Crew Coordination

7/25/2019 Crew Coordination

1/33

Airbus Crew Coordination

Flight Instructor Seminar

Presented by

Joel LEBRUN Business Manager Flight Crew Training Policy


2/33

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

Content

Airbus Task Sharing

Airbus Standard Callouts

Take over procedure

Dual input

Conclusion


3/33


Introduction

Basic task sharing principle:

One pilot is PF at a time.


4/33


PF role

Page 4


5/33


PNF / PM role

Page 5


6/33


PF/PNF Transfer of Duties

1) To give control: The pilot calls out YOU HAVE CONTROL. The other pilotaccepts this transfer by calling out I HAVE CONTROL, before assuming PF

duties.

2) To take control: I HAVE CONTROL

YOU HAVE CONTROL

I HAVE CONTROL ! YOU HAVE

CONTROL !


7/33 AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Content

Airbus Task Sharing


Take over procedure

Dual input

Conclusion



Standard phraseology is essential to

ensure effective crew communication.

Introduction

???

Standard Callouts are designed to:

Enhance the efficiency of crew coordination Update the flight crew situational awareness.



Why Standard Callouts ?

Use of standard calls and acknowledgements reduces the risk of tactical(short-term) decision-making errors (e.g., in selecting modes, setting targets or

selecting aircraft configurations).

The importance of using standard calls increaseswith increasing workload or

flight phase criticality:

Standard calls must convey the required information with a minimum of words.

Command and response calls should be performed in accordance with the

defined PF / PNF task sharing



Standard Callouts

Upon a Standard Callout:

The other crewmember should accomplish the requested command or verify therequested condition and respond accordingly.

Standard calls may be generated automatically (auto callouts)

In the absence of such auto callouts (i.e., due a system malfunction), the PNF

should make verbally the appropriate standard call.eg: Minimums

The absence of a standard call at the appropriate time or the absence of

acknowledgement may:

Result in a loss of situational awareness for the other crewmember

Be an indication of a system or indication malfunction Indicate a possible incapacitation of the crewmember.



Standard Callouts

Standard calls are used to:

Ask the other pilot to perform an actionFlaps, L/G...

Use/Monitor the aircraft automationsAP, FD, A/THRFMA

Check lateral and vertical trajectoryAnnouncing deviations from nominal flight parameters

Manage abnormal situations and failuresInitiation of ECAM actions

???



FMA Callouts

The PF should call out any FMA change: (It is no t on ly a cal l)

The PNF should check and respond, CHECKED to all FMA changescalled out by the PF.

NAV BLUE !Armedmodes: Color is called (Blueor Magenta)

Activemodes: Color is not called (Greenor White)NAV !



MEMORY Emergency Callouts

Event CALLOUT

GPWS: PULL UP TOGA

WINDSHEAR WINDSHEAR TOGA

Unreliable Speed Indication UNRELIABLE SPEED

TCAS: as soon as TRAFFIC warning

is triggeredTCAS, I HAVE CONTROL

Emergency Descent EMERGENCY DESCENT

Loss of braking LOSS OF BRAKING

Associated with the triggering of an Abnormal/Emergency situation

Requires PF/PNF application of Memory Actions Allows crew awareness of the situation / Better crew reaction.



Parameters Deviation Callouts

The PNF must make callouts if flight parameters deviate from

standard/safe values:

To enhance PFs awareness of the situation

To trigger a corrective action by the PF.

GLIDE




Speed below Vapp5 kt

Speed above Vapp + 10 kt SPEED

Bank more than 7 BANK

V/S more than -1000 ft/mn SINK RATE

Pitch lower than -2.5Picth higher than +10 PITCH

Approach




ILS approach

LOC more than dot LOC

G/S more than 1 dot GLIDE

GLIDE




Non precision approach

Course more than 2.5 (VOR)

or 5 (LCTR) COURSE

Altitude checks xx FT LOW (or HIGH)




Bank more than 15 BANK

No positive V/S SINK RATE

Pitch lower than +10

Picth higher than +20 PITCH

Go Around

PITCH



Content

Airbus Task Sharing


Take over procedure

Dual input

Conclusion



Take over Procedure

Page 20

Should the PNF disagree with the PF inputs:

He/she has to verbally request corrective actions, or

To take over the controls by clearly announcing

I have control.



Taking over control

When the PNF needs to take over control:

He announces I HAVE CONTROL

He presses the sidestick priority p/b

The other pilot acknowledges YOU HAVE CONTROL.

Month 200X



What if ?

Feedback gained from line operations monitoring indicates thatdual inputs still occur periodically.

Dual inputs are also sometimes involved in operationalincidentsanalyzed by Airbus.

Page 22

6/25/2012



Content

Airbus Task Sharing


Take over procedure

Dual input

Conclusion



Dual Input: Indications

Airbus aircraft have a package of dual input indicators andwarning, which operates when both side sticks are deflectedsimultaneously.

This package contains visual indications and an auralwarning.

Both visual and aural warnings have proved to be efficient meansto inform the pilots of dual inputs, even in stress situations.


25/33


Dual Input: System Description

A dual input situation is detected when both side sticks aredeflected simultaneously by more than 2 for more than 500 ms.

Why these levels?

No significant effect on the trajectory below 2deflection

500 ms confirmation prevents spurious indications

( PF change, use of Push To Talk switch, ).

Dual input threshold


26/33



Visual indication

When a dual input situation is detected, the 2 green prioritylights flash simultaneously.


27/33



A synthetic voice DUAL INPUT comes up, every 5 sec. aslong as the dual input condition persists.

Note: This audio has the lowest priority among the synthetic voice audio alerts.

DUAL INPUT

Aural warning


28/33


Taking over

I hav e

con tro l

PRIORITY LEFT

The CM1 presses the sidestick priority push button:

The red arrow appears on the CM2 side pointing to the priority side

An aural warning is triggered: Priority Left

The green CAPT light comes on in case of right sidestick input.


29/33


Operational recommendations

Experience has shown, that these warnings very effectively

helped to: Educate the pilots to respect the basic task sharing principle

Reducedrastically the number of dual input occurrences.

Extracts of FCTM (OP-020):

When the Pilot Flying (PF) makes an input on the sidestick, an order is sent to

the fly-by-wire computer. If the Pilot Not Flying (PNF) also acts on the stick, then

both signals/orders are added.

Therefore, PF and PNF must n ot act on their sidesticks at the same time.

If the PNF (or Instructor) needs to take over, he/she mu st press the sidest ick

takeover pu shbu t ton, and announce: "I have contro l".


30/33


Content

Airbus Task Sharing


Take over procedure

Dual input

Conclusion


31/33


Conclusion

Standard Calls:

Ensure effective crew interaction and communication

Enable to update the flight crew situational awareness

Do not replace the crew communication.

The Call/Commandand the Response/Acknowledgementare of equal

importance to guarantee a timely action or correction.

Crew communication is essential for crew awareness and safety.


32/33


Dual Side Stick Input

Indicators and warnin

Conclusion

Use Standard calls to transfer control:

I HAVE CONTROL / YOU HAVE CONTROL

Use Sidestick priority p/b:

To take over control / to de-activate the other sidestick

DUAL INPUT warnings:

Alert the crew of dual sidestick inputs

29thNovember02 December 2011


33/33

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. This document and all information contained herein is the sole property of AIRBUS S.A.S. No intellectual property rights are granted by the

delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS S.A.S. This document and its content shall not be

used for any purpose other than that for which it is supplied. The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting

grounds for these statements are not shown, AIRBUS S.A.S. will be pleased to explain the basis thereof.

AIRBUS, its logo, A300, A310, A318, A319, A320, A321, A330, A340, A350, A380, A400M are registered trademarks.

Crew Coordination

Documents

Transcript of Crew Coordination