NTSB/SS-01/10 Introduction Glass Cockpit Avionics into Light Aircraft Overview of Recommendations by GAMA

Transcription

1 NTSB/SS-01/10 Introduction Glass Cockpit Avionics into Light Aircraft Overview of Recommendations by GAMA Jens C. Hennig Vice President of Operations

2 Current Avionics Suites Avidyne Entegra Garmin G1000 L-3 Smart Deck Aspen Avionics Honeywell Apex Garmin G600

3 Glass versus Traditional Deliveries

4 GAMA Interactions with NTSB NTSB Highlights Glass Cockpits (TAA) as High Interest Accident Types in Workshop Presentation in September 2006 in Wichita GAMA Contact by NTSB Summer 2007 for Information about Glass Cockpit Equipped Fleet and Provides Technical Information July 10, 2007 GAMA Invited to Review Technical Portion of Draft Study and Provides Feedback December 10, 2009

5 Timeline of Glass Cockpit Introduction in Part 23 Piston General Aviation 1990s: AGATE / SATS Research and Development 1999: GAJSC CFIT JSAT/JSIT: Promote Development of Low-Cost Displays; Develop Part 23 SVS to Reduce Risk of Low Visibility Flying; 2000: GAJSC WX JSAT/JSIT: Develop WX Data Link for GA; Promote Benefits Driven Deployment of FIS; 2000: Recommended Practices and Guidelines for Part 23 Cockpit/Flight Deck Design 2002: FAA Establishes FAA-Industry Training Standards (FITS) Program 2003: General Aviation Technically Advanced Aircraft: FAA Industry Safety Study 2003: CGAR FITS Research Launched 2003: Manufacturers Announce Glass July: Cirrus Design Introduce PFD / MFD Avidyne All Glass Fleet (Previously MFD Only) September: Diamond DA-40 w/ Garmin G1000 October: Cessna 182 / 206 w/ Garmin G : GAJSC FITS / TAA Working Group 2004: Recommended Practices and Guidelines for an Integrated Cockpit/Flight Deck in a 14 CFR Part 23 Certificated Airplane 2005: GAMA Requests Update of FAA Training Handbooks GAJSC Personal Aircraft Working Group 2006: AOPA ASF TAA Safety Study 2007: FAA Instrument Flying Handbook 2008: FAA Aviation Instructors Handbook 2009: FAA Advanced Avionics Handbook 2010: NTSB Publishes Safety Study Introduction of Glass Cockpit Avionics into Lights Aircraft

6 Review of NTSB Recommendations NTSB Makes Six Recommendations to the FAA Related to Pilot Training

7 NTSB Recommendations NTSB Recommendation: Incorporate training elements regarding electronic primary flight displays into your training materials and aeronautical knowledge requirements for all pilots. (A-10-38) NTSB Recommendation: Revise airman knowledge tests to include questions regarding electronic flight and navigation displays, including normal operations, limitations, and the interpretation of malfunctions and aircraft attitudes. (A-10-36)

8 GAMA Letter in 2005 Incorporate Glass Research into FAA Training Handbooks Part 61 Handbooks Practical Test Standards Knowledge Tests

9 GAMA Letter in 2005

10 FAA / Industry Past Activities Part 61: Handbooks Practical Test Standards Knowledge Tests 2005: GAJSC Develops Recommendations to Update FAA Instrument Flying Handbook (IFH), Knowledge Test, and PTS for Glass Cockpits 2007: Instrument Flying Handbook (FAA-H A) Published Parallel Chapters: I. Analog and II. Electronic

11 IFH Chapter 3 - Instruments Primary Function Display (PFD), Multifunction Display (MFD) Altitude and Heading Reference System (AHRS) Air Data Computer (ADC) Flight Director Systems (FDS) Integrated Flight Control Systems / Auto Pilots

12 IFH Content Chapter 4 - II Topics - Fundamental Skills of Attitude Instrument Flying - Scanning Techniques - Common Errors

13 IFH Content Chapter 5 - II Maneuvers Straight and Level Flight Straight Climbs and Descents Climbs Instrument Takeoff Failures: AHRS

14 IFH Chapter 11 Emergency Procedures Analog Instrument Failure Pneumatic System Failure Pitot or Static System Failure GPS Nearest Function SA Tools (MFD) Traffic Information

15 KT and PTS Changes December 2005 FAA Updates Knowledge Test and PTS Published Sequentially after Handbook Knowledge Test (KT) Retain Legacy Equipment and Add TAA Add Questions about PFD / MFD Add Questions about Equipment Failures Add Questions about TIS-B / ADS-B Practical Test Standards (PTS) Add Procedures for Loss of PFD Introduce Automation Management as Performance Use of Automation / Flight Management System Properly Concept: When should you use the autopilot?

16 Current FAA Instrument PTS Identifies Use of EFIS Loss of Primary Instruments ADM Focus Single Pilot Resource Management Task Management Automation Management

17 FAA Instrument PTS Identifies Use of EFIS Loss of Primary Instruments ADM Focus Single Pilot Resource Management Task Management Automation Management

18 Current FAA Instrument PTS Identifies Use of EFIS Loss of Primary Instruments ADM Focus Single Pilot Resource Management Task Management Automation Management

19 FAA Handbooks Published Since 2007 Aviation Instructors Handbook (FAA-H A) Pilot Handbook of Aviation Knowledge (FAA-H A) Advanced Avionics Handbook (FAA-H )

20 NTSB Recommendations NTSB Recommendation: Require all manufacturers of certified electronic primary flight displays to include information in their approved aircraft flight manual and pilot s operating handbook supplements regarding abnormal equipment operation or malfunction due to subsystem and input malfunctions, including but not limited to pitot and/or static system blockages, magnetic sensor malfunctions, and attitude-heading reference system alignment failures. (A-10-37) 14 CFR (j) Operating Procedures: Requires manufacturers to provide information in the Pilot s Operating Handbook about the safe operation of airplane systems and in the event of equipment malfunction how to manage system failures and how to handle equipment operations

21 NTSB Recommendations NTSB Recommendation: Incorporate training elements regarding electronic primary flight displays into your [FAA] initial and recurrent flight proficiency requirements for pilots of 14 Code of Regulations Part 23 certified aircraft equipped with those systems that address variations in equipment design and operations of such displays. (A-10-39) Initial Training: Part 61 Performance Based for Instrument Rating Example: 61.65(c)(4) Flight by Reference to Instruments 61.65(c)(5) Navigation Systems 61.65(c)(7) Emergency Operations Criteria Established in Handbooks and Driven by Content of PTS and Knowledge Tests FAA and Industry Reviewed (e.g. high performance sign off) and determined impractical and unsuitable for glass cockpit avionics Recurrent Training: Flight Review Generic Requirements: One Hour Ground, One Hour Flight

22 Initial Training Program Established by Manufacturers Cessna Aircraft Company Cessna Pilot Training, Independence, KS Cessna Pilot Centers (CPC) Cessna FITS Accepted Instructor (CFAI) Cirrus Aircraft Cirrus Training Centers Cirrus Standardized Instructor Pilot Piper Aircraft Customer Training through SimCom Diamond Aircraft, Hawker Beechcraft, and Mooney Similar Courses in Place Second Owner and Rental Fleet Concerns GAMA Publication 5 Update

23 NTSB Recommendations NTSB Recommendation: Develop and publish guidance for the use of equipment-specific electronic avionics display simulators and procedural trainers that do not meet the definition of flight simulation training devices prescribed in 14 Code of Federal Regulations Part 60 to support equipment-specific pilot training requirements. (A-10-40) Manufacturers Currently Provide Tools for Avionics Part Trainers Online: Avidyne On-line Entegra Freeplay Simulator: Garmin Integrated Avionics DVD Pilot Training Video ($45.00) G1000 PC Trainer for Cirrus Perspective, Ver 10.0 ($24.95) The FAA-Industry Training Standards (FITS) program was established as a framework for manufacturers to provide equipment-specific training. Guidance material was developed in 2003 through 2006 and employed by a number of manufacturers in their equipment specific training programs for glass cockpits. A primary focus of the training is on equipment specific scenario based training and improved pilot decision making. (List of Accepted Curricula including G1000, Cessna SEP, Mooney, Cirrus Design)

24 NTSB Recommendations NTSB Recommendation: Inform aircraft and avionics maintenance technicians about the critical role of voluntary service difficulty reporting system reports involving malfunctions or defects associated with electronic primary flight, navigation, and control systems in 14 Code of Federal Regulations Part 23 certified aircraft used in general aviation operations. (A-10-41) GAMA participated in the FAA s Part 23 Certification Process Study supporting recommendations related to expanding the voluntary reporting of Malfunction or Defect reports as well as improving the FAA s analysis of reports received through the Service Difficulty Reporting (SDR) system as cited by the NTSB in the study. These recommendations were made independent of the introduction of glass cockpit avionics in consideration of the overall safety benefits of enhanced voluntary data reporting. General aviation manufacturers have long supported enhanced use of the SDR system including a call in 2000 at the NTSB GA Accident Investigation and Prevention Symposium for the SDR system to be used more fully by general aviation.

25 What did the NTSB recommendations not consider?

26 What about the use of aircraft?

27 What about the use of aircraft?

28 What about the use of aircraft?

29 What about the use of aircraft?

30 What Else Is Needed? Previous training philosophies assumed that newly certified pilots generally remain in the local area until their aviation skills are refined. This is no longer true with the advent of Technically Advanced Aircraft (TAA). Offering superior avionics and performance capabilities, these aircraft travel faster and further than their predecessors. As a result, a growing number of entry-level pilots are suddenly capable of long distance/high speed travel and its inherent challenges. Flights of this nature routinely span diverse weather systems and topography requiring advanced flight planning and operational skills. --- Managing Risk through Scenario Based Training, Single Pilot Resource Management, and Learner Centered Grading, September 2007, Michelle Summers MS, Frank Ayers MS, Thomas Connolly Ed.D., and Charles Robertson Ph.D. [FAA Leads on FITS Program Research]

31 What Else Is Needed? Single Pilot Resource Management (SRM) is defined as the art and science of managing all the resources (both on-board the aircraft and from outside sources) available to a single-pilot (prior and during flight) to ensure that the successful outcome of the flight is never in doubt. [ ] SRM includes the concepts of Aeronautical Decision Making (ADM), Risk Management (RM), Task Management (TM), Automation Management (AM), Controlled Flight Into Terrain (CFIT) Awareness, and Situational Awareness (SA). SRM training helps the pilot maintain situational awareness by managing the automation and associated aircraft control and navigation tasks. This enables the pilot to accurately assess and manage risk and make accurate and timely decisions. This is what SRM is all about, helping pilots learn how to gather information, analyze it, and make decisions. Although [the FITS] program was initially designed to address the safety issues of Technically Advanced Aircraft (TAA), training in these tenets apply to all pilots and all aircraft.

32 What Else Is Needed? Single Pilot Resource Management (SRM) is defined as the art and science of managing all the resources (both on-board the aircraft and from outside sources) available to a single-pilot (prior and during flight) to ensure that the successful outcome of the flight is never in doubt. [ ] SRM includes the concepts of Aeronautical Decision Making (ADM), Risk Management (RM), Task Management (TM), Automation Management (AM), Controlled Flight Into Terrain (CFIT) Awareness, and Situational Awareness (SA). SRM training helps the pilot maintain situational awareness by managing the automation and associated aircraft control and navigation tasks. This enables the pilot to accurately assess and manage risk and make accurate and timely decisions. This is what SRM is all about, helping pilots learn how to gather information, analyze it, and make decisions. Although [the FITS] program was initially designed to address the safety issues of Technically Advanced Aircraft (TAA), training in these tenets apply to all pilots and all aircraft.

33 What Else Is Needed? Single Pilot Resource Management (SRM) is defined as the art and science of managing all the resources (both on-board the aircraft and from outside sources) available to a single-pilot (prior and during flight) to ensure that the successful outcome of the flight is never in doubt. [ ] SRM includes the concepts of Aeronautical Decision Making (ADM), Risk Management (RM), Task Management (TM), Automation Management (AM), Controlled Flight Into Terrain (CFIT) Awareness, and Situational Awareness (SA). SRM training helps the pilot maintain situational awareness by managing the automation and associated aircraft control and navigation tasks. This enables the pilot to accurately assess and manage risk and make accurate and timely decisions. This is what SRM is all about, helping pilots learn how to gather information, analyze it, and make decisions. Although [the FITS] program was initially designed to address the safety issues of Technically Advanced Aircraft (TAA), training in these tenets apply to all pilots and all aircraft.

34 What Else Is Needed? FAA, NASA, Industry Focus Shifted from Teaching Avionics (Rote) to Aeronautical Decision Making in Source: GAJSC WX and ADM JSAT, FITS, NASA Research Results: PTS Content (Aeronautical Decision Making, Risk Management, Single Pilot Resource Management) Risk Management Institutionalized Risk Management Handbook Obstacles Pilot Culture and Acceptance of Risk Management Philosophies Instructor Culture Easier to teach knobs and equipment Higher Order Thinking Skills ( Soft Skills )

35 What Else Is Needed? FAA, NASA, Industry Focus Shifted from Teaching Avionics (Rote) to Aeronautical Decision Making in Source: GAJSC WX and ADM JSAT, FITS, NASA Research Results: PTS Content (Aeronautical Decision Making, Risk Management, Single Pilot Resource Management) Risk Management Institutionalized Risk Management Handbook Obstacles Pilot Culture and Acceptance of Risk Management Philosophies Instructor Culture Easier to teach knobs and equipment Higher Order Thinking Skills ( Soft Skills )

36 GAMA Summary What specific changes can be made to FAA training material beyond what s been done? Should our focus be: Technology training, or Better single pilot resource management, risk management and consideration of environmental factors? NTSB identifies GA glass airplanes used for transportation How do we drive home risk management concepts? Members requesting source data: Where was equipment cited in probable cause and where were environmental factors (e.g. weather, wind, terrain) identified by NTSB as cause and factors? What are the human factors and environmental implications? Did the accident pilots have glass cockpit training and time in aircraft?

37 GAMA Factsheet: Glass Cockpit Avionics Fact Sheet: Glass Cockpit Avionics Available on GAMA website Future revisions based on new data, information Distributed to targeted trade press

38 Information Sources

39 Information Sources FAA Handbooks FITS Documents NTSB Study Excerpts Manufacturer Pictures Aspen Avionics Avidyne Garmin International Honeywell L-3 Communications For Additional Questions Contact: Jens Hennig, Vice President of Operations Phone (202) or via

40 FITS Partners