dragonair certificate program screening flight

Airbus A320 simulator flight Preparation and lecture for DACP screening

Yuuji Izumo 　 Gilbert LeeVATSIM Hong KongStanding Committee on Aviation Resource and Education Development

　Flight Simulator?

Good, very nice. I have been playing it since 10 years ago

Sorry, not this one

Yes, everyone here besides me will be invited to

Cathay City and fly a real Dragonair A320 Simulator!

Before that, It’s your good friend !

You have to learn how to fly the Airbus A320

NO FREE FALL

Follow mentor’s instruction

When you get into the sim

Please mind you head!

Even I am 177 or something tall , section 41 is unfriendly

to me

Then you will be asked to fly a certain pattern one

by one

From 25L to TD

Then ILS 25R approach

Before that you have to know what is going

on

No startup and long taxi needed

Except A300 family, all airbus cockpits look

like this

This is overhead panel

You don’t have to touch it

Pedestal

Throttle, Flaps, Spoilers and MCDU

Here is EFIS

Electronic Flight Instrument system

After you have adjusted your seat, your mentor will let

you

TAXI

The four EFIS displays provide the pilots with Flight data to help them operate the aircraft in a safe and efficient way.

Flight parameters are displayed on Primary Flight Displays (PFD) while navigation data is displayed on Navigation Displays (ND).

ELECTRONIC FLIGHT INSTRUMENT SYSTEM

PFD1 PFD2 ND1 ND2

So look at the right seat

Flight parameters are displayed on Primary Flight Displays (PFD) while navigation data is displayed on Navigation Displays (ND).

ELECTRONIC FLIGHT INSTRUMENT SYSTEM

Primary Flight Display

NavigationDisplay

We’ll talk about ND

The ND, can present the pilots with a lot of useful data.

ND gives the pilots a visual presentation of where the aircraft is in relation to Airfields, Navaids, etc, the operation of the aircraft is also made easier.

The Ground Speed (GS) and the True Air Speed (TAS) are permanently displayed on the top left corner.

Ground SpeedTrue Air Speed

Below the speed indications, the wind data are presented; wind direction (true north), wind speed and an arrow to indicate the wind direction with respect to magnetic north.

Here, wind from 60 degrees at 52 kt.

Step on your brake pedal to release parking brake

No speeding on taxiway

On 90 degrees turn

You will start at “holding point J10”

Then get into runway

25L

So how about our beloved

PFD?

use PFD later when takeoff

The plane is on runway!

Flight parameters are displayed on Primary Flight Displays (PFD) and intergraded few tradition component into one DU

ELECTRONIC FLIGHT INSTRUMENT SYSTEM

Primary Flight Display

The Artificial Horizon is in MIDDLE

Air Speed Indicator on the left

Altimeter tape on the right

Also the Vertical Speed Indicator

The Primary Flight display, displays all the normal Primary Flight indications.

•Attitude,•Airspeed,•Altitude,•Vertical Speed,•Heading and

Track.

Indicators are laid out in a

classic instrument

“T” configuration.

Like what you can see on Cessna

The upper part of the display is known as the Flight Mode Annunciator (FMA).

When below 2500 feet, a digital radio altimeter is displayed

Attitude information is shown at the center of the display.

The attitude indicator works in the normal sense. The aircraft is represented by 3 black and yellow symbols which remain fixed.

Just like looking the aircraft from the back

There is a gradual scale for pitch angle above and below the horizon.

The yellow dot at the middle represents the lateral axis of the plane.

The Sky Pointer moves against a fixed scale to show angle of bank.

To show both the pitch and bank indications in use.

Let’s look at the indication for a climbing turn.

Sky Pointer

Below the roll index is the Side Slip Index. This index moves to indicate side slip and replaces the old fashioned slip ball.

Side Slip Index

In this example the aircraft is in a 20 degree banked turn to the left with a nose up pitch attitude of 10 degrees.

30 degrees of left bank

10 degrees of Nose up pitch

20 degrees of left bank

10 degrees of left bank

Take a look onthe bottom

The compass display is very conventional.

The gray scale moves against a fixed yellow line which represents the centerline of the aircraft.

In the example shown the aircraft is heading 091 degrees.

HEADING 091

The small green diamond represents the aircraft track, and it is normally referred to as the TRACK DIAMOND.

In the example shown the track is 094 degrees which means that the aircraft has 3 degrees of drift to the right.

TRACK 094

A selected heading may appear either as;

• a blue figure, on the appropriate side on the compass scale or

•a blue triangle

On the FCU there is a Heading selector, with an indicator, that is linked to the selected heading indication on the PFD compass.

Target HeadingSelector and

Indicator

All the indications associated with Altitude are located on the right hand side of the PFD.

CLB NAV

The main part of the display is dedicated to the Altimeter. To the far right is the Vertical Speed display.

Altimeter Vertical Speed

STD

FL 70

In the final stage of an approach the ground reference ribbon will reappear along with a landing elevation line.

30.08QNH

Ground Reference Ribbon

Landing Elevation Line

Notice that the vertical speed indication is showing a rate of decent of 800 feet/ minute. Also notice that the missed approach altitude has been set at 9000 feet.

STD

FL 70

30.08QNH

7000

Missed Approach Altitude

Vertical Speed 800ft/min

PFD also “teaches” us how to fly

When the Flight Director pb on the EFIS control panel is selected.

Flight Director indications are on the attitude indicator

A Flight Director pb on the EFIS control panel enables the pilots to switch the Flight Director display on.

Notice that there is an indication on the FMA when the Flight Directors are switched on.

The vertical line is the Flight Director roll bar, while the horizontal line is the Pitch bar.

Let’s look at an example of the Flight Director in use.

Flight Director Roll Bar

Flight Director Pitch bar

In this example the flight director is directing a pitch up and roll to the right. Once the aircraft has achieved the required pitch and bank the Flight Director bars will once again be centralized.

Now let’s look at the airspeed indications on the PFD.

Roll to the right directed

Pitch up directed

The Speed scale moves behind a fixed yellow reference line and triangle. In the example shown the indicated airspeed is steady at 250 knots.

When the aircraft is accelerating, or decelerating a Speed Trend Arrow appears.

This arrow shows the value that will be attained in 10 seconds if the acceleration remains constant.

Speed Trend Arrow

Selected Target Airspeed

Manual speed selection is achieved by a rotary selector on the FCU panel.

Speed Selector and Indication

As a general rule on the PFD a Magenta indication means Managed and a Blue indication means selected.

Magenta = Managed Blue = Selected

To look at the various other indications on the Airspeed scale we will run through a typical takeoff profile.

We will assume a departure with the Flaps in position 1+F.

So it’s now your turn to take off

Lower down the flaps

Give it some POWER!

IDLE

Climb

FLX / MCT

TOGA

Make sure you have got

TOGA and flap setting 1+F

on the upper ECAM, Electronic Centralized Aircraft Monitor

During the take off roll a blue decision speed, V1, and a magenta V2 speed are shown.

Notice that since these speeds are beyond the visible scale they are shown as numbers.

Decision speed (V1) of 134 knots

V2 speed of 151 knots

040

060

134

151

040

060

134

151

080

100

120

1401

As the take off progresses V1 and V2 indications appear on the speed scale as a blue 1 and a magenta triangle.

V2

V1

080

100

120

1401

140

160

180

200

F

120

Just after lift off the magenta target speed remains at V2. The speed demanded by the flight director will be V2 + 10 knots.

Flight Director Target Speed V2 +10

140

160

180

250

200

FThe F speed indication

is replaced with an S speed indication.

This is the minimum Slat retraction speed. 140

160

180

250

220

S200

Flap Limit speed, VFE

Minimum Slat retraction speedS Speed

140

160

180

250

220

S200

160

180

200

250

220

S

240

The aircraft is now above S speed, and is accelerating, so the flaps can be fully retracted.

Target Speed

160

180

200

250

220

S

240

220

240

260

280

=

After flap retraction the aircraft is clean therefore no VFE is indicated. The aircraft stabilizes at 250 knots.

Notice that the target speed is in line with speed reference line.

Target Speed

300

320

340

360

240

260

280

300

.782

320

o

A green circle indicates the best lift drag ratio speed for the aircraft in clean configuration.

This speed is known as Green Dot Speed.

Green Dot Speed

It seems that something is missing

Oh yes…How to drive an Airbus

No… we have neither a steering wheel

nor a control column

In the A320 family, manual roll and pitch are controlled by the side sticks.

They are spring-loaded to neutral and receive no feedback from the flight controls.

Movement of one side stick will not cause movement of the other.

In this case, as the left side stick is moved, the right remains in the neutral position.

FLIGHT CONTROLCOMPUTERS

A side stick sends a message to the flight control computers demanding an aircraft maneuver.

FLIGHT CONTROLCOMPUTERS

CONTROL SURFACES

The flight control computers process the input and send it to the control surfaces.

and instructions called LAWS. The processing uses pre-set limitations

Ground mode

Ground mode

Flight mode

Flare mode

Normal Law is modified depending on the phase of flight. It operates in 3 modes:

Ground mode: • Operates on the ground when the aircraft is electrically and hydraulically powered. Controls are conventional.

Flight mode:• Operates in the air after a gradual transition from ground mode just after lift off to 150ft

Flare mode:• Modifies Flight Mode to introduce a conventional ‘feel’ to the landing phase.

So what is the difference between

Conventional Aircraft

and

Our beloved AIRBUS?

Conventional aircraft

•Control surface deflection is directly proportional to control yoke deflection.

•The same yoke input produces a:

- Higher rate of pitch/roll at high speed,

- Lower rate of pitch /roll at low speed.

A side stick deflection gives a rate demand to the Flight control computers.

For the same side stick input, the control surface deflections will be:

- Large at low speed, but- Small at high speed.

•A side stick input is a :- Rate of roll demand in roll,- Load factor (g) demand in

pitch.

Fly by wire aircraft

So how to fly?

In flight mode, if you wish to execute a descending left turn, you set the required attitude and then return the side stick to neutral.

The neutral side stick position demands zero rates of pitch and roll.

The flight control computers will maintain the set attitude until you use the side stick to demand an attitude change.

Throughout the maneuver, there are no pilot trim inputs.

Take the box to the cross

Put the center of F/D into the square

The airbus also provides some

protections

• Pitch attitude protection

•30 degree up / 15 degree down

Pitch up limit

Pitch down limit

• High angle of attack protection

• High speed protection.

Bank angle protection

No more than 67 degrees

So how to get back the

plane?

Each side stick is fitted with a red autopilot disconnect.

By pressing it, a pilot disconnects the autopilot.

Press twice to cancel audio warning.

Each side stick is fitted with a red autopilot disconnect.

By pressing it, a pilot disconnects the autopilot.

Press twice to cancel audio warning.

moving 2 sidesticks At the same

time?

Audio warning – red SIDE STICK PRIORITY arrow

in front of the F/O indicating that his side stick is inoperative.

The arrow points left showing that the Captain has control.

Never trigger thisor

You will FAIL!

During the flight, your mentor will switch

different FCU settings

So what is FCU?

Here we call “Glare Shield”

In the middle of the glare shield, there is a Flight Control Unit. The FCU is one of the interface units between the pilots and the Autoflight system.

There are selectors on the FCU which will affect the indications seen on the PFD and ND.

The selectors, with associated indication, are provided for:

•Speed,•Heading,•Altitude.

You will see how these selectors affect the EFIS displays in the modules that follow.

SPEED HEADING ALTITUDE

Your mentor will engage A/P once you have finished

your turn

Your mentor will also do some time

keeping work

The two CHRONO pushbutton located on the glare shield, control the associated chronometer display on the individual ND.

When he set heading to the left,

you fly left

When he set heading to the right, you fly

right

When he set climb, you climb

Target AltitudeSelector and Indication

1000017000 Target Altitude

Constraint altitude and target box

As the constraint Altitude is approached it appears on the scale with a target box.

The aircraft is now cruising at Flight Level 370. Notice that the target Flight level box is in the middle of the scale and the vertical speed indication is at zero.

STD

Vertical Speed at zero

Target Flight Level Box

When he set descend,

you descend

He jumps, you jump

Then it’s time to get back onto the

ground

Descending!

ILS approach

What is ILS?

Instrument Landing System

divided into two system – Localizer and Glideslope

= Horizontal guidance + Vertical guidance respectively

Glideslope (G/S) – An array for Vertical Guidance

3 degrees Glide path in Hong Kong.

The ILS pb on the EFIS control panel enables the pilots to switch on an ILS display.

The ILS display includes indications for:

•Localizer,

•Front course,

•Glide slope,

•Information.

ILS deviation information is displayed in the form of Localizer and Glideslope deviation scales.

The ILS front course will be displayed in magenta at the side of the compass scale if the figure is outside the visible scale.

A magenta diamond represents the localizer.

When the ILS front course is within the compass scale it is displayed as a magenta dagger.

In the example shown the aircraft is established on the localizer and the Glideslope indication has appeared in the form of a magenta diamond.

The aircraft is now fully established on the ILS approach.

Let’s look at the indications on the compass scale in detail.

With the aircraft established on the localizer;

•the heading is 230 degrees

•the track diamond is showing 3 degrees of left drift

•The ILS front course dagger is beneath the track diamond.

You will see how useful the track diamond can be to help you fly an accurate approach in the simulator phase.

300

320

340

360

.636

During an FMGS computed (managed) descent the single triangle is split into two to give a speed range.

A double magenta bar indicates the target speed. In the example shown the target speed is 325 knots. The speed will vary in between the two speed range indicators as the aircraft maintains the required descent profile.

Managed descent profiles will be studied in depth in the Autoflight modules.

Managed Target Airspeed

Upper speed range

indication

Lower speed range

indication

300

320

340

360

220

240

260

280

=

o

Following initial deceleration to 250 knots there is an indication of the next flap limiting speed, VFE Next.

In this case the next flap setting is 1 so an indication is shown at 230 knots. The VFE Next indication will be visible provided the aircraft is below 15,000 feet.

Green Dot Speed may also be visible.

Green Dot Speed

VFE Next

220

240

260

280

=

o

180

200

220

240=

o

140

A further deceleration to Green Dot Speed takes the airspeed below the VFE for the first flap selection.

Flap 1 can now be selected.

Notice that a target speed of 140 knots has appeared. This represents the approach speed target.

VFE Next

180

200

220

240=

o

140

160

180

200

220

=

S

140

Once the flap lever is in position 1, S Speed, VFE Next and the Flap limit speed indications will appear.

The speed will decrease towards S speed.

VFE Next

Flap Limit speed, VFE

S Speed

160

180

200

220

=

S

140

Notice that at S speed the aircraft is below the limit speed for the next flap setting, VFE Next.

Flap 2 can now be selected.

VFE Next

S Speed

160

180

200

220

=

S

140

160

180

200

220

=

F

140

As soon as the flap lever is in position 2 , S Speed is removed.

F Speed, and a new VFE Next indications will appear. The Flap limit speed will move to a new limit.

VFE Next

Flap Limit speed, VFE

F speed

160

180

200

220

=

F

140

Notice that the approach speed target, V Approach, has now appeared as a magenta triangle.

The aircraft will continue decelerating towards F speed.

By reducing towards F speed the aircraft will be below the VFE for the next flap setting.

Flap 3 can now be set.

VFE Next

Flap Limit speed, VFE

V Approach Speed

160

180

200

220

=

F

140

140

160

180

200

=

F

120

As before VFE Next and VFE move to reflect the new flap position.

Flap full can now be selected.

VFE Next

Flap Limit speed, VFE

140

160

180

200

=

F

120100

120

140

160

The aircraft will eventually stabilize at V Approach and the VFE will be adjusted to reflect Full Flap.

There are indications associated with speed and angle of attack protections.

Protection speeds

060

080

100

120 Once the aircraft lands all additional speed indications are removed apart from the speed trend arrow.

Having thoroughly studied the Airspeed indications lets look at Altitude indications.

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