Look out for Ice Ridges on the Lower Nose Fuselage
With the start of the winter season in the northern hemisphere, it is a timely reminder to re-publish this article, initially published in 2018. Ice ridges on the lower nose fuselage can cause Computed Airspeed (CAS) values delivered by the ADRs to be lower than the actual airspeed which may lead to unreliable airspeed events. This article describes the potential effect on the aircraft’s systems from the takeoff phase and how to prevent such situation.
Unreliable airspeed at Takeoff
Since the beginning of 2020, Airbus has received an increasing number of reports of unreliable airspeed events at takeoff due to Pitot probe obstruction. Despite the existing prevention means and the preflight exterior walkaround, takeoffs with obstructed air data probes may happen. This article highlights why it is so important for pilots to actively monitor the airspeed during the entire takeoff roll, to detect an airspeed discrepancy as early as possible, and safely reject the takeoff, if required to do so.
Prevention of Unstable Approaches
Unstable approach has been a problem since the very beginning of commercial aviation. Even so, it is still one of the most common contributing factors to many of the incidents and accidents that occur on landing today. Regardless of the changes or cycles our industry faces, this article is a timeless reminder for the importance of efficient preparation for approach including anticipation of late changes, and the need for cooperation between flight crews and air traffic controllers. The article also provides tips to detect a potential unstable approach in advance so that it can be corrected long before the stabilization height. Respecting stabilized approach criteria is also highlighted as well as being go-around minded in the case of late destabilization.
The Adverse Effects of Unrealistic Simulator Scenarios
The use of unrealistic failure scenarios during simulator training can lead to negative training. This article describes the « TOTAL PITOT BLOCKED » failure that is available in simulators. It explains why simultaneous and permanent dual “TOTAL PITOT BLOCKED” in climb or descent phase leads to negative training.
Control your Speed… During Descent, Approach and Landing
This article is the conclusion of our theme of speed management during a flight, which began in Safety first Issue #18. We are entering into the descent phase. Our objective is to cover descent from cruise altitude down toward the destination airport and prepare the aircraft for its approach and landing.This article aims to highlight how the reference, limit and operating speeds are useful during descent, approach and landing. It also provides a description of the tools that are available and operational recommendations on how to manage the aircraft energy during the last phases of flight.
Pitot Probe Performance Covered On the Ground
Pitot probes inlet obstruction will affect accuracy of the air data parameters calculated from its measurements such as the aircraft airspeed and Mach number. Pitot probes inlet obstruction on the ground can be caused by unexpected sources such as sand, dirt, dust or insect nesting activity. This is why it is important to think about when to install Pitot probe covers for an aircraft on the ground to protect its air data system performance.
Control your speed… in cruise
Article Third article in the “Control your speed” series started in issue #18 of this magazine, our aircraft is now flying in clean configuration, travelling in cruise. The main objective is to manage threats to the airspeed and avoid speed excursions.
Control your speed… during climb
Second of a series of articles on the theme of speed control during a flight, which started in issue #18 of this magazine, we have just taken off and are now entering the climb phase. The main objective is to retract the slats/flaps at an adequate speed, while sustaining enough lift to accelerate and climb.
Control your speed… at take-off
One of the most critical decisions that every line pilot may potentially encounter during every take-off is to continue or abort the procedure; hence the essential need to properly monitor the airspeed during this phase.
Flying a Go-Around Managing Energy
Airbus recently performed some research on the quality of go-around execution. This involved examining nearly 500,000 approaches flown by many airlines from around the world.The results highlighted that in some cases crews are choosing not to apply the Airbus Standard Operating Procedure (SOP) for the go-around phase.Particularly when a go-around was performed above 1,200 ft, the flight crew often decided to adapt the engines thrust selection instead of setting TOGA thrust. Feedback from operators also indicates a similar tendency. As a result, Airbus received several reports of unexpected aircraft trajectories and energy management techniques during the go-around procedure.Therefore, it was decided to address these issues by:Better defining an optional thrust levers management tech-nique during the a go-around, as per Airbus SOP.Developing a “Discontinued Approach” technique that wouldallow crews to effectively “abort” the approach without selecting TOGA detent.The Flight Crew Training Manual (FCTM) and the Flight Crew Operating Manual (FCOM) were updated accordingly end 2013 (updates respectively in March and May 2014 for the A300/A310 and A380).