Controlled Flight into Terrain for Aviation Safety - Term Paper Example

Controlled Flight into Terrain (CFIT) Name Unit Course Supervisor Date of submission Introduction Flights that are en route areas with reduced visual conditions and those involved in night operations or flying over large water bodies have increased risks of accidents (Mourino. 2004). Pilots flying in reduced visual conditions can experience the problem of spatial disorientation which may lead to losing control of the aircraft and may result to the aircraft descending on an unsafe altitude as the pilot tries to regain control of the plane. The pilot then unintentionally impacts on an obstacle, terrain or gets into the water as he tries to maneuver the plane (FAA, 2003). This kind of accident that is unintentional is called Controlled Flight Into Terrain (CFIT). Airplane accidents can be caused by a myriad of factors that range from weather, mechanical problems, terrorism and crew error. Crew error mainly refers to pilot mistake. Of all these causal factors of accidents, CFIT accidents are mainly caused by pilot error. According to Mourino (2004) there are many factors that lead to the pilot error, the leading of the factors that will consequently lead to CFIT is the failure of the pilot to be alert and aware of the position of the aircraft is in relation to earth’s altitude or the earth below and failure to know the route the pilot is flying. According to FSL (2001) some of the common causal factors of CFIT include: Losing control of aircraft Situational awareness loss Reduced time of reaction for the pilot Fatigue System failure Complacency of the pilot Failure to weather conditions at the time of takeoff and landing. These causal factors are more prevalent in aircrafts that are low lying. These CFIT accidents will be found to be common in helicopters and agriculture operator planes that operate at attitudes that are near obstacles such as trees. However, this does not limit the CFIT accidents to low lying airplanes. High altitude planes have also reported many incidents and accidents that relate to CFIT. CFIT accidents occur at different phases of flight (CFIT, 2014). This research analyses the common causes of CFIT accidents and probable measures to reduce CFIT accidents. Background In a research to find out aviations fatalities based on accident category 2001, CFIT was found to be the leading cause of fatalities compared to other causes of air transport accidents. CFIT caused 32% of the aircraft fatalities. Since the start of the jet flight operations in 1992 it is reported that over 9000 people have died due to CFIT accidents across the globe (Boeing, 2011). As a result, a task force mandated to study the causes of CFIT in 2001 came up with some recommendations that could be used to reduce CFIT accidents. The task mandated with the study comprised of people from aircraft manufacturers, operator of airlines, regulators from the government, pilot groups and other stakeholders in the aviation industry. The task force came up with CFIT training and education as part of the solutions to the CFIT. In their analyses of the accidents, two third of accidents were found to occur within eight miles of the runway. The cause of the majority of the accidents was due to loss of vertical situational awareness that led to aircraft impacting short of the runway. One key point to note is that CFIT accident result from many factors, however, it is the responsibility of the pilot to prevent CFIT accidents (FAA, 2003). Controlled Flight into Terrain (CFIT) Controlled Flight into Terrain (CFTI) is one of the leading causes of airplane accidents that lead to high fatalities. Boeing (2011) estimated that CFIT has caused over 9000 deaths since the onset of the jet age. CFIT occurs when an aircraft that is worth and under control of the flight crew is flown into an obstacle, terrain or water without the crew’s prior knowledge. CFIIT accidents can occur at different phases of flight. However, these types of accident have been found to be more prevalent during the phase of the approach and landing phases. For a large commercial jet, the approach and landing phases account for about 16% of the average flight (Boeing, 2011). CFIT accidents Weather is one of the leading causes of CFIT accidents. An airplane can collide with a terrain due to poor visibility or while the plane tries to land on reaching its destination. The cause of CFIT accidents can also be contributed by malfunction of navigation equipment/system and failure of the crew to detect the malfunction, hence, being misled in a flight route. This happens despite the crew receiving information from other equipment that is functioning well (FSL, 2001). CFIT accidents can be reduced by incorporating different measures that ensure safety in the different phases of flight. Examples of measures that can be taken include; installation of electronic systems that can warn pilots, simulation trainings, and crew resource management practices. The electronic systems that warn the pilot contribute in alerting the the pilot. Factors that relate to pilot awareness include the use of altimeters, safe attitude, flight crew alertness, training, briefing and callouts (FSL, 2001). In terms of weather conditions, CFIT accidents are normally related to poor visibility. Poor visibility also happens at night, especially for low lying planes such as helicopters. The visibility and weather conditions do result to extreme hazards of CFIT in helicopters because often the pilots have to rely on their eyes to identify an approaching danger. In order to avoid CFIT, pilots are advised to be cautious when approaching low visibility areas or during night operations. It is also advisable to keep higher attitudes than normal when flying at night as this will help ensure that terrains are avoided. The task of avoiding CFIT accidents that result from poor visibility due to weather can be avoided by proper weather briefing and prior planning to counter such hazardous conditions. In the cases where flight visibility may be low due to operational requirements, there should be good situational awareness as NAFTA, (2001) argues. Good situational awareness entails frequent scan of the flight instruments, mechanical conditions of the aircraft and pre-flight preparations where briefing are made on flight conditions. Bearing in mind the role of pilots in reducing the chances of CFIT, pilots are required to keep constant assessment of flight conditions and the decisions they make. According to FAA (2003), recognition of prevailing CFIT conditions can allow the pilots to detect and probably act to prevent occurrence of accident. Situational awareness Situational awareness plays an important role in ensuring that CFIT accidents that may result due to pilot error are avoided. CFIT accidents are found to occur in scenarios with low visibility and in mountainous terrains. However, this does not limit the CFIT accidents to terrain conditions only. Loss of situational awareness accounts for over half of airplane accidents resulting from weather, visibility and terrain conditions across the globe. Loss of situational awareness among pilots results from distractions, fixation on some elements of flight and high workload. In order to maintain situational awareness, the entire crew should maintain a mental picture that is clear about the locations, the flight phase and the route they are flying over. This should be based on understanding that CFIT accidents, though common in certain phases of flight, CFIT accidents can take place at any time, regardless of the phase of flight (FSL, 2001). Therefore, in all weather conditions and time of the day, situational awareness plays an important role and denotes the ability of the pilot to make a sound judgement. Due to the technological developments, there are technologies that have been put in place to ensure situation awareness. The technologies include the alert systems. For instance, the Enhanced Ground Proximity Warning System (EGPWS) plays a crucial role in presenting the pilots with position in relation to relative terrain. The EGPWS instrument has been introduced in many new aircrafts. However, it has not been standardized to accommodate small aircrafts which in real sense have been found to be prone to CFIT accidents (FSL, 2001). To avoid pilot error, situational awareness is paramount. Pilots should be somber while pre-planning for flight and in the decisions they make in the course of the different flight phases. Use of technology keeps the crew alert and gives the pilots the autonomy to include an extra margin of safety that plays a great role in avoiding CFIT. Marino (2004) supports this new technological developments and contents that, diligence among pilots is key in ensuring situational awareness through the flight process and applications of the instruments provided plays a crucial role in avoiding CFIT. It is also worth to note that CFIT are not limited to, certain flight phases and can occur at any given stage of the flight. Altimeter This is an instrument that is used to measure altitude of an aircraft. Modern equipment and enhanced awareness among pilots coupled with training are some of core interventions that can be used to prevent CFIT accidents. As noted by FAA (2003), it is the responsibility of the pilot to avoid CFIT accidents. Altimeters are part of the modern technology that is used to ensure situational awareness among pilots. However, altimeters role in air travel safety also depends on the pilot having a clear understanding of the instrument and its applications. In using the altimeter to avoid CFIT accidents the pilot is supposed to know the various units of measurement that are used for different areas. Altimeters rely on radio transmission; therefore pilots are required to be vigilant in the process of radio transmission and ensure that they seek verification in case of any doubt. Diligence also plays a very important role in ensuring safety of air transport (FSL, 2001). According to FSL, (2001), most of the information that is related to altitude are relayed to the pilot in feet. Therefore, pilots are supposed to be in a position to convert the units from feet to meters. In using altimeter, the units and settings are very important. In relation to international units of measurements, the International Civil Aviation Organisation (ICAO) has set standards. However, the standards are not adhered to by all countries. For instance the settings may be given in terms of inches of mercury, hectopascals or in millibars. It is also notable that there are air traffic systems that use meters to measure altitude while other use feet. This implies that the units of measurements are not specific to one unit of measure. This means that pilot and crew that is accustomed to using meters may find it difficult to use feet in case of change. The phase of the flight plays an important role which implies that pilots should be able to apply the right altimeter setting for each phase. Pilots should also be able to use the altimeter setting to cross check the radio altimeter and barometric readings which are crucial in operating at a safer attitude in case of atmospheric anomalies. Mourino, (2004), argues that, failure to get the right settings and units that are conveyed by the ACT controller in relation to altimeter setting and variations in unit conversions can make the difference between safety and occurrence of accident due to misunderstandings or failure by either party in coding and decoding information that is being passed. In order to ensure effective usage of the altimeter, pilots are supposed to cross check the radio altimeter and the pilots in a flight should ensure that they have a clear understanding of the altimeter and why a given altitude has been selected. FSL, (2001), situational awareness in relation to terrain and warning system can also be enhanced by Global Positioning System (GPS). This system uses geometric altitude that is augmented by radio altitude. In using the altimeter, pilots should also set the QFE (Query: Field Elevation ) autopilots that monitors height above the runway, it is worth to note that at the landing, the altimeter reads zero. Errors in altimeter can lead to CFIT accidents, the error in altimeter can be avoided by elimination of three altimeter needle. In addition, altimeter errors can be avoided by having standardised phraseology that applied for altimeter setting. Safe altitudes and altimeters Safe altitudes are key in reducing avoidable CFIT. Safe altitude depends on the ability of the pilots to use the altimeters correctly and ensure they fly at safe heights that is right for the area of operation. This is based on understanding limitations for terrain clearance (NAFTA, 2002). Altimeters foster the vertical awareness of the pilots. This implies that pilots understand the correlation of the aircraft altitude and the terrain that surround the area, obstacles and the right path for the plane. During weather conditions and cases of reduced visibility, pilots are supposed to rely on information on altitude that is provided by the instruments, this means that outside visual cues should be avoided. Approach charts provide minimum safe altitudes, minimum obstruction clearance, the minimum route altitudes and actual heights of terrains are provided by charts that are contained in instruments. To increase knowledge on the safe distances, pilots should also study traditional charts such as operational navigation charts. As the airplane approaches the final terminal area, the chances of CFIT increases, information on altitude can thus be provided by altimeter which helps pilots maintain situational awareness (FSL, 2011). In order to ensure safe altitude, pilots should endeavor to study operating procedures and have a clear understanding of units that are used in the altimeters. ATC controllers Flying of an aircraft entails teamwork in which pilots have to constantly communicate with instructors on the ground who provide instructions. The air traffic control instructors are mainly abbreviated as ATC. Mourino, (2004), coordination between the pilots and ATC play a crucial role in which failure in either team can lead to fatal accidents. This implies that there should be effective communication and understanding between the two groups, the ATC and the pilots. However, FAA, (2003) this does not give the ATC team upper hand, pilots are supposed to be at liberty to challenge or sometimes refuse to take instructions that are not clear, or questionable or conflict with the pilot’s individual assessment of the plane position in relation to the terrain. Nevertheless, pilots should note that communication discipline should be upheld, which also does not imply absolute concurrence of the pilot with the ATC. In many occasions FSL, (2001), the ATC gives clearance for en route which allow pilots to continue with the flight off airway direct to a specified point or instruction that give the pilot a go ahead to deviate around weather. Acceptance of clearance that is given by the ATC means that the pilot accepts responsibility for ensuring that safe terrain clearance has been maintained, thus diligence is crucial in making decisions. Mourino, (2004), to avoid the possible conflict that may result to instructions leading to accidents, the ATC controllers are supposed to use standard phraseology when communicating with the pilot. This should be through the use of language skills that ensure effective communication. In cases where the pilot receives instructions and upon his own assessment finds that the instructions do not apply, the pilot is mandated to inform the ATC of the inability to comply with instructions and the reasons. For instance, the ATC can give instructions to pilot to fix a given altitude and airspeed. The pilot may find that he is unable to make the altitude and airspeed as advised and thus should advise the ATC accordingly. FAA, (2003), if there are elements of communication that the pilot does not understand, he should request the ATC to repeat the same or the ATC may be obligated to get another controller to explain clearance to the pilot. On the pilot’s side, he should do all that is possible to ensure that he gets to understand the clearance procedures. CFIT accidents can also be reduced if pilots adapt the use of autopilot in a manner that helps them to comply with the instructions from the ATC. In addition, it is essential for pilots to ensure that they read back clearance instructions to the ATC and ensure that there is a verification from the ATC that the feedback is right. In doing so, the pilot and the co-pilot will ensure that they have the right instructions and will lead to good communication that subsequently will lead to safer air travel. Flight crew complacency Mourino (2004), defined complacency as contentment. For instance, a pilot who has flown a certain route for years could become self satisfied because of the notion that he knows the route and destination well. CFIT accidents have been found to occur due to complacency, pilots need to know that familiarity can lead to complacency. This means that the flight crew, should not assume that all flights are same even if they are using the same route and same direction. FSL, (2001), following procedures and instructions is very important and helps to eliminate complacency of flight crew. For instance, the flight crew can be exposed to GPWS warnings that are false because of terrain or a database that was not customized. The flight crew thus gets conditioned to the false warning which can lead to complacency and could fail to act in case of actual threat. There is thus a need for flight crew to adhere to strict operating procedures. CFIT (2014) noted that, strict adherence to standard operating procedures (SOPs) remains mandatory if safety is to be realized. Deviations by flight crew should not be compromised by the crew and the management of airlines. Ensuring of good resource management ensures that SOPs are adhered to and that pilots are engaged in the management of the flights they are involved in. FAA (2003) noted that, Crew Resource Management (CRM) should form basis of the training program for the airline. In cases of differences in the operations of airplanes that may be brought about by weather changes, the differences should be explained to the crew during briefing in order to ensure that the pilots understand how such differences will be tackled and their effect on the performance of the aircraft. FSL, (2001), preparedness for all situations forms basis of professionalism, operating and flying an aircraft is part of the profession that should be upheld. Procedures In flying aircrafts, there are standard procedures that relate to different aircrafts. Studies conducted show that operators that have well implemented SOPs have operations that are safer. It is through the management that operators put in place procedures that should be followed and that flight crews are expected to adhere to. CFIT incidences and accidents have been reported in cases where pilots failed to follow the set procedures, or intentionally failed to make efforts to understand the procedures (FSL, 2001). The absence of the standardized procedures can also result in CFIT accidents. Therefore NAFTA, (2002), it is the mandate of the management to ensure that an airline has procedures that are comprehensive, train their crew on the procedures and also ensure that there is quality control in relation to the set procedures and adherence. On the other hand, it is also the mandate of the flight crew to understand and follow the set procedure and give feedback to the management in case of some procedures being incomplete or inappropriate. An attempt to modify an approach procedure can lead to CFIT accident FSL, (2001), it is through following procedures that a pilot can understand approach charts. There are many CFIT accidents that occur during approaches. The main cause of CFIT accidents due to non-precision approaches are due to inaccurate approach procedures. An approach should be based on understanding and identification of the step down requirements. Pilots should review the approach procedures before start of top of descent. Stabilised approaches are also procedural. Many CFIT incidents and/or accidents are caused by approaches that are not stabilised. According to Mourino (2004), un-stabilised approaches raise the tendency of the pilot diverting attention away from the procedure for approach in order to regain better airplane control. To ensure safe operations, management of airline should have well set SOPs which should be followed by all crew members in order to ensure safety. More importantly the managements should train pilots to understand the procedure, their limitations and restrictions in relation to instrument approaches, departure procedures and missed approaches. The set procedures should be adhered to in order to ensure safety. The pilots should make use of the modern technology that ensure that aid in operating aircraft. For instance, monitoring an automated system is easier than flying an approach manually. However, the automatic system must be monitored closely to ensure that the performance is as expected, if it does not comply with the set standards, the system should not be used (FSL, 2001). Co-ordination between pilots is vital in ensuring that safety is upheld. Mourino, (2004), management of flight crew requires that the two pilots must stay at the loop in all flight phases. In addition, a safe flight entails teamwork in which there is good communication among the members of crew, attendants of the flight and ATC controllers. In addition, pilots need to understand approaches and procedures while landing such as stabilised approach and apply procedures that are in place in case the aircraft is not stabilised at the right attitude. Auto flight systems Auto flight systems are crucial in aiding the flight operations. However, near collisions have been reported to occur due to auto flight systems. FSL, (2001), auto flight systems form the part of the modern technology and entail autopilots, flight management systems, flight directors and autothrottles. The main reason for fitting the devices in the aircraft is to reduce the workload of the pilot. The systems are used to maintain altitude, airspeed, tune navigation aids. Correct use of the systems result to flight safety. However FSL, (2001), the systems can also lead to pilot complacency. Misuse of the systems can lead to faulty inputs. For example, an aircraft may be descending while the auto fit system is engaged. Reconciling the error may be futile as it does not take long for an aircraft to stray to an obstacle. Effective applications of auto fit systems are aimed at reducing the workload of the crew, if the system happens to fail and the flight is close to approach, pilots should change manual system. The automatic system should be monitored keenly to ensure that it is correct and working as planned. Conclusion Air transport safety depends on many factors. In this research, safety has been discussed in relation to CFIT accidents and incidents. The paper explores trends in CFIT accidents in aircrafts. CFIT has been established that it can occur at any flight phase, which implies that pilots should keep vigilant throughout the flight. However, CFIT accidents are more prevalent at take off and during the landing phase for most planes. The CFIT accidents can be avoided by incorporating different measures. From this discussion, it has been identified that, the main cause of the CFIT accidents is due to deficiency in flight crew. Therefore, putting in place programs such as training, crew resource management, incorporating modern technology to reduce the workload of the pilots and ensuring that the standard operating procedures are adhered to plays a crucial role in reducing CFIT accidents and ensuring that air travel is safe. References Boeing (2011). Jetliner safety: -Industry’s Role in aviation safety. Accessed on 27th November, 2014 at, http://web.archive.org/web/20110629092157/http://www.boeing.com/commercial/safety/manufacturers_role.html#controlledFlight CFIT. (2014).CFIT Checklist Evaluate the Risk and Take Action. Accessed on 27th November, 2014 at http://flightsafety.org/files/cfit_check.pdf FAA. (2003). General aviation controlled flight into terrain awareness. Federal Administration Aviation: US department of air transport. Accessed on 27th November, 2014 at https://www.faasafety.gov/files/gslac/library/documents/2006/Oct/6583/AC%2061-134.pdf Flight safety foundation (FSL). (2001). Pilot guide to preventing CFIT. Flight safety foundation, Accessed on 27th November, 2014 at https://www.google.com/search?q=Pilot+guide+to+preventing+CFIT&ie=utf-8&oe=utf-8&aq=t&rls=org.mozilla:en-US:official&client=firefox-a&channel=fflb Mourino, D. (2004). Human factors and training issues CFIT accidents and incidents. International Civil Aviation Organization (ICAO). Accessed on 27th November, 2014 at https://www.faa.gov/training_testing/training/media/cfit/volume2/pdf/pages/page5_04.pdf NAFTA(2002). Prevention of controlled flight into terrain in general aviation operations. Accessed on 27th November, 2014 at https://www.americanflyers.net/library/Medical%20Brochures/CFIT.htm Read More

The task mandated with the study comprised of people from aircraft manufacturers, operator of airlines, regulators from the government, pilot groups and other stakeholders in the aviation industry. The task force came up with CFIT training and education as part of the solutions to the CFIT. In their analyses of the accidents, two third of accidents were found to occur within eight miles of the runway. The cause of the majority of the accidents was due to loss of vertical situational awareness that led to aircraft impacting short of the runway.

One key point to note is that CFIT accident result from many factors, however, it is the responsibility of the pilot to prevent CFIT accidents (FAA, 2003). Controlled Flight into Terrain (CFIT) Controlled Flight into Terrain (CFTI) is one of the leading causes of airplane accidents that lead to high fatalities. Boeing (2011) estimated that CFIT has caused over 9000 deaths since the onset of the jet age. CFIT occurs when an aircraft that is worth and under control of the flight crew is flown into an obstacle, terrain or water without the crew’s prior knowledge.

CFIIT accidents can occur at different phases of flight. However, these types of accident have been found to be more prevalent during the phase of the approach and landing phases. For a large commercial jet, the approach and landing phases account for about 16% of the average flight (Boeing, 2011). CFIT accidents Weather is one of the leading causes of CFIT accidents. An airplane can collide with a terrain due to poor visibility or while the plane tries to land on reaching its destination.

The cause of CFIT accidents can also be contributed by malfunction of navigation equipment/system and failure of the crew to detect the malfunction, hence, being misled in a flight route. This happens despite the crew receiving information from other equipment that is functioning well (FSL, 2001). CFIT accidents can be reduced by incorporating different measures that ensure safety in the different phases of flight. Examples of measures that can be taken include; installation of electronic systems that can warn pilots, simulation trainings, and crew resource management practices.

The electronic systems that warn the pilot contribute in alerting the the pilot. Factors that relate to pilot awareness include the use of altimeters, safe attitude, flight crew alertness, training, briefing and callouts (FSL, 2001). In terms of weather conditions, CFIT accidents are normally related to poor visibility. Poor visibility also happens at night, especially for low lying planes such as helicopters. The visibility and weather conditions do result to extreme hazards of CFIT in helicopters because often the pilots have to rely on their eyes to identify an approaching danger.

In order to avoid CFIT, pilots are advised to be cautious when approaching low visibility areas or during night operations. It is also advisable to keep higher attitudes than normal when flying at night as this will help ensure that terrains are avoided. The task of avoiding CFIT accidents that result from poor visibility due to weather can be avoided by proper weather briefing and prior planning to counter such hazardous conditions. In the cases where flight visibility may be low due to operational requirements, there should be good situational awareness as NAFTA, (2001) argues.

Good situational awareness entails frequent scan of the flight instruments, mechanical conditions of the aircraft and pre-flight preparations where briefing are made on flight conditions. Bearing in mind the role of pilots in reducing the chances of CFIT, pilots are required to keep constant assessment of flight conditions and the decisions they make. According to FAA (2003), recognition of prevailing CFIT conditions can allow the pilots to detect and probably act to prevent occurrence of accident.

Situational awareness Situational awareness plays an important role in ensuring that CFIT accidents that may result due to pilot error are avoided.

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