Less Paper Cockpit - Pilots' iPads Couldn't Retrieve the Flight Plans

"The entire American Airlines fleet is at a ground stop because the pilots' iPads can't retrieve the flight plans. @AmericanAir, keep us posted," tweeted Toni Jacaruso, whose flight from Dallas to Austin was delayed three hours.	"Toda a frota da American Airlines está em uma parada no solo porque os tablets (iPads) dos pilotos não podem recuperar os planos de voo. @AmericanAir, mantém-nos informados," twittou Toni Jacaruso, cujo voo de Dallas para Austin estava atrasado três horas.
American's pilots first began using tablets in place of bulky paper documents about three years ago, and all of its crews made the switch in 2013.	Pilotos da American Airlines começaram usar tablets no lugar de manuais volumosos há cerca de três anos, e todas suas tripulações fizeram a troca em 2013.
American was the first major airline to use tablets in all phases of flight, and it now has more than 8,000 tablets as an electronic flight bag used in the entire fleet.	Americana foi a primeira grande companhia aérea a usar tablets em todas as fases do vôo, e agora tem mais de 8.000 tablets como uma sacola eletrônica de vôo usada em toda a frota.
This is reportedly the first time the device was an issue.	Esta é declaradamente a primeira vez que o dispositivo estava com um problema.
American Airlines experienced an iPad meltdown Tuesday night when several flights were temporarily grounded by a software glitch with the hand-held device.	American Airlines experimentou um colapso de iPad na Terça-feira (28 ABR) à noite, quando vários voos temporariamente permaneceram em solo por uma falha de software com o dispositivo portátil.
The issue appeared to strike the airline's fleet and involved an app that serves as a navigational aid, the airline confirmed.	O problema pareceu atingir a frota da companhia aérea e envolveu um aplicativo que serve como um auxílio  para navegação, a companhia aérea confirmou.
"Some flights are experiencing an issue with a software application on pilot iPads," American Airlines said in a statement. "In some cases, the flight has had to return to the gate to access a Wifi connection to fix the issue."	A American Airlines disse que "alguns voos estão enfrentando um problema com um aplicativo de software nos tablets (iPads) de piloto", disse em um comunicado. "Em alguns casos, o vôo teve que retornar para o portão [de embarque] para  acessar uma conexão WiFi para corrigir o problema."

Pilots, Flight Attendants and Passengers Exposed to Very High Radiation Rates

The Effects of Space Weather on Aviation

Os Efeitos da Meteorologia Espacial na Aviação

25 OUT 2013

NASA

Tradução Humana

por George Rocha

 

The next time you step onto an airplane, consider the following:  In any given year, the pilot of your aircraft probably absorbs as much radiation as a worker in a nuclear power plant.	A próxima vez que você pisar num avião, considere o seguinte: em qulquer ano dado, o piloto da sua aeronave provavelmente absorve tanta radiação quanto em uma usina de nuclear.
And you are about to follow him wherever he goes.	E você está pestes a  segui-lo onde quer que  ele vá.
The FAA classifies pilots as "occupational radiation workers."  Flying high above Earth with little atmosphere to protect them, they can absorb significant doses of cosmic rays and solar radiation. During a typical polar flight from Chicago to Beijing, for instance, a pilot is exposed to the equivalent of two chest x-rays.  Multiplied over the course of a career, this can cause problems such as increased risk of cancer and possibly cataracts.	A FAA (Federal Aviation Administration) [Agência de Aviação Civil Americana] classifica pilotos como “trabalhadores de radiação ocupacional”. Voar alto acima da Terra com pouca atmosfera para protegê-los, eles podem absorver significante doses de raios cósmicos e radiação solar. Durante voo polar típico de Chicago para Beijing por exemplo, um piloto é exposto ao equivalente a dois raios-X do tórax. Multiplicado durante o curso de uma carreira, isto pode causar problemas tais como risco aumentado de cancer e possivelmente cataratas.
Passengers have reason to be concerned, too.	Passageiros têm razão de estarem preocupados, também.
"A 100,000 mile frequent flyer gets about 20 chest x-rays," points out Chris Mertens, a senior research scientist at NASA Langley Research Center. "This is true regardless of the latitude of the flights."	“Um  frequente viajante aéreo de 185200 Km recebe cerca de 20 raios-X do tórax”,  aponta Chris Mertens, um cientista senior de pesquisa no Centro de Pesquisa Langley da NASA. “Isto é verdade independente da latitude dos voos”.
It’s worth noting that even people on the ground absorb some radiation.  Cosmic rays and their by-products are so powerful, they can reach all the way down to Earth’s surface, giving a person at sea level the equivalent of one chest x-ray every 10 days or so.	É interessante notar que mesmo pessoas no solo absorvem alguma radiação. Raios cósmicos e seus subprodutos são tão poderosos que eles podem atingir o caminho descendo para a superfície da Terra, dando a uma pessoa ao nível do mar o equivalente a um raio-X do tórax a cada 10 dias mais ou menos.
On a plane, however, dose rates increase 10-fold or more.  The exposure depends on factors ranging from the altitude and latitude of the flight path (polar routes are irradiated most) to sunspot counts and solar activity (a powerful solar storm can boost radiation levels a hundredfold).  To help airline companies safeguard passengers and personnel, NASA is developing an experimental tool to predict exposures in real time.  Mertens is the PI of the system, called NAIRAS--short for "Nowcast of Atmosphere Ionizing Radiation for Aviation Safety."	Dentro de um avião, todavia, as taxas de dose aumentam 10 vezes ou mais. A exposição depende de fatores que vão desde a altitude e latitude da trajectória de voo (rotas polares são mais irradiadas) até contagem de manchas solares e a atividade solar (uma forte tempestade solar pode reforçar níveis de radiação umas cem vezes). Para ajudar as empresas aéreas salvaguarda passageiros e pessoal, a NASA está desenvolvendo uma ferramenta experimental para prever exposições em tempo real. Mertens é o PI [Principal Investigador] do sistema, chamado NAIRAS - abreviação de "Previsão do Momento  de Radiação Ionizante da Atmosfera para a segurança da aviação." Para consultar clique AQUI
Mertens notes that the number of flights over the poles has skyrocketed in recent years.  Airlines prefer polar routes for international travel because they are shorter and have reduced head winds, creating fuel savings of tens of thousands of dollars per flight.	O [cientista] Mertens observa que o número de voos sobre os polos dispararam nos anos recentes. Companhias aéreas preferem rotas polares para viagens internacionais, porque elas são mais curtas e têm ventos de proa reduzidos, gerando economia de combustível de dezenas de milhares de dólares por vôo.
A NAIRAS model shows radiation levels over the northern hemisphere on Oct. 25, 2013.	Um modelo NAIRAS mostra níveis de radiação sobre o hemisfério norte em 25 OUT 2013.
However, Earth's poles are where the radiation problem can be most severe.  Our planet's magnetic field funnels cosmic rays and solar energetic particles over the very same latitudes where airlines want to fly.  On a typical day when the sun is quiet, dose rates for international flights over the poles are 3 to 5 times higher than domestic flights closer to the equator.	No entanto, os polos da Terra são onde o problema de radiação pode ser mais severo. Campo magnético do nosso planeta afunila raios cósmicos e partículas solares energéticas sobre as latitudes exatamente as mesmas onde as companhias aéreas querem voar.  Em um dia típico, quando o sol está calmo, taxas de dose para voos internacionais sobre os pólos são 3 a 5 vezes mais altas do que  em vôos domésticos mais perto do Equador.
If a flight controller wants to know the situation around the poles right now, NAIRAS can help.  It is, essentially, an online global map of radiation dose rates for different flight paths and altitudes.  Maps are produced in near real-time by a computer at Langley, which combines cutting-edge physics codes with realtime measurements of solar activity and cosmic rays.	Se um controlador de tráfego aéreo quer saber a situação ao redor dos pólos agora mesmo, o [projeto] NAIRAS pode ajudar.  Ele é, essencialmente, um mapa global on-line de taxas de dose de radiação para trajectórias e altitudes de voo  diferentes.  Mapas são produzidos próximos do tempo real por um computador em Langley, o qual combina códigos de física de tecnologia de ponta com medições da atividade solar e raios cósmicos em tempo real.
“We are still in an experimental phase,” he says.  “The ultimate goal of the NAIRAS effort is to adopt a paradigm similar to terrestrial weather forecasting.”	Nós estamos ainda numa fase experimental”,  diz ele. "O objetivo final do esforço do NAIRAS é adotar um paradigma semelhante à previsão meteorológica terrestre".
The value to the airlines is clear.  The ability to fly over the poles can save $35,000 to $40,000 per flight in fuel costs alone.  On the other hand, altering course to avoid a polar radiation storm can cost as much as $100,000.   A forecasting tool like NAIRAS can help the airlines make the right decision.	O valor para as companhias aéreas é evidente.  A capacidade de voar sobre os pólos pode poupar  35.000 a 40.000 dólares por voo só em custo do combustível.  Por outro lado, alterando o curso para evitar uma tempestade de radiação polar pode custar tanto quanto 100.000 dólares.   Uma ferramenta de previsão como o NAIRAS pode ajudar as companhias aéreas a tomar a decisão certa.
Of even greater importance to Mertens is the human factor.  “Back in 2004, I went to a workshop on space weather and aviation. A pilot from American Airlines stood up to address the audience: ‘Look,’ he said, ‘we are classified as radiation workers, we are the most exposed than any other group, yet we know the least of all the groups.’  That was a turning point for me.  I wanted to do something to help pilots better understand what they are flying into.” And so NAIRAS was born.	De importância ainda maior para o [cientista] Mertens é o fator humano.  "De volta a 2004, eu fui a um seminário sobre meteorologia espacial e aviação. Um piloto da American Airlines levantou-se para se dirigir ao público: 'Olhe', ele disse, 'nós somos classificados como trabalhadores de radiação, nós somos os mais expostos do que qualquer outro grupo, no entanto nós sabemos o mínimo de todos dos grupos.'  Isso foi um momento decisivo para mim.  Eu queria fazer algo para ajudar pilotos entender melhor para dentro do que eles estão voando." E assim nasceu o NAIRAS.
Mertens and colleagues are about to publish a paper in the journal Space Weather comparing NAIRAS predictions to actual radiation measurements onboard airplanes.  “The results are encouraging,” he says, “but we still have work to do.”	Mertens e colegas estão prestes a publicar um artigo no jornal Meteorologia Espacial comparando as previsões do NAIRAS com as medições de radiação real a bordo de aviões. "Os resultados são encorajadores", ele diz, "mas nós ainda temos trabalho a fazer."
The powerful solar flare of Nov. 4, 2003 resulted in lost or degraded HF communications for several hours.	A poderosa erupção solar de 0 4 NOV 2003 resultou em perda ou degradação de comunicações em HF  por várias horas.
The blow plot shows the HF absorption during the powerful Nov. 2003 solar flare. Due to geometric effects, D region ionization is greatest at the sub-solar point, where the Sun is directly overhead. The amount of ionization and absorption falls with distance away from the sub-solar point, reaching zero at the day/night terminator. The night-side of Earth is unaffected.	A representação gráfica abaixo mostra a absorção de HF durante a poderosa erupção solar de NOV 2003. Devido a efeitos geométricos, a ionização da região D é maior no ponto sub-solar, onde o Sol está diretamente acima. A quantidade de ionização e absorção diminui com a distância do ponto sub-solar, atingindo zero na linha deseparação do  dia e noite. O lado noturno da Terra não é afetado.
The global D-Region Absorption Product depicts the D-region at high latitudes where it is driven by particles (solar radiation storm) as well as low latitudes, where photons (solar flare radio blackouts) cause the prompt changes.	O Produto de Absorção da Região-D global retrata a Região-D em latitudes elevadas, onde ela é impulsionada por partículas (tempestade de radiação solar) bem como em baixas latitudes, onde fótons (interrupções de rádio por erupções solares) causam mudanças rápidas.

Future for All Pilots – Military and Commercial Aircrafts Without Pilots

The flight represented the first unmanned QF-16 Full Scale Aerial Target flight.  Put another way, fighter pilots now have an adversary for which to train against that prepares them like never before.	O voo representou o primeiro voo não tripulado de um QF-16 do Alvo Aéreo de Escala de Tamanho Real. Coloca uma nova maneira, de pilotos de avião de combate terem um adversário para o qual nenhum treinamento contra isso os prepara como nunca antes.
Two U.S. Air Force test pilots in a ground control station at Tydall remotely flew the QF-16, which is a retired F-16 jet modified to be an aerial target. While in the air, the QF-16 mission included a series of simulated maneuvers, reaching  supersonic speeds, returning to base and landing, all without a pilot in the cockpit.	Dois pilotos da Força Aérea dos Estados Unidos numa estação de controle de solo em Tydall remotamente voou o QF-16, o qual é um jato aposentado F-16 modificado para ser um alvo aéreo. Enquanto no ar, a missão do QF-16 incluiu uma série de manobras simuladas, atingindo velocidades supersônicas, retornando para Base e pousando, todos sem um piloto no cockpit.
“It’s a replication of current, real world situations and aircraft platforms they can shoot as a target. Now we have a 9G capable, highly sustainable aerial target”, said U.S. Air Force Lt. Col. Ryan Inman, Commander, 82nd Aerial Targets Squadron.	“Ele é uma replica das atuais, plataformas  da aeronave e situações que eles podem fazer exercício de tiro como um alvo. Agora nós temos um alvo aéreo  altamente sustentável e capaz de 9G”, disse o Tenente-Coronel Ryan Inman, Comandante, do 82° Esquadrão de Alvos Aéreos da Força Aérea dos Estados Unidos.
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China Puts Pressure for more Pilots + Courts Put Pressure To End Airlines Merger = Scarcity of Pilots

China Coloca Pressão por Mais Pilotos

Some Chinese airlines, reacting to rapid industry growth, are seeking to attract experienced pilots by offering salaries and benefits roughly double that of the average U.S. airline captain. Top salaries offered by some Chinese airlines exceed $225,000, and the country's current pay leader, Hainan Airlines, is advertising pay packages up to $270,000 per year. That push is part of a surge that has over the past 18 months seen pay offers to foreign pilots rise by up to 30 percent. But with the pay comes a price.

Algumas empresas chinesas de linhas aéreas, reagindo ao crescimento rápido da indústria, estão procurando atrair pilotos experientes ao oferecer salários e benefícios aproximadamente o dobro da média para comandante de linha aérea nos Estados Unidos. Sálarios de topo oferecidos por empresas chinesas excedem R$ 450.000 [Reais] e a atual lider de pagamento do país, a Hainan Airlines, está fazendo propaganda de pagar pacotes de até R$ 540.000 [Reais] por ano. Essa investida é parte de uma onda vista durante os últimos 18 meses em pagar ofertas para pilotos estrangeiros por até 30 por cento. Mas com um o pagamento vem um preço.

According to one pilot who worked for a major Chinese airline in 2010 and 2011, the pay comes at the price of some of the longest duty times in the industry. And that situation may continue. China is only part of the Asian-Pacific region forecast by Boeing to need more than 180,000 new pilots by 2031. By Boeing's estimate, the Asian-Pacific region will account for 40 percent of total pilot demand worldwide in the next two decades. And competition for attracting pilots may be on the rise globally. Currently, the foreign presence in China's commercial pilot workforce accounts for only about 6 percent. In the U.S., the Bureau of Labor Statistics lists average pay for pilots serving as captains for major U.S. airlines at about $135,000, but it's not clear if that number, too, may be on the rise. Recent changes to training requirements for airline pilots in the U.S. and forecast pilot retirements may put pressure on U.S. carriers to attract pilots, as well. That could further complicate matters for China, but may also lead to changes in how U.S. carriers seek to attract and retain pilots.

De acorco com um piloto que trabalhou para uma grande empresa de linha aérea chinesa em 2010 e 2011, o pagamento vem no preço de uma das mais longas cargas horárias na indústria. E essa situação pode cotinuar. A China é somente parte  da região Asia-Pacífico de previsão pela Boeing a necessitar de mais de 180.000 novos pilotos até 2031. Pela estimativa da Boeing, a região Asia-Pacífico contabilizará 40 por cento do total da demanda mundial de piloto nas próximas décadas. E a competição para atrair pilotos pode estar em ascenção globalmente. Atualmente, a presença de estrangeiro na força de trabalho de piloto comercial da China contabiliza somente cerca de 6 por cento. Nos Estados Unidos, o Conselho de Estatística do Trabalho, lista uma média de pagamento por pilotos servindo como comandantes nas grandes empresas dos Estados Unidos em cerca de R$ 270.000 [Reais], mas não está claro se esse número, também, pode estar em ascenção. Mudanças recentes nas  exigências de treinamento para pilotos de linhas aéreas  nos Estados Unidos e previsão de aposentadoria s de pilotos podem colocar pressão nas empresas de linhas aéreas dos Estados Unidos para atrair pilotos, também. Isso poderia adicionalmente complicar o assunto para a China, mas pode também, conduzir a mudanças em como empresas de linhas aéreas dos Estados Unidos procuram atrair e manter pilotos.

Airlines merges Vs Competition

 Federal antitrust law to enjoin the planned merger of two of the nation’s five major airlines.

Millions of passengers depend on the airline industry to travel quickly, efficiently, and

safely between various cities in the United States and throughout the world. Since 1978, the

nation has relied on competition among airlines to promote affordability, innovation, and service and quality improvements. In recent years, however, the major airlines have, in tandem, raised fares, imposed new and higher fees, and reduced service. Competition has diminished and consumers have paid a heavy price. This merger—by creating the world’s largest airline— would, in the words of US Airways’ management, “finish industry evolution.” It would reduce the number of major domestic airlines from five to four, and the number of “legacy” airlines—today, Delta, United, American, and US Airways—from four to three. In so doing, it threatens substantial harm to consumers. Because of the size of the airline industry, if this merger were approved, even a small increase in the price of airline tickets, checked bags, or flight change fees would cause hundreds of millions of dollars of harm to American consumers annually.


Fusão de Linhas Aéreas Versus Competição

 Lei federal anticartel proibe  a fusão planejada de duas das cinco maiores empresas de linhas aéreas da nação.

Milhões de passageiros dependem da indústria de linhas aéreas para viajarem rápido, eficiente e seguramente entre várias cidades nos Estados Unidos e em todo o mundo. Desde 1978, a nação tem confiado na competição entre linhas aéreas para promover disponibilidade, inovação e melhorias em service e qualidade. Em anos recentes, todavia, as maiores linhas aéreas têm, em conjunção, tarigas elevadas, taxas mais altas e novas impostas e service reduzido. Competição tem diminuido e consumidores têm pago um preço pesado. Esta fusão - ao criar a maior linha aérea do mundo - "findaria a evolução da indústria", nas palavras da gerência da US Airways. Isso reduziria o número de linhas aéreas domésticas maiores, de cinco para quatro, e o número do "legado"  de linhas aéreas - hoje, Delta, United, American e US Airways - de quatro para três. Em assim fazendo, isso ameaça causar dano sbstancial  aos consumidores. Por causa do tamanho da indústria de linha aérea, se esta fusão fosse aprovada, mesmo um pequeno aumento no preço de psssagens de linha aérea , bagagens controladas, ou taxas por mudança de voo causariam centenas de milhões de dólares de prejuizo ao consumidores Americanos anualmente.

The Dark Side of the Visual Landing

 

The Dark Side of the Visual Landing

 The visual approach, intended to benefit everyone, frequently results in pilots experiencing exactly the opposite effect. Visual approach incidents reported to the ASRS frequently cite confusion, with resultant stress on the flight crews. There are a variety of performance errors revealed in ASRS reports.

 How do Visual Illusions Affect the Pilot's Perception?

Visual illusions result from the absence of or the alteration of visual references that modifies the pilot perception of his / her position relative to the runway threshold.

Visual illusions affect perception of heights, distances and/or intercept angles.

 

Visual illusions are most critical when transitioning from IMC and instrument references to VMC and visual references.

Visual illusions (such as the black-hole effect) affect the flight crew vertical and horizontal situational awareness, particularly during the base leg and when turning final (as applicable) and during the final approach.

Visual illusions usually induce crew inputs (corrections) that cause the aircraft to deviate from the original and intended vertical or lateral flight path.

 “Black hole” along the final approach flight path:

In case of approach over water or with an unlighted area on the approach path, the absence of visible ground features reduces the crew ability to perceive the aircraft lateral and vertical position relative to the intended flight path.

 

Low intensity lights create the impression of being farther away (hence on a shallower glide path).

 Decrease in Speed (Well Below Vapp) Before the Flare

Flight at too low a speed results in a high Angle-of-Attack and a high pitch attitude, and therefore, reduced ground clearance. When the aircraft reaches the flare height, the flight crew must significantly increase the pitch to reduce the sink rate. This will further reduce the ground clearance.

 Sink Rate Too High Just Prior to Reaching the Flare Height

If the sink rate is too high when the aircraft is close to the ground, the flight crew may attempt to avoid a firm touchdown by commanding a high pitch rate. This action will significantly increase the pitch attitude. However, if the resulting lift increase is not sufficient to significantly reduce the sink rate, a firm touchdown may occur. In addition, the high pitch rate may be difficult to control after touchdown, particularly in the case of a bounce.

 

Bounce at Touchdown

In the case of a bounce at touchdown, the flight crew may decide to increase the pitch attitude, to ensure a smooth second touchdown. If the bounce results from a firm touchdown associated with a high pitch rate, it is important for the flight crew to control the pitch, so that it does not continue to increase.

Crosswinds Not Handled Correctly

When the aircraft is close to the ground, the wind velocity tends to decrease, and the wind direction tends to turn (direction in degrees decreasing in northern latitudes). The flight crew must be aware that during the approach phase, and especially during the flare, a crosswind effect could suddenly increase the pitch of the aircraft, and result in tailstrike.

 HGST - Head-UP Guidance System Technology

 Most importantly, HGST provides real-time display of the aircraft Flight Path Vector and acceleration conformal with the real world scene and allows the pilot access to other critical information such as airspeed, altitude, etc. while viewing the outside scene.

 

Seventeen distinct safety properties of the HGST were defined

 The study concludes that in modern jet aircraft (glass cockpit) the HGST might have prevented or positively influenced 38% of the accidents overall.

 Of these accidents where the pilot was directly involved, such as takeoff and landing and loss-of-control accidents, the likehood of accident prevention due to HGST safety properties becomes much greater, 69% and 57%, respectively.

HGS SAFETY PROPERTIES

1. Flight Path Vector

The Flight Path Vector is inertially derived and provides instantaneous indication of where the aircraft is going relatively to the outside world on a conformal display.

2. Flight Path Acceleration

The acceleration (or deceleration) of the aircraft along the flight path is indicated by the Flight Path Acceleration symbol. The flight path acceleration is made up of the total acceleration forces acting on the aircraft, including acceleration generated by both the aircraft in the form of thrust and acceleration generated by the air mass the aircraft is moving through. To avoid confusion in the control of aircraft thrust, the Flight Path Acceleration symbol is removed from the display when the HGS detects a low-level decreasing performance windshear.

3. Guidance Cue

The guidance cue provides lateral/vertical guidance from the Flight Control Computers (FCC) and provides lateral/vertical guidance to touchdown through rollout from the HGS computer. It also provides takeoff guidance from the HGST computer for lower-than-standard takeoff minimums.

 4. Speed Error Tape

The speed error tape provides a positive or a negative presentation of airspeed difference between actual and selected airspeed with an intuitive tape presentation. It also provides the pilot very precise control of speed in conjunction with the inertia caret.

 5. Runway Remaining

The Runway Remaining symbology provides a digital readout in 500 feet increments during the takeoff ground roll and Category III Mode Rollout. The symbol simulates the runway markings such that the display will show a decrement by 500 feet as each marker is passed.

 6. Deceleration Rate Index

The deceleration rate index presented using the inertia caret indicates deceleration with respect to the airplane autobrake algorithms or other deceleration references familiar to the crew. The inertia caret algorithms run independently in the HGS computer and present an inertially derived deceleration indexed on the combiner. The index on the combiner is presented with indices that represent their values that correlate to the airplane autobrake settings or other deceleration performance references useful to the crew.

 

7. Unusual Attitude Display

During unusual attitudes, the HGS display automatically switches to a format designed for recognition of and recovery from the conditions. When the airplane attitude is restored to a stable condition, the display format is returned to the selected operating mode.

The HGS Unusual Attitude mode main display feature is a large attitude sphere in the center of the display with a distinct sky/ground indication. The basic airspeed and altitude scales from the Primary mode are also displayed, and the rest of the display is de-cluttered for concentration on the basic flight information. The Unusual Attitude mode is automatically entered and exited, overriding the currently selected normal operational mode on the display.

 8. Autonomous Flare Guidance

The Flight Path Canards will appear attached to the sides of the Flight Path. They appear at approximately 105 feet altitude AGL. The serve as reference points that position them in line with the Autonomous Flare Cue when the flare maneuver is being correctly executed.

 The Autonomous Flare Cue provides flare symbology in PRI, IMC AND VMC modes. The symbol is both a flare anticipation and flare symbology cue. To distinguish between these two functions the dashed lines will become solid lines when the symbol is to be used as a flare symbology cue.

The No Flare Annunciation provides an indication that Autonomous Flare symbology cannot be provided. The symbol displayed in the upper left area of the display.

 9. Tailstrike Limit and Tailstrike Advisory

On takeoff the HGS provides a Tailstrike Limit symbol that is displayed when the pitch attitude indicates that the airplane is rotating at a rate or to an extent that will cause a tailstrike. The symbol looks like a bar bell: O----O.  In order to avoid a tailstrike, the pilot must not allow the boresight symbol to pass through the Tailstrike Limit symbol.

 On landing, a Tailstrike Advisory is displayed in text on the combiner when the airplane is in an attitude or flares et a rate that would cause the airplane to strike the tail. This is caused by improper configuration, significant negative speed deviation or pilot induced oscillation from over-rotating during the flare.

10. TCAS Guidance

When a Resolution Advisory 9RA) is received from the TCAS Computer, a TCAS Resolution Advisory Symbol is displayed on the HGS display. TCAS Resolution Advisories are either corrective or preventive. Corrective advisories are issued when the aircraft vertical flight path must be altered to avoid collision, while preventive advisories are as issued when an intruder is within range, but the current vertical flight path of the aircraft is safe and the pilot only needs to monitor vertical speed.

When a Corrective Up or Corrective Down TCAS Resolution Advisory is received by the HGS, the Corrective Resolution Advisory symbol is displayed indicating  the "fly" region for the Flight Path symbol to avoid a collision with the other traffic.

11. Windshear Avoidance/Recovery Guidance/Performance Margin Awareness

Early recognition of wind shear is identified by observing the erratic wind direction and wind velocity on the direction symbol and velocity symbol. The HGS/HUD will provide an intuitive and immediate identification of performance margin available to the pilot during a wind shear recovery by displaying the AoA limit symbol. The pilot maintains the flight path vector over the solid guidance cue and between the zero degree pitch line and the AoA limit symbol. The pilot is able to monitor the energy of the airplane via the inertia caret, which combined with the Speed Error Tape, can also provide indications of windshear conditions. To avoid confusion in the control of aircraft thrust, the Flight Path Acceleration symbol is removed from the display when the HGS detects a low-level decreasing performance windshear.

 12. Improved Pilot Performance during Engine Failure on Takeoff Operations

The following symbols provide the pilot with a more intuitive method to quickly ascertain airplane plate, stability, performance and performance margin.

Flight path vector

Inertia caret

Speed error tape

Slip skid

Zero degree pitch line

Angle of Attack Limit (AoA)

 This set of symbols allows the pilot to quickly and intuitively determine the inputs required to stabilize the airplane for engine-inoperative flight. The flight path displays the airplane's path referenced to the zero degree pitch line to establish a positive rate of climb, The AoA limit symbol provides the pilot a  visual reference establishing the maximum ascent capability. The area displayed between the glideslope reference line and the AoA limit determines the performance margin available. The flight path also presents lateral position and when referenced to the slip/skid indicator intuitively provides guidance to the pilot to apply the appropriate rudder forces to stabilize the airplane laterally. The speed error tape presents precise speed control to maintain the designated speed or the engine-out condition. Since the speed the pilot must maintain can vary with when the engine failure occurred during the profile, the speed error tape can be a significant benefit to the pilot in establishing and maintains the desired speed.

13. Surface Movement Guidance

Surface Movement Guidance is a  system that will help pilots navigate better on airport taxiways and runways. The Surface Guidance System (SGS) uses an airport database to identify the centerline and edges of the current runway or taxiway the aircraft is operating on, and display virtual centerline, edges lines, signs and other symbols that overlay the actual airport taxiways, runways and signage will be able to maneuver on the ground with confidence and minimize runway incursions. This capability will utilize multiple technologies to provide accurate position information to ATC and other aircraft.

 14. Weather Avoidance

The zero degree pitch line can be used to determine whether the airplane has the ability to safely fly over low-level thunderstorm in the airplane's path, or the flight path vector can be used to determine a safe and efficient route to circumnavigating thunderstorms.

 15. Selectable Descent Path - Glideslope Reference Line

The reference setting for glideslope is indicated by the position of the Glideslope Reference Line relative to the Horizon Line. The Reference Glideslope value is also displayed digitally at both ends of the Glideslope Reference Line. The Glideslope Reference Line is a conformal display representing the glideslope value selected on the HCP or MCDU or received from the FMC, meaning that the Glideslope Reference Line overlaying a pointy on the ground indicates that the airplane position is at an angle equal to the glideslope reference point.

Maneuvering the aircraft so that the Flight Path symbol overlies any point along the symbol's dashed line results in a descent angle equal to the glideslope value selected. Initiating a descent when the Glideslope Reference Line overlays the runway touchdown zone allows a constant descent angle approach to be flown with pure visual information.

 16. Energy Management during RTO

The inertia caret and deceleration index are used to monitor the Rejected Takeoff (RTO) function. The inertia caret and deceleration index presentation display to the pilot the stopping efficiency and capability of the airplane. The pilot knows the stopping value associated with indexed points of the display and the inertia caret represents the level of braking effect the system is experiencing.

17. Angle of Attack (AoA)

The Angle of Attack Scale and Indicator is displayed in the upper right of the display. It consists of a round dial with pointer and a digital readout that indicate the aircraft's current angle of attack.

 The angle of attack approach reference band is displayed on the Angle of Attack Scale. It indicates the normal approach angles of attack when the flaps are in a landing position.

The angle of attack stick shaker trip point is displayed to provide a visual indication of the aircraft's stick shaker angle of attack.

 Approach

A stabilized approach (i.e. pitch, thrust, flight path, VAPP) is essential for achieving a successful landing.

Auto thrust and the Flight Path Vector (FPV), if available, are effective flight crew aids.

For the approach phase, the flight crew should:

 • Not chase the glide slope close to the ground: Progressively and carefully monitor the pitch attitude and sink rate.

• Avoid high sink rate when close to the ground.

PNF callouts during the final approach are essential to alert the PF of any excessive deviation of flight parameters, and/or excessive pitch attitude at landing. Following a PNF flight parameter exceedance callout, the suitable PF response will be to:

 • Acknowledge the PNF callout, for proper crew coordination purposes

• Take immediate corrective action to control the exceeded parameter back into the defined stabilized conditions

• Assess whether stabilized conditions will be recovered early enough prior to landing, otherwise initiate a go-around.

 Landing

The flight crew should avoid “holding off the aircraft” in an attempt to make an excessively smooth landing.

Immediately after main landing gear touchdown, the PF should release the back pressure on the sidestick (or control column, as applicable) and fly the nose wheel smoothly, but without delay, on to the runway.

The PNF should continue to monitor the attitude.

“PITCH, PITCH” auto callout (synthetic voice, if installed) triggers when pitch becomes excessive during flare and landing.

The Pitch Limit Indication on the PFD (if installed) can also help flight crew awareness, because it indicates the pitch limit before a tailstrike.

Bouncing at Touchdown

In case of a light bounce, the flight crew can apply the following typical recovery technique:

• Maintain a normal landing pitch attitude:

- Do not increase pitch attitude, as this could cause a tailstrike

- Do not allow the pitch attitude to increase, particularly following a firm touchdown with a high pitch rate.

Note: Spoiler extension may induce a pitch-up effect.

 • Continue the landing

• Keep thrust at idle

• Be aware of the increased landing distance.

In case of a more severe bounce, the flight crew should not attempt to land, because the remaining runway length might not be sufficient to stop the aircraft.

For more information, refer to the Flight Operations Briefing Note Bounce Recovery – Rejected Landing.