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Upset recovery training: Lessons from accidents and incidents

机译：心烦意乱的恢复培训：事故和事件的教训

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摘要

Loss-of-control upsets during normal flight are one of the most common types of aircraft accident. The study of these accidents reveals common characteristics that suggest areas where training can positively impact the safety of flight.rnA variety of causes lead to in-flight upsets, including mechanical failures, wakes, spatial disorientation, and stalls. While most upsets occur fairly rapidly, those resulting from spatial disorientation often occur more slowly. Spatial disorientation upsets in roll have occurred when the flight crew was distracted or thought that the autopilot was on when it was off. Spatial disorientation accidents in pitch also have occurred due to the somatogravic pitch-up illusion. Upsets due to mechanical failure, wakes, and spatial disorientation most often occur at unstalled conditions well within the aerodynamic flight data envelope. However, improper responses can cause the aircraft to enter a stall after the initial upset or, if the initial upset was due to a stall, continue in a stall. Such improper responses include not putting the column forward enough, or pulling back even though this makes the situation worse. These responses may be due to an over-emphasis during training on recovering with 'minimum loss of height'; hardly relevant where hitting the ground is not a problem. Nearer to the ground, improper responses could be due to the visual cue that has been called 'ground rush'. At all altitudes, it is crucial to train pilots to reduce angle of attack as a primary part of upset recovery at, or near, stall.rnAircrews are likely to rely on stall protection systems to protect against loss-of-control upsets due to stalls. However, stalls due to airframe icing usually occur at a significantly lower angle-of-attackrnthan stalls that occur with an uncontaminated airframe and, as a result, may occur before the stall protection system reaches the trigger angle-of-attack. Stalls may also occur without warning for uncontaminated airframes when the stall protection system fails. Such cases demonstrate the importance of recognising the stall cues and implementing positive sustained recovery controls promptly, without cues from the stall warning system. Even when the stall warning system does provide warnings, accident/incident history shows that crews may ignore stall warnings and either maintain nose-up controls or fail to execute and sustain positive recovery controls. Accident history also suggests that flight crews can be reluctant to move the pitch control in the nose-down direction when they are stalled and the aircraft is pitched nose low and/or significantly banked.rnIn each of these scenarios, training might prepare pilots to respond correctly. This paper will present short case studies of several aircraft upset accidents and incidents and explore common threads that suggest areas of training that could prevent future upset accidents and incidents.
机译：正常飞行期间失控失常是飞机事故的最常见类型之一。对这些事故的研究揭示了共同的特征，这些特征暗示了训练可以对飞行安全产生积极影响的区域。各种原因导致飞行中不适，包括机械故障，尾迹，空间迷失方向和失速。尽管大多数烦恼发生得相当快，但那些由于空间定向障碍而引起的烦恼通常发生得更慢。当飞行机组人员分心或认为自动驾驶仪在关闭时处于开启状态时，会发生空间方向混乱。由于体重力的俯仰幻觉，也发生了俯仰的空间错位事故。由于机械故障，尾流和空间混乱而引起的不安通常发生在空气动力学飞行数据包络线内的不稳定状态。但是，如果响应不当，可能会导致飞机在初始翻转后进入失速状态，或者如果初始翻转是由于失速而导致的，则继续失速。这种不正确的响应包括没有将色谱柱向前推得足够长，或者即使情况变得更糟也向后拉。这些反应可能是由于在训练过程中过分强调“身高最低损失”；在没有问题的地方几乎没有关系。靠近地面时，不正确的响应可能是由于被称为“地面急速”的视觉提示所致。在所有高度上，训练飞行员以减小迎角为失速恢复的重要部分是至关重要的，这是机组人员可能依赖失速保护系统来防止失速造成失控失控的原因。 。然而，由于机身结冰而引起的失速通常发生在与未受污染的机身相比明显更低的攻角下，因此，可能在失速保护系统达到触发攻角之前发生。当失速保护系统发生故障时，也可能发生失速而未警告未受污染的机身。这种情况表明，必须认识到失速线索并迅速实施积极的持续恢复控制，而又不会受到失速警告系统的提示。即使失速警告系统确实提供警告，事故/事件历史记录也显示，机组人员可能会忽略失速警告并保持抬高控制或无法执行和维持积极的恢复控制。事故历史还表明，机组人员在失速且飞机俯仰偏低和/或明显倾斜时，可能不愿将俯仰控制装置朝机头朝下的方向移动.rn在上述每种情况下，训练都可能会使飞行员做好应对的准备正确地。本文将对几种飞机失常事故和事故征候进行简短的案例研究，并探讨一些共同的思路，这些建议可以指导培训领域，以防止将来发生意外事故和事故征候。

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  • 来源
    《The Aeronautical Journal》 |2010年第1160期|p.629-636|共8页
  • 作者

    D. A. Crider;

  • 作者单位

    Vehicle Simulation National Transportation Safety Board Washington DC USA;

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  • 正文语种 eng
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