About the Minimum Flight Crew
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Join Date: May 2010
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Age: 39
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About the Minimum Flight Crew
For the Minimum Flight Crew,how can i arrange the flight test program?what does the pilot do in the task?
who can provide me a example of a integrated program ?
Thanks to you!
who can provide me a example of a integrated program ?
Thanks to you!
Hi Fanxiyi, welcome to PPrune and to the flight test forum.
Whilst I appreciate that English won't be your first language (I'd not have chance in Chinese!), we can probably all help more if you could explain a bit more what you're trying to achieve - what sort of programme, aircraft, tests and so-on.
G
Whilst I appreciate that English won't be your first language (I'd not have chance in Chinese!), we can probably all help more if you could explain a bit more what you're trying to achieve - what sort of programme, aircraft, tests and so-on.
G
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About The Mfc
Thank you for your reply. I want to evaluate the minimum flight crew of FAR 25(as below) in a plane. I don’t know it how to begin and what to do with. What the test pilot does is enough to evaluate the workload and will be certificated by FAA. There are so many workload factors that how can I arrange the flight test (the time and the condition in the flight).What result the test polit give is recoglsede .
FAR 25 §25.1523 Minimum flight crew.
The minimum flight crew must be established so that it is sufficient for safe operation, considering
(a) The workload on individual crewmembers;
(b) The accessibility and ease of operation of necessary controls by the appropriate crewmember; and
(c) The kind of operation authorized under §25.1525.
The criteria used in making the determinations required by this section are set forth in appendix D.
Appendix D OF FAR 25
Criteria for determining minimum flight crew. The following are considered by the Agency in determining the minimum flight crew under §25.1523:
(a) Basic workload functions. The following basic workload functions are considered:
(1) Flight path control.
(2) Collision avoidance.
(3) Navigation.
(4) Communications.
(5) Operation and monitoring of aircraft engines and systems.
(6) Command decisions.
(b) Workload factors. The following workload factors are considered significant when analyzing and demonstrating workload for minimum flight crew determination:
(1) The accessibility, ease, and simplicity of operation of all necessary flight, power, and equipment controls, including emergency fuel shutoff valves, electrical controls, electronic controls, pressurization system controls, and engine controls.
(2) The accessibility and conspicuity of all necessary instruments and failure warning devices such as fire warning, electrical system malfunction, and other failure or caution indicators. The extent to which such instruments or devices direct the proper corrective action is also considered.
(3) The number, urgency, and complexity of operating procedures with particular consideration given to the specific fuel management schedule imposed by center of gravity, structural or other considerations of an airworthiness nature, and to the ability of each engine to operate at all times from a single tank or source which is automatically replenished if fuel is also stored in other tanks.
(4) The degree and duration of concentrated mental and physical effort involved in normal operation and in diagnosing and coping with malfunctions and emergencies.
(5) The extent of required monitoring of the fuel, hydraulic, pressurization, electrical, electronic, deicing, and other systems while en route.
(6) The actions requiring a crewmember to be unavailable at his assigned duty station, including: observation of systems, emergency operation of any control, and emergencies in any compartment.
(7) The degree of automation provided in the aircraft systems to afford (after failures or malfunctions) automatic crossover or isolation of difficulties to minimize the need for flight crew action to guard against loss of hydraulic or electric power to flight controls or to other essential systems.
(8) The communications and navigation workload.
(9) The possibility of increased workload associated with any emergency that may lead to other emergencies.
(10) Incapacitation of a flight crewmember whenever the applicable operating rule requires a minimum flight crew of at least two pilots.
(c) Kind of operation authorized. The determination of the kind of operation authorized requires consideration of the operating rules under which the airplane will be operated. Unless an applicant desires approval for a more limited kind of operation. It is assumed that each airplane certificated under this Part will operate under IFR conditions.
FAR 25 §25.1523 Minimum flight crew.
The minimum flight crew must be established so that it is sufficient for safe operation, considering
(a) The workload on individual crewmembers;
(b) The accessibility and ease of operation of necessary controls by the appropriate crewmember; and
(c) The kind of operation authorized under §25.1525.
The criteria used in making the determinations required by this section are set forth in appendix D.
Appendix D OF FAR 25
Criteria for determining minimum flight crew. The following are considered by the Agency in determining the minimum flight crew under §25.1523:
(a) Basic workload functions. The following basic workload functions are considered:
(1) Flight path control.
(2) Collision avoidance.
(3) Navigation.
(4) Communications.
(5) Operation and monitoring of aircraft engines and systems.
(6) Command decisions.
(b) Workload factors. The following workload factors are considered significant when analyzing and demonstrating workload for minimum flight crew determination:
(1) The accessibility, ease, and simplicity of operation of all necessary flight, power, and equipment controls, including emergency fuel shutoff valves, electrical controls, electronic controls, pressurization system controls, and engine controls.
(2) The accessibility and conspicuity of all necessary instruments and failure warning devices such as fire warning, electrical system malfunction, and other failure or caution indicators. The extent to which such instruments or devices direct the proper corrective action is also considered.
(3) The number, urgency, and complexity of operating procedures with particular consideration given to the specific fuel management schedule imposed by center of gravity, structural or other considerations of an airworthiness nature, and to the ability of each engine to operate at all times from a single tank or source which is automatically replenished if fuel is also stored in other tanks.
(4) The degree and duration of concentrated mental and physical effort involved in normal operation and in diagnosing and coping with malfunctions and emergencies.
(5) The extent of required monitoring of the fuel, hydraulic, pressurization, electrical, electronic, deicing, and other systems while en route.
(6) The actions requiring a crewmember to be unavailable at his assigned duty station, including: observation of systems, emergency operation of any control, and emergencies in any compartment.
(7) The degree of automation provided in the aircraft systems to afford (after failures or malfunctions) automatic crossover or isolation of difficulties to minimize the need for flight crew action to guard against loss of hydraulic or electric power to flight controls or to other essential systems.
(8) The communications and navigation workload.
(9) The possibility of increased workload associated with any emergency that may lead to other emergencies.
(10) Incapacitation of a flight crewmember whenever the applicable operating rule requires a minimum flight crew of at least two pilots.
(c) Kind of operation authorized. The determination of the kind of operation authorized requires consideration of the operating rules under which the airplane will be operated. Unless an applicant desires approval for a more limited kind of operation. It is assumed that each airplane certificated under this Part will operate under IFR conditions.
Fanxiyi, a rather unhelpful answer is that the aircraft design should have considered the minimum crew and workload aspects (e.g. CS25 1309/1302), thus the flight test task is to check that the aircraft operation is as designed.
If the evaluation involves modification of an existing type, e.g. re-equipped flight deck, then the task could be based on a flight deck evaluation of the equipment layout and in-service operation (‘same-type’ approval). But again the modifications should have considered these aspects.
An avionics vendor can sell a system which enables ‘single pilot’ operation, but this might not consider other essential aircraft systems which are unaffected by the avionics, e.g. gear and flap operation, fuel management, pressurisation. Of course both normal and abnormal operation has to be considered.
I was involved in the workload assessment of a new aircraft type at the time of the transition from a three-crew to a two-crew flight deck. The politics at the time may have biased the amount of work required, but even so the flight task alone was significant; this might now the deduced by simulation. The task involved six different crews, realistic flight profiles and operations, extensive human monitoring (heart rate / video).
I also participated in a type certification of an exec jet which had previously had a long and reliable history with single crew. However, later variants particularly with ‘workload reducing’ systems such as auto flight, FMS, and EFIS, were required to have two crew. The decision was based on the joint conclusion by the regulator and manufacturer (who had considered the possibility), and involved the changing operational climate as much as the aircraft type.
It would be interesting to hear more details of the task being considered; then perhaps more help might be available; my experiences are probably way out-of-date to be of further help.
There may be some helpful information in CS AMC 25.1309 (about page 485).
Also search for information on Same Type Rating – there should be a FAA AC on this and perhaps CS policy document – see Joint Operations Evaluation Board (JOEB).
Edit
AC 23-1523 Minimum Flight Crew
Also for info
EASA - Flight Standards see OEB
http://easa.europa.eu/ws_prod/c/doc/...20document.doc
http://easa.europa.eu/ws_prod/c/doc/...B%20Report.pdf
If the evaluation involves modification of an existing type, e.g. re-equipped flight deck, then the task could be based on a flight deck evaluation of the equipment layout and in-service operation (‘same-type’ approval). But again the modifications should have considered these aspects.
An avionics vendor can sell a system which enables ‘single pilot’ operation, but this might not consider other essential aircraft systems which are unaffected by the avionics, e.g. gear and flap operation, fuel management, pressurisation. Of course both normal and abnormal operation has to be considered.
I was involved in the workload assessment of a new aircraft type at the time of the transition from a three-crew to a two-crew flight deck. The politics at the time may have biased the amount of work required, but even so the flight task alone was significant; this might now the deduced by simulation. The task involved six different crews, realistic flight profiles and operations, extensive human monitoring (heart rate / video).
I also participated in a type certification of an exec jet which had previously had a long and reliable history with single crew. However, later variants particularly with ‘workload reducing’ systems such as auto flight, FMS, and EFIS, were required to have two crew. The decision was based on the joint conclusion by the regulator and manufacturer (who had considered the possibility), and involved the changing operational climate as much as the aircraft type.
It would be interesting to hear more details of the task being considered; then perhaps more help might be available; my experiences are probably way out-of-date to be of further help.
There may be some helpful information in CS AMC 25.1309 (about page 485).
Also search for information on Same Type Rating – there should be a FAA AC on this and perhaps CS policy document – see Joint Operations Evaluation Board (JOEB).
Edit
AC 23-1523 Minimum Flight Crew
Also for info
EASA - Flight Standards see OEB
http://easa.europa.eu/ws_prod/c/doc/...20document.doc
http://easa.europa.eu/ws_prod/c/doc/...B%20Report.pdf
Last edited by safetypee; 17th Jul 2010 at 20:47.
