(Airbus) Basic - Flying - Skills - and - Upset Prevention Training - ICAO - Bangkok

Airbus
Captain Xavier Lesceu
Basic Flying Skills and

Upset Prevention and
Recovery Training
ICAO - UPRT
Bangkok April 18 2017
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

The PAST
NOW
Panel logic
Dark cockpit
Fly by Wire and
protections
Vertical display
Ghost bird
Auto Pilot
FMS robustness
RNAV, FLS
RNP
Side-stick
ECAM
Loss of Control
and
Basic Flying Skills
LOC-I Publications Prevent Loc - I Back to the

Basics

LOC - I

Airbus Flight Operations & Training symposium May 2016
Basic Flying skills
Loss of control in
flight
+ Accident rate over the past

decade
LOC - I
+ Aircraft generation
4th generation
Page 8

Prevent Loc - I

Prevent LOC - I
Aircraft design
 Flight envelope protections

 Improved alerting
 Automation improvements
Flight Crew training
 Stall training
 Upset prevention and recovery
 Crew resource management
 Flight crew proficiency
 Simulator fidelity
Page 10

Back to Basics
Maintain a high level of

proficiency
 Knowledge
 Practice
 Apply
Key Legend
Page 11

Is Flying
SAFE ?
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.
Page 13

What to
AVOID
EVALUATE
Evaluation
Theoretical knowledge
 Aerodynamics
 Performance
 Undesired aircraft state
Skills
 Manual flying skills

 Treat and error management
 Decision making
 Crew communication
Page 16

TRAIN
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
………
Page 18

USE of VIDEO
SKILLS
Training
area
Stall Stall VFE MMO MD

Page 21
warning VMO VD
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
Page 23

FLY
Aircraft
Manual flight in
daily operations
+ Establish policy
Weather conditions
+ Level of automation
+ AP – ATHR - FD
+ FDA
+ Review manual flight operations
Feedback to training
Page 25

Think
and
RETHINK
Training
Why
Revision 03?

AURTA Rev 3
Aeroplane Upset Recovery Training Aid
Why What’s new in Let’s talk

Revision 03? Revision 03? about UAS

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 30

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 31

The OEM Sub-Committee
 Discovered we had the same challenges

 Discovered we had the same solutions
 Leveraged actual experience and not simulator assumptions
Ky Legend
Page 32

Why What’s new in
Revision 03? Revision 03?

ICAO
Format and requested
Content it!
Change
 Includes Turboprop Transport Aircraft

 Changed Definition of an UPSET
 Electronic Format
 Three Levels of Content
 Improved Graphics
 Embedded Videos
 Element of Startle
Page 34

What’s New in Revision 03 to the Airplane Upset Recovery Training Aid?
Training Recommendations
ATOs will define their training programs

OEMs recommend what to train: with rationale
Clear emphasis on awareness and avoidance
Correct incorrect assumptions!!
Ky Legend
Page 35

Training Recommendations
Training
area
Stall Stall VFE MMO MD

Page 36
warning VMO VD
Why What’s new in Let’s talk
Revision 03? Revision 03? about UAS

Undesired Aircraft State
 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.
Page 38

Stall training video
Stall training Recommendations
 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.
Page 39

Stall training video
Stall training Recommendations
 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
Page 40

Avoid UAS
UPRT OEM Recommendations
OPERATIONS TRAINING TRANSMISSION - OTT
TO: All A318,A319,A320,A321,A330,A340,A350,A380 Operators
SUBJECT: ATA 00 – Undesired Aircraft State - Training Recommendations
OUR REF.: 999.0012/17 Rev 00 dated 10-FEB-2017.
APPLICABLE AIRCRAFT: This OTT is applicable to A318, A319, A320, A321, A330,
A340, A340-
500, A340-600, A350, and A380.
Page 41

AURTA
Page 42

UPRT
AVOID and
PREVENT
Page 43

Nose high
Nose High recovery

Nose high training
Nose High Recovery Technique
Recognize and confirm the developing situation. Notes

PF PM 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 automation
AP 1…………………………………....................OFF Monitor Airspeed and Attitude
(if required) throughout the recovery and Avoid entering a stall due to premature recovery at low
announce any continued speed or excessive g-loading at high speed.
A/THR2………………………….………;;;..……OFF divergence.
(if required) 2 If the authority in pitch is not sufficient, incremental
PITCH……………………… APPLY NOSE-DOWN nose down trim inputs may improve elevator control
Apply as much nose-down control input as effectiveness and reduce high pitch control forces
required to obtain a nose-down pitch rate. 3 If all normal pitch control techniques are
THRUST................................................... ADJUST unsuccessful, banking the aircraft to enable the nose to
(If required) drop toward the horizon may be necessary. The bank
angle applied should be the least possible to start the
ROLL3..................................................... ADJUST
(If required) nose down and never exceed approximately 60
Adjust bank angle not to exceed 60 degrees degrees.
When Airspeed is sufficiently increasing:

RECOVER TO LEVEL FLIGHT
Ky Legend
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
Page 45

Nose Low
Nose Low recovery

Nose high training
Nose Low Recovery Technique
Recognize and confirm the developing situation.

Notes:
PF PM 1 If the AP and/or A/THR are responding correctly to arrest
AP1,2…………………………….……………...........OFF the divergence, it may be appropriate to keep the current

(if required) Monitor Airspeed and level of automation
2 It is important to reduce g-loading while attempting to roll
Attitude throughout the
A/THR1………………………………………………OFF recovery and announce to wings level because it increases the roll effectiveness
(if required) any continued while decreasing the asymmetric loads on the aircraft.
divergence.
RECOVER FROM STALL (if required) Avoid entering a stall due to premature recovery at low
speed or excessive g-loading at high speed.
ROLL ........................................................ ADJUST (If
required)
Adjust bank angle in the shortest direction to
wings level.
THRUST and DRAG....................................ADJUST

(If required)
RECOVER TO LEVEL FLIGHT

Ky Legend
Page 46

+ 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

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Airbus

Captain Xavier Lesceu

Basic Flying Skills and

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

LOC-I Publications Prevent Loc - I Back to the

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Basic Flying skills

+ Accident rate over the past

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

 Flight envelope protections

Flight Crew training

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Maintain a high level of

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

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.

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

 Manual flying skills

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Stall Stall VFE MMO MD

+ Fly in the whole flight envelope

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

+ Stall and Upset training

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Aeroplane Upset Recovery Training Aid

Why What’s new in Let’s talk

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Why Revision 03 to the Airplane Upset Recovery Training Aid?

ICAO requested it!

+ LOCART group was tasked to

+ ICAO wanted to include all

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Why Revision 03 to the Airplane Upset Recovery Training Aid?

Was something wrong with Rev 02?

Everybody liked it, but nobody

It’s important to read more than

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Why Revision 03 to the Airplane Upset Recovery Training Aid?

The OEM Sub-Committee

 Discovered we had the same challenges

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Why Revision 03 to the Airplane Upset Recovery Training Aid?

 Includes Turboprop Transport Aircraft

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

What’s New in Revision 03 to the Airplane Upset Recovery Training Aid?

ATOs will define their training programs

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.