Controlled Flight Into Terrain (CFIT) accidents have been and continue to be the major contributor to aircraft hull losses and fatalities. To assist in reducing these types of accidents, an industry team (airplane manufacturers, airplane equipment vendors, airlines, pilot groups, governmental and regulatory agencies) is developing a CFIT Education and Training Aid. This Aid, which will be available in the fall of 1996, contains all of the information an operator will need to implement CFIT avoidance training into their training programs.

As a part of the development of this standardized training aid, airplane performance data, through computer analysis were compiled to determine the feasibility of an industry-wide, common GPWS escape maneuver. Performance characteristics for specific airplanes were supplied by the various airplane manufacturers. The resulting information indicates that performance data for different airplanes are remarkably similar. In most cases, rotation rates of 3º per second (similar to a normal takeoff rotation rate) to a pitch attitude of 20º will result in the most altitude gained for horizontal distance used.

Based on the industry team study results, the following GPWS Warning Procedure is recommended:

Under certain conditions of flight, where immediate visual reference to the surrounding terrain is not available, prompt and decisive action is required in response to a GPWS Warning.
 

Flight crews should become familiar with the following sequence of actions and use them immediately and aggressively upon an aural or visual GPWS Warning:
· Immediately apply maximum power.
· Disengage the autopilot.
· Immediately rotate the aircraft at a rate of 3º per second (similar to a normal takeoff rotation rate) to 20º pitch attitude.
· Turn flight director off or disregard commands.
· At positive climb rate, or when the radio altimeter shows altitude increasing, retract gear (if extended).
· Level the wings to assure maximum aircraft performance.

Trade airspeed for climb performance. If necessary (to prevent ground contact), continue to increase pitch attitude until stick shaker actuates. In this situation, consider use of engine overboost by moving throttles to their mechanical limits.

Although there are no pitch limitation in emergency conditions, caution must be exercised to keep from maintaining pitch attitudes that result in continuous actuation of the stick shaker.

After the GPWS warning ceases, continue climb to published minimum safe altitude.

Douglas Flight Crew Operating Manuals will be revised to reflect these procedures.