Dragonair Certificate Program Screening Flight
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This document provides an overview of an Airbus A320 flight simulator session. It discusses preparing participants by explaining the key flight instruments like the electronic flight instrument system (EFIS) displays. It then guides participants through a simulated taxi, takeoff, and climb in the simulator, explaining instrument readings and controls. The goal is to familiarize participants with flying the A320 before they do a supervised session in the simulator.
Dragonair Certificate Program Screening Flight
- 1. Airbus A320 simulator flight Preparation and lecture for DACP screening Yuuji Izumo Gilbert Lee VATSIM Hong Kong Standing Committee on Aviation Resource and Education Development
- 2. Flight Simulator? Good, very nice. I have been playing it since 10 years ago
- 4. Yes, everyone here besides me will be invited to Cathay City and fly a real Dragonair A320 Simulator!
- 5. Before that, It’s your good friend !
- 6. You have to learn how to fly the Airbus A320
- 7. NO FREE FALL
- 8. Follow mentor’s instruction
- 9. When you get into the sim
- 10. Please mind you head!
- 11. Even I am 177 or something tall , section 41 is unfriendly to me
- 12. Then you will be asked to fly a certain pattern one by one
- 13. From 25L to TD
- 14. Then ILS 25R approach
- 15. Before that you have to know what is going on
- 16. No startup and long taxi needed
- 17. Except A300 family, all airbus cockpits look like this
- 18. This is overhead panel You don’t have to touch it
- 19. Pedestal
- 20. Throttle, Flaps, Spoilers and MCDU
- 21. Here is EFIS
- 23. After you have adjusted your seat, your mentor will let you
- 24. TAXI
- 25. The four EFIS displays provide the pilots with Flight data to help them operate the aircraft in a safe and efficient way.
- 26. Flight parameters are displayed on Primary Flight Displays (PFD) while navigation data is displayed on Navigation Displays (ND). ELECTRONIC FLIGHT INSTRUMENT SYSTEM PFD1 ND1 ND2 PFD2
- 27. So look at the right seat
- 28. Flight parameters are displayed on Primary Flight Displays (PFD) while navigation data is displayed on Navigation Displays (ND). ELECTRONIC FLIGHT INSTRUMENT SYSTEM Navigation Primary Display Flight Display
- 29. We’ll talk about ND
- 30. 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.
- 31. The Ground Speed (GS) and the True Air Speed (TAS) are permanently Below the speed indications, the wind data displayed on the top left corner. are presented; wind direction (true north), wind speed and an arrow to indicate the wind Ground Speed direction with respect to magnetic north. True Air Speed Here, wind from 60 degrees at 52 kt.
- 32. Step on your brake pedal to release parking brake
- 33. No speeding on taxiway
- 34. On 90 degrees turn
- 35. You will start at “holding point J10”
- 36. Then get into runway 25L
- 37. So how about our beloved PFD?
- 38. use PFD later when takeoff
- 39. The plane is on runway!
- 40. Flight parameters are displayed on Primary Flight Displays (PFD) and intergraded few tradition component into one DU ELECTRONIC FLIGHT INSTRUMENT SYSTEM Primary Flight Display
- 41. The Artificial Horizon is in MIDDLE
- 42. Air Speed Indicator on the left
- 43. Altimeter tape on the right
- 44. Also the Vertical Speed Indicator
- 45. The Primary Flight display, displays all the normal Primary Flight indications. • Attitude, • Airspeed, • Altitude, • Vertical Speed, • Heading and Track.
- 46. Indicators are laid out in a classic instrument “T” configuration.
- 47. Like what you can see on Cessna
- 48. The upper part of the display is known as the Flight Mode Annunciator (FMA).
- 49. When below 2500 feet, a digital radio altimeter is displayed
- 50. Attitude information is shown at the center of the display.
- 51. 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
- 52. 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.
- 53. Sky Pointer 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.
- 54. Side Slip Index Below the roll index is the Side Slip Index. This index moves to indicate side slip and replaces the old fashioned slip ball.
- 55. 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
- 58. HEADING 091 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.
- 59. TRACK 094 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.
- 60. A selected heading may appear either as; • a blue figure, on the appropriate side on the compass scale or • a blue triangle
- 61. On the FCU there is a Heading selector, with an indicator, that is linked to the selected heading Target Heading indication on the PFD Selector and Indicator compass.
- 62. All the indications associated with Altitude are located on the right hand side of the PFD. CLB NAV
- 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. In the final stage of an approach the ground reference ribbon will reappear along with a landing elevation line. Landing Elevation Line FL 70 Ground Reference Ribbon 30.08 STD QNH
- 65. Missed Approach Altitude 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. Vertical Speed 800ft/min FL 70 7000 30.08 STD QNH
- 66. PFD also “teaches” us how to fly
- 67. When the Flight Director pb on the EFIS control panel is selected. Flight Director indications are on the attitude indicator
- 68. 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.
- 69. Flight Director Roll Bar 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 Pitch bar
- 70. Pitch up directed Roll to the right directed 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.
- 71. The Speed scale moves behind a fixed yellow reference line and triangle. In the example shown the indicated airspeed is steady at 250 knots.
- 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 acceleration remains constant. Speed Trend Arrow
- 73. Speed Selector and Indication Selected Target Airspeed Manual speed selection is achieved by a rotary selector on the FCU panel.
- 74. Magenta = Managed Blue = Selected As a general rule on the PFD a Magenta indication means Managed and a Blue indication means selected.
- 75. 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.
- 76. So it’s now your turn to take off
- 77. Lower down the flaps
- 78. Give it some POWER!
- 79. TOGA FLX / MCT Climb IDLE
- 80. Make sure you have got TOGA and flap setting 1+F on the upper ECAM, Electronic Centralized Aircraft Monitor
- 81. 151 V2 speed of 151 knots 134 Decision speed (V1) of 134 knots 060 040 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.
- 82. 151 134 V2 140 060 V1 1 120 040 As the take off progresses V1 and V2 indications appear on 100 the speed scale as a blue 1 and a magenta triangle. 080
- 83. Just after lift off the magenta target speed remains at V2. The speed 200 demanded by the flight 140 director will be V2 + 10 1 180 knots. 120 F 160 Flight Director Target Speed V2 +10 100 140 080 120
- 84. 250 220 Flap Limit speed, VFE 200 200 Minimum Slat retraction speed 180 S S Speed 180 F The F speed indication is 160 replaced with an S speed 160 indication. 140 This is the minimum Slat retraction speed. 140
- 85. 250 Target Speed 240 220 200 220 S 200 180 The aircraft is now S above S speed, and is accelerating, so the flaps 160 180 can be fully retracted. 140 160
- 86. 250 240 After flap retraction the 280 aircraft is clean therefore 220 no VFE is indicated. The 260 aircraft stabilizes at 250 knots. 200 Target Speed 240 S Notice that the target speed is in line with 180 = speed reference line. 220 160
- 87. 320 A green circle indicates the best lift drag ratio 360 speed for the aircraft in 300 clean configuration. 340 This speed is known as 280 Green Dot Speed. 320 260 300 240 o Green Dot Speed .782
- 88. It seems that something is missing
- 89. Oh yes… How to drive an Airbus
- 90. No… we have neither a steering wheel
- 91. nor a control column
- 92. 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.
- 93. 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.
- 94. FLIGHT CONTROL COMPUTERS A side stick sends a message to the flight control computers demanding an aircraft maneuver.
- 95. FLIGHT CONTROL COMPUTERS 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
- 96. 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 Flight mode Flare Ground mode mode Ground mode Flare mode: • Modifies Flight Mode to introduce a conventional ‘feel’ to the landing phase.
- 97. So what is the difference between Conventional Aircraft and Our beloved AIRBUS?
- 98. 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.
- 99. A side stick deflection gives a rate demand to the Flight control computers. Fly by wire aircraft 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.
- 100. So how to fly?
- 101. 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.
- 102. Take the box to the cross
- 103. Put the center of F/D into the square
- 104. The airbus also provides some protections
- 105. Pitch up limit Pitch down limit • Pitch attitude protection • 30 degree up / 15 degree down
- 106. • High angle of attack protection • High speed protection.
- 107. Bank angle protection No more than 67 degrees
- 108. So how to get back the plane?
- 109. Each side stick is fitted with a red autopilot disconnect. By pressing it, a pilot disconnects the autopilot. Press twice to cancel audio warning.
- 110. Each side stick is fitted with a red autopilot disconnect. By pressing it, a pilot disconnects the autopilot. Press twice to cancel audio warning.
- 111. moving 2 sidesticks At the same time?
- 112. 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.
- 113. Never trigger this or You will FAIL!
- 114. During the flight, your mentor will switch different FCU settings
- 115. So what is FCU?
- 116. Here we call “Glare Shield”
- 117. 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.
- 118. SPEED HEADING ALTITUDE 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.
- 119. Your mentor will engage A/P once you have finished your turn
- 120. Your mentor will also do some time keeping work
- 121. The two CHRONO pushbutton located on the glare shield, control the associated chronometer display on the individual ND.
- 122. When he set heading to the left, you fly left
- 123. When he set heading to the right, you fly right
- 124. When he set climb, you climb
- 125. 10000 17000 Target Altitude Target Altitude Selector and Indication
- 126. Constraint altitude and target box As the constraint Altitude is approached it appears on the scale with a target box.
- 127. 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 STD zero.
- 128. When he set descend, you descend
- 129. He jumps, you jump
- 130. Then it’s time to get back onto the ground
- 131. Descending!
- 132. ILS approach
- 133. What is ILS?
- 135. divided into two system – Localizer and Glideslope = Horizontal guidance + Vertical guidance respectively
- 136. Glideslope (G/S) – An array for Vertical Guidance 3 degrees Glide path in Hong Kong.
- 137. The ILS pb on the EFIS control panel enables the pilots to switch on an ILS display.
- 138. The ILS display includes indications for: • Localizer, • Front course, • Glide slope, • Information.
- 139. 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.
- 140. A magenta diamond represents the localizer. When the ILS front course is within the compass scale it is displayed as a magenta dagger.
- 141. In the example shown the aircraft is established on the localizer and the Glideslope indication has appeared in the form of a magenta diamond.
- 142. The aircraft is now fully established on the ILS approach. Let’s look at the indications on the compass scale in detail.
- 143. 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.
- 144. During an FMGS computed (managed) descent the single triangle is split into two to give a speed range. 360 A double magenta bar indicates Upper speed range the target speed. In the example indication shown the target speed is 325 340 knots. The speed will vary in between the two speed range Managed Target indicators as the aircraft Airspeed maintains the required descent 320 profile. Lower speed range Managed descent profiles will indication 300 be studied in depth in the Autoflight modules. .636
- 145. 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 280 360 an indication is shown at 230 knots. The VFE Next indication will be visible provided the aircraft is below 15,000 feet. 260 340 Green Dot Speed may also be visible. 240 320 = VFE Next 220 300 o Green Dot Speed
- 146. A further deceleration to Green Dot Speed takes the airspeed below the VFE for the first flap selection. Flap 1 can now be selected. 240 280 = VFE Next Notice that a target speed of 140 knots has appeared. 220 260 This represents the o approach speed target. 200 240 = 180 220 o 140
- 147. Once the flap lever is in position 1, S Speed, VFE Next and the Flap limit speed indications will Flap Limit speed, VFE appear. 240 220 The speed will = decrease towards S speed. 220 = 200 VFE Next o 200 S S Speed 180 180 160 140
- 148. Notice that at S speed the aircraft is below the limit speed for the next flap setting, VFE Next. Flap 2 can now be 220 selected. 200 = VFE Next S S Speed 180 160 140
- 149. As soon as the flap lever is in position 2 , S Speed is removed. 220 F Speed, and a new VFE Next indications will 220 appear. The Flap limit 200 Flap Limit speed, VFE speed will move to a new limit. 200 = = VFE Next 180 S 180 160 F F speed 160 140 140
- 150. Notice that the approach speed target, V Approach, has now appeared as a magenta triangle. The aircraft will continue 220 decelerating towards F speed. By reducing towards F 200 Flap Limit speed, VFE speed the aircraft will be below the VFE for the next flap setting. = VFE Next 180 Flap 3 can now be set. 160 F 140 V Approach Speed
- 151. As before VFE Next and VFE move to reflect the new 220 200 flap position. Flap Limit speed, VFE Flap full can now 200 180 = VFE Next be selected. = 180 160 F 160 140 F 140 120
- 152. The aircraft will eventually stabilize at V Approach and the VFE will be adjusted to reflect 200 Full Flap. 160 There are indications 180 = associated with speed and angle of attack 140 protections. 160 F 120 140 Protection speeds 100 120
- 153. 120 Once the aircraft lands all additional speed indications are removed apart from the speed 100 trend arrow. Having thoroughly studied 080 the Airspeed indications lets look at Altitude indications. 060
- 154. Still have any questions?
- 155. Chat with us online Or talk to us
- 156. Get me on Slideshare ! http://www.slideshare.net/Yuuji
- 157. Thank you
Editor's Notes
- #3: Oh good10 years I am already know what to do
- #4: Sorry, you’re not going to fly computer flight sim this time
- #6: Before that computer flight sim is still your good friend
- #21: Here is the Pedestal Panel, contained Throttle + Speed break level + Flaps level and so onMCDU = Flight computerv
- #29: 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).
- #37: Keep the craft on centerline = put centerline in the middle of PFD
- #41: Time for PFD! Flight parameters are displayed on Primary Flight Displays (PFD) and intergraded few tradition component into one DU
- #54: ----- Meeting Notes (16/02/2011 21:31) -----
- #59: Bottom of PFD, something like ruler
- #61: Three slot while pushing forwardIDLECL (no use while takeoff)FLX (Use this)TOGA (never push to this unless permitted)
- #85: At acceleration altitude the target speed jumps to 250 knots and the aircraft is accelerated towards that speed.
- #97: ----- Meeting Notes (18/02/2011 22:29) -----Flare Mode: nose drop from 3 degrees(normal flight path angle) to -2 degrees
- #100: ----- Meeting Notes (18/02/2011 22:29) -----* changes needed
- #136: LOC = an array for keeping you’re a/c in the middle of runway