dragonair certificate program screening flight
DESCRIPTION
Presentation for Dragonair Certification ProgramTRANSCRIPT
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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