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CRM: It’s More Than

Just The Cockpit

CRM: It’s More Than

Just The CockpitFrank Santoni

Chief Pilot, Boeing

Brooke Shindler

Flight Test Analysis, Boeing

Paul Bolds-Moorehead

Principle S&C Engineer, Boeing

Ralph Mohr

Flight Test Safety, Boeing

5/9/07

Frank Santoni

Chief Pilot, Boeing

Brooke Shindler

Flight Test Analysis, Boeing

Paul Bolds-Moorehead

Principle S&C Engineer, Boeing

Ralph Mohr

Flight Test Safety, Boeing

5/9/07

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AgendaAgenda

• Predictive Work Paul

• Rehearsal Paul

• Test Day Prep Ralph

• Execution Frank

• Test Conduct Brooke

• Video Frank

• Predictive Work Paul

• Rehearsal Paul

• Test Day Prep Ralph

• Execution Frank

• Test Conduct Brooke

• Video Frank

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FAR RequirementsFAR Requirements

• Vmcg – Minimum Control Ground Speed

– Governed by FAR 25.149 (e)

• It must be demonstrated that, when the critical engine is suddenly made inoperative at Vmcg during the takeoff roll, the airplane is safely controllable if the takeoff continued.

• During the demonstration, the airplane must not deviate more than 30 ft.

• Vmcg – Minimum Control Ground Speed

– Governed by FAR 25.149 (e)

• It must be demonstrated that, when the critical engine is suddenly made inoperative at Vmcg during the takeoff roll, the airplane is safely controllable if the takeoff continued.

• During the demonstration, the airplane must not deviate more than 30 ft.

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Test Preparation/RehearsalTest Preparation/Rehearsal

• Extensive prediction of flight characteristics– Begins approx. one year before flight– Multiple variabilities examined for VMCG

testing– Key factor: pilot reaction time (PRT)– Other factors: Crosswind, Initial Yaw Rate,

Rudder Input Rate, Runway Condition, Hydraulic System Failures

• Extensive prediction of flight characteristics– Begins approx. one year before flight– Multiple variabilities examined for VMCG

testing– Key factor: pilot reaction time (PRT)– Other factors: Crosswind, Initial Yaw Rate,

Rudder Input Rate, Runway Condition, Hydraulic System Failures

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Test Preparation/RehearsalTest Preparation/Rehearsal

• Factors/Trades:• Factors/Trades:

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Test Preparation/RehearsalTest Preparation/Rehearsal

• Team assigned early– Representatives from all disciplines (pilots,

program engineering, test engineering)– Start early discussions on procedures and data

metrics

• Full team rehearses maneuver in engineering simulator– Fine tune test procedures– Establish abort criteria– Stated requirement that pilots involved in the test

must practice in the simulator (part of risk alleviation)

• Team assigned early– Representatives from all disciplines (pilots,

program engineering, test engineering)– Start early discussions on procedures and data

metrics

• Full team rehearses maneuver in engineering simulator– Fine tune test procedures– Establish abort criteria– Stated requirement that pilots involved in the test

must practice in the simulator (part of risk alleviation)

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Test Preparation/RehearsalTest Preparation/Rehearsal

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Test Preparation/RehearsalTest Preparation/Rehearsal

• Specific benefit example: 777-200LR / GE90-115BL VMCG test

– Originally planned for light weight, Flaps 20 (as all previous 777’s had done)

– “Conservative” build-up planned: start fast for less deviation, then fuel cuts at slower speeds until >30 ft lateral deviation achieved

– Determined that airplane was basically airborne and rolling during simulator rehearsal

– Test safety an issue !

• Specific benefit example: 777-200LR / GE90-115BL VMCG test

– Originally planned for light weight, Flaps 20 (as all previous 777’s had done)

– “Conservative” build-up planned: start fast for less deviation, then fuel cuts at slower speeds until >30 ft lateral deviation achieved

– Determined that airplane was basically airborne and rolling during simulator rehearsal

– Test safety an issue !

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Test Preparation/RehearsalTest Preparation/Rehearsal

– So…… the test plan was adjusted to Flaps 5, mid weight (after analytically showing insignificant effect on resulting VMCG speed)

– Rather than traditional build-up, start testing AT predicted VMCG speed, then obtain points on either side to generate required data

– Resulted in much safer test, successfully completed

– So…… the test plan was adjusted to Flaps 5, mid weight (after analytically showing insignificant effect on resulting VMCG speed)

– Rather than traditional build-up, start testing AT predicted VMCG speed, then obtain points on either side to generate required data

– Resulted in much safer test, successfully completed

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Test Director RolesTest Director Roles

• Test Planning

– Coordinates with supporting groups

• Flight Crew – Understands any crew comments or concerns

• Analysis – Understands the test plan & requirements• Instrumentation – Data monitoring and preflight • Weights – Fuel & Ballast Loading Requirements• Ground Ops & Shop – Configuration, support, release time

– Participates in rehearsals / dry-run simulator cab sessions

• Develops team working together skills

• Test Planning

– Coordinates with supporting groups

• Flight Crew – Understands any crew comments or concerns

• Analysis – Understands the test plan & requirements• Instrumentation – Data monitoring and preflight • Weights – Fuel & Ballast Loading Requirements• Ground Ops & Shop – Configuration, support, release time

– Participates in rehearsals / dry-run simulator cab sessions

• Develops team working together skills

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Test Director RolesTest Director Roles

• Test Sequencing

– Risk Assessment

– Risk Alleviation

– Special Test Requirements

– Sequence of Events / Procedures

• Before APU Start Engine Shutdown

• Test Sequencing

– Risk Assessment

– Risk Alleviation

– Special Test Requirements

– Sequence of Events / Procedures

• Before APU Start Engine Shutdown

PURPOSE OF TEST The purpose of this test is to demonstrate the Ground Minimum Control Speed (VMCG) capability of the 777-200LR with General Electric GE90-110B1L / -115BL engines at the 110,000 lb / 115,000 lb SLST rating. Revision A incorporates lessons learned from the Boeing VMCG testing. A RISK ASSESSMENT This testing is considered HIGH risk. The testing will be accomplished as a series of refused takeoff maneuvers. The decision of the fuel cut speed for each condition will be made only after the data from the last condition are analyzed and understood using the ADAMS system. Consideration for brake cooling between conditions and longer than required field lengths will help to reduce the test risk. RISK ALLEVIATION The following actions have been, or will be taken to alleviate the risk associated with the HIGH risk conditions in this TIP.

1) Predictive studies have been completed to identify the expected VMCG speed and characteristics.

2) The flight crew will be reduced to the minimum practical. 3) The maneuvers will be monitored real-time using the

onboard ADAMS data system. 4) Test Pilots with knowledge of the 777-200LR stability

and control characteristics and experience with VMCG testing, will conduct these conditions.

5) Data will be analyzed onboard after each condition to establish if it is safe to proceed to the next fuel cut speed.

6) The condition will always terminate in an RTO. 7) Both Test Pilots will have practiced this maneuver in the

simulator.

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Test Director RolesTest Director Roles

• Test Briefing

– Test Crew

– Wind Station Operator/Photo

– Review Sequence

– Discuss Lessons Learned

– Discuss Technique

– Discuss Monitoring Requirements

– Discuss Knock-it-Off Criteria

– Cabin Safety & Egress Brief

– All participants required to be in attendance

• Test Briefing

– Test Crew

– Wind Station Operator/Photo

– Review Sequence

– Discuss Lessons Learned

– Discuss Technique

– Discuss Monitoring Requirements

– Discuss Knock-it-Off Criteria

– Cabin Safety & Egress Brief

– All participants required to be in attendance

Winds - Headwind or Tailwind less than 5 Knots, Crosswind less than 3 knots. If a crosswind is present, fuel cuts will be performed using the upwind engine.

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Test Director RolesTest Director Roles

• Test Conduct

– Test Director responsible for ensuring team readiness

• Comm Check – all the way around– Read & Do – run the procedure like a checklist

• Initial Setup Engine Restart

• Test Conduct

– Test Director responsible for ensuring team readiness

• Comm Check – all the way around– Read & Do – run the procedure like a checklist

• Initial Setup Engine Restart

INITIAL SETUP CHECKLIST

Main Landing Gear PINNED DOWN and WIRED

APU ON, electrical power to Flight

Test Instrumentation.

Nose Wheel Steering DISABLED

Target Fuel Cut Speed VERIFY speed supplied by FTEA.

Set as MCP Bug speed.

RESTART CHECKLIST

Hung / Hot Start Procedure

FUEL CONTROL R CUTOFF

STANDBY 30 seconds dry motor START/IGNITION NORM (Starter OFF)

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Test Director RolesTest Director Roles

• Test Conduct• Test Conduct

C1.11.0038 - 777-200LR 110K VMCG RW CHECK - FT - C

Procedure

1) Stop on runway chosen for condition .001, with runway heading offset and/or runway centerline offset similar to planned start conditions for VMCG demonstrations.

2) Wait at least 10 seconds with engines at idle and aircraft stopped for Analysis to obtain a trapped static.

3) Countdown, then call “BRAKE RELEASE”

4) Taxi - acquire and maintain runway centerline.

5) Deviate 25 feet on analysis call, then reacquire runway centerline.

7) Control resultant deviation using rudder inputs only, using and maintaining full rudder until: a) “KNOCK IT OFF” call from FTEA (when airplane's CG has reversed deviation) or b) 50 feet of lateral deviation from fuel cut at Pilot Seat (2 blocks delta at EDW).

Notes

Conditions Optional. Assumed temps valid up to 27° C. A

Risk

Cond

No

Weight

(1000 lb)

CG

(% MAC)

Flaps/ Gear

Fuel Cut Speed (Kts)

Thrust

H .001 480 - 520 AFT Flt Limit -0/+1%

5/DN Per FTEA 10 % Derate – 38° C Assumed Temp.

A

H .002 480 - 520 AFT Flt Limit -0/+1%

5/DN Per FTEA 5 % Derate – 33° C Assumed Temp.

A

H .003 480 - 520 AFT Flt Limit -0/+1%

5/DN Per FTEA MTO

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Test Director RolesTest Director Roles

• Post Test Debriefing

– Discussion of events

– Capturing lessons learned

• Reporting

– Operations Summary

• Post Test Debriefing

– Discussion of events

– Capturing lessons learned

• Reporting

– Operations Summary

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Test Conduct – Cockpit BriefTest Conduct – Cockpit Brief• Align the airplane on runway – slight offset for wind

• Receive condition card from Analysis

• Brief condition– Call 100 kts– Cut speed – put “bug” on speed tape– Ignore engine surge– Pilot apply full rudder – when the nose moves– Knock it off call - review

• Normally from back end when A/C cg turns around• If deviation is greater than 50 feet – 2 blocks (25 ft. each)• If data freezes• Pilot decides to

– Review recovery procedure

• Idle thrust• Control to parallel center line• Speedbrakes up• Max reverse

– Brief when to put the nose wheel steering breakers back in

– Check that team is ready

• Align the airplane on runway – slight offset for wind

• Receive condition card from Analysis

• Brief condition– Call 100 kts– Cut speed – put “bug” on speed tape– Ignore engine surge– Pilot apply full rudder – when the nose moves– Knock it off call - review

• Normally from back end when A/C cg turns around• If deviation is greater than 50 feet – 2 blocks (25 ft. each)• If data freezes• Pilot decides to

– Review recovery procedure

• Idle thrust• Control to parallel center line• Speedbrakes up• Max reverse

– Brief when to put the nose wheel steering breakers back in

– Check that team is ready

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Test ConductTest Conduct• Conduct test

– Get wind check CP from Windy

– Call brake release P on test frequency

– Add power slowly P

– Track center line P

– Feet off pedals prior to cut P

– Non flying pilot cut fuel at cut speed CP

– React to nose movement P

– Full / rapid rudder application P

– Condition over at knock it off call or at pilot discretion Analysis/CP/TD/P

– Accomplish recovery procedure P

– NWS circuit breakers in below 100 knots with pilot call CP/TD

– Engine relight per briefed procedure CP/TD

– Determine status of tires and brakes for cooling. P/CP/TD

• Conduct test

– Get wind check CP from Windy

– Call brake release P on test frequency

– Add power slowly P

– Track center line P

– Feet off pedals prior to cut P

– Non flying pilot cut fuel at cut speed CP

– React to nose movement P

– Full / rapid rudder application P

– Condition over at knock it off call or at pilot discretion Analysis/CP/TD/P

– Accomplish recovery procedure P

– NWS circuit breakers in below 100 knots with pilot call CP/TD

– Engine relight per briefed procedure CP/TD

– Determine status of tires and brakes for cooling. P/CP/TD

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Roles and Responsibilities – EngineeringRoles and Responsibilities – Engineering

• 3 Flight Test Engineers- ADAMS (Data) station

- Overall responsibility for running the test in the back

- Initial setup of data programs- Run trap- Monitor Lateral Deviation

- Knock it off call

• 3 Flight Test Engineers- ADAMS (Data) station

- Overall responsibility for running the test in the back

- Initial setup of data programs- Run trap- Monitor Lateral Deviation

- Knock it off call

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Roles and Responsibilities – EngineeringRoles and Responsibilities – Engineering

- Stripchart- Back up on knock it off- Makes quick condition qualities calls

(reaction time and max deviation)

- Stripchart- Back up on knock it off- Makes quick condition qualities calls

(reaction time and max deviation)

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Roles and Responsibilities – EngineeringRoles and Responsibilities – Engineering

- Laptop- Works the spreadsheet to make post-

condition calls- Takes notes

- Laptop- Works the spreadsheet to make post-

condition calls- Takes notes

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Roles and Responsibilities – EngineeringRoles and Responsibilities – Engineering

- Program Engineers

• Provides intimate knowledge of trade studies and predictive work

- Program Engineers

• Provides intimate knowledge of trade studies and predictive work

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Decision Time!Decision Time!

On test day everyone has a different level of conservatism. Everyone needs to come to next fuel cut decision as a group.

On test day everyone has a different level of conservatism. Everyone needs to come to next fuel cut decision as a group.

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Questions?Questions?