Dragonair Certificate Program A320 Screening Flight


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  • Oh good10 years I am already know what to do
  • Oh good10 years I am already know what to do
  • Before that computer flight sim is still your good friend
  • It is not friendly to anyone
  • It is not friendly to anyone
  • Here is the Pedestal Panel, contained Throttle + Speed break level + Flaps level and so onMCDU = Flight computerv
  • Same as the left seat, we have both PFD and ND, PFD on the right and ND on the near middle. Flight parameters are displayed on Primary Flight Displays (PFD) while navigation data is displayed on Navigation Displays (ND).
  • Time for PFD! Flight parameters are displayed on Primary Flight Displays (PFD) and intergraded few tradition component into one DU
  • Center = axle of the plane
  • ----- Meeting Notes (16/02/2011 21:31) -----
  • Bottom of PFD, something like ruler
  • Three slot while pushing forwardIDLECL (no use while takeoff)FLX (Use this)TOGA (never push to this unless permitted)
  • Three slot while pushing forwardIDLECL (no use while takeoff)FLX (Use this)TOGA (never push to this unless permitted)
  • At acceleration altitude the target speed jumps to 250 knots and the aircraft is accelerated towards that speed.
  • Flare Mode: nose drop from 3 degrees(normal flight path angle) to -2 degrees
  • ----- Meeting Notes (18/02/2011 22:29) -----* changes needed
  • LOC = an array for keeping you’re a/c in the middle of runway
  • Dragonair Certificate Program A320 Screening Flight

    1. 1. Airbus A320 simulator flightPreparation and lecture for DACP screeningYuuji Izumo Gilbert LeeVATSIM Hong KongStanding Committee on Aviation Resource and Education Development
    2. 2. Flight Simulator?
    3. 3. TOOEXCITED
    4. 4. Everyone here will beinvited to Cathay Cityand fly a real DragonairA320 Simulator!
    5. 5. Before that, it’s your good friend
    6. 6. You will learn how to fly the Airbus A320
    7. 7. NOT FREE FALL
    8. 8. Follow mentor’s instruction
    9. 9. When you get into the sim
    10. 10. Mind you head!
    11. 11. NOT TO TOUCHanything you shouldn’t touch
    12. 12. Then you will be asked to flya certain pattern one by one
    13. 13. From 25L to TD
    14. 14. Then ILS 25R approach
    15. 15. No pushback and startup needed
    16. 16. Before that you shouldknow what is going on
    17. 17. Except A300 family, allairbus cockpits look like this
    18. 18. This is overhead panelYou don’t have to touch it
    19. 19. Pedestal
    20. 20. Throttle, Flaps, Spoilers andMCDU
    21. 21. Here is EFIS
    22. 22. Electronic Flight Instrumentsystem
    23. 23. Outdated
    24. 24. After you have adjustedyour seat, your mentor will let you
    25. 25. TAXI
    26. 26. The 4x EFIS displays providethe pilots with Flight data to helpthem operate the aircraft in asafe and efficient way
    27. 27. Flight parameters are displayed on Primary Flight Displays (PFD) while navigation data is displayed on Navigation Displays(ND) ELECTRONIC FLIGHT INSTRUMENT SYSTEMPFD1 ND1 ND2 PFD2
    28. 28. So look at the right seat
    29. 29. Flight parameters are displayed on Primary Flight Displays (PFD) while navigation data is displayed onNavigation Displays(ND) Navigation Primary Display Flight Display
    30. 30. We’ll talk about ND
    31. 31. The ND, can presentthe pilots with a lot ofuseful data ND gives the pilots avisual presentation ofwhere the aircraft is inrelation to Airfields,Navaids, etc, theoperation of the aircraftis also made easier
    32. 32. The Ground Speed (GS) + True Air Speed (TAS) are Below the speed indications, the wind data are permanently displayed on the presented; wind direction (true north), wind speed and an arrow to indicate the wind direction withGround Speed top left corner respect to magnetic north. True Air Speed Here, wind from 60 degrees at 52 kt.
    33. 33. Step on your brake pedal to release parking brake
    34. 34. No speeding on taxiway
    35. 35. On 90 degrees turn
    36. 36. You will start at“holding point J11”
    37. 37. Then get into runway 25L
    38. 38. So how about our beloved PFD?
    39. 39. use PFD laterwhen takeoff
    40. 40. (Video)
    41. 41. The plane is on runway!
    42. 42. Flight parameters are displayed on Primary Flight Displays (PFD)and intergraded few tradition component into one DU ELECTRONIC FLIGHT INSTRUMENT SYSTEM Primary Flight Display
    43. 43. The Artificial Horizon is in MIDDLE
    44. 44. Air Speed Indicator on the left
    45. 45. Altimeter tape on the right
    46. 46. Also the Vertical Speed Indicator
    47. 47. The Primary Flightdisplay, displays all thenormal Primary Flightindications.• Attitude,• Airspeed,• Altitude,• Vertical Speed,• Heading and Track
    48. 48. Indicators are laid out in aclassic instrument“T” configuration.
    49. 49. Like what you can see on GAs
    50. 50. The upper part ofthe display isknown as the Flight ModeAnnunciator(FMA)
    51. 51. When below2500 feet, a digital radio altimeter(RA) is displayed
    52. 52. Attitude informationis shown at thecenter of the display
    53. 53. The attitude indicator worksin the normal sense The aircraft is representedby 3 black and yellowsymbols which remain fixed Just like looking the aircraftfrom the back
    54. 54. Sky Pointer The Sky Pointer movesagainst a fixed scale to showangle of bank To show both the pitch andbank indications in use Let’s look at the indication fora climbing turn
    55. 55. Side Slip Index Below the roll index isthe Side Slip Index This index moves toindicate side slip andreplaces the oldfashioned slip ball
    56. 56. 10 degrees of left bank 20 degrees of left bank 30 degrees of left bank In this example the aircraft is in a 20 degree banked turn to the left with a nose up pitch attitude of 10 degrees 10 degrees of Nose up pitch
    57. 57. Take a look on the bottom
    58. 58. HEADING 091 The compass display isvery conventional The gray scale movesagainst a fixed yellow linewhich represents thecenterline of the aircraft In the example shown theaircraft is heading 091degrees
    59. 59. TRACK 094 The small green diamondrepresents the aircraft track, andit is normally referred to as the TRACK DIAMOND In the example shown thetrack is 094 degrees whichmeans that the aircraft has 3degrees of drift to the right
    60. 60. A selected headingmay appear eitheras;• a blue figure, onthe appropriate sideon the compassscale or• a blue triangle
    61. 61. On the FCU there is aHeading selector, withan indicator, that islinked to the selectedheading indication on Target Headingthe PFD compass Selector and Indicator
    62. 62. All the indications associated with Altitude are located on the right hand side of the PFDCLB NAV
    63. 63. Altimeter Vertical Speed The main part of the display is dedicated to the Altimeter. To the far right is the Vertical Speed display
    64. 64. In the final stage of an approach the ground reference ribbon will reappear along with a landing elevation line Landing Elevation LineFL 70 Ground Reference Ribbon30.08STD QNH
    65. 65. Missed Approach Altitude 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. Vertical Speed 800ft/minFL 70 700030.08STD QNH
    66. 66. PFD also “teaches” us how to fly
    67. 67. When the Flight Directorpb on the EFIS controlpanel is selected Flight Directorindications are on theattitude indicator
    68. 68. A Flight Director pb on theEFIS control panel enables thepilots to switch the Flight Directordisplay on Notice that there is anindication on the FMA when theFlight Directors are switched on
    69. 69. Flight Director Roll Bar Vertical = Roll Bar Horizontal line = Pitch BarFlight Director Pitch bar
    70. 70. Pitch up directedRoll to the right directed In this example the FD 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 centralised Now let’s look at the airspeed indications on the PFD
    71. 71. The Speed scale moves behind a fixed yellow referenceline and triangle. In the example shown the indicatedairspeed is steady at 250 knots
    72. 72. 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 ac(de) celeration remains constantSpeed Trend Arrow
    73. 73. Speed Selector and Indication Selected Target Airspeed Manual speed selection is achieved by a rotary selector on the FCU panel
    74. 74. Magenta = Managed Blue = Selected Magenta indication means Managed Blue indication means selected
    75. 75. To look at the various other indications onthe Airspeed scale we will run through atypical takeoff profile. We will assume a departure with the Flapsin position 1+F
    76. 76. So it’s now your turn to take off
    77. 77. Lower down the flaps
    78. 78. Give it some POWER!
    79. 79. TOGA FLX / MCTClimb IDLE
    80. 80. FLX / MCT TOGA ClimbIDLE
    81. 81. Make sure you have got TOGA and flap setting1+F on the upper ECAM, ElectronicCentralized Aircraft Monitor
    82. 82. 151 V2 speed of 151 knots 134 Decision speed (V1) of 134 knots060040 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
    83. 83. 151 134 V2140060 V1 1120040 As the take off progresses100 V1 and V2 indications appear on the speed scale as a blue 1 and a magenta triangle080
    84. 84. Just after lift off the magenta target speed remains at V2200140 The speed demanded by 1180 the flight director will be V2 + 10 knots120 F160 Flight Director Target Speed V2 +10100140080120
    85. 85. 250220 Flap Limit speed, VFE200200 Minimum Slat retraction speed180 S S Speed180 F160 The F speed indication is160 replaced with an S speed indication140 This is the minimum Slat140 retraction speed
    86. 86. 250 Target Speed240220200220 S200180 The aircraft is now above S S speed, and is accelerating, so the flaps160180 can be fully retracted140160
    87. 87. 250240 After flap retraction the280 aircraft is clean therefore220 no VFE is indicated.260 The aircraft stabilizes at200 Target Speed 250 knots240 S Notice that the target180 = speed is in line with speed220 reference line160
    88. 88. 320 A green circle indicates the best lift drag ratio speed for the360 aircraft in clean configuration300340 This speed is known as Green Dot Speed280320260300240 o Green Dot Speed.782
    89. 89. (Video)
    90. 90. It seems that something is missing
    91. 91. Oh yes…How to drive an Airbus
    92. 92. No… we have neither a steering wheel
    93. 93. nor a control column
    94. 94. In the A320 family, manual roll andpitch are controlled by the side sticks They are spring-loaded to neutraland receive no feedback from theflight controls
    95. 95. Movement of one side stick will notcause movement of the other In this case, as the left side stick ismoved, the right remains in the neutralposition
    96. 96. FLIGHT CONTROL COMPUTERS A side stick sends a message to the flight control computersdemanding an aircraft maneuver
    97. 97. FLIGHT CONTROL COMPUTERS CONTROL SURFACES The flight control computers process the input andsend it to the control surfaces and instructions called LAWS. The processing usespre-set limitations
    98. 98. Normal Law is modified depending on the phase of flight. It operates in 3modes: 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 Flight mode Flare Ground mode mode Ground mode Flare mode: • Modifies Flight Mode to introduce a conventional ‘feel’ to the landing phase
    99. 99. So what is the difference between Conventional Aircraft and Our beloved AIRBUS?
    100. 100. 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.
    101. 101. A side stick deflection gives a rate demand tothe Flight control computers. Fly by wire aircraft For the same side stick input, the controlsurface 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.
    102. 102. So how to fly?
    103. 103. In flight mode, if you wish toexecute a descending left turn,you set the required attitude andthen return the side stick toneutral The neutral side stick positiondemands zero rates of pitch androll The flight control computers willmaintain the set attitude until youuse the side stick to demand anattitude change Throughout the maneuver,there are no pilot trim inputs
    104. 104. Take the box to the cross
    105. 105. Put the center of F/D into the square
    106. 106. The airbus alsoprovides some protections
    107. 107. Pitch up limit Pitch down limit• Pitch attitude protection• 30 degree up / 15 degree down
    108. 108. • High angle of attack protection• High speed protection
    109. 109. Bank angle protection No more than 67degrees
    110. 110. So how toget back the plane?
    111. 111. Each side stick is fittedwith a red autopilotdisconnect By pressing it, a pilotdisconnects the autopilot Press twice to cancelaudible warning
    112. 112. Each side stick is fittedwith a red autopilotdisconnect By pressing it, a pilotdisconnects the autopilot Press twice to cancelaudible warning
    113. 113. moving 2 sidesticksAt the same time?
    114. 114. Audio warning – red SIDE STICK PRIORITY arrow in front of the F/O indicating that hisside stick is inoperative. The arrow points left showing thatthe Captain has control.
    115. 115. Never trigger this or You will FAIL!
    116. 116. During the flight, your mentor will switchdifferent FCU settings
    117. 117. So what is FCU?
    118. 118. Here we call “Glare Shield”
    119. 119. In the middle of the glare shield, there is a Flight ControlUnit The FCU is one of the interface units between the pilotsand the Autoflight system There are selectors on the FCU which will affect theindications seen on the PFD and ND
    120. 120. SPEED HEADING ALTITUDE The selectors, with associated indication, areprovided for:• Speed,• Heading,• Altitude. You will see how these selectors affect the EFISdisplays in the modules that follow.
    121. 121. Your mentor willengage A/P once you have finished your turn
    122. 122. Your mentor will also do some time keeping work
    123. 123. The two CHRONO pushbuttonlocated on the glare shield,control the associatedchronometer display on theindividual ND
    124. 124. When he set headingto the left, you fly left
    125. 125. When he set heading to the right, you fly right
    126. 126. When he set climb, you climb
    127. 127. 1000017000 Target Altitude Target Altitude Selector and Indication
    128. 128. Constraint altitude and target box As the constraint Altitude is approached it appears on the scale with a target box
    129. 129. Target Flight Level Box The aircraft is now cruising at Flight Level 370 Notice that the target Flight level box is in the middle of the Vertical Speed at zero scale and the vertical speed indication is at zeroSTD
    130. 130. When he set descend, you descend
    131. 131. He jumps, you jump
    132. 132. (Video)
    133. 133. Then it’s time toget back onto the ground
    134. 134. Descending!
    135. 135. ILS approach
    136. 136. What is ILS?
    137. 137. InstrumentLanding System
    138. 138. divided into two system – Localizer and Glideslope= Horizontal guidance + Vertical guidance respectively
    139. 139. Glideslope (G/S) – An array for Vertical Guidance3 degrees Glide path in Hong Kong
    140. 140. The ILS pb on the EFIScontrol panel enables thepilots to switch on an ILSdisplay
    141. 141. The ILS displayincludes indications for:• Localizer,• Front course,• Glide slope,• Information
    142. 142. ILS deviationinformation isdisplayed in the formof Localizer andGlideslope deviationscales The ILS front coursewill be displayed inmagenta at the side ofthe compass scale ifthe figure is outsidethe visible scale
    143. 143. A magenta diamondrepresents thelocalizer When the ILS frontcourse is within thecompass scale it isdisplayed as amagenta dagger
    144. 144. In the exampleshown the aircraft isestablished on thelocalizer and theGlideslope indicationhas appeared in theform of a magentadiamond
    145. 145. The aircraft is nowfully established onthe ILS approach Let’s look at theindications on thecompass scale indetail
    146. 146. With the aircraft establishedon the localizer;• the heading is 230 degrees• the track diamond is showing3 degrees of left drift• The ILS front course daggeris beneath the track diamond You will see how useful thetrack diamond can be to helpyou fly an accurate approachin the simulator phase
    147. 147. During an FMGS computed (managed) descent the single triangle is split into two to give a speed range.360 A double magenta bar Upper speed range indicates the target speed. In indication340 the example shown the target speed is 325 knots. The speed Managed Target will vary in between the two Airspeed320 speed range indicators as the aircraft maintains the required Lower speed range descent profile indication300 Managed descent profiles will be studied in depth in the Autoflight modules.636
    148. 148. 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 so280360 an indication is shown at 230 knots. The VFE Next indication will be visible provided the aircraft is below 15,000 feet260340 Green Dot Speed may also be visible240320 = VFE Next220300 o Green Dot Speed
    149. 149. A further deceleration to Green Dot Speed takes the airspeed below the VFE for the first flap selection Flap 1 can now be selected240280 Notice that a target speed of = VFE Next 140 knots has appeared. This represents the approach speed220260 target o200240 =180220 o 140
    150. 150. Once the flap lever is in position 1, S Speed, VFE Next and the Flap limit speed indications will appear Flap Limit speed, VFE240220 The speed will = decrease towards S speed220 =200 VFE Next o200 S S Speed180180160 140
    151. 151. Notice that at S speed the aircraft is below the limit speed for the next flap setting, VFE Next Flap 2 can now be220 selected200 = VFE Next S S Speed180160 140
    152. 152. As soon as the flap lever is in position 2 , S Speed is removed220 F Speed, and a new VFE220 Next indications will appear. The Flap limit200 Flap Limit speed, VFE speed will move to a new200 = limit = VFE Next180 S180160 F F speed160140 140
    153. 153. Notice that the approach speed target, V Approach, has now appeared as a magenta triangle. The aircraft will continue220 decelerating towards F speed By reducing towards F200 Flap Limit speed, VFE speed the aircraft will be below the VFE for the next flap setting = VFE Next180 Flap 3 can now be set160 F140 V Approach Speed
    154. 154. As before VFE Next and VFE move to reflect the new220200 flap position Flap Limit speed, VFE200180 = VFE Next Flap full can now be selected =180160 F160140 F140120
    155. 155. The aircraft will eventually stabilize at V Approach and the VFE will be adjusted to reflect Full Flap200160 There are indications180 = associated with speed and angle of attack140 protections160 F120140 Protection speeds100120
    156. 156. 120 Once the aircraft lands all additional speed indications are removed apart from the100 speed trend arrow Having thoroughly studied080 the Airspeed indications lets look at Altitude indications060
    157. 157. (Video)
    158. 158. Still have any questions?
    159. 159. Chat with us onlineOr talk to us
    160. 160. Get me on Slideshare ! http://www.slideshare.net/Yuuji
    161. 161. Thank you