airbus captain xavier lesceu - halldale lesceu.pdf · panel logic ecam fly by wire and protections...
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© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Basic Flying Skills and
Upset Prevention and Recovery Training
AirbusCaptain Xavier Lesceu
APATS
Singapore, 30 – 31 August 2016
The PAST
NOW
Panel logic
ECAM
Fly by Wire and
protections
Side-stick
Dark cockpit
Vertical display
Ghost bird
FMS
RNAV, FLS
RNP
Auto Pilot
robustness
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
LOC-I Prevent Loc - IBack to the
BasicsPublications
Loss of Controland Basic Flying Skills
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
LOC - I
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
May 2016Airbus Flight Operations & Training symposium
Page 8
Basic Flying skills
Loss of control in
flight
Accident rate over the past
decadeLOC - I
Aircraft generation
4th generation
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Prevent Loc - I
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
May 2016Airbus Flight Operations & Training symposium
Page 10
Prevent LOC - I
Flight envelope protections
Improved alerting
Automation improvements
Stall training
Upset prevention and recovery
Crew resource management
Flight crew proficiency
Simulator fidelity
Aircraft design
Flight Crew training
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
May 2016Airbus Flight Operations & Training symposium
Page 11
Back to Basics
Knowledge
Practice
Apply
Maintain a high level of
proficiency
Key Legend
Is Flying
SAFE ?
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May 2016Airbus Flight Operations & Training symposium
Page 13
Is flying safe
Flying is safe as it is based on the combination of 4 pre-requisites
- Safe design according to certification requirements
- Aircraft maintained according to approved procedures
- Aircraft operated by skilled pilots
- Aircraft flown within a safe ATM en route and airfield environment
These 4 pre-requisites are intrinsically linked together.
EVALUATE
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May 2016Airbus Flight Operations & Training symposium
Page 15
Evaluation
Aerodynamics
Performance
Undesired aircraft state
Manual flying skills
Treat and error management
Decision making
Crew communication
Theoretical knowledge
Skills
TRAIN
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May 2016Airbus Flight Operations & Training symposium
Page 17
Ground
Theoretical knowledge
High altitude aerodynamics
Definitions of aircraft upset
Undesired aircraft state
Causes of aircraft upset
Environmental effects
Flight instruments failures
Pilot induced airplane upset
………
SKILLS
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
May 2016Airbus Flight Operations & Training symposium
Page 20
Stall Stall
warningVFE MD
VD
MMO
VMO
Training
area
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
May 2016Airbus Flight Operations & Training symposium
Page 21
Simulator
Skills in simulator
+ Fly in the whole flight envelope+ Start in the middle and work towards the
edges
+ Raw data flight+ AP/ FD / ATHR / FPV OFF flights
+ Day / Night
+ Adverse weather conditions
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
May 2016Airbus Flight Operations & Training symposium
Page 22
Simulator
Skills in simulator
+ Stall and Upset training
+ refer to OTT
+ Incorporate OEM into scenario if
needed
+ Don’t change simulator models without
OEM cooperation
+ Do not experiment
FLY
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May 2016Airbus Flight Operations & Training symposium
Page 24
Aircraft
Manual flight in
daily operations
+ Establish policy
Weather conditions
+ Level of automation
+ AP – ATHR - FD
+ FDA
+ Review manual flight operations
Feedback to training
Think
and
RETHINK
Training
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Why
Revision 03?
Let’s talk
about UAS
What’s new in
Revision 03?
AURTA Rev 3
Aeroplane Upset Recovery Training Aid
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Why
Revision 03?
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
May 2016Airbus Flight Operations & Training symposium
Page 28
Why Revision 03 to the Airplane Upset Recovery Training Aid?
ICAO requested it!
LOCART group was tasked to
provide guidance to regulators
ICAO wanted to include all
transport airplanes
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
May 2016Airbus Flight Operations & Training symposium
Page 29
Why Revision 03 to the Airplane Upset Recovery Training Aid?
Was something wrong with Rev 02?
Everybody liked it, but nobody
knew what was in it!!
It’s important to read more than
bold print and bullets
Picture
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
May 2016Airbus Flight Operations & Training symposium
Page 30
Why Revision 03 to the Airplane Upset Recovery Training Aid?
Discovered we had the same challenges
Discovered we had the same solutions
Leveraged actual experience and not simulator assumptions
The OEM Sub-Committee
Ky Legend
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
What’s new in
Revision 03?
Why
Revision 03?
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
May 2016Airbus Flight Operations & Training symposium
Page 32
What’s New in Revision 03 to the Airplane Upset Recovery Training Aid?
Includes Turboprop Transport Aircraft
Changed Definition of an UPSET
Electronic Format
Three Levels of Content
Improved Graphics
Embedded Videos
Element of Startle
Format and Content Change
Ky Legend
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
May 2016Airbus Flight Operations & Training symposium
Page 33
What’s New in Revision 03 to the Airplane Upset Recovery Training Aid?
ATOs will define their training programs
OEMs recommend what to train: with rationale
Clear emphasis on awareness and avoidance
Correct incorrect assumptions!!
Training Recommendations
Ky Legend
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
May 2016Airbus Flight Operations & Training symposium
Page 34
Stall Stall
warningVFE MD
VD
MMO
VMO
Training
area
Training Recommendations
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Let’s talk
about UAS
Why
Revision 03?
What’s new in
Revision 03?
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
May 2016Airbus Flight Operations & Training symposium
Page 36
An undesired aircraft state is characterized by
unintentional divergences from parameters normally
experienced during operations. An aircraft upset may
involve pitch and/or bank angle divergences as well as
inappropriate airspeeds for the conditions.
Undesired Aircraft State
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May 2016Airbus Flight Operations & Training symposium
Page 37
Stall training video
This video is a complement to ALL published information.
It summarizes the stall characteristics, the buffet and the
recovery.
It allows you to better recognize, avoid and recover from
an impending or actual stall.
This video demonstrates the recovery technique that must
be applied at the first indication of a stall.
Stall training Recommendations
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May 2016Airbus Flight Operations & Training symposium
Page 38
Stall training video
This video was recorded during a TEST Flight
You should NOT replicate this « test flight » either in the aircraft
or in a simulator.
“Simulators may not be representative beyond the STALL AoA”
This video should be used to enable a better understanding of
why stalls occur and what happens during the initial part of a
stall.
ALLWAYS APPLY the stall recovery procedure as published in
your aircraft operations manual
Stall training Recommendations
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May 2016Airbus Flight Operations & Training symposium
Page 39
Avoid UAS
UPRT OEM Recommendations
Ky Legend
•Notice: This OTT provides Operators with recommendations on training techniques or training
programs. These training recommendations aim to enhance the efficiency or safety of operations. It is
each Operator's responsibility to distribute the information contained in this OTT to ensure application
of the training recommendations in the Operator's own training department or any training organization
where their crews are trained.
OPERATIONS TRAINING TRANSMISSION - OTT
TO: All A318, A319, A320, A321, A330, A340, A340-500, A340-600, A350, and A380
Operators
SUBJECT: Techniques for recovery from aircraft upset - FSTD scenarios for Upset Recovery
Training
OUR REF: 999.0077/16 Rev 00 dated 20-Jun-2016
APPLICABLE AIRCRAFT: This OTT is applicable to A318, A319, A320, A321, A330, A340,
A340-500, A340-600, A350, and A380
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
May 2016Airbus Flight Operations & Training symposium
Page 40
AURTA
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May 2016Airbus Flight Operations & Training symposium
Page 41
UPRT
AVOID and
PREVENT
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May 2016Airbus Flight Operations & Training symposium
Page 42
Nose high
Nose high
Ky Legend
Nose High Recovery Technique
Recognize and confirm the developing situation.PF PM
AP 1…………………………………....................OFF (if required)
A/THR2………………………….………;;;..……OFF (if required)
PITCH……………………… APPLY NOSE-DOWN Apply as much nose-down control input as required to obtain a nose-down pitch rate.
THRUST................................................... ADJUST (If required)
ROLL3..................................................... ADJUST (If required)Adjust bank angle not to exceed 60 degrees
When Airspeed is sufficiently increasing: RECOVER TO LEVEL FLIGHT
Monitor Airspeed and Attitude throughout the recovery and announce any continued divergence.
Notes1 If the AP and/or A/THR are responding correctly to
arrest the divergence, it may be appropriate to keep the
current level of automation
Avoid entering a stall due to premature recovery at low
speed or excessive g-loading at high speed.
2 If the authority in pitch is not sufficient, incremental
nose down trim inputs may improve elevator control
effectiveness and reduce high pitch control forces
3 If all normal pitch control techniques are
unsuccessful, banking the aircraft to enable the nose to
drop toward the horizon may be necessary. The bank
angle applied should be the least possible to start the
nose down and never exceed approximately 60
degrees.
Nose High recovery
training
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
May 2016Airbus Flight Operations & Training symposium
Page 43
Nose Low
Nose high
Ky Legend
Nose Low Recovery Technique
Recognize and confirm the developing situation.
PF PM
AP1,2…………………………….……………...........OFF (if required)
A/THR1………………………………………………OFF (if required)
RECOVER FROM STALL (if required)
ROLL ........................................................ ADJUST (If required)Adjust bank angle in the shortest direction to wings level.
THRUST and DRAG....................................ADJUST (If required)
RECOVER TO LEVEL FLIGHT
Monitor Airspeed and Attitude throughout the recovery and announce any continued divergence.
Notes:1 If the AP and/or A/THR are responding correctly to arrest
the divergence, it may be appropriate to keep the current
level of automation2 It is important to reduce g-loading while attempting to roll to wings level because it increases the roll effectiveness while decreasing the asymmetric loads on the aircraft.
Avoid entering a stall due to premature recovery at low
speed or excessive g-loading at high speed.
Nose Low recovery
training
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
May 2016Airbus Flight Operations & Training symposium
Page 44
Conclusion
Undesired Aircraft State Training
Instructor led exercises
Manoeuver base training, where prevention has failed
Alternate law training
No motion if risk of manoeuvre beyond FSTD normal law
flight envelope
Instructor training needed
Exercises in OTT
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
+ Prevention is a key
+ Recovery skill need to be maintained
+ Do not set artificial requirements
+ Simulators at the highest fidelity
+ Share experience and scenarios
+ It is an industry problem that we must solve
together
+ Contact your OEM and do not experiment
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
An “engaged” pilot uses his
superior judgment to avoid
situations which require the
use of his superior skill.
Frank Borman
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