Presentation for Dragonair Certification Program

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

3. Sorry,
not this one

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

22. Electronic Flight
Instrument system

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?

134. Instrument
Landing System

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
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157. Thank you