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Previously, CJP tapped Garmin’s MFD data card and newer Citation’s maintenance logging Aircraft Record- ing System (AReS) recorders to help document how its pilots were f lying. Newer AReS II recorders even allowed CJP’s FDM to capture and analyze an extensive array of parameters and data, including speed, computer errors, weight on wheels, f laps, gear position, and throttle position.
A primary objective for CJP’s Safety Committee was to ensure that both programs assist its pilot members in better anticipating f light risks and deal- ing with them safely. STL is geared towards reducing approach and land- ing accidents. At the same time, their FDM initiative hopes to inform pilots of areas where they could be bumping up against limits set by their Airplane Flight Manual (AFM), the Federal Avi- ation Regulations (FARs), and CJP’s Standard Operating Procedures (SOPs).
Exceeding limits such as VMO/MMO during descent, receiving warnings of f lap or gear overspeed, G-limit trans- gressions, and autopilot activations beyond prescribed limits are all data points that FDM captures. This data is then sent near-instantaneously to anonymized databases for review and compared directly to similar airframes and even to FARs to see improvement and risk reduction areas.
“What we’ve learned, both as pilots and through our work with the CJP Safety Committee, is that accidents or incidents typically result from a conf luence of factors,” Precourt em- phasized. “By scrutinizing our f light performance and exploring this data across various metrics, we are embrac- ing a trend already prevalent among the newest generation of student pi- lots. They can compare their f light performance to their peers, receive constructive debriefs, and evolve into safer, more skilled aviators.”
FlightSafety has collaborated with CJP to introduce a Safe To Land Course,
and Gulfstream is now working with FlightSafety to set up its version of Safe to Land. Additionally, Honda has launched a version of Safe To Land.
The FlightSafety course comprises a one-day simulation training program, encompassing two hours of classroom instruction and two hours in the simu- lator. It includes 11 scenarios designed to simulate “insidious instabilities” and real-life borderline cases where the choice between “Continue” and “Go Around” is critical.
“The FlightSafety course under- scores the imperative of monitoring the gates,” Precourt emphasized. “Many of these scenarios are geared towards ensuring that the pilot is cognizant of the gate limits and respects them.”
“While not every scenario yields a straightforward ‘black or white’ an- swer, there will be cases where either a ‘Go Around’ or a landing would have been acceptable. However, our aim is to inculcate the awareness that both options exist and the potential
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