Training to Avoid the Fatal CFIT Disaster

Controlled Flight into Terrain (CFIT) still remains high on the list of types of accidents.   CFIT by definition occurs when an airworthy aircraft is flown, under the control of a qualified pilot, into terrain (water or obstacles) with inadequate awareness on the part of the pilot of the impending collision.

There are many ways to prevent CFIT accidents especially with new advancements in technology, but instructing to prevent these occurrences has often been overlooked.   In order to teach about CFIT, we need to review the basic factors that lead to a CFIT situation.  The first key factor is that the pilot had inadequate awareness of the impending doom.   Reviewing the events that lead to this lack of awareness and a risk mitigation strategy can be incorporated into most training programs at both the student and commercial levels.

More than half of the CFIT accidents occur in reduced visibility or IMC conditions.  Most training programs at all levels include discussion on avoiding IMC conditions.  Training should always include review and practice on the procedures after encountering IMC.  The focus must be on the maintaining a discipline to follow procedures.  In all levels of training, the discipline comes from repeated practice using actual scenarios.  The scenarios can be developed from actual accident reports or from normal flights that suddenly encounter reduced visibility.  Many CFIT accident reports have shown that pilots continued to fly into unsafe conditions while trying to get below the weather rather than follow procedures.    Whatever scenarios are used, they should be repeated until the student or pilot in training reacts automatically with standard procedures.  Scenarios should be briefed, flown and then debriefed to confirm the recognition of the risk and mitigation. 

Another major contributor to the loss of awareness in flight is distraction.  Distraction can have many sources and is often unrecognized by the pilot until it is a crisis.  A clear method to avoid distraction is to identify possible distracters.  One issue that has proven to be a problem is the unfamiliarity with technology in the aircraft.   Optional equipment for radar, terrain awareness and ADS-B can be very helpful in avoiding unsafe situations; however the pilot must be comfortable using the equipment.  There have been many accidents where the technology was installed but either not used or used incorrectly.  Distraction resulted from the pilot trying to identify what he/she was seeing on the screens and trying to relate it to the circumstances outside of the aircraft.  In order to mitigate this risk, the focus should be on training in the use of the equipment utilizing scenarios that build confidence in its use.  This is the same basic principle as learning to trust your instruments when flying IFR.  Training in the advanced technology using actual scenarios builds a comfort level that allows the pilot to recognize, understand and trust what the equipment is saying.   Recognition of the situation allows the pilot to make the conscious decision to maintain disciplined procedures.

Distraction can also come from mechanical failures.  In primary training we teach the basic skills for recovering from loss of power or malfunctions of components.  We normally train these events over and over until the student is “programmed” to react appropriately to the situation.  Sometimes in advanced training when flying more complex aircraft, the training lacks the “programming” of the pilot.  Complex aircraft  don’t always offer the ability to safely practice malfunction scenarios without significant risk to the airframe.  In complex aircraft, touchdown autorotations or tail rotor failures are not demonstrated in a training scenario.  Without practice in abnormal and emergency procedures, pilots may hesitate when faced with an actual emergency.  Confusion and distraction often occurs from the pilot trying to remember and respond with the correct actions.   So once again, training should include actual scenarios with aircraft specific procedures.

Human Factors can play a major role in distraction leading to CFIT.  Personal distractions such as stress, fatigue, illness or boredom can have serious consequences.  Then there is distraction from personal devices like cell phones and tablets.  Personal technology devices have been proven to be fatal distractions in all types of transportation accidents.  Training to prevent human factor and personal distractions can be as simple as building a foundation for professional discipline.   Training sessions can focus on the ability to recognize a loss of situational awareness and reinforce checklists and procedures.

Simulators are very effective tools for presenting scenarios that cover many distractions in actual environments with little risk to persons or aircraft.  The key is to build scenarios that fit the situations and practice until the pilot is skilled and confident.   Simulators are being used to train the hard skills needed to perfect flying technique and the soft skills necessary to avoid distractions.  Scenarios designed for simulator training are often a bit more complex than those in aircraft training because the physical risk factor has been removed.

Training to reduce distractions increases the overall awareness of pilot to situations that could result in a CFIT event.  In some regions, regulatory agencies require annual training in CFIT prevention.  There are a number of reference documents available for review by instructors and pilots.  The FAA has an Advisory Circular (AC 61-134) that outlines Controlled Flight into terrain Awareness.  The Flight Safety Foundation has a CFIT Checklist risk assessment tool.  HAI has incorporated a “Land and Live” campaign that encourages pilots to simply land if conditions are not safe to continue the flight. 

Controlled Flight into Terrain can be avoided with regular training activities that build the foundation and remind us of the requirement to stay vigilant.   If we practice, CFIT can become extinct.

Training is the fuel or power source for the industry

Training is the key to most of the success as well as the safety in helicopter operations; however it has been often overlooked for economic reasons.  Some people think of training as only the ab-initio student pilot which of course is very important in establishing the foundation for solid skills in the future.  Training beyond the initial ratings varies from region to region due to significant differences in minimum standards set by regulators.  There is also a considerable range of training standards across the industry sectors.  In many cases advanced or recurrent training is totally ignored unless expressly dictated by regulation, customer requirements or insurance.  Historically this deficiency had not severely impacted the industry until the introduction of complex technology in the aircraft.  Despite the evidence that most accidents were determined to be a result of pilot error often due to poor decisions, advanced training standards improved very little in many areas across the industry – until recently.   The industry has taken the lead in developing realistic standards and effective training techniques.  The International Helicopter Safety Team (IHST) continues to address some of these issues in various publications and resources.  The Helicopter Association International (HAI) Training Committee is also working on projects recognizing that training has a higher priority as missions and equipment become more sophisticated.

 As helicopters operations continue to evolve so do the aircraft.  Complex technology is changing our aircraft and increasing our need for training.  Now we have become firmly established in the century of technology.  We think nothing of purchasing the latest smart phone or tablet and engrossing ourselves in hours of amazement and networking.  New aircraft are not simply flying machines, they are smart machines.  Smart machines that require an advanced skill set to operate successfully and safely.  Unlike the other high-tech devices to which we have become accustomed, if not addicted; high tech aircraft systems cannot be learned in the leisure of the home or office. 

So how do we address this developing requirement?  There is not one answer to address all of the situations.  Training is the fuel or power source for the industry.  It has different requirements for each aircraft class and industry sector.   In starting with the basics, student pilots should prepare for advanced operations in specific sectors as well as learning how to fly.  Student pilots are learning skills and maneuvers to pass a check ride or flight test.  The critical piece to add at this stage of training is the discipline to follow checklists, procedures and policies.   A strong professional discipline facilitates the ability to make good decisions in challenging situations.  This discipline also provides a structure for increasing the pilot workload as more complexity is introduced.  It is also important that we accept that we are never finished with our training.  Each completion simply takes us to the next level.

The skills we learn as student pilots can take us through our entire career, however many skills are perishable and must be refreshed on a regular basis.  The need for refreshing some skills such as instrument proficiency has been widely recognized in all of aviation for many years.   Most other skills have not been acknowledged as being perishable so it is important to note that any skill not practiced on a regular basis may be perishable over time.  Some additional examples of perishable skills may include autorotations, use of advanced avionics, or flight into confined areas.  Recurrent training to be effective should include all the perishable skills that may be needed for the operation.

The use of simulators has proven to be very effective for maintaining proficiency.  Pilots can be trained to manage the systems and avionics in actual aircraft during normal operation, but when it comes to abnormal operations and emergencies, this becomes risky to both pilot and aircraft.  Then if we add challenging locations such as mountainous terrain, over water or a high-rise city environment training in an aircraft can become more dangerous.  Simulation is playing an increasingly important role in providing the environment for learning and maintaining the skills necessary for flying specific operations in complex aircraft.   This is where scenario based training specific to the mission and the location is most important.   Training to a specific type of operation in a variety of weather conditions and environments prepare pilots to handle almost all the situations they will be encountering.  In the last few years, simulation has been become more available and is currently in use by the aircraft manufacturers, large training providers and many of the most successful operators.  In the United States, the NTSB recently issued a safety alert stating that the “Use of simulators can prepare helicopter pilots for emergencies and prevent accidents.”  The value of simulators is widely recognized now in Europe, United States, Canada and Brazil. 

All of the factors that lead us to require a higher standard of training for pilots are just as applicable to the maintenance personnel.  Maintenance technicians are also faced with theses “smart” flying machines that require more technology based maintenance, sophisticated equipment and tools.  Training maintenance personnel has wider range of standards than pilots.  In some regions, there are no maintenance training requirements that separate fixed wing from helicopters and in other regions aircraft specific training is mandatory.   These issues are also on the radar for the IHST and HAI Training Committees as well as the US NTSB.  Airframe and engine manufacturers have enhanced their training and in partnership with industry are providing more availability of model specific courses.

It is important to recognize the individual needs of training with respect to the level of proficiency, the environment to be flown, the specific mission, and the complexity of the aircraft.   Training insures that pilots and mechanics are prepared to handle whatever situation is encountered in the rotorcraft environment.   It is the fuel that will insure the future success of our industry.

Training to Proficiency

Training is a key element in maintaining safety in our daily flight operations.  One of the most indefinable areas of training is the recurrent segment, despite the fact that this may be the most effective area for mitigating risk and maintaining proficiency.

During recurrent training and flight reviews we are tasked with training to proficiency.  Proficiency can be interpreted at many levels, but most often it is kept to the minimum standards stated by regulation.   The FAA defines proficiency as “the outcome of the maneuver is never in doubt, be it a standards maneuver or emergency procedure.”  Some training standards will specify maneuvers and tasks that demonstrate meeting these requirements. 

It is what is beyond these stated standards that should be considered most relevant to our safety.  Proficiency should be taken to a personal as well as a professional level.  If we can determine by an honest self-appraisal, the knowledge and performance that require additional training, our competency will improve.  Practice in specific areas that we recognize as needing improvement will enhance our ability to make more confident decisions in all situations including emergencies. 

Most of the time, this does not require a major change to standard training programs.  Each training session should allow for the pilot to request practice and/or training in skills or maneuvers that might lose proficiency over time.  There are many skills that fall into a “perishable skill” list especially when regular flight time does not meet certain conditions.  The most obvious of these is flight in low visibility conditions.  IFR and inadvertent flight into IMC are frequently addressed as an area of additional training.   Other perishable skills are often overlooked.   Maneuvers and equipment not employed on a regular basis such as autorotations or night vision goggles may not be sufficiently addressed in recurrent training. Normal training sessions might avoid emergency procedures that are difficult to replicate in an aircraft without significant risk.   This is an area where scenario based training in flight simulators is extremely effective.   Most risk factors including visibility restriction and emergency procedures can be practiced to proficiency in simulators.

Beyond the perishable skills, consideration should be given to the areas where the pilot may have limited experience especially when changing jobs or locations.   A pilot flying specific routes such as tour operations may not be comfortable with overwater flights to a platform with no land in sight.   Specific geographical areas and terrain may offer different challenges to different pilots.  A pilot flying offshore for a considerable period of time might find a lack of proficiency when switching to a mountainous flight environment.   A law enforcement pilot flying in a remote area may be uncomfortable with the communications procedures when moving to a congested environment.  All of us can recognize areas where our experience is limited.  Many companies have established training programs that include specific requirements based on the type of operation certification, however in some areas this is vague and does not take in consideration a lack of recent experience.  Since conditions vary significantly in different types of operation, training should include anything that is unique along with the typical.  Proficiency in training should include the particular environmental requirements that fit the situation.

Technology proficiency is a whole new focus area for training.  Switching from analog to a digital or glass cockpit may take extra time for some pilots.  The reverse is also true.  Pilots with mostly glass cockpit experience may find difficulty in developing an effective scan in an analog cockpit.  Then if we look beyond the original aircraft configuration, we find that new technology is routinely being added to the aircraft.  New models of navigation, radar and terrain awareness equipment are providing more accurate information and warnings.  Most often as technology is added to an aircraft, training is minimal.  The technology itself can be a great asset to safe operation; however lack of proficiency can have the opposite effect.  There are numerous documented accidents that show, despite terrain awareness equipment installed on the aircraft, warnings were either misunderstood or ignored.  In some cases the equipment wasn’t used even though it was available.  This can be attributed to a lack of confidence in the equipment due to a lack of training.  If we are not comfortable or trained on high-tech equipment, most likely we won’t use it.  Compare this to your computer, tablet or smart phone.  There are allot of great features, you probably don’t use because you don’t know how.  In an aircraft using technology proficiently can reduce our workload.  Without proper training the same equipment can be a liability, distraction and ultimately increase our workload.

Lastly let’s consider how we interface with others.  Single pilot procedures can differ considerably from a multi-crew environment.  Military pilots that came from a structured crew environment may feel challenged by a single pilot operation.  The same can be said for pilots with a multitude of hours flying single pilot placed in a two pilot cockpit with different procedures and split duties.   Single pilot operation and multi-crew coordination should be a part of training from both the operation and human factor perspective.  Consideration should also be given to training in communication and multi-tasking that includes interfacing with the non-flying crew that are prevalent in the law enforcement, fire, rescue, air medical, and utility type operations.  Proficiency in single pilot operations as well as crew environments requires practice and discipline.

The most important factor to takeaway is that training should meet the personal and operational goals and requirements of the pilot in addition to any regulatory obligations.  Proficiency is the expertise and confidence in your ability to fly the aircraft in the specific operation, under all circumstances and make professional decisions based on knowledge and a solid foundation of skill.

How do we prepare pilots, crews for high tech?

Everything in this year, decade, century is HIGH TECH including aircraft. New technology is not just in smoothing flight control inputs or fuel flow, but communication and visual technology that alert the crew to flight path, other aircraft and ground proximity. So how do we prepare pilots, crews for high tech?

In our daily lives we learn technology from friends, family, and just being adventurous. We learn our blackberry or IPhone apps through trial and error. We read "how to" books "for dummies'. We watch online videos and ask questions in online forums. If we make a mistake or "crash" a system we take to a local geek and get it fixed. This obviously does not work in aircraft - so what do we do?

To successfully teach technology we need technology. Experience has shown that training pilots and crews in simulators has proven to be the most effective technique for improving proficiency in aircraft control. What is not so obvious is the ability to make better decisions because of the practice sessions in the simulator. Simulator training is not just a course in maintaining control of an aircraft or understanding how the systems work. Simulators provide an ability to train in actual scenarios that are flown by the aircraft and the crew. Airlines and corporate flight departments recognized the value of simulator training more than 20 years ago. It is shown in the overall safety record of these aircraft operations.

Why not helicopters? Why did helicopter operators not jump on the simulator training band wagon? One reason was that helicopter manufacturers moved more slowly into the high tech world. Although a helicopter is truly an engineering marvel, the wizardry of advanced technology is relatively new. So now that the technology is here, the training is trying to catch up. Some of the new simulators are now available for both single and multiengine helicopters. Some of the medium and large helicopter had simulation available for years. Simulation was not available for smaller helicopters or some of the European manufacturers. This is all changing. Simulators are being developed for all of the most popular models. For example FlightSafety now has the Bell 206 in Lafayette and the AS350 AStar in Tucson. They are also adding the Bell 407 and EC135 later this year. These models are NVG compatible and offer the latest in the cockpit technology.

This new availability of simulators and scenario based training if kept at an affordable level appropriate to the customer base will have a positive effect on the safety as well as the economics of the industry.