Airbus Captain Xavier Lesceu - Halldale Lesceu.pdf · Panel logic ECAM Fly by Wire and protections Side-stick Dark cockpit Vertical display Ghost bird FMS RNAV, FLS RNP Auto Pilot

© 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


LOC-I Prevent Loc - IBack to the

BasicsPublications

Loss of Controland Basic Flying Skills


LOC - I


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


Prevent Loc - I



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



Page 11

Back to Basics

Knowledge

Practice

Apply

Maintain a high level of

proficiency

Key Legend

Is Flying

SAFE ?



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



Page 15

Evaluation

Aerodynamics

Performance

Undesired aircraft state

Manual flying skills

Treat and error management

Decision making

Crew communication

Theoretical knowledge

Skills

TRAIN



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

………

USE of VIDEO

Airbus_STALL_VL_MIX - 28012014.wmv


SKILLS



Page 20

Stall Stall

warningVFE MD

VD

MMO

VMO

Training

area



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



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



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


Why

Revision 03?

Let’s talk

about UAS

What’s new in

Revision 03?

AURTA Rev 3

Aeroplane Upset Recovery Training Aid


Why

Revision 03?



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



Page 29


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



Page 30


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


What’s new in

Revision 03?

Why

Revision 03?



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



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



Page 34

Stall Stall

warningVFE MD

VD

MMO

VMO

Training

area

Training Recommendations


Let’s talk

about UAS

Why

Revision 03?

What’s new in

Revision 03?



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



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





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





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



Page 40

AURTA



Page 41

UPRT

AVOID and

PREVENT



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



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



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


+ 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


An “engaged” pilot uses his

superior judgment to avoid

situations which require the

use of his superior skill.

Frank Borman

Documents

Airbus Captain Xavier Lesceu - Halldale Lesceu.pdf · Panel logic ECAM Fly by Wire and protections Side-stick Dark cockpit Vertical display Ghost bird FMS RNAV, FLS RNP Auto Pilot