FAF altitude, adjust step-down constraints or fixes, or adjust descent angles, altitudes, or waypoint/ fix/navaid locations as necessary so that the procedures can best provide for a continuous descent at an appropriate angle (above 3 degrees).

9999




12. For every instrument approach, define an appropriate vertical angle and code it in the navigation database and depicted on the charts.

a) Ensure appropriate operational (i.e., pilot) input in the design of instrument procedures.

b) Conduct research necessary to determine human factors guidelines for design of instrument procedures.

c) Appropriately apply technology, including high-precision terrain/obstacle databases and high-speed automated procedure design tools, to produce instrument procedures in a more timely manner with less error.

100100




d) Make greater use of electronic means to transmit and distribute instrument procedures.

e) Implement instrument procedure development priorities that reflect the needs of the entire aviation community. Priorities should be set at a national level with input from general, business, military and commercial aviation.

101101




f) Instrument procedure program staffing and funding levels should accurately reflect the flight procedure workload, i.e., maintenance of current procedures, development/flight inspection of new three-dimensional RNAV procedures, and responding to special industry requests.

g) Deal effectively and proactively with private developers of instrument procedures.

102102




13. Develop a plan and initiate implementation for organizational processes to ensure that appropriate privately-developed “special” procedures are made available for public use (as public procedures or equivalent mechanism) in a timely manner.

14. Crew Procedures/Training: Develop crew procedures and training program to promote new instrument procedures in lieu of existing procedures. The training and crew procedures should address current issues (examples: notifying the pilot when the aircraft reverts out of VNAV Path, the integrity of navigation database).

103103




15. Crew certification/qualification and checking: Develop standards for FAA evaluation of compliance with new training and procedures.

16. Assess and refine the crew interface and interaction requirements for use of these instrument procedures. This should include con- sideration of flight instrumentation (e.g., PFD/ND, FMS/CDU), status (e.g., ANP or other data for monitoring when ANP, or equivalent, is not available), deviations (e.g., RNAV/LNAV/ VNAV), and alerting (e.g., system performance degradation, mode reversions, deviations, etc.). Based on these requirements, develop/update and implement operational and airworthiness criteria/guidance for design, training/qualification, and crew procedures.

104104



Non-Precision Approach with Vertical Angles(may apply to classic, standard or advanced airplanes)

17. Crew Procedures/Techniques: Develop crew procedures/ techniques to fly stabilized approach procedures that replace “dive and drive” procedures.

18. Establish a plan to ensure installation of DME at airports where significant numbers of classic air carrier aircraft are still expected to operate, or where particularly vulnerable procedures are located.

105105



RNAV 3-D Instrument Approach Procedures(applies to standard and advanced airplanes)

19. Develop a plan and initiate implementation for a minimum number of approach charts to runway end with multiple minima (suitable for xLS, RNP, LNAV/VNAV, and LNAV minima). As part of this plan implementation, conduct a research project to address issues of charting, content, etc.

20. Develop and initiate implementation of a plan to educate CAA inspectors, check pilots, and designated examiners on approved use of advanced instrument flight procedures.

106106



RNAV 3-D Instrument Approach Procedures(applies to standard and advanced airplanes)

21. To ensure that operators can get the most out of current equipage, develop and initiate implementation of a plan for operational approval of VNAV and RNAV as appropriate. Qualification for use of RNAV by Standard aircraft must be carefully considered and approval must consider whether the aircraft is suitably equipped and whether pilot information, display, and annunciation requirements are met.

107107



RNP-RNAV Instrument Approach Procedures(applies to advanced airplanes)

1. Develop plan and initiate implementation to develop and update RNP policy and criteria for operational and airworthiness approval, as needed, building on AC 120-29A.

2. Transition to RNAV/RNP procedure production.

108108



Background, Reference, and Guidance MaterialsBackground, Reference, and Guidance Materials

• Advisory Circular No: CSEA 008 Guidance for Operators for Conducting Constant Descent Final Approach for Non-Precision Approaches (CDFA), Issue date: 01 Aug 2005

Tab 7Tab 7

SE – 12 / AP 1.04SE – 12 / AP 1.04

110110

SE-12 /AP 1.04SE-12 /AP 1.04

CFIT – TRAINING – CFIT PREVENTIONCFIT – TRAINING – CFIT PREVENTION

Statement of Work

Controlled Flight Into Terrain (CFIT) - accidents are the leading cause of commercial aviation equipment loss and fatalities, worldwide. CFIT accidents could be substantially reduced if all air carriers developed CFIT prevention training and procedures to be added to their approved training curriculums stressing position awareness and escape maneuvers in the event of a terrain warning indication.

111111

SE-12 /AP 1.04SE-12 /AP 1.04


Outcomes/Benefits

Substantially reduce the CFIT accident rate by the addition of CFIT prevention training and procedures to all air carriers’ approved training curriculums, emphasizing pilot situational awareness and escape procedures for flight crews to use in the event of a terrain warning indication.

112112

SE-12 /AP 1.04SE-12 /AP 1.04


Outputs

• Conduct a review of all air carriers by their assigned Inspectors to ascertain which air carriers do not have substantive CFIT prevention training and procedures in their approved training programs.

Actions: Request inspectors to conduct a review of their assigned air carriers and identify those carriers that do not provide CFIT prevention training and procedures within their approved training programs.

113113

SE-12 /AP 1.04SE-12 /AP 1.04


Outputs

• A Bulletin strongly recommending substantive CFIT prevention training and procedures in all air carriers’ approved training programs with guidance to inspectors for minimum training program contents.

Actions: Bulletin issued by COSCAP-SEA, training programs revised by air carriers, and approval by the assigned inspector.

114114

SE-12 /AP 1.04SE-12 /AP 1.04


Outputs

• Issue a copy of the CFIT Education and Training Aid to each inspector whose air carrier does not incorporate CFIT prevention training and procedures in their approved training program.

Action: Inspectors will present the copy of the CFIT Education and Training Aid to their assigned

air carrier, requesting a revision to the carrier’s approved training program incorporating CFIT prevention training and procedures.

115115

SE-12 /AP 1.04SE-12 /AP 1.04


Outputs

• CFIT Education and Training Aid.

• All Air Carriers will incorporate the CFIT Education and Training Aid or similar training into their approved training programs.

Action: All Air Carriers submit revised training programs incorporating CFIT prevention training and procedures.

116116

SE-12 /AP 1.04SE-12 /AP 1.04


Performance Goals & Indicators for Outcomes/Outputs

• A substantial reduction of CFIT accidents involving air carriers

Indicator: Air carrier CFIT accident rate drops to zero.

• CFIT training aid provided to all air carriers not conducting CFIT training. The Training aid should be revised incorporating new technologies and making it more user-friendly.

Indicator: A review of training programs indicates all air

carriers conducting CFIT training.

117117

SE-12 /AP 1.04SE-12 /AP 1.04


Performance Goals & Indicators for Outcomes/Outputs

• Bulletin issued (CSEA 010, Issue date: 15 Nov 2004)

Indicator: Necessary training programs are revised and approved; all air carriers conducting CFIT training.

Tab 8Tab 8

SE – 30 / AP 3.06SE – 30 / AP 3.06SE – 31 / AP 3.01SE – 31 / AP 3.01

119119

SE-30 /AP 3.06SE-30 /AP 3.06

LOSS OF CONTROL: TRAINING HUMAN LOSS OF CONTROL: TRAINING HUMAN FACTORS AND AUTOMATIONFACTORS AND AUTOMATION

Statement of Work

In order to reduce loss of control accidents, air operator training departments need to incorporate training that emphasizes flight crewmembers’ situation awareness, crew coordination during multitasking, and the use of automation in conjunction with CRM. Flight crews should be trained to use the appropriate levels of automation. Emphasis should be placed on the knowledge of functional operation, capabilities and limitations of automation to ensure pilot control of the aircraft.

Safety Enhancement: To improve the overall performance of flight crews to recognize and prevent loss of control accidents, through effective use of automation and CRM.

120120

SE-30 /AP 3.06SE-30 /AP 3.06


Outputs

1. An evolutionary training aid that consolidates regulatory, academic, industry and pilot association literature that addresses the human factors issues surrounding the employment of automation within the context of CRM.

Actions

1) AC on CRM to be amended to reflect human factor issues.

2) A human factor training aid should be developed.

121121

SE-30 /AP 3.06SE-30 /AP 3.06


Outputs

2. All operators should incorporate applicable principles of the Training Aid into their training programs and standard operating procedures.

Actions

1) AC on CRM to be modified based on the training aid.

2) Bulletin to be issued to alert inspectors of the training aid and for them to encourage its use by operators.

3) Operators should review the training aid and include the applicable principles in their training programs and standard

operating procedures.

122122

SE-30 /AP 3.06SE-30 /AP 3.06


Performance Goals for Outcome/Outputs

• Eliminate the misuse of automation and ineffective CRM as a contributing factor in loss of control accidents.

• Development and distribution of the Training Aid to the Director of Safety of every air operator.

• All air carriers should have incorporated the principles of the Training Aid into approved training programs and standard operating procedures.

123123

SE-30 /AP 3.06SE-30 /AP 3.06


Key Products

• Training Aid team formed

• Training Aid published and distributed

• AC amended to reflect Training Aid material

• Bulletin to inspectors

• DOS to monitor the Training Aid implementation

124124

SE-31 /AP 3.01SE-31 /AP 3.01

LOSS OF CONTROL : ADVANCE LOSS OF CONTROL : ADVANCE MANEUVERS TRAININGMANEUVERS TRAINING

Statement of Work

Advanced Maneuvers Training (AMT) refers to training to prevent and recover from hazardous flight conditions outside of the normal flight envelope, such as in-flight upsets, stalls, ground proximity and wind shear escape maneuvers, and inappropriate energy state management conditions.

125125

SE-31 /AP 3.01SE-31 /AP 3.01

LOSS OF CONTROL: ADVANCE LOSS OF CONTROL: ADVANCE MANEUVERS TRAININGMANEUVERS TRAINING

Statement of Work

The purpose of this project is to collect and provide advanced maneuver training material and to encourage air operators to use these materials to implement advanced maneuver ground training and flight training using appropriate flight training equipment. Emphasis should be given to stall-onset recognition and recovery, unusual attitudes, upset recoveries, effects of icing, energy awareness and management, and causal factors that can lead to loss of control.

Safety Enhancement: Pilots will be better trained to avoid and recover from excursions from normal flight and loss of control.

126126

SE-31 /AP 3.01SE-31 /AP 3.01


Output

1. A survey of existing training material from regulators, industry, operators, academia and other resources and a set of advanced maneuvers training material produced by a joint industry working group.

Actions

1) The Airplane Upset Recovery Training Aid to be procured.

2) The Airplane Upset Recovery Training Aid to be distributed to all CAAs and to all applicable air operators.

3) A strategy be developed to maintain AMT training materials.

127127

SE-31 /AP 3.01SE-31 /AP 3.01


Output

2. AMT ground training provided by all operators.

Actions

1) Issue a Bulletin to announce and recommend the use of the AMT training materials.

2) Operators should implement ATM ground training.

3) Rules/Regulations to be amended to require AMT ground training and to promote AMT flight training in suitable flight simulation devices.

128128

SE-31 /AP 3.01SE-31 /AP 3.01


Output

3. AMT flight training provided by all operators. The expectation is that this training will be accomplished via ground and simulator instruction within the certified flight envelope, with emphasis on recognition, prevention and recovery techniques.

Actions

1) Promote a high level of commitment to AMT by operator flight operations and training departments.

129129

SE-31 /AP 3.01SE-31 /AP 3.01


Output

2) The Loss of Control JSAT identified that a number of accidents involved the crew not recognizing or preventing entry into an unusual attitude and, when upsets occurred, were unable to effect recovery. Operators should implement AMT flight training emphasizing energy state management and early recognition and recovery from flight outside the certified aircraft-operating envelope within the limitations of the training device being utilized. The expectation is that this training will be accomplished via ground and simulator instruction within the certified flight envelope, with emphasis on recognition, prevention and

130130

SE-31 /AP 3.01SE-31 /AP 3.01


Output Output (continued)(continued)

recovery techniques. Operation outside of the normal flight envelope must be discouraged to avoid negative training. Advanced Maneuvers Training (AMT) refers to training to prevent and recover from hazardous flight conditions outside of the certified flight envelope, such as in-flight upsets, stalls, ground proximity and wind shear escape maneuvers, and inappropriate energy state management conditions.

131131

SE-31 /AP 3.01SE-31 /AP 3.01


Performance Goal for Outcomes/Outputs

• Reduce occurrence of LOC accidents.

• Make available AMT material for use in air operator approved training programs.

• All air operators incorporate AMT in their approved training programs

132132

SE-31 /AP 3.01SE-31 /AP 3.01


Key Products

• Distribute currently available Airplane Upset Recovery Training Aid.

• Publish Bulletin.

• Track adoption of AMT.