Global Reporting Format Europe Meetings Seminars and... · 2019-12-12 · IFALPA Captain Peter Michael Rix, MBA ICAO GRF Workshop Frankfurt Π Update of manuals and a leaflet is NOT

IFALPA

CaptainPeter Michael Rix, MBA

ICAO GRF WorkshopFrankfurt

Global ReportingFormatEurope

Implementation and Pilot Training

IFALPA



Overview

Introduction – WhyGRF?

Training

Dissemination –Timely andReliable

Case Study

Conclusion

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Introduction -Why GRF?RunwayExcursions

Issues GRF for Pilots

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Introduction - Why GRF? /Runway ExcursionsΠ Aviation’s number one safety risk

category;

Π Caused usually by more than onefactor;Π Unrealistic or Erroneous Perf.

CalculationsΠ Unstable approach – Hot &

High!Π Long flare or floatingΠ Inadequate use of reverse

thrust and spoilersΠ Tailwind

Π Among the top contributing factors arepoor braking action due tocontaminated runways combined withshortfalls in the accuracy andtimeliness of assessment and reportingof the runway surface conditions.

IFALPA



Π Imprecise aircraft performance data;

Π Huge NOTAM files that make ithard to find important information aboutrunway condition;

Π Increasing information flow & workload:Pre-flight; In Flight.

Introduction - Why GRF? /Issues

IFALPA



Benefits of GRF for pilots - the end users –unambiguous and standardized information

RCR EFHK 03260455

04R 5/5/3 100/100/100 02/03/05WET/ SLUSH/WET SNOW OVERCOMPACTED SNOW

LOOSE SAND. TWY Z POOR. APRONPOOR

Introduction - Why GRF? /GRF for Pilots

IFALPA



TrainingPilotTraining

GeneralObjectives

DecisionMaking

Basics

CompanyPolicies

Takeoff Landing AIREPs

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They need training.

Π They do not read the regulations

Π “Regulations are for the authorities andoperators”

Π They don’t have AIPs

Π They do read the operators OPSmanuals;

Π Company OPS manual FOM / OM-AΠ The aeroplane AFM / FCOM / OM-BΠ Charts / OM-C

Training/Pilot Training

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Π Update of manuals and a leaflet is NOTenough!

Π Flight Crews needΠ Background InformationΠ Possibility to ask questionsΠ Practice

Π ICAO doc 10064 APM

Π ICAO Circular 355 Appendix HΠ Example of a content of flight crew training

syllabus

Π IATA CBT

Π Content processing within an airline takestime!

Training/Pilot Training

IFALPA



Π Pilots should understand that theactual safety margins get smallerwhen conditions get worse.

Π They should understand that RCAM,RWYCC and braking action areadaptive tools in decision making

A calculated 1m margin in landingdistance does not necessarily mean thatthe landing will be safe.

However, it should make the pilot to usehis best judgement taking differentvariables into account and cross-checkbetween sources when makingdecisions.

Training/General Objectives

IFALPA



Π Crews should be trained to take pre-determined decisions fordeteriorating conditions. These“canned decisions” improvesituational awareness, help in latestage decision making and improveworkload management

Π Examples: Lowest accceptableRWYCC , max wind speed fromcertain direction

Training/Decision Making

IFALPA



Π Contaminants;

Π Those that cause increased dragthus affecting acceleration

Π Those that cause reduced brakingaction affecting deceleration

Π “Slippery when wet”Π What it means for performanceΠ How to interpret

Training/Basics

IFALPA



Π Dispatch and in-flight conditions

Π Use of reduced thrust for takeoff

Π Use of RWY thirds in calculations

Π Distance At time of Landingcalculations

Π Usage of AIREPs

Π OPS if cleared runway width is lessthan publishedΠ Max allowed X-wind

Π Use of autoland

Π Variable winds and gusts

Π OPS on icy RWY

Training/Basics

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Π Aeroplane control in takeoff andlanding

Π Lateral controlΠ Longitudinal control

Π V1 correction in correlation withminimum control speed on ground

Π Why use the type and depth of thecontaminant instead of RunwayCondition Code

Training/Takeoff

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Π Pilot procedures

Π Flying techniquesΠ Landing on performance

limited RWYΠ How to regain control if

having problems withdirectional control (aeroplanewindcocking)

Training/Landing

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Π Understand the difference betweenfriction limited braking and differentmodes of autobrakes

Π PoliciesΠ When to give one (only when

contaminated!)Π What “LESS THAN POOR”

means for aerodromeoperations

Training/AIREPs

Π GOOD

Π GOOD TO MEDIUM

Π MEDIUM

Π MEDIUM TO POOR

Π POOR

Π LESS THAN POOR

Aeroplane as friction measuring and/orreporting system should be the future

IFALPA



You just saw a lot of slides aboutcontents that pilots need to be aware of.

Give your pilots the chance to beknowledgeable and to operate safely inthe new environment.

Training

Airlines: Make sure your trainingmaterials suit your pilots’ needs andyour instructors are ahead of theirgame. –use IATA’S CBT and the newICAO 355 and APM and build on it!

Regulators: Ensure that trainingincludes at least classroom or simulatortraining.

Regulators: Airlines will NOT trainwhen not mandated. Do you feelcomfortable when all pilots get is anOM-C update and an IATA (or custommade) CBT? No possibility to askquestions.

Training is vitalin this transition.

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Dissemination– Timely andReliableInformationDissemination

How to Receive aSNOWTAM-RCR

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Π The RCR is of utmost importancefor the pilot

Π It must be ensured that accurateinformation is made available in atimely manner.

Π High standards for RCR/RWYCCdissemination should apply for allAIS-stakeholders (Aerodromepersonnel, ATS, Flight Service,AIM, service providers etc).

Π An RCR that does not reachthe cockpit is

Dissemination/Information Dissemination

USELESS!

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Π US TALPA ARC is showing the way.FAA uses FICON (=SNOWTAM-RCR), disseminated through thefollowing:

Π D-ATIS, Voice ATIS, Flight ServiceStations FSS, Airlines‘ proactive flightsupport. FICON is „pushing a squarepeg through a round hole“. They alsohave AFIS in Alaska, a dedicatedfrequency that gives FICONs

GRF Symposium

Dissemination/How to Receive a SNOWTAM-RCR

Be aware: As of today, NOTAMs cannot be disseminated to cockpits. Selectairlines have an application that mayallow this.!

In Europe: D-ATIS, where available.Voice ATIS. No other means.

How does your country ensure that an a/cflying to your airport that has published aSNOWTAM-RCR reaches the pilot?

Is your country‘s FIS equipped to deliverSNOWTAM-RCR? Does it have the informationfor neighbouring countries? Does it havecapacity?

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Π Do your airlines have proactive flightsupport?

Π MOTNE is to be removed. Often, it isthe only source for RWY condition.Needs to be replaced by abreviatedSNOWTAM-RCR

Π It must be ensured that ACARSservice providers, such as ARINCand SITA, are involved in ensuringdissemination. This is an AIS/AIMissue. Are your services up the task?

Π What about aircraft without ACARS?There are at least 400 737s inEurope without it.

Dissemination/How to Receive a SNOWTAM-RCR

IFALPA



Case Study

IFALPA



Π Harp Air 123 from EFHK to EHEH,alternate LFQQ

Π Aircraft not ACARS equippedΠ No D-ATIS at destination or alternate

RCR EHEH 0326045503 5/5/3 100/100/100 02/03/05WET/ SLUSH/WET SNOW OVERCOMPACTED SNOW

RCR LFQQ 0326045508 2/2/1 100/100/100 04/04/05SLUSH/ SLUSH/ICE

Case Study

IFALPA



Cold front over the Channel withsnowfall: 5-5-3 Runway 21 in EHEHwhich RWYCC does your pilot apply?LFQQ Lille RWYCC: 1-2-2, Rwy 26 inuse. How does the pilot know about therunway condition in LFQQ when hestarts his approach into EHEH? Wouldhe change his alternate if he knew theconditions in LFQQ? Which wind couldhe accept in LFQQ?

Case Study

IFALPA



Π Regulators: Is this example far-fetched?

Π ATIS dissemination via VHF only: Is itan acceptable risk NOT to know theRCR of your alternate airport if it islocated behind your destination?

Π Airlines: Would your pilot have hadthe tools to make the right decision?

Π Is it enough for the pilot to start hisbefore landing calculation when ableto receive ATIS? Where do I get theSNOWTAM-RCR for my alternate?ICAO: 1-2-2 means 2-2-1 on RWY26! Which performance calculationdo you apply?Lowest? Middle?Touch-down zone?

Case Study

IFALPA



Π Replace MOTNE with SNOWTAM-RCR on Volmet and METARtransmissions?

Π AFIS according to the Alaskanmodel? (Automated FlightInformation Service)

Π RCRs available in SITA and ARINCdatabase`s?

Π Other ideas?

Π Accept risk?

Case study/Possible Solution

IFALPA



Conclusion

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RCR mustcorrectlyreflect runwaystate - Airports' job,procedures welldrafted

Conclusion

SNOWTAM-RCRmust reach pilotin time

PIlot must know what to dowith it and apply the correctprocedures

Are you sure 2 and 3 are provided for inyour country/organisation?

1 2 3

IFALPA



The Mission of IFALPA is to promotethe highest level of aviation safety

worldwide and to be the globaladvocate of the piloting profession;

providing representation, services andsupport to both our members and the

aviation industry.

Thank You !

Documents

Global Reporting Format Europe Meetings Seminars and... · 2019-12-12 · IFALPA Captain Peter Michael Rix, MBA ICAO GRF Workshop Frankfurt Π Update of manuals and a leaflet is NOT