“former utile” - atqp implementation opportunities · pdf file“former...

DGAC - Symposium-December 2014

Air France

“FORMER UTILE” - ATQP implementation

Opportunities and challenges

Michel Lacombe

AF 777 CPT

Training Data Analysis


0

1

2

3

4

5

6

7

8

9

10

0 10 20 30 40 50

Hull Loss

per million departures

Includes western built jets

Excludes training, flight test, war, terrorism

All aircraft

1st generation

2nd generation 3rd generation 4th generation

2nd generation: 1st generation:

Early jet 2nd jet generation

3rd generation:

Glass-cockpit

Nav display

FMS

4th generation:

FBW

Flight Envelope

Protection

Years Of Operation

The generic problem…


The benefits of ATQP

Trainees : “I felt it was more of a training partnership” “For the first time in years I think this will help me on the line, relevant training, the instructor was outstanding”

Trainers : “The ability to fix issues rather than just check” “The ability to get to the root cause”


Lessons learnt about ATQP


Components of an ATQP

1. Task Analysis including Knowledge,

Skills and Attitude

2. Training need Analysis

3. Competencies, method of assessment

and Line Oriented Evaluation

4. Program for each fleet and instructors

5. Data monitoring/analysis program

6. Process if proficiency standards are not

maintained


Task Analysis and Training Needs Analysis

Training needs Analysis

An objective methodology to turn the

TA into a training and checking

syllabus.

Just need to determine what will be

trained and what will be assessed,

and how often.


PILOTS : 1 Fly the A/C 2. PF vs PM

Cabin Crew : 1. Control Cabin 2. Delegate Duties

What do we have to evaluate - Situations

Threat Error Undesired

Aircraft

State

Incident

Accident

Threat

Management

Error

Management

UAS

Management

Threats, errors and UAS are every day normal events and crews need

to know how to manage them in order to assure aircraft safety.

ANTICIPATED

UNANTICIPATED

CREW

BRIEFING

PILOTS : Take off Briefing

Cabin Crew : Manage Cabin

PILOTS : Approach Briefing

Cabin Crew : Manage Cabin

YES PLAN

COMMUNICATE

(Fire, Smoke, ACT COMMUNICATE Life Threatening)

NO

D

E

B

R

I

E

F

I

N

G

Threat

TIME

We can evaluate how our crew manage situations


Mastering a finite number of key competencies will

allow a pilot to manage an unlimited number of

potentially dangerous situations.

Phases of flight

Preparation of flight

Pre-flight

Start up

Taxi out

Take-off

Climb

Cruise

Descent

Approach

Landing

Taxi in

Apron and post flight

Go around

What do we have to evaluate - Competencies

Competency : A combination of skills,

knowledge and attitudes required to perform

a task to a prescribed standard


NON TECHNICAL SKILLS

• Leadership

• Workload

management

• Situation awareness

• Decision making

KNOWLEDGE

• Procedures

• Systems

• Performances

• Environment

Decision Making

Leadership and Team building

Workload Management

Situation Awareness

Manual aircraft control

Knowledge

Monitoring

Trajectory conception

Automation aircraft control

Communication

Application of procedures

Where do we found our Competencies


AF Level of requirement – Grading system


you need to train and standardize the instructors using these techniques

Implementing a new training system - Trainers

Barbara Holder

(Boeing)


Implementing a new training system - Trainees

Training AF pilots on AF main risks areas Adapt training program to individual needs

Data

* Alternative Training and

Qualification Programme

Flight Data

Monitoring

Flights

observations

Training

Feedbacks

Flight Operations

Still 4 Full Flight SIM sessions every year

C1

E1

2012 2013 2014

A320

LC transition

transition ATQP

ATQP

- -

you need to inform the Line Pilots about this new system

Training

-Company Exercises

exercise 1

exercise 2

exercise 3

……………

Evaluation

- LOE

- Company Exercises

Proposed exercises by the

instructor after LOE

observations


How to measure Pilots proficiency?

From the operational standards using the Flight Data Monitoring and the SMS.

From the ASR - feedbacks – interviews – surveys of trainers and trainees.

From the way competencies are used to manage events.

From the way events are managed.

From the training standards using the existing training records.


We were able to develop:

Specifics indicators to follow and improve our system.

13,00%

7,50% 6,50%

12,60%

21%

16%

5% 8,50% 9,70%

14%

7,50%

13,00%

4% 2% 3%

5% 6% 8%

15% 18% 18%

24% 27% 23%

7,50%

2% 2%

0,00%

5,00%

10,00%

15,00%

20,00%

25,00%

30,00%

Lea

de

rsh

i…

1

S 1

3

2

S 1

3

SA

2

S 1

2

1

S 1

3

2

S 1

3

WL

M 2

S 1

2

1

S 1

3

2

S 1

3

DE

C 2S

12

1

S 1

3

2

S 1

3

CO

M 2

S 1

2

1

S 1

3

2

S 1

3

AU

T 2

S 1

2

1

S 1

3

2

S 1

3

MA

Ha

nd

…

1

S 1

3

2

S 1

3

AP

K P

RO

…

1

S 1

3

2

S 1

3

Kn

ow

led

g…

1

S 1

3

2

S 1

3

Trends of Competencies involved

-3,7

-7,7

-7

-3,7

-9,3

-4

-6,1

-15,6

-3

-2

-2,9

-2

-1,2

-2,4

-1,7

-1,7

-5,7

-1,7

-0,25

-0,12

-0,14

-0,28

10,3

11,1

6,7

6

6,4

2,9

8,3

5,1

4,5

33,9

20,3

14,6

9,4

9,3

3,5

14,1

10

11,2

-25 -20 -15 -10 -5 0 5 10 15 20 25 30 35 40 45 50

Leadership

Situation Awareness

Work Load Man.

Decision

Communication

Use of Automation

Manual Handling

Appl. of Procedures

Knowledge

Acceptable Deviation

Acceptable

Non Acceptable

Standard+ Deviation

Standard+

CPT Competencies Distribution

How to measure Pilots proficiency? - Indicators

Rate of

Pilot’s Failures


-3,8 -3,1 -3,1 -4,5 -7,6 -7,9 -6,9 -7 -7 -5,3 -4,8 -5,7 -3,6 -2,8 -4,2 -3,9 -9,3 -6,6 -6,9 -4,8 -3,9 -3,3 -3 -4,3 -6,2 -5,7 -6,1 -5,3

-15,5 -13,4 -11,9 -11,7 -3,1 -4 -3,1 -2,8

-2,3 -2,5 -2,3 -2,2 -3,8 -2,9 -3 -2,6 -2,4 -3,4 -2 -2,7

-1,6 -1,6 -1,5 -1,4

-2,7 -2,6 -2,3 -2,1 -1,8 -0,8 -0,9 -0,5

-1,7 -1,8 -1,4 -0,7

-6,4 -4,2 -5,2 -5,1

-2,1 -1,2 -1,4 -0,9

33,6 39,1 37 34,1

20,1 21,4 22,7 22,9 14,4 16,3 14,4 16,5

9,3 9,9 10,6 8,7 9,2 10,6 10,2 12,3 3,5 5,9 3,8 3,7

14,1 14,4 15,3 13,9 9,9 11,8 12 13,4

11,1 13,3 12,6 13,2

-30

-20

-10

0

10

20

30

40

50

Leadership Situ AW W. LoadMan.

Decision Commun. Automat. Man. HandAP. Proced. Knowledge

Acceptable Deviation Acceptable Standard+ Deviation Standard+ Non Acceptable

CPT Competencies trend

Adverse Events

Monitoring

(SMS/FDM)

How to measure Pilots proficiency? - Indicators


Pilots proficiency-Opportunities–Manage Weak Performance

Distribution of pilots on competencies on 2013

One shoot

Deep Weak

performance

Recurrent

Weak

performance

+ one Deep

Unacceptable

Recurrent

Weak

performance Standard + Standard ++

Standard


To build the LOE

ATQP ideas used by other operators:

• LOE combined with LPC.

• LOE event defined by SMS/FDM trends.

• Pilots divided into three « tiers » based

on training performance.

AF topics

• LOE scenarios of 4 events created

by the trainer on the day from a

multi-choice menu.

Preflight / Start Up / Taxi out : Event 1

Take Off / SID / Climb : Event 2

Cruse : Event 3

Descent / Holding

STAR, Approach / Landing : Event 4

Taxi in / Shut down/ Secure


Indicators – F/O contribution in A320 LOE management

Exercices avec le +

d’« Acceptable »

Signal


LOQE


Training

Needs

Training Plan

Flight Safety

LOSA, Safety data, audit

REX, ASR, external oversight

Analysis Proficiency level

Grading sheets

Analysis

Quality

system

Instructors

And Trainees

Feedbacks

Analysis

ATQP Management System - Training Plan Definition

Authority

EASA – DGAC

feedbacks

Analysis

Support

Office

Mechanic’s

feedbacks

Procedurals

changes

Analysis


ATQP Management System – Deficiency management

Training Plan

Indicators Analysis

Proficiency level:

grading sheets

Trainees difficulties

Trainees and

Instructors feed-baks

ATQP

management

Training

group

(every

6 months)

A

C

T

I

O

N

P

L

A

N

Training Plan

Program

schedule

Instructors

Standardization

Logistic

Training

Supports

Back loop


“Not bad, you’ve passed your check

now lets talk about that landing!”

Thank you !!!

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