Flight Quality Operational Assurance

Published Date: 02 Nov 2017

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Abstract

In recent years Federal Aviation Administration and the air transport industry have sought additional means of identifying potential safety hazard. In the paper, one of the means, Flight Operational Quality assurance (FOQA) is evaluated. The way in which FOQA can be used to improve the accidents in the aviation industry is explained. Basing on the experiences of foreign carriers, and the results of several FAA-sponsored studies and input received from industry safety forum, it has been concluded that wide implementation of FOQA programs could have significant potential to reduce air carrier accident rates below current level. In the paper, an explanation is given of how the gathering of flight data develops a trend that is needed for analysis and understanding of the cause of the accidents. An effective procedure of a FOQA program, which when followed, evaluates the operator’s operational risk and prevention program is presented. The elements of the FOQA that identify risk and enhance safety are addressed. The regulations needed to operate a corporate flight department through the use of FOQA are not left out. In the paper that is explained as a way of avoiding the legal issues and fines that lead to losses and increased costs to the organization. By reading through the paper, the importance of developing, implementing and controlling FOQA is understood.

Introduction

Flight Operational Quality Assurance (FOQA) is a safety program that was designed to improve safety in the aviation industry (U.S. Department of Transportation and Federal Aviation Administration, 2004). In the method, data generated by the aircraft as it moves from a point to the other, is captured and analyzed. The data is then used to identify and rectify the inefficiencies in the various areas of flight operation. FOQA is used by the Federal Aviation Administration (FAA) to identify and analyze the trends of operational risks inherent in the National Airspace system (NAS), flight operation, and Air Traffic Control (ATC) and airport operations. The adverse safety trends are realized early in advance. When the trends are corrected, the accidents are avoided but when the adverse trends are not corrected early, it could lead to accidents. For the FOQA program to be successful there should be an application of corrective measures and follow up, so as to make sure that the risky conditions are effectively corrected.

FOQA program components

Airborne Data recording systems

The systems acquire and capture the necessary in-flight information. The systems include specific aircraft data input sources and the equipment for recording and storing the data. The data here are gathered through onboard sensors, which measure significant aspects of aircraft operation. The information is then carried out to the eventual destination via data buses. The data is then collected by interfacing with the buses. Airborne equipment is used to process and analyze collected data and display it to the pilot during flight or on ground and transmit the data to a GDRAS.

Ground Data Replay and Analysis System (GDRAS)

The GDRAS is capable of; Transforming flight-recorded data into usable format for Processing data , Generating various reports and visualizing data so as to help air carrier personnel in interpreting events, detecting events and Routine operational management (ROM)’s that are being monitored and tracked.

Air/Ground Data Transfers is another component of FOQA program. Determining and implementing the process of getting data from aircraft onboard recording system to the GDRAS for analysis is costly. The operators must therefore consider: Scheduling of the removal of the recording medium and forwarding of data to the GDRAS location. The methods used for transferring data to the GDRAS consist of Ground-based transportation, electronic transmission and wireless transmission.

In the Ground-Based Transportation Electronic Transmission, the storage medium is mailed from the maintenance location by the use of regular mail or company mail. When using the system, a tracking system should be developed so that the recording medium and location can be verified and the documentation of data maintained. Remote data transmission from the aircraft maintenance location to the GDRAS is made possible by using download equipment which interface with the aircraft. Electronic transmission is more efficient but requires larger sufficient data transmitting capability from remote maintenance locations to the location of the GDRAS (U.S. Department of Transportation and Federal Aviation Administration, 2004).

In the program, a routine collection and analysis of the gathered data generated at the time of the flight operations is usually done. The program provides total information of the entire flight operations environment. The data gathered in the program is unique, as it provides objective information that no other method can provide (Tsuruta and Embry-Riddle Aeronautical University, 2008). In case of increased risk, the program identifies the situation and allows the operator to react early and correct the actions before an accident occurs. The program is interfaced and coordinated with other safety programs such as Advanced qualified program(AQP), pilot reporting system, Aviation Safety Action Program(ASAP) and voluntary Disclosure Reporting Program (VDRP). The FOQA program is an important tool in the overall operational risk assessment and prevention program.

The data in a FOQA program are collected from the aircraft by the use of a special acquisition device such as Quick Access Recorder (QAR) or Flight Data Recorder (FDR). In the transmission methods, the data is periodically retrieved and sent to the air carrier’s FOQA office for it to be analyzed. Specialized processing and analysis software known as Ground Data Reply and Analysis System (GDRAS) is normally used in validating and analyzing the data. The software converts the gathered data into useful information. The software, GDRAS, transforms the data into an appropriate format for analysis. It then generates the reports and visualizations for analysis of the collected data by the personnel. The air carrier’s operational standards determine the routine operational measurements.

The events could be those falling outside the normal operating boundaries, event categories or Routine Operational Measurement (ROM). The FOQA management team reviews the events and then assesses the validity of the events and their potential significance. The FOQA events are then marked for further inquiry. Aggregate FOQA data best determine the root cause of systemic problems that are to be corrected. The individual data, when aggregated into categories, greatly assist the analyst to find trends and patterns. An analysis may be conducted on the average maximum rate of descent below 2000 feet by airport by fleet type. Related invents will indicate that the area that requires investigation. In the analysis, the suggestion may be that all the fleets are experiencing a high descent rate at a certain point. The information is useful as it can point out the source of the problem. That will most likely suggest the nature of the right corrective action to be undertaken.

Data processing

In processing air data, the data that is to be used to determine the flight crew member identity is usually removed from the electronic record. In FOQA programs, the specific flight crew associated with the FOQA event is identified. That enables a follow-up of the individual crewmembers concerning the FOQA events. The follow-up will be accomplished by the line captain who is provided with a secure means of identifying information for a period of time.

In FOQA, two types of analysis are used. The two are parameter exceedence analysis and statistical analysis.

Data Analysis techniques

The exceedence analysis involves setting specific limit for the GDRAS to detect for a particular parameter. An example is that of a GDRAS programmed to detect every time an aircraft roles at an angle that exceeds 45 degrees. The trend could be got from several flights to determine the number of excedeence offering per flight segment. The phase of flight, airport or runway could be trended depending on the type of event. The levels of exceedence can also be programmed for particular events, for example a higher risk level may be associated with an occurrence where the bank angle exceeds 60 degrees. In such a case the line captain may contact the crewmember for more investigation (Tsuruta and Embry-Riddle Aeronautical University, 2008).

In the statistical analysis technique, the profiles of maintenance, flight or engineering operational procedures are created. The profile uses several measures to build distributions of various criteria. Risk is determined based on the mean and deviation from the mean. A profile would be used to measure different criteria of an approach. The approach could be the rate of descent, airspeed, power setting or configuration. The GDRAS could be used to capture the maximum airspeed of every flight on final approach. From the profile, a series of distributions will show a picture of how the flights are performing. It can then be determined when an approach may lead to unstable landing. This technique can also use distributions to determine the phase of flight, airports or aircraft type. With an established baseline, the data could be monitored so as to track the trend of occurrence. In the statistical analysis technique, data from all flights is used to determine risk for an airline without focusing on specific exceedences. By using data distributions, a risk assessment process may be developed by establishing a baseline for trending data and determining critical safety concerns. Statistical analysis looks at the overall performance of an airline’s operation (Tsuruta and Embry-Riddle Aeronautical University, 2008).

Increase in safety performance

For a successful FOQA program, the carrier’s individual needs and situations should be addressed. The FOQA program should adopt the best practices so as to be successful. In establishing and implementing a FOQA, the first phase involves the decision to establish the program. The FOQA plan should define the system that will meet the user’s needs. The plan should also define how the system will integrate with the stakeholders. A FOQA steering committee is preferable since the first phase requires cooperation and coordination among the various departments. Mechanisms to communicate the current status and progress should be established. There should be no underestimation since the process requires quite a lot of effort and time. Members of the steering committee define its members, should meet regularly and identify the stakeholders early in advance.

Implementation and operation

The scope of the FOQA, the organizational issues, resource requirements and upper management support should be known in the initial implementation phase. It should be made sure that the group should participate. Establishing a steering committee does the following: 1. Formalize the operators intention to initiate the program thereby demonstrating commitment to the program’s value and costs. 2. Provide an early opportunity to identify the appropriate stakeholders from various air carrier departments in the program development process. 3. Communicate the vision of the Carrier’s FOQA program. Goals that are meaningful and measurable should be defined. The expected use of data and the critical success factors should also be defined (United States, 2009).

The next step after the initial one is the implementation and operation step. It would be useless to have a good plan and fail to implement it. The tasks that were outlined in the initial stage are performed. The technology selected is installed in an effort to administering the program. The security policies and procedures defined in the first phase should be implemented and tested to find out their effectiveness.

The line captain chosen as the gatekeeper should be trained on managing the mechanisms for protecting and controlling data. GDRAS users should be instructed on how to handle problems. A regular audit of the security mechanism should be carried out. The equipments such as the airborne and GDRAS should then be installed. This will involve effort and time, especially if the equipment requires Supplemental type Certificate (STC).

The personnel who are to install the equipments may require training both before and during installation. Once the system is fully operational, the end users should undergo training on the product usage and data interpretation. The procedures fro retrieving the media on which the FOQA data is recorded should be availed. The media on which data are recorded are optical disks or personal computer Memory Card International Association (PCMCIA) cards. The procedures should be developed and tested for accuracy and completeness. The stakeholder’s confidence depends on the data’s accuracy, reliability and completeness. Documentation should be made so as to ensure that there is consistent administration of the program.

Once the FOQA program is operational, reviews should be made of all the program’s aspects. The review assists in identifying when the program needs to be updated. With the assimilation of new technologies, modification of event definitions and changing structures program, changes occur in the carrier’s FOQA. The changes will however cause disparity between the implemented and the documented plan. The changes have to be submitted to the Federal aviation administration (FAA) for acceptance. Since the FOQA program is not static, the program should be able to accommodate new uses for data. New equipment should be able to capture and analyze the data. The benefits of the program should be communicated and the costs and benefits should be tracked. The emerging technologies should be evaluated. Emerging technologies have the potential to increase the efficiency and effectiveness of the facets of a FOQA program.

Difference between FOQA and safety management system

FOQA captures analyses and visualizes the data generated by aircraft moving from one point to another point. With the information gathered in that movement, new ways to improve flight safety are developed. Safety management systems provide a systematic way to identify hazards and control risk effectively with three imperatives; ethical, legal and financial in mind.

Legal issues

To avoid legal issues, In case of changes the operators of FOQA programs should provide the FAA with FOQA data in a manner that is acceptable to the administrator. There should be regular briefings with the FAA certificate Management Office (CMO). The FOQA information should also be shared from an operators program with other operators. That will provide benefit to the operator’s overall safety program. The sharing can be through industry associations or directly between operators depending on the scope of the issue.

Advantages of FOQA

The voluntarily collected data of Flight Operations Quality Assurance output would continuously be used to assess the carrier safety and suggest recommendations for improvement. In FOQA programs, the specific flight crew associated with the FOQA event is identified. FOQA provides continuous audit of the pilot performance. FOQA is useful as it is used to assess effective training, communication with crew and briefing systems. FOQA pools data to identify fuel inefficiencies and environmental infringements.

Difficulties

There are difficulties faced when implementing the FOQA program. Failure of understanding the program’s benefits as compared to cost, has led to a high level of lack of motivation. The other difficulty is cost of implementing the program. The data-buses in modern aircraft have precluded expensive modification and re-certification of air craft wiring. The other difficulty is that which is associated with technical solutions and standards. It is very difficult for a FOQA system to synchronize data from multiple sources.

Conclusion

Flight Operational Quality Assurance (FOQA) is indeed a safety program that performs its aim of improving safety in the aviation industry, just as the designers intended. In the method, where data is generated by the aircraft as it moves from a point to the other and captured and analyzed trends are observed and risks eliminated. That is made possible by the data being used to identify and rectify the inefficiencies in the various areas of flight operation. FOQA is effectively used by the Federal Aviation Administration (FAA) to identify and analyze the trends of operational risks inherent in the National Airspace system (NAS), flight operation, and Air Traffic Control (ATC) and airport operations. That enhances speedy realization of adverse safety trends which are then dealt with on the spot.

From the evaluation, when the trends are corrected, the accidents are avoided but when the adverse trends are not corrected early, FOQA’s objectives are not met. For the FOQA program to be successful, it has been made known that there should be an application of corrective measures and follow up, so as to make sure that the risky conditions are effectively corrected. In the program, a routine collection and analysis of the gathered data generated at the time of the flight operations should be done. The program provides total information of the entire flight operations environment.

The data gathered in the program is unique, as it provides objective information that no other method can provide. In case of increased risk, the program identifies the situation and allows the operator to react early and correct the actions before an accident occurs. The program is interfaced and coordinated with other safety programs such as Advanced qualified program(AQP), pilot reporting system, Aviation Safety Action Program(ASAP) and voluntary Disclosure Reporting Program (VDRP). The FOQA program is therefore an important tool that should be effectively used in the overall operational risk assessment and prevention program.