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Low level-flying
- 1. Transport Canada Transports Canada Quebec Region Région du Québec Civil Aviation Aviation civile Low Level Flying Brigitte Ouellet System Safety
- 2. Content Recency training requirements Altitudes and minimum distances Birdstrikes Illusions and disorientation VFR flights in adverse weather conditions
- 3. Recency Requirements safety seminar given by Transport Canada Aviation questionnaire published in Aviation Safety Newsletter obtaining a rating, a permit or a license
- 5. Where Am I ? Over a Built-Up Area 2 000' or less 500' or less
- 6. 500’ 2 000’ 1 000' What to do ?
- 8. Did you know... Only known objects extending 300 feet or more will be depicted on VFR chart. Alert TC if there are such objects not depicted on VFR chart. Make sure you will not enter an MF or ATF Zone.
- 9. Birdstrikes E = MV2
- 10. E=MV 2 E= M V 2
- 11. To minimize the risks NOTAM et ATIS Strobe lights and landing lights Windshield heating Avoid low level flying Report bird activity and birdstrikes 1-888-282-2473 or http://www.tc.gc.ca/aviation/wildlife.htm
- 12. Illusions and disorientation Vestibular apparatus and loss of visual references
- 13. Runway length and width
- 14. Runway and terrain on a slope Illusion Result Too low approach too high Perceived height Actual height above above the runway the runway Down slope
- 15. Runway and terrain on a slope Illusion Result Too high approach too low Perceived height Actual height above above the runway the runway Up slope
- 16. What else ? Black Hole “effect” When : At night Illusion : Too high Result : Approach too low
- 17. How to fight illusions Planning and pre-landing checks Verify runway length, width and slope Know the field elevation Do not “cut corners” on the approach Prop pitch and power settings
- 18. Disorientation Contributory Factors – Stress – Health condition – Alcoholic drink – Drugs – Sky obscured by fog or clouds
- 19. Vestibular Apparatus Anterior Canal Lateral Canal Posterior Canal Opposite turn illusion Coriolis illusion
- 20. Semi-circular canals Cupula Endolymph Filaments of fluid hair cells
- 21. What happens ? No turns
- 22. What happens ? Accelerating turn Liquid
- 23. What happens ? Prolonged constant turn
- 24. What happens ? Decelerating turn Liquid
- 25. Opposite Turning Illusion When will it happen ? – Coming out of a turn or a spin – Loss of visual reference points – Brain is sending/receiving erroneous information
- 26. Coriolis Illusion When will it happen ? – Coming out of a turn or a spin – Loss of visual reference points – When leaning or raising your head – Brain is sending/receiving erroneous messages
- 27. To reduce the risks Fly healthy Learn to recognize the situations leading to disorientation Recognize when you are a victim of disorientation Learn to control disorientation Trust your flight instruments
- 28. VFR flight in adverse weather conditions
- 29. TSB Recommendation The Department of Transport evaluate the adequacy of the margin of safety afforded by current VFR and SVFR regulations. TSB A96-10
- 30. CFIT What is Controlled Flight into Terrain? When the aircraft collide with an obstacle before the pilot can react and avoid it.
- 31. Safety of VFR Flight Human factors assessment related to flying Aircraft performance obstacle avoidance manoeuvres Understanding the process leading to CFIT – identify unsafe act(s) and conditions – determine error type (slip, lapse, mistake)
- 32. VFR flight into IMC 49 accidents (largest group) Inexperienced pilots Weather worst than forecast Happened while a/c was turning around Failed to delay or land
- 33. Violations 22 accidents - 36 lives knowingly flew into below minima weather for most of the pilots, was common practice
- 34. Analysis Almost no one crashed « legally » Relatively few « willful violations » Perceptual issue : What does 2 miles look like ? Decision difficulty - selection of action Use available resources
- 35. Human Performance Navigation get lost Control of the aircraft Loss of control Obstacle avoidance CFIT
- 36. Navigation How does it work – mental model map or knowledge Decrease in visibility !!!.... – do not recognize landmark LOST – misidentify landmark do NOT KNOW that we are LOST
- 37. Control of the aircraft How does it work ? – attitude, altitude and heading horizon or landmarks Decrease in visibility !!!.... – disorientation At night
- 38. To Prevent CFIT Detect the obstacle identify hazard Select and implement evasive action TIME (critical element) – identify the obstacle as a hazard – select the appropriate action – make control inputs – aircraft response time
- 39. Decrease in visibility !!!... – decrease in capability to evaluate distance – need more time for decision making
- 40. Countermeasures Acquire bad weather flying techniques Learn to turn back / alternate plans Overcome normal human decision making tendencies « traps » Better weather interpretation and weather related decision making skills Make PIREPS Use available liveware
- 41. Aircraft Performances How much airspeed will you lose if you slam your aircraft into a 45o bank turn ? How much space will you need to do a 180o turn ? How much more space will you need with a 20 knot wind behind you half way round the turn ? If you have to pull up quickly straight ahead, what airspeed will you have after 300 feet of climb ?
- 42. Put the odds on your side Have a current VFR map of the area you plan to fly over. N D Do not rely only on your GPS. L A Beware of power lines. Get a complete weather briefing prior to the flight.
- 43. Sherbrooke (20nm N) 1100Z SCT007 OVC012 6SM -DZFG St-Hubert 1200Z VFR Portland 1 000 ASL 1251Z OVC005 3SM FG 1 300 ASL 1 400 ASL 300 AGL Radar Plots Flew around the Portland (forecast) thunderstorm cells OVC020 2SM FG ... SCT 020 OVC100 5SM
- 44. REVIEW Respect your limits and capabilities Make room for change of plan Weather does not cause accidents, WE DO Regulations may well have protected these people, had they been observed
Hinweis der Redaktion
- 2
- Obstacles not yet depicted on charts are listed in the Planification Section of the CFR
- 15 Black Hole Effect At night when there is no lightning before the runway. Approach over water or dark ground. Stronger effect by clear night Perception of being closer to the runway. Start the descent too soon. Numerous aviation involving B727 in the year 1970s. A Human Factors engineer with Boeing observed similarities among these accidents. They landed short of the runway at night in clear visual conditions after an approach made over water or dark ground.
- 20 As the fluid speed reaches that of the canal the inner ear tells the brain there is no motion. In clouds, when you loss visual cues, your brain will receive false messages. YOU MUST THRUST YOUR INSTRUMENTS. It was proven that pilots with no instrument flight knowledge will put the aircraft in a spin within one minute.
- 21 Fluid in all three canals is in motion. When the fluid speed reaches that of the semi-circular canals, your brain receives the message that everything is in equilibrium on a vertical plane. When the motion is stopped and the head held upright, the inner ear signals the brain that the body is falling over. SENSATION OF TUMBLING Sensation is stronger when your head turns in the direction opposite to that of the airplane.
- 22 Ask about the side-effects of any over the counter medication to your aviation medical examiner. Drinking and flying is deadly. Even after 8 hours, there is still alcohol left in the canals’ fluid of the vestibular apparatus - emphasize all sensation of rotary motion. Human senses are not perfect.
- TSB expressed its concerns over the frequency and the consequences of CFIT and LOC accidents.
- CFIT accidents kill more people than any other type of aircraft accident. Virtually all CFIT are attributable to human error frustrating because the errors leading to CFIT have been identified again and again, but he same accidents keep happening.
- It was decided to examine the decisions that resulted in accidents. The study team analyzed 129 Canadian CFIT and LOC accidents that occurred between 1984 and 1995. As a result, they identified six categories of accidents among which Night VFR and VFR flight into IMC.
- It is difficult to estimate what minimum visibility is required to preclude loss of control. In fact, control difficulties have been encountered in excellent visibility conditions when there was no contrast on the ground or horizon available to provide external references to the pilots, such as in white-out conditions. In an experiment conducted at the University of Illinois, twenty non-instrument rated student pilots in ground trainers flew into simulated IMC. They loss control of their aircraft in average of 178 seconds . The shortest time to loss of control was 20 seconds and the longest any of them maintained control was 480 seconds .
- Hazard recognition and decision times will be extended. Rules regarding minimum visibility are unambiguous, the cues by which a pilot can assess the prevailing visibility are not clear. Determining, with certainty, when visibility has fallen below two miles in VFR flight, or 1 mile in SVFR is beyond the ability of pilots. TRICK The length of the interval from the sighting of the most distant discernible feature until the aircraft is overhead might be useful to in determining whether the flight can be continued safely. If the time available between sighting an obstacle and arriving overhead does not permit these actions to be accomplished, flight is not safe.