How to fly a Low Pass in a Airbus A330
Joined: Aug 2011
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From: West Indies
How to fly a low pass in an A330
With all due respect, if you have to ask you probably should not attempt this manoeuvre. Most countries have all sorts of requirements to be observed such as minimum cloud base, visibility, direction of flight, minimum height, escape plans in case of mechanical failure and as far as I know you are not allowed to fly lower than a certain height except for the purpose of take-off and landing or to save a life unless you get permission in writing. Good luck.
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From: Rome
It is not really a big deal if you respect all the rules and regulations issued by the country with respect to airshows and you have a briefing with the airshow's direction. I am sure you do not need these suggestions but if it is your first time, take (very) high margins, plan completely your low pass meaning height, configuration and speed you will fly inside the display. If you are not a test or demo pilot I think that a green dot low pass at 1000 ft AGL along the display line will be more than enough. Anyway I have never done an airshow on a commercial liner so don't take these figures for granted.
Cheers.
Cheers.
Joined: Jul 2011
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From: Offshore
All due respect to Pprune...
... and the huge amassed wisdom and experience here... buy sorry Flyboy, if you need advice from this 'site..maybe you shouldn't be doing this?
First display... on a 330Bus too.. clearly no knowledge of airshow management and control procedures.... or relevant legislation.. display permit required?
Oops! I got it! Trick or treat! This is a wind-up..right?
If not, check out the Scarebus burning in the woods (Basle-Mulhouse?) after poorly planned and executed airshow low-pass.
Sorry.. 1st rant in many years..
First display... on a 330Bus too.. clearly no knowledge of airshow management and control procedures.... or relevant legislation.. display permit required?
Oops! I got it! Trick or treat! This is a wind-up..right?
If not, check out the Scarebus burning in the woods (Basle-Mulhouse?) after poorly planned and executed airshow low-pass.
Sorry.. 1st rant in many years..
Joined: Feb 2006
Posts: 117
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From: canada
In my opinion this is an extraordinary question which shows the weird way that people rely on internet forums for information.
I agree that any one who asks such a question is likely not qualified to do it.
Try studying the report and video of the A320 accident at Mulhouse-Habsheim and watch the Mayday TV programme about it.
At least then you know how not to do it.
I agree that any one who asks such a question is likely not qualified to do it.
Try studying the report and video of the A320 accident at Mulhouse-Habsheim and watch the Mayday TV programme about it.
At least then you know how not to do it.
Joined: Oct 2001
Posts: 761
Likes: 22
From: England
FlyBoy,
There is some good advice here. I have flown displays in a big aircraft and it is a skilled business which requires training, even for a flypast. The only sound answer is do not do it. If you wish to discuss sensibly then feel free to PM me.
Please stay safe
MM
There is some good advice here. I have flown displays in a big aircraft and it is a skilled business which requires training, even for a flypast. The only sound answer is do not do it. If you wish to discuss sensibly then feel free to PM me.
Please stay safe
MM
Joined: Apr 2002
Posts: 3,349
Likes: 1
From: FUBAR
VMo -5ts @ how low can you get on the rad-alt. . . 10ft I saw on a home made video posted by the chief training Capt/ God of a Turkish airline I flew for . . . alternatively, perhaps coordinate with your local CAA & indeed Airbus themselves.
Suspect elf & safety in most countries will just wave their finger at you, well, I guess you could do an approach & go-around, but instead of climbing, clean up & accelerate (at least until the dep end of the runway) then remember you had to climb & act accordingly. Doubt if any rules are being breached there, although I am sure some worthy numpty will find fault with your actions. Boring Bo r i n g
B o r i n g world we live in these days.
Suspect elf & safety in most countries will just wave their finger at you, well, I guess you could do an approach & go-around, but instead of climbing, clean up & accelerate (at least until the dep end of the runway) then remember you had to climb & act accordingly. Doubt if any rules are being breached there, although I am sure some worthy numpty will find fault with your actions. Boring Bo r i n g
B o r i n g world we live in these days.
Joined: Mar 2002
Aviation Qualifications: ATPL
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From: Seat 1A
What a bunch of unhelpful so and sos. Why not use the info from here? Someone has to start somewhere.
If there is any wind, do the low speed pass into wind and the high speed pass with the wind.
Keep in the back of your mind to not try to impress pilots; you're aiming at the general public who will be impressed regardless of what you do.
I'd run through it in the SIM a few times; consider systems such as EGPWS (low alt, not configured, bank angle callouts).
If there is any wind, do the low speed pass into wind and the high speed pass with the wind.
Keep in the back of your mind to not try to impress pilots; you're aiming at the general public who will be impressed regardless of what you do.
I'd run through it in the SIM a few times; consider systems such as EGPWS (low alt, not configured, bank angle callouts).
Joined: Feb 2005
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From: Correr es mi destino por no llevar papel
Originally Posted by flyboy328
I was asked to perform a Low Pass on an Airshow
Who asked you to perform "a low pass on an airshow"?
Are you owner/operator of A330 and some local folks asked you to spice-up their fly-in or your chief pilot designated you as one-time-A330-display pilot?
Joined: Sep 1998
Posts: 1,615
Likes: 1
From: wherever
Quote:
...and the high speed pass...
Quote:
Keep in the back of your mind to not try to impress pilots...
For proper CRM before the high speed pass, announce to the crew:
"Hold my beer & watch this."
...and the high speed pass...
Quote:
Keep in the back of your mind to not try to impress pilots...
For proper CRM before the high speed pass, announce to the crew:
"Hold my beer & watch this."
Having flown (as FE) the Nimrod display for a season and a few "low passes" in the mighty Tristar I'd like to add to the unhelpful masses and say if you're asking on pprune you probably shouldn't be considering it.
Joined: Apr 2002
Posts: 3,349
Likes: 1
From: FUBAR
Amongst the ribald humour/tongue in cheek responses (guilty as charged) if you are asking a serious question. . .well, this ain't the place.
Your local CAA/Airbus may have some advice, & , most importantly,cover your ass with your employer, & you MAY be able to consider a (very) moderate "display".
As I said, boring Boring BORING.
30 yrs ago, a red rag to a bull/licence to get stuck in & show the world that you should really have been employed by BA/The Red Arrows / The French Foreign Legion. . . alas, now, just a licence to drop yourself in the sh1t !
Sad , but true.
Nonetheless, hope you are able to do something that pleases you,& the assembled masses, whilst showing off a very graceful aircraft (even if I hate Airbus FBW) to best effect.
Your local CAA/Airbus may have some advice, & , most importantly,cover your ass with your employer, & you MAY be able to consider a (very) moderate "display".
As I said, boring Boring BORING.
30 yrs ago, a red rag to a bull/licence to get stuck in & show the world that you should really have been employed by BA/The Red Arrows / The French Foreign Legion. . . alas, now, just a licence to drop yourself in the sh1t !
Sad , but true.
Nonetheless, hope you are able to do something that pleases you,& the assembled masses, whilst showing off a very graceful aircraft (even if I hate Airbus FBW) to best effect.
Joined: Dec 2002
Posts: 2,775
Likes: 353
From: UK
flyboy, have a good plan, many plans; you can’t plan enough, consider the what-ifs, alternatives, last minute changes, etc.
Check with the authorities, local regulations, and any special conditions that might apply to the demonstration. Weather minima; yours should probably be greater than the airshow organisers.
Ask to see the safety plan, and enquire how this might affect you; what clearances, approvals etc, are required. Check any restrictions on passenger carriage; generally restrict the flight to crew only.
Check the location very carefully, particularly obstructions and terrain; these will not have the same relevance as in normal operations; look at operational aspects from a different perspective.
The airshow attendees want to see the aircraft for what it is, so show it. Consider a shallow arc across the front of the crowd line with the wing down – don’t attempt clever top rudder manoeuvres or wing rocking.
A big aircraft will never look as fast as smaller ones, so choose a moderate airspeed. It will appear faster when flown downwind. In a hot climate there may be thermal turbulence so consider a speed just above rough airspeed, also note the 60 deg bank (2g) stall speed, fly at or above this speed to give manoeuvre capability; consider a small flap setting if appropriate.
Consider the bird strike risk – more people, more food = more birds. Maintain level flight thrust, don’t throttle back for a quiet fly by – you will be quieter relative to any military aircraft.
Altitude, 300ft min, 500ft will look OK. Consider where the public are and that some people might be viewing from the far end of the airfield. A big aircraft will look low even above 500ft as it should differ from their normal perception.
Give yourself time (speed) and altitude margin, and good weather to enjoy the flyby and counter any surprises … loose balloon, gliders, an errant helicopter, or helicopter in ground-hover throwing up dust and debris. Wake turbulence.
Don’t fly towards the public inside the area of a normal circuit; use a long final and early line up; arc in from behind the extended crowd-line, exit similarly.
Check the aircraft systems which might throw up unwanted alerts or changes – ditch the FMS. Switching off the EGPWS might only disable the enhanced functions, thus ‘too low flaps / gear’, 'bank angle', ‘pull up’ might sound, check the specific installation. Set DH call out 50 ft below you minimum.
TCAS/ACAS ?? Be ready for surprises … then #1 fly the aircraft.
Construct a checklist of systems to ‘reconfigure’ or issues to be aware off. Construct and use a post fly-by checklist to reset the aircraft to its normal state as soon as practical.
Allocate specific crew responsibilities for monitoring and call outs – altitude, speed, bank angle.
Define the safety boundaries and the margins from them. Check the fuel plan, what margin is there for change; where’s the holding area, safety height, clearance form other aircraft, radar surveillance, ...
Few airshows run to time. ‘No plan survives contact with the enemy’.
But above all else … plan, so that you can enjoy the experience.
Check with the authorities, local regulations, and any special conditions that might apply to the demonstration. Weather minima; yours should probably be greater than the airshow organisers.
Ask to see the safety plan, and enquire how this might affect you; what clearances, approvals etc, are required. Check any restrictions on passenger carriage; generally restrict the flight to crew only.
Check the location very carefully, particularly obstructions and terrain; these will not have the same relevance as in normal operations; look at operational aspects from a different perspective.
The airshow attendees want to see the aircraft for what it is, so show it. Consider a shallow arc across the front of the crowd line with the wing down – don’t attempt clever top rudder manoeuvres or wing rocking.
A big aircraft will never look as fast as smaller ones, so choose a moderate airspeed. It will appear faster when flown downwind. In a hot climate there may be thermal turbulence so consider a speed just above rough airspeed, also note the 60 deg bank (2g) stall speed, fly at or above this speed to give manoeuvre capability; consider a small flap setting if appropriate.
Consider the bird strike risk – more people, more food = more birds. Maintain level flight thrust, don’t throttle back for a quiet fly by – you will be quieter relative to any military aircraft.
Altitude, 300ft min, 500ft will look OK. Consider where the public are and that some people might be viewing from the far end of the airfield. A big aircraft will look low even above 500ft as it should differ from their normal perception.
Give yourself time (speed) and altitude margin, and good weather to enjoy the flyby and counter any surprises … loose balloon, gliders, an errant helicopter, or helicopter in ground-hover throwing up dust and debris. Wake turbulence.
Don’t fly towards the public inside the area of a normal circuit; use a long final and early line up; arc in from behind the extended crowd-line, exit similarly.
Check the aircraft systems which might throw up unwanted alerts or changes – ditch the FMS. Switching off the EGPWS might only disable the enhanced functions, thus ‘too low flaps / gear’, 'bank angle', ‘pull up’ might sound, check the specific installation. Set DH call out 50 ft below you minimum.
TCAS/ACAS ?? Be ready for surprises … then #1 fly the aircraft.
Construct a checklist of systems to ‘reconfigure’ or issues to be aware off. Construct and use a post fly-by checklist to reset the aircraft to its normal state as soon as practical.
Allocate specific crew responsibilities for monitoring and call outs – altitude, speed, bank angle.
Define the safety boundaries and the margins from them. Check the fuel plan, what margin is there for change; where’s the holding area, safety height, clearance form other aircraft, radar surveillance, ...
Few airshows run to time. ‘No plan survives contact with the enemy’.
But above all else … plan, so that you can enjoy the experience.
Joined: Feb 2005
Aviation Qualifications: ATPL
Posts: 533
Likes: 41
From: Canada / Switzerland
I have no experience performing at airshows, and no experience flying Airbus products.
But - given that I think the airshow attendees will be quite impressed and quite pleased simply to see the Airbus go by in front of them - I wonder if a conventional approach to the runway (to the published minima) followed by a go-around would be sufficient to both present the aircraft to the spectators and enable the pilot to carry out the mission without having to do anything that is unusual or unfamiliar?
Michael
But - given that I think the airshow attendees will be quite impressed and quite pleased simply to see the Airbus go by in front of them - I wonder if a conventional approach to the runway (to the published minima) followed by a go-around would be sufficient to both present the aircraft to the spectators and enable the pilot to carry out the mission without having to do anything that is unusual or unfamiliar?
Michael