Training For Unreliable Airspeed

Airbus Flight Instructor Seminar – Kuala Lumpur 8 & 9 June 2010
Presented by:
Cpt. Christian NORDEN
TRE Training Policy
Training for Unreliable Airspeed Indications

Procedures Handling & Training Recommendations
Foreword
• 2008: In cruise on an A330, at FL350, Flight at selected Turbulence Penetration

Mach, close to Inter Tropical Convergence Zone (ITCZ) area, the following
sequence of events occurred:
• Sudden Airspeed Decrease on CAPT & F/O side (below 110kts), along with TAT
Increase up to -5°C.
• Simultaneously:
• AUTO FLT AP OFF + AUTO FLT A/THR OFF,
• F/CTL ADR DISAGREE, F/CTL ALTN LAW,
• F/CTL RUD TRV LIM FAULT,
© AIRBUS 2009 S.A.S. All rights reserved. Confidential and proprietary document.
• ENG 1 and 2 EPR MODE FAULT

• STALL WARNING
• 10 minutes later, Normal Airspeed Indications Recovered. Uneventful flight and

landing
1
Foreword
• 2006: During descent on an A310, the following sequence of

events occurred:
• Sudden speed decrease associated with thrust increase and pitch

attitude decrease.
• VMO OVERSPEED warning with the Captain airspeed indication

below VMO, but with the First Officer airspeed indication above
VMO.
• Significant nose down rate of descent, up to – 12 000 ft/min and

speed increase up to 131 knots above VMO.
• Speed indication eventually back to normal on Captain’s side -

Uneventful landing
2
Contents
y Early detection: Symptoms and Cues
y Making appropriate decision: Recommendations
y BackUp Speed Scale
y Prevention Strategies (Training)

y Conclusion
Page 3
Causes & Threats
y Water (Heavy Rain),
y Severe Icing,
y Ice Crystals Threat at High Altitude
y Radome Damage,
y Loss of Heating,
y Dust, Volcanic Ashes, Insect, Bee Nests,

y Plastic Covers Not Removed from the Probes,
y Static/Pitot Tubes misconnected to the Air Data Modules

(ADM)
4
Early detection: Symptoms and Cues
y Detecting an Unreliable Airspeed presents some Traps:
All Indications may be consistent but equally unreliable,
When indications potential difficulties to determine the

correct value
• Important Contributors to a Timely Detection:

Instrument Scanning
Flight Crew Awareness of Pitch & Thrust versus Speed
Good CRM: e.g. “Something wrong with my speed! And Yours?”
5
Speed related Cues
Abnormal Large Speed Fluctuations

Abnormal Correlation between Basic Flight Parameters (IAS, Attitude, Pitch,
Thrust, Climb Rate)
Unusual “CAPT - F/O”
IAS - Speed Trend differences
Unusual Speed / Aerodynamic Noise Relationship
Speed Indication
– Increasing with Large Nose-Up Pitch Attitude,
– Decreasing with Large Nose-Down Pitch Attitude
6 29-October 2009 Page 6

Autothrust / Autopilot related Cues
Erratic A/THR behavior
Abnormal AP/FD behavior to hold the speed
Altitude related Cues
Positive or Negative V/S while in Level Flight

Inconsistency between Radio Altitude and Pressure Altitude
Constant Indicated Altitude while in Climb or Descent
7
Warning / System related Cues
Unexpected/Undue Warnings/Cautions such as:
AUTO FLT AP OFF

AUTO FLT A/THR OFF
F/CTL ALTN LAW (Fly-By-Wire aircraft)
NAV ADR DISAGREE caution (Fly-By-Wire aircraft)
NAV IAS / ALTI DISCREPANCY caution (depending on FWC standard)

F/CTL RUD TRV LIM SYS FAULT

AUTO FLT REAC W/S DET FAULT
STALL warning (and stick shaker on A300/A310)
OVERSPEED Warning
Simultaneous Activation of Overspeed and Stall Warning / Stick Shaker.
8
Warning / System related Cues
Unexpected System Behavior (Examples from Fly-By Wire aircraft):
Automatic Flap Retraction
FLAP RELIEF message -0

on the ECAM (A330/A340)
Slat Speed Lock Function
Non-Extension of the L/G via Normal Control
9
For more Detailed Information:

FCTM AO-034
10 6/8/2010
Contents

y Conclusion
Page 11
Procedure Handling - Reminders
When an Unreliable Speed situation is suspected/detected:

If the crew has a doubt on their ability
SAFE CONDUCT to safely fly the aircraft in the short
OF THE FLIGHT term i.e.
AFFECTED - Inappropriate Pitch / Thrust !
- Unexpected Flight Path !
Memory - Situational Awareness Loss !
Items!
12
Recommendations
When an unreliable speed situation is suspected/detected:

SAFE CONDUCT
Stable and appropriate flight path OF THE FLIGHT
Situational Awareness granted NOT AFFECTED
Crosscheck of Captain PFD, First Officer

PFD and Standby speed/altitude indicator
16th Flight Safety Conference Page 13

Recommendations
General Procedure Philosophy
IF SAFE CONDUCT OF THE Memory items
FLIGHT AFFECTED
IF SAFE CONDUCT OF THE

FLIGHT NOT AFFECTED
Pitch/Thrust Tables
Stabilization and troubleshooting
Faulty ADR(s) not Faulty ADR(s)

identified or identified
All ADRs unreliable
2 ADRs…… OFF Faulty ADR(s)…… OFF

(only for fly-by-wire)
Pitch/Thrust Tables
Flight continuation, diversion or
immediate turn back
Page 14
Contents

y Conclusion
Page 15
Backup Speed Scale
Handling of the Unreliable IAS Indications:

Two possible Aircraft Configurations:
Without BackUp Speed & altitude Scales (BUSS)

With BUSS
No BUSS BUSS
Pitch/Thrust Tables
16
Backup Speed Scale (BUSS)
• It will be activated following ECAM or paper procedure:
• The Idea:
If the Crew Detects an Unreliable Speed situation
Pitch/Thrust Tables
“FLY THE GREEN”
17
Backup Speed Scale
How does it work?
y When the crew select all ADRs OFF:

The
Backup Speed Scale replaces the
PFD speed scale on both PFDs.
GPS Altitude replaces the Altitude Scale

on both PFDs.
y Enables flying at a safe speed:

Above stall speed,

Below maximum structural speeds.
y Allows to reach a safe speed, by

adjusting thrust and pitch.
18
Update on Procedure Handling (BUSS)
Why avoiding use of BackUp Speed Scale above FL250?
• FOT 999.0076/09 dated 09 September, 2009 (SA/LR operators)

“ATA 34 – Use of BACK UP SPEED SCALE (BUSS)”
At high altitude, in-service experience has shown that such a temporary
phenomenon disappears after few minutes
With the BUSS active, crew workload might be significantly increased:

– The aircraft has to be manually flown as AP/FD and A/THR are off for
the rest of the flight,
– The cabin pressure has to be manually regulated,
– Some FMS functions, or all the FMS functions are lost, depending on
the FMS standard.
19
Update on Procedure Handling (BUSS)
Why avoiding use of BackUp Speed Scale above FL250?
• FOT 999.0076/09 dated 09 September, 2009 (SA/LR operators)

“ATA 34 – Use of BACK UP SPEED SCALE (BUSS)”
This could be avoided at high altitude, in a temporary unreliable speed

situation, provided the flight crew flies the aircraft using the pitch & thrust
tables.
Hence, above FL250:

– Fly Pitch & Thrust Tables,
Pitch/Thrust Tables
– Activate the BUSS only if the
unreliable speed situation remains
below FL250
20
Backup Speed Scale Below FL250
Memory Items
FLIGHT AFFECTED

FLIGHT NOT AFFECTED
Troubleshooting
Faulty ADR(s) not Faulty ADR(s)

identified or identified
All ADRs unreliable
Faulty ADR(s)…… OFF

ADR 1+2+3…… OFF
“FLY
THE GREEN”
Flight Continuation, Diversion or

Immediate turn back
21
Backup Speed Scale Above FL250
Memory Items
FLIGHT AFFECTED
IF SAFE CONDUCT OF THE Pitch/Thrust Tables

FLIGHT NOT AFFECTED
Above FL250: Stabilization
Faulty ADR(s) not Troubleshooting

identified or Faulty ADR(s)
All ADRs unreliable identified
Above FL250
2 ADRs…… OFF Pitch/Thrust Tables

Faulty ADR(s)…… OFF
(only for fly-by-wire)
Below FL250
“FLY
ADR 1+2+3 .… OFF THE GREEN”
Flight Continuation, Diversion or

Immediate turn back
22
Contents

Entry Level Training
Recurrent Academic Training

Recurrent SimulatorTraining
Airbus Training Materials
y Conclusion
Page 23
Importance of exhaustive JET Entry Level Training
e.g. Airbus JET Entry Level Training:
¾ High Altitude Operations

¾ Maneuvering Stability
¾ Optimum/Maximum Altitudes
¾ Thrust Limit Conditions
¾ High Alt Threats
¾ Buffet Limited Max Altitude
¾ Mach Buffet and Tuck

¾ High / Low Speed Stalls
24
Recurrent Academic Training - Ice Crystals
Pilots are advised to familiarize themselves with the conditions under

which ice crystal icing typically occurs and follow the recommendations
Refer to 2007 15th Performance & Operations Conference
Convective cloud diagram

High concentration of Ice Crystals
FL 350 -40°C
23 000 ft -15°C
16 000 ft Freezing Level
Super-cooled
Liquid droplet
Ice crystals
Page 25
Aircraft Weather Radar Detection

Reflectivity
Freezing Level
Super-cooled
Liquid droplet
Ice crystal
Ice crystals may not be detected by the weather radar !
Page 26
Review of convective weather avoidance e.g.:
• A cumulonimbus should be cleared by at least 20NM upwind
• Overflying convective weather should be avoided
Optimum use of weather radar

Page 27
Academic Training
BUSS Training:
Since Mid-2009, a Computer Based Training

(CBT) is available for SA/LR operators
having BUSS-equipped aircraft
28
Recurrent Simulator Training
Unreliable Speed Indication Simulator

(Low Altitude / High Altitude)
29
Recurrent Training - FOT
y FOT 999.0077/09 dated 09 September, 2009

”Handling of A318/A319/A320/A321 and A330/A340 aircraft in Alternate Law at
high altitude and unreliable airspeed issues ”
Airbusrecommends to Reinforce Flight Crew Training during Recurrent

Training for situations of Unreliable Airspeed Indications at High Altitude
For
this intent, this FOT describes a progressive methodology to simulate
Unreliable Airspeed at High Altitude and practice manual aircraft Handling in such
conditions
Theaim is to notably Consolidate Pilots Confidence in Aircraft Handling in

Alternate Law
30 6/8/2010
• TRAINING SYLLABI :
Exercise # 1 - Normal Law at High Altitude (Refresher)
– Smooth pitch/roll inputs
Exercise # 2 – Alternate Law at High Altitude

– To revert to ALTN laws:

• ADR 1 + 2 AIRSPEED CHANNEL FAULT on
the instructor station, or
• ADR 1 and 2 to OFF on the overhead panel
– Display Change (VSW display)
– Smooth pitch/roll inputs
31 6/8/2010
Exercise # 3 : Demonstration in Normal Law of Pitch/Thrust settings at
High Altitude
– Fly at the recommended Turbulence Penetration Speed
– Compare with the Pitch/Thrust Table from the QRH Unreliable Airspeed
Procedure
– Practice smooth maneuver change to demonstrate that airspeed remains

between VLS and VMO/MMO
32
Exercise # 4 Demonstration in ALTN Law of Pitch/Thrust settings at
High Altitude
– Same exercise as “Exercise # 3”, but in FBW ALTN laws
– Stall Warning may be triggered although actual flight conditions are exactly
the same as the previous exercise (i.e. well within flight envelope).
• As per FCOM 1.27.30, audio stall warning is activated at an appropriate margin
from the stall condition
– Stall Warning may be triggered depending on the way the aircraft is handled
and the type of aircraft flown.

• As per FCOM 3.04.27 (Stall warning at high altitude), release any backpressure on
the stick.
• If Stall Warning continues, smoothly and progressively apply forward stick until
the pitch attitude reduces and stall warning stops.
• Up to Max CLB thrust may be used
• After Stall Warning stops, reset pitch attitude and thrust setting for cruise. In this
particular situation, avoid rapid side stick movement.
33
Exercise # 5 – Training Consolidation (Unreliable Airspeed Indications)
– Practice the full exercise of the “Unreliable Airspeed Indication” at High Altitude
– in FBW ALTN laws (both Pilots)
– Stop the exercise when both pilots feel comfortable with the handling of aircraft
using the pitch reference
Pitch/Thrust Tables
34
Airbus Training Materials
y Documents available on www.airbusworld.com (Flight Operations):
PowerPoint Presentations
• Optimum Use of Weather Radar
– 2005 Bangkok 14th Performance & Operations Conference
• Flight in Turbulence
– 2007 Puerto Vallarta 15th Performance & Operations Conference
• Unreliable Airspeed
– 2007 Barcelona 14th Flight Safety Conference
• Operations In Icing Conditions – Ice Crystals: An Environmental Threat
– 2007 Puerto Vallarta 15th Performance & Operations Conference
Flight Operations Briefing Notes

• Optimum Use of Weather Radar
Safety First Magazine – June 2007

• Unreliable Airspeed
Page 35
Contents

y Conclusion
Page 36
Conclusion
• Rapid Detection of Unreliable Speed is Essential
• Fly Pitch/Thrust and Memory Items when needed.
• Contain the Startle Factor - Do Not Overreact - Act Smoothly on the

Control Inputs (High Altitude)
• Unreliable Speed could be a Temporary Situation:

Applythe QRH procedure, in order to identify the faulty ADR,

Normal flight is recovered, once the faulty ADR(s) switched off.
37

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Airbus Flight Instructor Seminar – Kuala Lumpur 8 & 9 June 2010

Training for Unreliable Airspeed Indications

• 2008: In cruise on an A330, at FL350, Flight at selected Turbulence Penetration

• ENG 1 and 2 EPR MODE FAULT

• 10 minutes later, Normal Airspeed Indications Recovered. Uneventful flight and

• 2006: During descent on an A310, the following sequence of

• Sudden speed decrease associated with thrust increase and pitch

• VMO OVERSPEED warning with the Captain airspeed indication

• Significant nose down rate of descent, up to – 12 000 ft/min and

• Speed indication eventually back to normal on Captain’s side -

y Early detection: Symptoms and Cues

y Making appropriate decision: Recommendations

y BackUp Speed Scale

y Prevention Strategies (Training)

y Water (Heavy Rain),

y Ice Crystals Threat at High Altitude

y Dust, Volcanic Ashes, Insect, Bee Nests,

y Plastic Covers Not Removed from the Probes,

y Static/Pitot Tubes misconnected to the Air Data Modules

y Detecting an Unreliable Airspeed presents some Traps:

All Indications may be consistent but equally unreliable,

When indications potential difficulties to determine the

• Important Contributors to a Timely Detection:

Flight Crew Awareness of Pitch & Thrust versus Speed

Good CRM: e.g. “Something wrong with my speed! And Yours?”

Speed related Cues

Abnormal Large Speed Fluctuations

Unusual Speed / Aerodynamic Noise Relationship

6 29-October 2009 Page 6

Autothrust / Autopilot related Cues

Erratic A/THR behavior

Abnormal AP/FD behavior to hold the speed

Altitude related Cues

Positive or Negative V/S while in Level Flight

Inconsistency between Radio Altitude and Pressure Altitude

Constant Indicated Altitude while in Climb or Descent

Warning / System related Cues

Unexpected/Undue Warnings/Cautions such as:

AUTO FLT AP OFF

NAV IAS / ALTI DISCREPANCY caution (depending on FWC standard)

F/CTL RUD TRV LIM SYS FAULT

Warning / System related Cues

Unexpected System Behavior (Examples from Fly-By Wire aircraft):

Automatic Flap Retraction

FLAP RELIEF message -0

Slat Speed Lock Function

Non-Extension of the L/G via Normal Control

For more Detailed Information:

y Early detection: Symptoms and Cues

y Making appropriate decision: Recommendations

y BackUp Speed Scale

y Prevention Strategies (Training)

When an Unreliable Speed situation is suspected/detected:

When an unreliable speed situation is suspected/detected:

Crosscheck of Captain PFD, First Officer

16th Flight Safety Conference Page 13

IF SAFE CONDUCT OF THE

Stabilization and troubleshooting

Faulty ADR(s) not Faulty ADR(s)

2 ADRs…… OFF Faulty ADR(s)…… OFF

y Early detection: Symptoms and Cues

y Making appropriate decision: Recommendations

y BackUp Speed Scale

All Indications may be consistent but equally unreliable,

When indications potential difficulties to determine the

Flight Crew Awareness of Pitch & Thrust versus Speed

Good CRM: e.g. “Something wrong with my speed! And Yours?”

Abnormal Large Speed Fluctuations

Unusual Speed / Aerodynamic Noise Relationship

Erratic A/THR behavior

Abnormal AP/FD behavior to hold the speed

Positive or Negative V/S while in Level Flight

Inconsistency between Radio Altitude and Pressure Altitude

Constant Indicated Altitude while in Climb or Descent

Unexpected/Undue Warnings/Cautions such as:

AUTO FLT AP OFF

NAV IAS / ALTI DISCREPANCY caution (depending on FWC standard)

F/CTL RUD TRV LIM SYS FAULT

Unexpected System Behavior (Examples from Fly-By Wire aircraft):

Automatic Flap Retraction

FLAP RELIEF message -0

Slat Speed Lock Function

Non-Extension of the L/G via Normal Control

Without BackUp Speed & altitude Scales (BUSS)

GPS Altitude replaces the Altitude Scale

Above stall speed,

With the BUSS active, crew workload might be significantly increased:

This could be avoided at high altitude, in a temporary unreliable speed

Hence, above FL250:

Recurrent Academic Training

Review of convective weather avoidance e.g.:

Optimum use of weather radar

Airbusrecommends to Reinforce Flight Crew Training during Recurrent

Theaim is to notably Consolidate Pilots Confidence in Aircraft Handling in

Exercise # 2 – Alternate Law at High Altitude

Flight Operations Briefing Notes

Safety First Magazine – June 2007

Applythe QRH procedure, in order to identify the faulty ADR,