Airbus Emergencies: UNRELIABLE SPEED INDICATION | Real Airline Pilot
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- เผยแพร่เมื่อ 10 ก.ย. 2024
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As far as I’m aware the standby instruments don’t get their readings from ADR 3. They come direct from the standby pitot probe without going through an ADR. ADR 3 does also use the standby probe but is a “hot spare” that can be switched to if ADR 1 or 2 fail/give erroneous readings. The idea of the standby instruments being separate is if all ADR fail but it’s not due to blocked pitots then the standby instrument can still be used. Useful if you don’t have the BUSS fitted
That is indeed correct, if I remember correctly from the AF447 accident report.
For those interested the Fenix A320 also has this, however what ToLiss gets right is once the ADR’s have been switched off the BUSS is permanently on and cannot be turned off like it does in the Fenix if you turn an ADR back on.
The ToLiss A320Neo has the newer BKUP SPD/ALT pushbutton that is reversible. Same function just that you no longer need to turn off the ADR’s and I think you can still do automatic cabin pressure and normal landing gear extension (not confirmed)
I was wondering why you had to do a gravity extension due to unreliable airspeed. A quick Google search told me the answer - unreliable airspeed messes with the safety lock that prevents you extending the landing gear at high speed, so you have to override it with a gravity extension.
I didn’t know this either thx for info
i came from a tiktok of a boeing pilot enjoying the "spacious" cockpit of the airbus and one of the comment is the air france 447 crash would've been prevented if the side sticks had physical feedback.
That comment is probably right. But: The design of the Airbus cockpit and stick has also prevented many accidents already. After all there is no "perfect" system and each one has its ups and its downs. There are cases where the Airbus computers have been responsible for accidents that would not have happened without all those automated systems and then there are cases where the lack of those systems in Boeing aircraft was responsible for accidents. No system is perfect, each has their own individual advantages.
Are you going to be ETOPs trained? Would love to see some intense ETOPS failure scenarios. Doesn't seem to be much covered in this field. P.S. to play a replay just press alt r. Xplane records passively, and you can manipulate the camera easily in a replay unlike in MSFS.
Fantastic! Thanks for yet another brilliant showcase of your piloting skills good Sir!
Thanks teacher, always a pleasure to learn...
Very interesting video unfortunately many RL accidents due to this. I’m more convinced than ever that good airmanship with experience is the most important thing. I don’t really do failures and didn’t know about the backup speed scale. Impressive it’s modelled in the Toliss
Indeed, good airmanship ist the most important of all! Stabilizing your flight path is the most important aspect of this. That's why we have memory items for that while the rest is done straight from the book.
My instructor always told me "survive the first 30 seconds and you'll survive the whole manouver".
Top notch vid 🤌👌
it's really a very informative and beautiful video. Thank you for all your efforts and the information you have provided...
I have a question
Why can't we use radioaltimiter for minimums?
Why did you use gravity gear extention instead of lowering the landing gear normally? I know that it was in the QRH, but Why can't we lower the gear normally?
Because with all ADR’s turned off the LGCIU has no idea what the speed is. Below 280 knots (I think) a safety valve opens to allow the gear to be lowered. Without airspeed the LGCIU doesn’t know if it’s safe and will not open the valve
Very good Tom!
@@A330Driver I learnt this from the MH134 final report
With the gravity gear extension utilized, can the gears ever be retracted again, say in case of a goo around?
@@francobobfred as long as you have a working green hydraulic system yes
Another excellent video, so much info contained within.
Question: In this situation, what procedures would be implemented if you had to go missed?
If the pilots control the aircraft, after the airspeed becomes unreliable, just based on pitch-thrust tables, why doesn't the autopilot take the values from the pitch-thrust table as it's new basis, so it can continue flying the aircraft?
Up until AF447 Airbus designers and engineers thought that pilots would be smart enough to know how to recognise and deal with unreliable airspeed……AF447 proved them wrong.
So up until then when the airspeed was lost the aircraft goes into alternate law as the autopilots and PRIM’s have insufficient information for themselves to determine safe flight and hand control to the pilots.
Airbus developed the BUSS (and later DBUS) as a way to provide another reference when anemometric data fails. However they decided to go one step further and develop something called alternate autopilot. It’s already available on the A350 and can be put in the A330. This was apparently based on the fact that on AF447 when the autopilot disconnected it caused the pilots to freeze as they did not expect it (startle factor). As part of alternate autopilot, the autopilot will now hold heading and level flight and autothrust will be “adapted”. This is still only a measure to prevent scaring the pilots and give them time to figure out what is going on.
There is a video titled “Airspeed Indication and autopilot enhancing the systems” on YT.
@@tomstravels520 Thanks for that comprehensive response! But if the reason for that "alternate autopilot" is to give the pilots time to figure out what's going on, how does it even engage in the first place? I thought of it as a mode that pilots can engage/switch to, once the they have identified that the airspeed is unreliable.
@@ahaa_2917 for the alternate autopilot it is automatic. It changes to V/S+0 and HDG automatically and adapts thrust as per programming. If you watch the video I mentioned it explains in more detail
Great video!
One question: Did you forget to re-arm the speed-brakes for landing or did I miss that? Or are they not used in this scenario?
28:56
@@tomstravels520 thanks :)
@@arminhansarian2268 they can be used for landing as spoilers but not for inflight to slow down in this situation
Hey! Good video and I learned a lot from it.
Can you give me some opinions on the current X-Plane 12 and is it worth it? Thinking of buying it
If the aircraft is too heavy to land, should you burn fuel or is it a dangerous enough situation to land it anyways such as when there's fire on board?
Well, when there's a fire on board there may be neither time to dump fuel nor burn any fuel so you would probably just land above max landing weight (MLW) to reduce risk
No need to disable gpws warning for flap 3 landing in this situation?
That button isn’t on the widebodies. When you select it in the MCDU the GPWS automatically knows you want FLAP 3
As Tom says, that's only a small Airbus thing.
Thank you for the reply!
Fantastic video!
Also, Flex 69, NICE :D
😂
Do you know why gravity extension is needed? Or why nose wheel steering is not available? Those seem like hydraulic related contingencies.
Because with all ADR’s turned off the LGCIU has no idea what the speed is. Below 280 knots (I think) a safety valve opens to allow the gear to be lowered. Without airspeed the LGCIU doesn’t know if it’s safe and will not open the valve.
The reason for no steering is in order to use the gravity extension you need to cut off hydraulic fluid to the landing gear. The NWS operates on the same system as the landing gear so once you cut if off to the gear, you cut it off to the nose wheel steering as it’s downstream from the cutoff valve.
You're right Tom
@@A330Driver I did learn very recently there is a button Airbus can install as an optional extra that switches the NWS to an alternate system. Although not seen that button fitted to an actual aircraft. I know the A320’s since about 2010 now use yellow system for NWS to get around this problem
Do you know when the 737 hud bug will be fixed?
AF447 pilots sure would have loved to have seen such a video, I guess 😕. Might have helped them identify more quickly what was happening to their plane.
In fact they still serve as our prime example for upset recovery training! Very tragic case but also one of the few ones where an Airbus actually stalled.
I think Aeroperu 306 guys would have loved to have seen this video too, altho not same aircraft, principles should apply.