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45

UNIT 2Crew Alerting Management

Notes

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General

Aircraft while in flight is prone to various types of emergencysituations, which become risky if not attended in time. Theflight crew members (Pilots, Co-pilots, Flight Engineers,Cabin crew, stewards etc.) are expected to handle suchsituations of their own, since it may not be possible to provideany kind of fruitful assistance by ground personnel in theair. However, under such circumstances, ground people(ATC, Airlines, Fire Staff, Ground handling staff, Militaryand Defence authorities etc.) make efforts to allow theaircraft to land in a safe, expeditious and efficient mannerand then provide full ground assistance; and also help insearch & rescue efforts.In order to resolve any such eventuality, the best possibleassistance that can be given to the pilot by the system is inthe form of an early warning, so that he is able to take thenecessary preventive action at the earliest. In order to meetthis requirement, modern aircraft are equipped with variousfacilities and gadgets, which provide early alert warning of an emergency situation in the aircraft.

Objectives

After reading this unit, you will be able to:

y

Describe EICAS

y

Understand different Types of ACAS Equipments

y

Understand various types of Aircraft Emergencies

y

Describe Unlawful Interference and Aircraft Bomb Threat

y

Describe various inflight Contigencies

Unit 2

Crew Alerting Management

46

Notes

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Aviation Safety and Security Management

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Some such installations are given below;

Stall Warning System

If the speed of the aircraft becomes dangerously low (Knownas stalling speed) this particular warning appears, so thatthe pilot can take preventing action to increase the speed of the aircraft.

Fire Warning System

In the event of fire in the aircraft the Fire Warning appearsin the form on bell, buzzer and light, thereby causing thepilot to apply fire extinguishers and can take otherpreventing actions.

Door Warning System

If any of the aircraft doors remain open during flight, “Doorwarning” comes and suitable necessary actions are taken bythe air crew.

Engine Indicating and Crew Alerting System (EICAS)

It is an integrated system used in modern aircraft to provideaircraft crew with aircraft engines and other systemsinstrumentation and crew annunciations.EICAS typically includes instrumentation of various engineparameters, including for example Revolution per Minute(RPM), temperature values, fuel flow & quantity, oil pressureetc. Typical other aircraft systems monitored by EICAS arefor example hydraulic, pneumatic, electrical, de-icing,environmental and control surface systems. As EICAS hashigh connectivity, it provides data acquisition and routing.EICAS is a key function of a Glass cockpit system, whichreplaces all analogue gages with software-driven electronicdisplays. Most of the display area is used for navigation andorientation displays, but one display or a section of a displayis set aside specifically for EICAS.The Crew Alerting System (CAS) is used in place of theannunciator panel on older systems. Rather than signallinga system failure by turning on a light behind a translucent

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UNIT 2Crew Alerting Management

Notes

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button, failures are shown as a list of messages is shown in asmall window near the other EICAS indications. The CASsystem is, in essence, and electronic version of the lightWarning system of old generation aircraft.

Ground proximity warning system (GPWS)

Ground proximity warning system (GPWS) is a systemdesigned to alert pilots if their aircraft is in immediatedanger of flying into the ground or high terrain. Anothercommon name for such a system is ground-collision warningsystem (GCWS).The system monitors an aircraft’s height above ground asdetermined by a radar altimeter. A computer then keepstrack of these readings, calculates trends, and will warn thecaptain with visual and audio messages if the aircraft is incertain defined flying configurations (“modes”), like

“WhoopWhoop Pull up”.

The modes are:

Risk

Warning (Aural/Visual)

1.Excessive descent rate

(“PULL UP” “SINKRATE”)

2.Excessive terrain closure rate

(“TERRAIN” “PULL UP”)

3.Altitude loss after take off

(“DON’T SINK”)

4.Unsafe terrain clearance

(“TOO LOW - TERRAIN” “TOO LOW - GEAR” “TOO LOW - FLAPS”)

5.Excessive deviation below glide slope

(“GLIDE SLOPE”)

6.Bank angle protection (

“BANK ANGLE”)

-[With EGPWS]7.Wind shear protection

(“WINDSHEAR”)-

[With EGPWS]Prior to the development of GPWS in US, large passengeraircraft were involved in 3.5 fatal CFIT accidents per year,falling to 2 per year in the mid-1970s. Since the U.S. FederalAviation Administration required large airplanes to carrysuch equipment in 1974, there has not been a singlepassenger fatality, in a CFIT crash by a large jet in U.S.

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