Watch a few of the live in-flight tests performed on one of Lufthansa's new A350s, which shows itself to be a tremendously adaptable and capable aircraft. This small clip is part of a whole movie produced and owned by PilotsEye.tv
In response to a few comments - These aren't "Tests" as such, it's a validation. They KNOW they are protected from stalls, overspeed situations, and can perform an autoland. It's to measure and observe these things for themselves before they do the big bank transfer to Airbus. I'm pretty sure the first real life "stall test" was performed by pilots that looked more like astronauts, armed with parachuts. Like most "actual" test flights. So why don't I change the title of the video? Because validation sounds boring. Next!
Both wings, both engines and the tail could fall off and the dude in the jumpseat would get out the clipboard and write "Both wings, engines fell off. Tail also. Ok - recover please , climb thr...oh nevermind"
Airbus introduced this technology with the A380. Then Boeing partly introduced it too with the 787. The A350 and A380 have electrohydraulics and electrohydostatic actuators which is more advanced then the actuators on the 787.
techdefined from what I understand (and seen on this video) about the system it works without the hydraulic pumps. But does it still work if god forbid we had another UA232 incident and lost hydraulic fluid. From what I understand they EHA and EHBA’s are isolated from the main supply but did know if that meant i terms of power or the hydraulic lines themselves
@@tomstravels520 EHA and EBHA have their own hydraulic reservoir within the actuator jack themselves. So it is a completely independent and standalone system
Dennis Chen thanks. I did think it had its own system. Next aircraft will probably have these in all of its flight controls. Unless that takes longer to service the plane
"In theory , yes" is not quite the correct translation. The pilot flying is asked if the gear should be extended for the next check and he replied "Eigentlich ja" which translates better into "actually yes - During Lufthansa acceptance flights there is nothing "in theory" ;)
The chance of a human making a mistake > the chance of the computer malfunctioning. Look at the airplane crashes. Nearly all of them are caused by pilot error instead of airplane malfunction. I feel much safer as a passanger in Airbus's technologically superior airplanes, especially as the computer is a backbone that aids the pilots and helps fight the chance of errors occuring.
@@GmodGTX it's not the computer that needs to malfunction; a frozen pitot is enough:Airspeed indication disagree- boom- comp commands alternate law 2 aaaaaand no more fancy flight envelope- the pilots dont know whats happening because the computer is waaaay to complicated- stall- 220 people dead. Look into Air France 447.Some ice managed to cause a 200million-dollar airplane to crash. If the pilot can rely on the airplane to do everything for him; from landing to preventing stalls (alpha floor), THAT will numb pilot skills. Constant hand flying does not nimb pilot skills.
Blu's Pie The computer will never malfunction and if it did it would notify the flight crew way ahead of time. You mentioned frozen pitot tube lol in my 172 you just chuck on the pitot heat and problem solved now in a '$200m airplane' I'm certain they have anti/de ice equipment available for the pilots. You said the computers is way to complicated lol that's why we have type ratings and currency checks. 'If the pilot can rely on the' let me stop you there landings and take offs always occur every other day by an actual pilot flying fair enough on approach AP maybe toggled but that's purely to reduce workload. Lol if u can't recover from a stall are u even a pilot? Besides upset recovery and critical phases of flight plz don't expect the pilots to be hand flying @ 18k,25,35k feet etc at cruising altitude maintaining heading for 2,3,4+ hours you don't learn shit from that
It's pretty scary but it's an airbus so they actually had to try very hard. Like they had to disengage the autopilot, idle thrust, nose up gear down flaps full… Good luck doing that accidentally.
ViralTaco even then the plane will not stall but pitch down if a floor is deactivated. Af477 had problems with the pitot tubes which deactivated the stall protection.
«Airbus3NQ first left and contact apron St Martin, good day sir.» «Good day.» Perfect example of a sloppy acknowledgement. Other than that, great video.
@@michelgardes Keyboard warrior? Your comment, in my opinion, sounds ridiculous. I don't have to prove my credentials to you, I simply come to RU-vid and read small minded comments like yours and pray to God I never have to fly the line with someone like you. If you're offended by that, like the "sloppy" acknowledgement offended you, that's your problem. Truth is, the industry is being inundated with creepy, power tripping manual thumpers like yourself. Enjoy your day, RU-vid aviation expert. Grow up a bit before you go out in the professional world, and don't be so sensitive. Maybe tone down the"personality", you're being an ass hole. *:D*
You get all excited with a random comment on RU-vid, you come up with pointless things like "credentials", you insult me several times whereas I never insulted you. I'm sorry mate, but I don't think I'm the sensitive person here. One thing is for sure: your immature behavior clearly demonstrates that you are not a pilot. (RC airplane pilot "credentials" maybe...?) PS: you should definitely think twice before wasting your time replying to me as the more you write, the more you look not reasonable. And - that's only a minor detail - I will not read any further comment coming from you. Already got another kid to take care of back home!
Michel Okay. Calling me a “keyboard warrior” and mocking my “sense of humor” isn’t insulting. Got it. You are self righteous, huh? Calling you ridiculous isn’t my idea of getting excited, either. Jesus man, get off your high horse armchair pilot.
For the hydraulics test I thought if the engine driven pumps failed then electrically powered pumps started. And if those failed then the EBHA’s were last resort
no, the electric hyd pump is only for ground operation to power the hyd system without the engine. Once 4 EDP fails (2 for each system), the EBHA takes over
@@tomstravels520 what you said is kinda true since A330 and A340 have electric pump that can be used to retract flaps if they are extended. They are not powerful enough for normal flight control. The RAT is for that backup purposes
Missed this “thrill” moment......back in SEA with the “B” aircraft. I believe the “complete”scenario will be more challenging .......and interesting for sure. Godspeed , to all skyriders....!!!!!
Either IFR or VFR as appropriate. The aircraft and pilots are IFR rated of course but that usually doesn't prevent them from flying VFR. You'd only need a special arrangement with ATC if you're using an unusually large amount of airspace. Testing, training, practice, and ferrying are all normal operations and don't need anything special. File if required and go fly. Details vary according to local law. USA doesn't allow VFR above 18,000' (class A airspace) with a few special exceptions. I'm not completely familiar with German rules, but their high-altitude airspace is class C and allows VFR. Also, this is a non-revenue flight and some of the rules might be relaxed. Things like maintenance and experience hours, not the core VFR/IFR stuff.
Just did my own Lufthansa test flight todau from brussels to Münich in X-plane because this is one hard aircraft to master😂 but it was kind of a successfull flight
Each airport has the "decision altitude/height", which is being entered into the FMC, so when the plane descends to that altitude, the computer checks if the pilot has the runway in sight if he hasn't, then the missed approach must be initiated. "Checked" is being used for two-way confirmation, eliminate some of the mistakes.
Because they decide whether to "continue" the approach at the "minimum" (decision) height. (typically 200ft) The pilot flying basically confirms they want to land.
Thomas Horsman No shit...I’m not a pilot. You missed the point of my comment. It’s a great video. Regardless of the capabilities of the crew, accidents happen. It would be prudent to conduct stall and other testing, over less populated areas or over water. In the very unlikely event that something should go wrong, people on the ground would not be in harms way. Please address my original question or go away...troll.
X-Wings Flyer You were on a -1000 before Christmas? Regardless, I’ve never been on one, but I’m up close to them daily. However, you’re still missing my point. I don’t care if it’s a 737 or a 380. Conducting stall, over speed and other tests at visibly low altitude over populated areas, without a significant buffer for recovery, is an unnecessary risk to public safety. I’m not challenging the safety of the aircraft, it’s design or proven airworthiness.
...does anyone wish to provide a comprehensive reply, addressing why the decision was made to conduct such flight testing of *any* passenger aircraft at low altitude, over populated areas?
I assume it is an engineer/pilot sent from Airbus to help guide the pilots through the new aircraft. During a flight like this, the buyer, in this case Lufthansa, is flying the aircraft to test the flight systems before taking delivery, so they have the man from Airbus assisting the pilots. I assume if some fault were to be found, Airbus would take the aircraft back and reevaluate it before redelivery. *** Take this with a grain of salt. I am not a pilot so I could be entirely wrong ***
Guy in jump seat is either Airbus or Lufthansa flight test acceptance engineer. He is working his way through the test acceptance check list with the Lufthansa pilots to make sure the aircraft & systems are performing as advertised by Airbus. Like you do when you buy a new car......or do you ? LOL.
One thing I cannot stand about airbus is the fact that there is no fucking Yoke... but instead there is a damn joystick but other than that love there aircrafts
ιι-rσчαl jєt-ιι means they can more easily see the instruments, means they can put a tray there to eat meals off and fill out paperwork. Granted if your were left handed and started flying it would be weird at first
I'm not sure, but for such flights ATC gives them a block of airspace to use, and I'm sure it's appropriate for what they're doing. Also, on retrospect I shouldn't have really called these "tests" - because they've already been tested thousands of times and amended to absolute perfection. As the crew KNEW these features would work - "Validation" would be more appropriate - they know the plan has alpha protection, autoland etc. they just need to see it before they pay for it, if that makes sense.
Boeing is originally a military aviation company, hence why they like to give the pilots the controls. The Boeing F18 and F15 have autopilot that are capable of auto landing just as commercial aircrafts, but they don't, they like giving the pilot the control.
@@AGENT47ist Neither the F15 nor the F18 were orignally designed by Boeing. Also the F18 had a fully fledged Fly by Wire system from the start, so the Pilot has hardly more control over the aircraft than he would have in an Airbus.
