Gnadenburg
10th Feb 2015, 03:29
Just after a few contributions if anyone has a lateral ideas in supporting a generation of pilots who seem to be robbed of a lot of training that the rest of us have taken for granted.
A to B, way point to way point, with restrictive and ever changing SOPs, isn't the most creative environment for handling exposure but I think there are some opportunities to address the degradation of elemental aviating skills.
Perhaps the thread will degenerate toward insulting those who have let this happen, but I hope to avoid this. That said, I'm not an apologist either, and it's disappointing that some who have been shielded by experienced and well trained First Officers throughout their career, now see fit in the leadership peak of their careers, to take the gamble of dumbing experience levels toward cliff edge cockpit gradients.
I think the MPL program in HKG is Airbus specific? So the following Airbus orientated and I get the impression this is the design philosophy that has lured regulators, management and pilots into the current lull that is witnessing a generational loss of core aviator skills. This thread is not MPL specific, or even cadet specific I suppose, it's a wider problem though exacerbated in the earlier mentioned .
I also appreciate it is beyond many Captain's comfort levels to pursue the training and encouragement of F/O's to "practice" handling on the line, but please recognize this is fueling the crisis. Commanding Autopilot engagement immediately after T/O and disengagement just prior to LDG is good for you perhaps, and appropriate in certain WX, workload, fatigue & traffic scenarios, but could you at least document your concerns to management, safety departments or even your union? If you won't give away sectors or let your co-pilot hand fly, at least recognize this is a manifestation of a crisis.
I've broken the crisis down into three areas: Handling, Finesse, Flight Deck Ergonomics.
1) Handling.
-Flight Director Off T/O: OK, not allowed anymore but I'm sure you will be expected to fly the a/c home as per the MEL! Formerly, was a great exercise in raw data body angles pertinent to unreliable airspeed initial actions and the core skill of reinstating and understanding automatics from lesser levels. Mode Confusion was consequently addressed too.
- Raw Data ILS : Surprised at how so few of the current generation have been taught the tricks of the Airbus PFD presentation. But once shown and graduating to a level where there is no pilot inputs for 10 to 15s and the a/c sits nicely on Glide & Loc, the cadets are beaming- probably because they've noted some below par efforts from senior Captains in the SIM!
FPA lag and track errors due IRS derivation worth talking about.
- Circling Approach : There is opportunity and if well guided the pilot generally beaming afterward which can't be a bad thing?
- Visual Approach : It's taken me a long time to discover why this simple exercise ( 3 x tables and meet ridiculously restrictive stabilization criterion ) is so difficult to instill in the current generation. They do not know where to look for a runway due low levels of exposure in ab intio training and the sensory laziness of coupled ILS approaches once flying the line.
Tell the cadet that the Miracle on the Hudson was a visual approach and if they don't know what your talking about, well, this is the generational loss of former core skills- including aviation general knowledge.
Drift down, offset entry, etc all great for the junior F/O and confidence and enthusiasm with the job abound afterward.
- Body Angles on Descent: remember the good old days of a Flight Director off descent and discussion of body angles and idle power settings for unreliable airspeeds, engine relights etc. Such a simple yet powerful exercise with a lot of current relevance! Though AF is not as widely known as you might expect!
- Raw Data ILS no Track FPA: in Flap 3 and Full great exercise for a few elemental body angles as well as discussing, at it's peak, a number of OEB's on Airbus narrow body aircraft where raw data skills required minus the Track/FPA. Mention the switchology difference between ADR's and IR's to avoid a fast drawing support pilot putting you here in the first place.
- X-W LDG : Any ideas? I wouldn't dare suggest a cross controlling, gentle side-slip blow 500' as Airbus did with a launch customer I previously worked with. If it worked with the crusty old 727 generation they developed better FBW handling later in the flare.
Some Captains comfortable with landing with crab. Probably explains a few of our bent aircraft.
- Hand Flown, High Speed Descent: Like many, I was initially shocked at the serial over speeding in HKG and poor aircraft systems knowledge. Making a contribution to the aircraft's 1.75G pitch up is almost as alarming as having been there in the first place!
I found this handling exercise excellent. Most Airbus pilots have a side stick muscle memory from the approach ie: Flap Full & VAPP.
Great, so a panicky pilot who can't see the over speed coming reefs back on the side stick at 340kts + with as much ooomph as if they were in the approach configuration. 2G's + in an airliner is very uncool!
Over speed threat discussion pertinent. Environmental considerations, what the speed brake does and inertia, Flight Director G limitations and descent modes ( open versus managed ) and how a Mach descent looks aesthetically pleasing, but you are not in a fast jet, you do need to transition out of Mach.
I'm sure if the above was properly addressed we wouldn't have the bizarre Abnormal procedures of "Approaching the Overspeed " and the "Overspeed Recovery" - both testament to current bureaucratization of handling problems instead of improving the handling skills.
Any additions?
2) Finesse- Was it ever here in HKG? Go fly with Air Asia or Cebu or take the minibus to Mongkok and at times there's no difference with some HKG pilots!
- Speed Brake Finesse: Wow! What a ride ! Like a roller coaster. Stoking the speed brake at high speed is the norm; close your eyes and you could be in Space Mountain at HKG Disney.
Bit of speed brake theory helps, alternatives to speed barke usage and finally do they need it? At TOD call a SEC 1 + 3 failure and watch the terror on the pilot's face- yes, this is an addiction.
Weening them off the speed brake addiction isn't difficult. It stems from the fact this generation has been taught by many who have no idea about how to efficiently descend a jet airliner- this is a topic in itself. So there is and addiction to platform decelerations and consequentially being grossly under profile ( not doughnut or FMGC stated profiles ).
So a SEC 1 + 3 Fault and a gentle reassurance that the worst thing that can happen is we Go Around but you will be guided before that happens.
The transformation from speed brake addict to a smooth and efficient operator is fast.
Oh and remind them, energy management is not winding the speed back to green dot when you overshoot the grossly conservative descent arrow, then being given descent and winding it up like your a dive bomber ( minus the dive brakes which would be handy in the ensuing over speed ).
- Hand Flown ILS Approach in Track FPA with Flight Director's ON: This is a gem and teaches handling finesse and a handling confidence that will see the single engine NPA in the sim flown to perfection. Alas, someone told me there were a few who couldn't cope with this a generation ago and now it's OK to fly your NPA in HDG & V/S.
Sensitivity needs to be briefed and for some a demonstration prudent to avoid rolling from one side of the LLZ to the other.
It also provides a good intro to FCOM bureaucracy, Franglaise and technocrats! The ever changing manuals now have a table where it's labelled n/a- not applicable. Below, in the same table also, in bold italics is " Not -Authorized". Watch the FCOM bureaucrats spend hours on this: some will be bright red in the face saying this practice unauthorized others non-committal; Airbus rep's would probably throw their hands in the air and say who cares anyways?
Taxiing: Obvious issues here complicated by SE taxi.
I love watching the Thunderbirds when they've finished their flight demonstration as the F16's are marshalled in onto the blocks by a HAS trained USAF crew chief. Slamming on the brakes and the shark nose bounces to inches off the ground on the extremes of its oleo extension- back and forth, back and forth.
This seems to be OK to the new pilots but explaining you aren't a Thunderbird and nor are you the HAS crew bus and slowly they come around.
Hand Flying : So you've inspired the young gun to hand fly and you realize the flight attendants are doing their final cabin walk through with heads smashing from side to side. Our young ace is ham fisted on the side stick, over-controlling in the raw excitement of flying the shiny new jet. Though a bone dome requirement for all crew would help, and some put the seat belt sign on as a warning or make the cabin crew be seated call as soon as the AP disconnected, I've found asking the the pilot his girlfriend's name and suggesting the side stick her breast has a remarkable effect of smoothing the flying out. Some I'm not sure have had the pleasure of intimacy and you need to be a little more direct!
Female pilots have in my experience ( thankfully ) been inherently smooth hand flyers.
3) Flight Deck Ergonomics and Performance: This is a whole new chapter and a project in development. Where do you start? Human Factors was a multi-choice test the new generation have the answers for. General knowledge, aviation interest.
HKG CRM?
Any suggestions or guidance here? Company designated mentors?
This area may be critical I'm worried the upcoming movie "Triumph In The Skies" is going to have a "Top Gun " affect locally. Crazy hair styles and derring-do ....
A to B, way point to way point, with restrictive and ever changing SOPs, isn't the most creative environment for handling exposure but I think there are some opportunities to address the degradation of elemental aviating skills.
Perhaps the thread will degenerate toward insulting those who have let this happen, but I hope to avoid this. That said, I'm not an apologist either, and it's disappointing that some who have been shielded by experienced and well trained First Officers throughout their career, now see fit in the leadership peak of their careers, to take the gamble of dumbing experience levels toward cliff edge cockpit gradients.
I think the MPL program in HKG is Airbus specific? So the following Airbus orientated and I get the impression this is the design philosophy that has lured regulators, management and pilots into the current lull that is witnessing a generational loss of core aviator skills. This thread is not MPL specific, or even cadet specific I suppose, it's a wider problem though exacerbated in the earlier mentioned .
I also appreciate it is beyond many Captain's comfort levels to pursue the training and encouragement of F/O's to "practice" handling on the line, but please recognize this is fueling the crisis. Commanding Autopilot engagement immediately after T/O and disengagement just prior to LDG is good for you perhaps, and appropriate in certain WX, workload, fatigue & traffic scenarios, but could you at least document your concerns to management, safety departments or even your union? If you won't give away sectors or let your co-pilot hand fly, at least recognize this is a manifestation of a crisis.
I've broken the crisis down into three areas: Handling, Finesse, Flight Deck Ergonomics.
1) Handling.
-Flight Director Off T/O: OK, not allowed anymore but I'm sure you will be expected to fly the a/c home as per the MEL! Formerly, was a great exercise in raw data body angles pertinent to unreliable airspeed initial actions and the core skill of reinstating and understanding automatics from lesser levels. Mode Confusion was consequently addressed too.
- Raw Data ILS : Surprised at how so few of the current generation have been taught the tricks of the Airbus PFD presentation. But once shown and graduating to a level where there is no pilot inputs for 10 to 15s and the a/c sits nicely on Glide & Loc, the cadets are beaming- probably because they've noted some below par efforts from senior Captains in the SIM!
FPA lag and track errors due IRS derivation worth talking about.
- Circling Approach : There is opportunity and if well guided the pilot generally beaming afterward which can't be a bad thing?
- Visual Approach : It's taken me a long time to discover why this simple exercise ( 3 x tables and meet ridiculously restrictive stabilization criterion ) is so difficult to instill in the current generation. They do not know where to look for a runway due low levels of exposure in ab intio training and the sensory laziness of coupled ILS approaches once flying the line.
Tell the cadet that the Miracle on the Hudson was a visual approach and if they don't know what your talking about, well, this is the generational loss of former core skills- including aviation general knowledge.
Drift down, offset entry, etc all great for the junior F/O and confidence and enthusiasm with the job abound afterward.
- Body Angles on Descent: remember the good old days of a Flight Director off descent and discussion of body angles and idle power settings for unreliable airspeeds, engine relights etc. Such a simple yet powerful exercise with a lot of current relevance! Though AF is not as widely known as you might expect!
- Raw Data ILS no Track FPA: in Flap 3 and Full great exercise for a few elemental body angles as well as discussing, at it's peak, a number of OEB's on Airbus narrow body aircraft where raw data skills required minus the Track/FPA. Mention the switchology difference between ADR's and IR's to avoid a fast drawing support pilot putting you here in the first place.
- X-W LDG : Any ideas? I wouldn't dare suggest a cross controlling, gentle side-slip blow 500' as Airbus did with a launch customer I previously worked with. If it worked with the crusty old 727 generation they developed better FBW handling later in the flare.
Some Captains comfortable with landing with crab. Probably explains a few of our bent aircraft.
- Hand Flown, High Speed Descent: Like many, I was initially shocked at the serial over speeding in HKG and poor aircraft systems knowledge. Making a contribution to the aircraft's 1.75G pitch up is almost as alarming as having been there in the first place!
I found this handling exercise excellent. Most Airbus pilots have a side stick muscle memory from the approach ie: Flap Full & VAPP.
Great, so a panicky pilot who can't see the over speed coming reefs back on the side stick at 340kts + with as much ooomph as if they were in the approach configuration. 2G's + in an airliner is very uncool!
Over speed threat discussion pertinent. Environmental considerations, what the speed brake does and inertia, Flight Director G limitations and descent modes ( open versus managed ) and how a Mach descent looks aesthetically pleasing, but you are not in a fast jet, you do need to transition out of Mach.
I'm sure if the above was properly addressed we wouldn't have the bizarre Abnormal procedures of "Approaching the Overspeed " and the "Overspeed Recovery" - both testament to current bureaucratization of handling problems instead of improving the handling skills.
Any additions?
2) Finesse- Was it ever here in HKG? Go fly with Air Asia or Cebu or take the minibus to Mongkok and at times there's no difference with some HKG pilots!
- Speed Brake Finesse: Wow! What a ride ! Like a roller coaster. Stoking the speed brake at high speed is the norm; close your eyes and you could be in Space Mountain at HKG Disney.
Bit of speed brake theory helps, alternatives to speed barke usage and finally do they need it? At TOD call a SEC 1 + 3 failure and watch the terror on the pilot's face- yes, this is an addiction.
Weening them off the speed brake addiction isn't difficult. It stems from the fact this generation has been taught by many who have no idea about how to efficiently descend a jet airliner- this is a topic in itself. So there is and addiction to platform decelerations and consequentially being grossly under profile ( not doughnut or FMGC stated profiles ).
So a SEC 1 + 3 Fault and a gentle reassurance that the worst thing that can happen is we Go Around but you will be guided before that happens.
The transformation from speed brake addict to a smooth and efficient operator is fast.
Oh and remind them, energy management is not winding the speed back to green dot when you overshoot the grossly conservative descent arrow, then being given descent and winding it up like your a dive bomber ( minus the dive brakes which would be handy in the ensuing over speed ).
- Hand Flown ILS Approach in Track FPA with Flight Director's ON: This is a gem and teaches handling finesse and a handling confidence that will see the single engine NPA in the sim flown to perfection. Alas, someone told me there were a few who couldn't cope with this a generation ago and now it's OK to fly your NPA in HDG & V/S.
Sensitivity needs to be briefed and for some a demonstration prudent to avoid rolling from one side of the LLZ to the other.
It also provides a good intro to FCOM bureaucracy, Franglaise and technocrats! The ever changing manuals now have a table where it's labelled n/a- not applicable. Below, in the same table also, in bold italics is " Not -Authorized". Watch the FCOM bureaucrats spend hours on this: some will be bright red in the face saying this practice unauthorized others non-committal; Airbus rep's would probably throw their hands in the air and say who cares anyways?
Taxiing: Obvious issues here complicated by SE taxi.
I love watching the Thunderbirds when they've finished their flight demonstration as the F16's are marshalled in onto the blocks by a HAS trained USAF crew chief. Slamming on the brakes and the shark nose bounces to inches off the ground on the extremes of its oleo extension- back and forth, back and forth.
This seems to be OK to the new pilots but explaining you aren't a Thunderbird and nor are you the HAS crew bus and slowly they come around.
Hand Flying : So you've inspired the young gun to hand fly and you realize the flight attendants are doing their final cabin walk through with heads smashing from side to side. Our young ace is ham fisted on the side stick, over-controlling in the raw excitement of flying the shiny new jet. Though a bone dome requirement for all crew would help, and some put the seat belt sign on as a warning or make the cabin crew be seated call as soon as the AP disconnected, I've found asking the the pilot his girlfriend's name and suggesting the side stick her breast has a remarkable effect of smoothing the flying out. Some I'm not sure have had the pleasure of intimacy and you need to be a little more direct!
Female pilots have in my experience ( thankfully ) been inherently smooth hand flyers.
3) Flight Deck Ergonomics and Performance: This is a whole new chapter and a project in development. Where do you start? Human Factors was a multi-choice test the new generation have the answers for. General knowledge, aviation interest.
HKG CRM?
Any suggestions or guidance here? Company designated mentors?
This area may be critical I'm worried the upcoming movie "Triumph In The Skies" is going to have a "Top Gun " affect locally. Crazy hair styles and derring-do ....