Appendix A TABLE 1. FOQA TIMELINE Month Task
58. Review FOQA data gathered prior to program’s official launch and determine how the data will be used based on the [Airline Name’s] data retention policy.
59. Continue pilot education process.
9. EDUCATION AND TRAINING
Pilot education about the [Airline Name] FOQA Program will be accomplished through quarterly Flight Operations publications, the Pilot Association publications, and a secure bulletin board at each crew base. These bulletin boards will highlight FOQA issues, including featured events or issues.
Each of the FOQA stakeholders will be provided with information about the FOQA program through reports generated from periodic FOQA meetings, bulletin boards, and an initial FOQA overview report that will be developed and distributed during the initial implementation of the FOQA program.
All FOQA personnel will receive training on the GDRAS software. Additionally, FOQA stakeholders will visit other operators with established FOQA programs. Other training will be provided as new hardware and/or software is added to the program.
10. DATA ANALYSIS PROCEDURES
Data Usage and Management
All processed FOQA data will be maintained by the GDRAS subject to periodic deletion as determined by the FOQA Steering Committee and in accordance with the [Airline Name] record retention policies.
The FMT will be responsible for developing reports summarizing the information obtained through the FOQA Program. The reports will include summaries of the most recent information obtained through the FOQA Program as well as trend information to demonstrate the effectiveness of prior corrective actions. These reports will be distributed to Flight Operations, Flight Training, Flight Safety, Maintenance Engineering, and other involved stakeholders on a regular basis. The FMT will solicit recommendations from the recipients of the reports in order to improve their usefulness as the program proceeds.
Flight Data Collection and Analysis
The manner in which FOQA data is processed is illustrated in Figure 3. Maintenance Engineering retrieves data from the aircraft and forwards it to the FOQA office. The ground Page 12
Appendix A analysis station will process the recorded flight data. Provisions for security and tracking of the media will be established through coordination between the FOQA Program Manager and the Maintenance Engineering.
Flight data will be processed by the FOQA Analyst to determine what occurred and whether the recorded information was legitimate. A preliminary analysis will use the GDRAS to interpret identified events or trends and determine whether the information was valid or invalid because of bad data, a faulty sensor, or some other invalidating factor. In the event that the data reveal a situation of immediate concern to Maintenance Engineering, the FOQA Program Manager will notify that department.
NOTE: Preliminary review of the data to assess validity must be completed within 7 business days from the time the data is received at the FOQA office. After 7 days, the data is permanently de-identified per FMT procedures and the Pilot Association agreement preventing the ability to contact flight crewmembers, if needed. Further analysis of the data received is accomplished in relation to existing aggregate information within the FOQA Program. Program trend reports of the aggregate data are developed by the FMT on a regular basis for presentation to stakeholders for use in developing corrective actions or for monitoring of operational issues.
Appendix A
FIGURE 3. FOQA DATA PROCESSING
Airborne Data Valid Data?
FOQA Monitoring Team Action/Feedback Crew Contact?
Gatekeeper/ Designated FOQA Team Member Stop Flight Crew Maintenance and Engineering FOQA Manager Safety, Operations, and Training Remove from FOQA Database No Yes NoYes De-identified Flight Data FOQA Database Secured Raw Data GDRAS
Appendix A Data Classifications and Definitions
Parameters and measurements used in the [Airline Name] FOQA program are contained in Appendix II of this I&O Plan. The definitions will be programmed into the GDRAS to measure events and/or monitor trends. The performance limits that define these definitions will be continually reviewed by the FMT to determine they are consistent with the FOQA program goals, applicable publications, and guidance materials, which may include, but are not limited to, the following:
• Flight Operations Manual (FOM)
• Quick Reference Handbook (QRH)
• [Airline Name] flight training materials
• Approved Flight Manual (AFM)
• Manufacturer Maintenance Manuals
The event set for the [Airline Name] FOQA Program is contained in Appendix II. This event set will be modified as deemed appropriate by the FMT and additional event sets will be defined as needed. The FOQA Program Manager will be responsible for maintaining the event sets and coordinating with the FMT.
Data Definition Maintenance
The procedures for validating, reviewing, and defining event and trend definitions will be established by the FMT and they will determine whether the information is valid and reflects [Airline Name’s] qualification and performance standards, training practices, and aircraft performance limits. All changes in the event and trend definitions will be logged and the FOQA Program Manager will maintain the records.
Data Review and Evaluation
All data recorded by the [Airline Name] FOQA Program will be evaluated by the FMT on a periodic basis as determined by the FOQA Program Manager. FOQA data should be evaluated to determine if the program is accurately monitoring collected information for events and trends.
The review and evaluation of the measurements, profiles, events, and trends used in the [Airline Name] FOQA Program should reflect changes, updates, or enhancements to policy and procedures within all stakeholders’ departments. Consideration should also be given to any changes, updates, or enhancements to policies and procedures within the FAA and industry.
Data Trending and Record Retention
De-identified flight data stored in the GDRAS will be periodically deleted as determined by the FOQA Steering Committee. Trend data will be maintained for a period of time as specified by the FMT in consultation with the FOQA Steering Committee. Maintenance Engineering shall retain the data as long as necessary to satisfy manufacture’s warranties.
Appendix A
11. PROGRAM AND DATA DOCUMENTATION
Operational Development
The FOQA Program Manager will develop appropriate documentation for support of the FOQA operation. This documentation will be used to provide routine support for the process and facilitate any personnel transitions that may occur during the program.
Information and Data Control
The FOQA Program Manager will maintain a history of the information used in the FOQA program. When a FOQA or safety issue is identified, a log will be maintained to provide a reference document. This document will provide a way to track how [Airline Name] addresses trends revealed by analysis of the FOQA data. This will include:
• A description of the identified issue
• Analysis that was accomplished
• Specific corrective actions or recommendations taken or made
• Personnel who were notified (e.g., flightcrews [de-identified], Engineering Maintenance, Flight Operations, Flight Training, Flight Safety)
• Resolution of actions or recommendations
The log will be used to generate a summary report for presentation to the FOQA Steering Committee and senior management. This log will be maintained in the FOQA office in a secure place. The FOQA Steering Committee will establish the retention period for this log.
I&O Plan Revision Control
Standard revision control methodology and a distribution list will be established for this I&O Plan. A revision control page that identifies the pages to be added, removed, and/or replaced, will be submitted with any revisions. Each revised page will indicate the page number and date.
Revisions to the I&O plan will be provided as necessary and appropriate. All revisions to the I&O plan, including event definitions, will be submitted to the [Airline Name] FAA POI and to FAA AFS-230.
12. FAA ACCESS
The [Airline Name] FAA POI (and/or Aircrew Program Managers [APMs]) and PMI (and/or Partial Program Managers [PPMs]) shall be permitted free and open access to de-identified aggregate FOQA data, including fleet-specific trend analysis information. This review will include a quarterly update of FOQA trend information to [Airline Name]’s FAA personnel. Any FOQA data or information shared with the FAA shall be protected from use by the FAA for enforcement purposes in accordance with14 C.F.R. section 13.401 and shall be protected from public disclosure in accordance with part 193 and FAA Order 8000.81. Any de-identified FOQA data or aggregate FOQA data that leaves [Airline Name]’s property will be clearly labeled as follows: “WARNING: This FOQA information is protected from disclosure under 49 Page 16
Appendix A U.S.C. 40123 and 14 CFR part 193. This information may be released only with the written permission of the Federal Aviation Administration Associate Administrator for Regulation and Certification.” Airline identity and other information that could be employed to derive airline identity will be removed from any FOQA aggregate data submissions which [Airline Name] provides to the FAA in compliance with section 13.401, unless [Airline Name] elects to include that information. In the event that [Airline Name] chooses to allow FOQA data or aggregate FOQA data that includes airline identity information to be removed from [Airline Name]’s property, all such data will be labeled as the confidential and proprietary property of [Airline Name], in addition to the preceding warning.
In accordance with the FOQA Aviation Rulemaking Committee (ARC) recommendations that have been accepted by the FAA, [Airline Name] will participate in industry information sharing activities for FAA-approved FOQA programs. All information included in any industry sharing activity or any request for information will be reviewed and approved by [Airline Name] before release by [Airline Name]. The information released will be considered [Airline Name] proprietary information and will be de-identified so that specific flight information is not included. To the extent possible, the information released will be de-identified to limit the references that identify it as [Airline Name] information. In addition, at such time as the FAA provides guidance regarding future requirements for compliance with part 13, section 13.401(d), [Airline Name] will review those requirements to determine whether to continue its voluntary participation in an approved FOQA program. If the decision is made to continue with the program, this I&O Plan will be revised accordingly.
APPENDICES
APPENDIX I. PILOT ASSOCIATION AGREEMENT
Insert Pilot Association Agreement (if applicable).
Appendix A
APPENDIX II. EVENT PARAMETERS AND DEFINITIONS
Event Name Event Description Parameters and Basic Event Definition Notes
Excessive Power on the Ground An event designed to measure high power settings on the ground that could result in injury to personnel or damage to equipment.
Air/Ground Switch, Ground Speed, N1 Air/Ground = Ground, Ground Speed < x knots, N1 > x% for x seconds This event would also be used in the After Landing phase.
Excessive EGT – Start An event designed to detect EGT in excess of flight manual limits during engine start.
Air/Ground Switch, EGT Air/Ground = Ground, EGT > x degrees for x seconds This event could be included in other flight phases, if desired, although EGT exceedances other than on engine start are extremely rare.
Engine Overtemp An event to detect engine EGT in excess of in-flight limits.
EGT EGT > x degree for x seconds
Takeoff Warning An event that would trigger on the same conditions that set off the takeoff warning horn.
Air/Ground Switch, Flap Position, Speed Brake Position, Throttle Position (or possibly N1) Air/Ground = Ground, Flaps < approved takeoff flaps, Flaps > approved takeoff flaps, Speed Brake > 0, Throttle Position > x On some newer aircraft, Takeoff Warning is a discrete parameter.
Trim Setting is normally a component that triggers Takeoff Warning, but it is sometimes not a recorded parameter.
Appendix A
Event Name Event Description Parameters and Basic Event Definition Notes
Rejected Takeoff – Low Speed An event to detect that the takeoff roll has begun and the takeoff has been abandoned below a predetermined speed.
CAS, N1 CAS > x knots, CAS < x knots, N1 > x% for x seconds, followed by N1 < x% within 60 seconds Low end CAS should be greater than any anticipated taxi speed. 100 knots is generally accepted as the cutoff between high- and lowspeed aborts.
Rejected Takeoff – High Speed An event to detect that the takeoff roll has begun and the takeoff has been abandoned above a predetermined speed.
CAS, Gross Weight, N1 CAS > x knots, CAS < V1, N1 > x% for x seconds, followed by N1 < x% within 60 seconds If N1 is not an available parameter, V2 or Liftoff Speed may be used as the upper limit.
Liftoff Speed High An event to determine the relationship of the actual liftoff speed to V2.
Air/Ground Switch, Gross Weight, CAS Air/Ground = Ground, CAS > V2 + x knots for x seconds V2 is calculated based on Gross Weight.
Liftoff Speed Low An event to determine the relationship of the actual liftoff speed to V2.
Air/Ground Switch, Gross Weight, CAS Air Ground = Air, CAS < V2 – x knots for x seconds V2 is calculated based on Gross Weight.
Pitch High at Takeoff An event that measures pitch at takeoff in relation to the angle required to strike the tail of the aircraft.
Air/Ground Switch, Pitch Air/Ground = Ground, Pitch > x degrees Limits are based on the angle required for the tail cone to contact the ground with struts compressed.
Takeoff Climb Speed High An event to detect climb speed higher than desired during the Takeoff Phase of flight.
CAS, Gross Weight, HAT HAT > x feet, HAA < x feet, CAS > V2 + x knots Altitude ranges should be used to accommodate different desired climb speeds in those ranges. In certain ranges, the climb airspeed will be based on V2.
Appendix A
Event Name Event Description Parameters and Basic Event Definition Notes
Takeoff Climb Speed Low An event to detect climb speed lower than desired during the Takeoff Phase of flight.
CAS, Gross Weight, HAT HAT > x feet, HAA < x feet, CAS < V2 – x knots Altitude ranges should be used to accommodate different desired climb speeds in those ranges.
Early Flap Retraction An event to detect any flap movement from the takeoff position prior to reaching the altitude at which flap retraction should begin.
HAT, Flap Position HAT< x feet, Flap Position < Flap Position in the preceding sample
Excessive Bank Angle at Takeoff An event to detect when the bank angle exceeds the maximum allowable bank angle.
HAT, Roll HAT > x feet, HAT < x feet, Roll > x degrees for x seconds Altitude ranges should subdivide this event with different bank limitations in each range.
Turbulence – Flaps Extended An event to detect excessive G-forces prior to flap retraction.
Vertical Acceleration, Flap Position Flaps > 0, Vertical Acceleration > x g for x seconds
1.5 g is a generally accepted limit for this type of event.
This event can also occur during the Approach phase of flight.
Slow Initial Climb An event to detect a slower than normal climb to the clean-up altitude.
Air/Ground Switch, HAT Time > x seconds from Air/ Ground = Air to HAT = x feet HAT would be based on clean-up altitude.
Abnormal Flap Retraction An event to detect slow flap movement between any selected flap position and the previously selected flap position.
Flap Position, Flap Handle Position Time from Flap Handle Position = x degrees until Flap Position = x degrees > x seconds This event will also detect stuck flaps.
Appendix A
Event Name Event Description Parameters and Basic Event Definition Notes
Height Loss in Climb An event to detect an interruption in climb in which altitude is lost before the climb resumes.
HAT HAT < than x feet, HAT < HAT in preceding sample This event might benefit from subdivision in altitude ranges.
Climb Speed High An event to detect climb speed higher than 250 knots below 10,000 feet.
Altitude, CAS Altitude < 10,000 feet, CAS > 250 knots for x seconds
Flap Limit Altitude An event to detect when flaps are operated above the maximum allowable altitude for flap operation.
Altitude, Flaps Position Altitude > x feet, Flap Position > 0 degrees Altitude would correspond to the maximum operating altitude for flaps extended.
Turbulence – Flaps Up An event to detect excessive G-force while airborne, indicating an encounter with turbulent conditions.
Air/Ground Switch, Vertical Acceleration Air/Ground = Air, Vertical Acceleration > x g, Vertical Acceleration > -x g This event will measure turbulence from all sources (convective activity, clear air, or wake induced).
Vertical Acceleration limits of +1.5 g to – 0.5 g might be considered.
Holding/ Excess Radar Vectoring An event to detect excessive delays caused by ATC holding/radar vectoring.
Heading Cumulative Time > x, Heading = Heading + 359 degrees, Time < 600 seconds The start point for this event would occur after the first 360-degree turn and end 600 seconds after the last turn. The event would trigger when the cumulative time exceeds a userdefined value.
Appendix A
Event Name Event Description Parameters and Basic Event Definition Notes
Operating Ceiling Exceeded An event to detect operation of the aircraft above its certificated maximum operating altitude.
Altitude Altitude > x feet for x seconds
Landing Gear Down Speed Exceeded (Mach) The indicated mach number of the aircraft exceeds the maximum allowable mach for operation with the landing gear in the down position.
Mach, Landing Gear Position Landing Gear Position = Down, Mach > x mach number for x seconds Limiting mach number would be MLE.
MMO Exceeded An event to detect occurrences of the indicated mach number of the aircraft in excess of the maximum allowable mach number.
Mach Mach > x mach number for x seconds
VMO Exceeded An event to detect occurrences of the indicated airspeed of the aircraft in excess of the maximum allowable airspeed.
CAS CAS > x knots for x seconds
High Descent Rate An event that measures unusually high rates of descent.
Inertial Vertical Speed, HAT, Altitude Descent rate > x fpm for x seconds, HAT/Altitude > x, HAT/Altitude < x This event can be subdivided into altitude ranges to capture abnormal rates of descent that might be caused by different ATC facilities.
Excessive Speedbrake Usage An event that measures the amount of time the speedbrake is used during descent.
Speed Brake Handle, Air/Ground Switch Air/Ground = Air, Cumulative Time Speed Brake > 0 This event is useful in evaluating arrival procedures into specific airports.
Appendix A
Event Name Event Description Parameters and Basic Event Definition Notes
Approach Speed High An event to detect operation on approach that is in excess of its computed final approach speed.
Gross Weight, CAS, HAT, Flaps HAT > 1,000 feet, HAT < 3,000 feet, CAS > VFE – x knots HAT < 1,000 feet, CAS > VREF + x knots This event should be broken down into altitude bands.
Suggested breakdown would be HAT > 1,000 feet, HAT 500 – 1,000 feet, HAT 50 – 500 feet, HAT < 50 feet.
Speeds above 1,000 feet would reference a lookup table.
Approach Speed Low An event to detect operation on approach that is below its computed final approach speed.
Gross Weight, CAS, HAT HAT > 1,000 feet, CAS < flap maneuvering speed – x knots HAT < 1,000 feet, CAS < VREF – x knots Speeds above 1,000 feet would reference a lookup table.
Excessive Power Increase An event to detect an excessive power increase during final phase of approach.
HAT, N1 ∆ of N1 at 500 feet and N1 < 500 feet > x
Abnormal Configuration – Flaps/Speedbr ake An event to detect the simultaneous use of flaps and speedbrakes.
Speedbrake Handle, Flaps Speedbrake handle > 0, flaps > 0 This event would only be included if this type of operation were prohibited in the flight operations manual.
Abnormal Flap Extension An event to detect slow flap movement between any selected flap position and the previously selected flap position.
Flap Position, Flap Handle Position Time from Flap Handle Position = x degrees until Flap Position = x degrees > x seconds This event will also detect stuck flaps.