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Find More Posts by Lemurian. Just started an A rating and came across this today incidently. Therefore Airbus made the decision to not afford any protections in this situation as these protections against external forces could overstress the aircraft. Find More Posts by Superpilot. The philosophy is that something must have happened to put you in that situation and reverting to alternate law gives you some protection if the cause of the upset is not fully determined.
Thanks for that link. I knew the article existed but didn't know where.
It is an area of training which is neglected. It's something we used to practice in the RAF a lot, but we had the aircraft and the resources and it was something we used to drum into the students. The upset recovery was and needed to be automatic and swift in it's application. However, it's quite possible these days for someone to go through the training system and not be exposed to the techniques required.
Thus, for an attitude change for ft per minute fpm at knots indicated air speed KIAS at sea level, the same change in attitude at KIAS knots true air speed at 35, ft would be almost fpm. Defining specific aircraft parameters that could provide triggers to initiate response vastly improves coordinated crew response to an upset. The lower equilibrium point may be at or very close to the stall speed of the aircraft, depending on the thrust available. Share your thoughts with other customers. There is a marked difference in the core and basic skill sets required to recover from an upset event hand flying versus the management skills required to load and fly an instrument approach using a coupled flight management system FMS:. This should include the ability to recognize and prevent an impending high altitude problem and increase the likelihood of a successful recovery from a high altitude upset situation should it occur.
I did a simulator not long ago where an upset was introduced. I was quite suprised at the response of the PF. His recovery was far from effective and would have put us in an unviable position if it had been for real. Having said that, the Airbus reconfiguration control laws give you a lot of portection.
Hi again, how's it going? Those videos are good, but the one regarding crossover has lost a bit of favour since the American A accident at JFK in early The pilot in the AA advocates agressive use of the rudder to achive crossover control, but it seems that's what the A crew were trying to do when they overloaded the fin and broke it off. Find More Posts by Dan Winterland.
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Dan W - Hi to you, nicely retired and literally on the beach, thank you!! It seems to me that not being aware of common and standard structural limitations vis-a-vis control inputs would lead to problems anyway. Although the crossover segment was part of the package, it's worth noting that the sequences were provided by the Boeing Test Flight people.
I still rate the series as one of the best teaching videos I came across in my time in aviation. My copy of D. The Extra L provides a safe and cost-effective platform in which to ingrain these core skills through intensive repetition to proficiency in a wide diversity of upset conditions , where skills are then transferred to the A-4 thereby dramatically increasing the take-away value of the dedicated A-4 session. The A-4 program emphasizes a non-type-specific transfer of core UPRT skill sets to the high altitude, high Mach flight regime. The training is not specific to the A-4, meaning it addresses the aerodynamic and performance handling characteristics common to most multi-engine swept-wing jets.
After experiencing the psychological and physiological demands of real on-aircraft upset training in the Extra , customers get to apply those human factor lessons to the high-altitude environment.
This industry-recommended integrated training approach is instrumental in giving pilots who regularly fly in this environment comprehensive transferrable upset prevention and recovery skills applicable to almost any aircraft they may fly. These include the initial selection process, initial training, aircraft-specific training, recurrent training and professional development.
Along with this is the requirement for training programs to also focus on flight deck management skills. The importance of any of these skill sets and which is needed in given circumstances is situation-dependent and therefore, effective training programs must be focused on optimizing these skill sets and the interplay between them.
There is a marked difference in the core and basic skill sets required to recover from an upset event hand flying versus the management skills required to load and fly an instrument approach using a coupled flight management system FMS:.
This includes an unexpected aircraft upset that could result in a loss of control and applies to all aircraft, from small GA to corporate and airlines. However, the high altitude, high Mach environment presents some unique challenges:. The APS UPRT program addresses all aspects of stall awareness, recognition, prevention and recovery, including high altitude variations and characteristics.