Premium On Safety - Issue 17, 2015 - 3

'Climb/Descend Via' Clearances
Do You Know How To Comply? BY MACHTELD SMITH
Air traffic controllers have been using "climb via" phraseology for more than a year, but it appears that pilots
sometimes interpret these clearances incorrectly-an issue that negates the intended advantage of the clearance (to
save time and cut down on radio transmissions) and that could result in a pilot deviation filed by the FAA due to the
pilot's non-compliance with a clearance. Climb Via or Descend Via clearances-used for departure procedures (DPs)
and standard terminal arrivals (STARs), respectively-requires that pilots repeat the clearance verbatim and comply
with the procedure's lateral path, associated speed restrictions, and altitude restrictions along the cleared route or
procedure. For a refresher, review the NBAA's guidance page online (www.nbaa.org/ops/cns/pbn/climb-via/) and
watch the FAA's tutorial video (www.faa.gov/tv/?mediaID=507).
Machteld Smith writes for the AOPA Air Safety Institute. She holds a commercial pilot certificate with multiengine, instrument, and seaplane ratings.
FOCAL POINT
Reducing Loss of Control In Flight Accidents
in Business Aviation
BY PAUL RATTÉ
Reducing loss of control in flight (LOCI) accidents
has become a priority of ICAO and
aviation professional organizations across
the globe. The National Business Aviation
Association Safety Committee recently identified
it (along with runway excursions) as
one of two high risk mishap types on which
it will focus this year. The intensified attention
stems from LOCI accidents causing
more flight-related fatalities than any other
category of accident over the last decade.
A Boeing study noted that 16 LOCI commercial
jet accidents from 2004 to 2013
resulted in 1,576 fatalities-nearly twice
the number in the next highest category
(Boeing Aircraft 2013 Statistical Summary,
August 2014). The National Transportation
Safety Board (NTSB) targets the issue on its
2015 "Most Wanted" list of safety improvements,
citing its linkage in more than 40
percent of fixed-wing general
aviation (GA) accidents from
2001 to 2011 (www.ntsb.
gov/mostwanted). Business
aviation accidents are a
subset of those across the
broader GA spectrum, and the
alarming consistency of catastrophic
outcomes in this type
of accident underscores the
need for a better understanding
of LOCI risks and ways to
mitigate them.
Business aviation encomMany
business aviation pilots operate
more than one type of aircraft, elevating
the threats of confusion or negative habit
transfer in managing different automation
and flight characteristics.
passes a wide range of aircraft
types and operating paradigms,
which works against
any single solution. Singlepilot
and owner-flown aircraft
are often lighter and less
automated than their business
jet counterparts. Their
pilots are particularly exposed
to the threats of wake turbulence
when operating amidst heavier
aircraft, and task saturation during high
workload periods (a potential precursor to
spatial disorientation and monitoring breakdowns,
which can lead to upsets). They
often have less exposure to structured and
consistent recurrent training compared to
members of full time charter or corporate
flight departments. In addition to facing
these threats in varying degrees, business
jet operators also confront high altitude
maneuvering, relatively low roll inertia in
many business jet designs, and increasing
levels of automation complexity rivaling
those of modern commercial transports.
Many business aviation pilots operate
more than one type of aircraft, elevating
the threats of confusion or negative habit
transfer in managing different automation
and flight characteristics.
A study of business jet LOCI accidents
from 1991 to 2010 noted unintentional
stalls occurred in 31 of 71 accidents examined
(Investigating and Preventing the Loss
of Control Accident, P.R. Veillette, delivered
at ISASI 2011). Automation mismanagement,
flight control anomalies, and wind
shear or turbulence-induced upsets rounded
out the list, but no cause was nearly as
prevalent as unintentional aerodynamic
stalls. Two-thirds of the studied accidents
occurred during takeoff, approach, or
landing with the aircraft below 1,000 feet
agl, affording those crews precious little
(continued on page 4)
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http://www.nbaa.org/ops/cns/pbn/climb-via/ http://www.faa.gov/tv/?mediaID=507 http://www.ntsb.gov/mostwanted

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