Failure scenarios with a Simulator

~ cjois

Far too many times, I find that a flight simulator, even expensive FAA-certified ones are used to practice routine flying… sometimes even just as a game. That is such a poor use of a fabulous tool.

One of the more important use cases for a simulator is the ability to generate failures. This past week, I used the combination of my simulator and my PilotEdge membership to practice a failure – a GPS failure. As much as we have come to take these technologies for granted, there are days when things fail. I didn’t intend to actually fly such a failure on the simulator last week. it so happened that I filed with a flight plan with the wrong aircraft suffix /I – which stood for “No GNSS” capability (aka no GPS). When the Clearance Delivery controller confirmed with me as to whether I had no GPS equipment, I realized that I had used the wrong code. I could easily correct the code and re-file. However, I used the opportunity to note down that scenario as yet another one that all GA pilots must practice regularly. Indeed on a particular day, we may have an NAVAID outage or an equipment failure – and the need to fly without GPS that day will become real.

It was momentarily disorienting to be asked that question. Imagine actually getting ready for a flight and discovering that the Garmin 530W doesn’t turn on, or worse still, malfunctions in flight. This is exactly where practice comes in handy. Being prepared for a situation or having experienced it before makes it a lot easier to react to it when it occurs. This is exactly the use of advanced technology in flight training – getting the flying brain tuned to circumstances that are out of the ordinary.

There is a ton of technology in use in the aviation ecosystem, however, that does not mean that all elements of it will work correctly always. It is important to be prepared for the time when one of them does not.

General Aviation pilots, especially those that do not fly for a living, or are just weekend pilots must absolutely practice these scenarios.

CP Jois

AQP & Crew Resource Management

~ cjois

CRM began with presentation at NASA in 1979 (Bruce, Gao, & King, 2018). Born against the backdrop of the Tenerife disaster in 1977 and the United Airlines incident over Portland, Oregon in 1978, CRM has evolved and what we see today is known as 6th generation CRM (Helmreich, Merritt, & Wilhelm, 1999). Major changes have occurred between the Cockpit Resource Management of 1979 and the Crew Resource Management models of today. The primary shifts have been around scope and inclusiveness. The Colgan Air mishap in 2014 then led to a shift from passive CRM to a far more active Threat and Error model-based CRM (Holt & Poynor, 2016).

While very complex when studied in detail, stated simply, ‘Threats’ and ‘Errors’ necessitate CRM-based actions/behaviors. Fatigue is a ‘Threat’, can cause ‘Errors’, and needs CRM-based behavior to remediate or recover from the situation. Given this simplistic formulation of the model, it is pertinent that we model the various types of threats that fatigue can pose before we can bake it into the CRM/TEM training programs. Fatigue has known to cause many incidents. American 1420 in June 1999, Colgan Air 3407 in February 2009, Corporate Airlines 5966 in October 2004 are all cases where fatigue has been called out as a leading factor (Avers & Johnson, 2011) 

Unlike skill or competency training, where measurement is somewhat easier, training for behavioral responses is not all that straightforward. For example, training for a response to deal with an engine flame out on takeoff is not the same as training someone for executing a flight control maneuver. Training on factors like fatigue is more complex. On one hand, the human mechanism will not produce behaviors of an individual in a fatigued state unless they are in a state of fatigue. On the other hand, it will be a logistical challenge to get pilot resources to be a part of a simulator scenarios when they are in actually in state of fatigue. 

However, a value-additive approach to building training around fatigue-related behaviors is to first demonstrate the outcomes that fatigue can produce through simulations and scenarios. Since it is a such a strong reality of aviation today, it is worth modeling, scheduling and planning for simulator training for individuals when they are really in a state of fatigue. As an example, scheduling an intense simulator session when the circadian rhythm is in a trough is a good start. This could be further intensified by scheduling a full day of work prior to the late evening simulator session. These could induce fatigue prior to being presented with scenarios.

Fatigue like many things can only be measured through the many symptoms of fatigue it produces. The Center for Human Sciences in Farnborough, UK has developed a model for fatigue describing the symptoms of fatigue (Belyavin & Spencer, 2004). Some of them are as follows – diminished perception, a general lack of awareness; diminished motor skills and sluggish reactions; problems with short-term memory; channeled concentration, fixation on a single possibly unimportant issue, to the neglect of others; being easily distracted by unimportant matters; poor judgement; and slow decision making.

Modeling simulator scenarios that are focused on amplifying the symptoms above will yield the best results from a training perspective. Let us choose the symptom of fatigue-induced short-term memory. Modeling a high traffic congested airspace with multiple air traffic control inputs such as altitude/heading/speed changes, approach restrictions and last-minute runway changes could provide for a scenario where effects of fatigue on short term memory can be assessed.

It is important to note that not everyone reacts the same way to fatigue. While the list of symptoms is generic, each human is different. The “Swiss Cheese (Reason) model” begins to come together when a human weakness aligns with a fatigue-induced symptom and the prevailing circumstance to cause an incident (Reason, Hollnagel, & Paries, 2006). To elaborate further, if a pilot monitoring (PM) and managing communications on the flightdeck is weaker on short-term memory capacity to begin with (when compared to say, her/his motor skills), then fatigue will impact her/his ability to read back and comply with air traffic control inputs. The fatigue threat, causes memory errors, leading to the need for CRM-based recovery. Recovery in this situation could be the pilot flying (PF) noticing it and taking remedial actions. On the other hand, if one has the propensity to be weaker at motor reflexes, then fatigue would impact their ability manually control the airplane. Other scenarios could include failure annunciations to appear late in the approach requiring a quick go-around decision. Fatigue impairs decision making and such scenarios could make for good insights.  

The challenge most times is that many/most individuals aren’t aware of their weak areas and believe that they can “pull it off”. 

The value in AQP, CRM/TEM models is that they allow for the program to be setup in a way that it exposes resources to reality of these situations and more importantly allows individuals, to some degree, understand their own limitations. No amount of Powerpoint presentations will provide the experience of being in the situation, even if it is only in a simulator.

References:

Avers, K., & Johnson, W. B. (2011). A review of Federal Aviation Administration fatigue research: Transitioning scientific results to the aviation industry. Aviation Psychology and Applied Human Factors, 1(2), 87–98. https://doi-org.ezproxy.libproxy.db.erau.edu/10.1027/2192-0923/a000016

Belyavin, A. J., & Spencer, M. B. (2004). Modeling performance and alertness: the QinetiQ approach. Aviation, space, and environmental medicine, 75(3), A93-A103.

Bruce, P. J., Gao, Y., & King, J. M. C. (2018;2017;). Airline operations: A practical guide (1st ed.). London, [England];New York, New York;: Routledge. doi:10.4324/9781315566450

Helmreich, R. L., Merritt, A. C., & Wilhelm, J. A. (1999). The evolution of crew resource management training in commercial aviation. The international journal of aviation psychology, 9(1), 19-32.

Holt, M. J., & Poynor, P. J. (2016). Air carrier operations (Second ed.). Newcastle, Washington: Aviation Supplies & Academics, Inc.

Reason, J., Hollnagel, E., & Paries, J. (2006). Revisiting the Swiss cheese model of accidents. Journal of Clinical Engineering, 27(4), 110-115.

Microsoft Flight Simulator 2020

~ cjois

For flight enthusiasts, even 40 years of using flight simulator products cannot dampen the enthusiasm and excitement of hearing that a new version of a flight simulator or a new product is being launched. The childlike excitement that builds up upon hearing of a new flight sim product is beyond words. So was the case with me as well…. although I admit that experience does bring in a little more patience. For once, I did not download MSFS2020 on August 18, the day it was launched. I waited a little for the software to settle down. Although with each passing day, my patience would ebb, and finally in the middle of September I couldn’t wait any longer and hit download!.

The installation went off with little effort, no hung machine, no crashes, etc. Although it was long download 90+ GB. I had to find a long ethernet cable to wire the PC to the router. Otherwise, despite the fast internet service I have, this download would take forever. The machine had been upgraded to Win 10, a good I7 4.2Ghz 64GB, 4GB GPU NVIDIA card, enough to run the new simulator.

Then came the time to start the simulator. I clicked on it, and the wait was long. My initial thought was that it was because the first run of any software does take a little longer. With some intro music in a loop, the -re-load was painfully long, then came the selection screen. I first set the simulator down to the barest, simplest settings. Rendering on LOW, Traffic OFF, base resolution.

The Ux is pretty intuitive. Setting up controls was not straightforward. Especially setting up the CH Yoke, a long-standing standard in simulation, was not simple. Having that out of the way, I started my first flight using a C172S. CTD!

Had to restart the simulator, another 10-15 mins gone. Flight config done, aircraft at the runway, CTD.

Reduced settings even further hopping to eliminate CTD issues, restarted the simulator. Took off from my favorite airport EDDF (Frankfurt Main). Rendering was not smooth. Tuned aliasing. Got better. However, the aircraft felt jittery and a little too much in-air movement. Being a real-world pilot who flies the Cessna 172S regularly I can say confidently that the real aircraft doesn’t feel anything like that unless there is severe turbulence. I tried to turn on auto-pilot to see if the physical controls were causing noise and hence the jitter. That did not fix the issue. Clearly, it was not something that The user or controls were causing. The jitter appeared to be in the simulator or the flight model. I made one turn on to the downwind leg. CTD.

Restarted the simulator and got the aircraft positioned. This time managed to complete one flight around the pattern.

On another flight, I used the Boeing 747-8. The aircraft booted up correctly. However, the joy was shortlived. A few minutes after takeoff, on climb-out the simulator stopped working.

The real-time traffic feature is a splendid one – however, I don’t believe it functions correctly. It is designed to use FlightAware traffic data however, at no point is the simulator reproducing any of the real-time FlightAware traffic correctly.

The color textures are very nicely done. haven’t really experienced all of the variety yet. BING Maps integration does bring an element of reality to the terrain around. It fills the void in prior simulators.

Overall, I spent 3-4 evenings using it, and then finally last weekend, I stopped wasting my time with it. I am serious about using my simulator for safety and proficiency gain. Like everyone, time is limited and I would rather use a simulation that works and gives me max benefit for the 45 mins to 90 minutes that I use it. Spending 10-12-15 mins to load up a simulator, and then not have it stay on is not a good use of time. MS or Asobo Studios needs to look at this product again. Tune it for efficiency – and ensure that it stays up. Knowing that it is software, yes, it will have some errors and will CTD at times. But that can’t be the norm.

Will wait for it to stabilize before I try it again. In the meantime, I am back to X-Plane and P3D…
CJ

The value of a Hobby

~ cjois

Life is generally busy. Between home and work, and the all the maintenance that goes into keeping life running, there isn’t much time for anything else. Until you make some.

Over the past 6-8 weeks most of us have been under lockdown or ‘shelter in place’. During this time, many have asked me what I do or how I spend my time. The fact is that I really have had no time to ‘spend’. It has been busier than ever and as always, when I have any spare time, I just route towards doing things that matter to me.

On the other hand, even when life is routine. I ensure I make it a point to dedicate my time to those things that define me, make me who I am, grow as an individual.

There are 1440 minutes in a day, times 7 days, times 52 weeks. It is hardly possible that we can’t find the time to do the things we want to do. The question is never about time. There is always enough time for everything. Talk to people who speak about the quantum realm and they will be first to point out that time will warp to allow one to do the things they are passionate about.

For many, perhaps I should say most, the hardest thing is to know what they would like to spend their time on. Before we can be passionate about anything, one has to know oneself.

What do I like to do? What would I like to spend my time on? what do I want to create? What impact do i want to leave behind? What do i want to be known for when i am done? What problems do i want to solve? Who can i help? Who can i serve?

Most people go about life living through the drudgery of tasks and when they look at others doing things that matter to them, it appears like those people are blessed. The fact is that those people are neither anymore blessed than us, nor are they gifted with any more skills that we have. The fact is that those individuals have identified one or more things they are truly passionate about and they pursue it relentlessly.

In simple terms, some of these ‘things’ are known as hobbies. they are different from interests. They are not pastimes. Hobbies involve deep engagement, a form of ‘doing’.

I consider myself very blessed to have had a passion for aviation. This passion has led to various related hobbies and I have more than one. Model aircraft building, drone flying, simulator construction, real world flight, aviation photography and videography, composing guitar solos to mirror the sentiments that aviation produces. These keep me grounded and level-headed. Working on my hobbies brings in a focus, keeps the mind engaged, provides a sense of calm, generates immense gratification, and increases creativity exponentially.

One of the questions that i get asked when someone sees my work is how did i begin. I don’t think there is a single day when a hobby becomes a part of one’s life. Most of my hobbies came in naturally. They grow on me. Aviation has been a passion since my childhood. Music has been with me since my high school days. I was building transistor radios when i was 12. So most of my hobbies have stayed with me since i was little. Indeed with time, the size and scale of my hobbies have grown much. Where I would build a small scale model aircraft, I am now inspired the next larger one. Where i used to have one certificate to fly, I am now inspired to pursue the next block of learning and get the next certificate. Where a couple of decades ago, I was only interested in finding out how to eliminate the keyboard and replace real switches and knobs into a flight simulator, I started on building a scale size flight simulator. It turned into a 20+ year project and to this day gives me immense satisfaction. I call it it my life’s work.

Yes, hobbies can lead to life size work. There is always something to do. Replace the engine on a model aircraft, try a new propeller to test for efficiency, build a foam plane with electric propulsion. Fly to a new non-towered airfield in the real-world. Plan a project to fly to the sand dunes at Kitty Hawk where the first powered flight occurred. On the simulator side, update navigation data, upgrade the software, add a new aircraft, or fine tune performance. If all this is finished, sit by a small airfield and do some plane spotting, or curate some aviation pictures. When this done, come back to composing a new solo in A minor to mirror the feelings of being in the air. There is no end of the avenues that hobbies open up.

The hardest for many is to identify what they are really interested in. The best way to get past this point is to try a few things. Its easy to gravitate to one or more things if we try them, It’s also important to separate out pass-times from hobbies. Hobbies are most likely things to do. Pass-times are meant to pass one’s time. Rest assured that having a hobby will leave very little time to pass.

A hobby can be in any field or realm. Tending a garden, collecting stamps, curating pictures of building architecture, sewing, knitting. cooking, painting, woodcraft, restoring a vintage car or plane, curating artifacts for a museum.., there is no end to the various things that one can do with time.

At few points in our past would having a hobby be as immensely valuable as it has been over the past two to three months with the COVID-19 situation.

In the spirit of not leaving the sight of a goal without taking a step towards it, let’s begin!
Let your creativity blossom.

CJ

Simulators during the lock-down

~ cjois

I write frequently about the value of flight simulators. There couldn’t be a more important time than we are in now to realize the value of a simulator.

It has something for anyone connected to aviation. For students, a simulator provides a great platform to stay proficient. For pilots, it provides the basis to avoid rust and at the same time enjoy flying while not being able to access the real aircraft and fly anywhere. For instrument rated pilots or students, it provides the opportunity to practice approaches of various types. The benefits of simulation have been long discussed here in my blog and everywhere else.

I would urge anyone with access to a simulator to use them extensively. Whether you an log the time in your logbook or not is not material. Whether you can seek credit for the time or not is not material either. Whats important is that you can use the simulator. The transfer of training benefits from a simulator are significant. If you are able to use a networked simulator with a service like PilotEdge, these benefits are further enhanced.

CJ