AirAsia A330 vs Jetstar A320
Quote:
Can Altitude Capture be disengaged by using VS in the Airbus?
No........
Can Altitude Capture be disengaged by using VS in the Airbus?
No........
Well I guess if you want to be technical, yes it can disengage alt*. But it won't fly it past an FCU altitude if it's engaged below it.
Dear Morno,
Yes. I would like to get "technical" otherwise untruths and propaganda from people like you go unchallenged and garner a grain of undeserved truth.
"Push to level off" will always over ride ALT* (altitude capture or acquire to the Luddites).
Some people have problems managing high rates of climb or descent at the lower levels when traffic is a threat. If a lower rate is required whilst in ALT* then "push to level off" (if the AP is ON it is quite snappy) then select an appropriate V/S. Some companies' procedures suggest not more than 1000 feet per minute, others not more than 1500 feet per minute.
V/S is V/S. If you are below the FCU ALT and select a positive V/S then you will capture that ALT. Conversely if you are above a FCU ALT and have a negative V/S selected you will capture the ALT.
If in any doubt turn the autopilot and flight directors off and fly the aircraft.
Yes. I would like to get "technical" otherwise untruths and propaganda from people like you go unchallenged and garner a grain of undeserved truth.
"Push to level off" will always over ride ALT* (altitude capture or acquire to the Luddites).
Some people have problems managing high rates of climb or descent at the lower levels when traffic is a threat. If a lower rate is required whilst in ALT* then "push to level off" (if the AP is ON it is quite snappy) then select an appropriate V/S. Some companies' procedures suggest not more than 1000 feet per minute, others not more than 1500 feet per minute.
V/S is V/S. If you are below the FCU ALT and select a positive V/S then you will capture that ALT. Conversely if you are above a FCU ALT and have a negative V/S selected you will capture the ALT.
If in any doubt turn the autopilot and flight directors off and fly the aircraft.
Last edited by Shot Nancy; 30th Jul 2016 at 12:58.
Untruths and propaganda?
I couldn't be bothered arguing because it's wasted energy, so you go enjoy your technical explanations.
I couldn't be bothered arguing because it's wasted energy, so you go enjoy your technical explanations.
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Quote Nancy"If in any doubt turn the autopilot and flight directors off and fly the aircraft."
Well there you go right there!!! That's what they must have done,very technical indeed.
Well there you go right there!!! That's what they must have done,very technical indeed.
If you are climbing or descending at high rates and change the altitude to something close to your present passing level, the system may not capture the selected altitude. I was descending at 2500fpm and suddenly instructed to level off 700ft below the level I was passing, the autopilot failed to capture and I had to disconnect and manually return to the cleared level.
A TCAS RA overrides an instruction from ATC, once you have called "TCAS RA" the controller is no longer responsible for separation. When you report clear of conflict you will usually return to your previously cleared level, however a revised clearance may be issued.
A TCAS RA overrides an instruction from ATC, once you have called "TCAS RA" the controller is no longer responsible for separation. When you report clear of conflict you will usually return to your previously cleared level, however a revised clearance may be issued.
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What Metro man says is true. It's the 'Überlingen mandate'.
p.s Mm, piss poor ATC to cut you off that late given the rate. Well done for pulling yourself up, you probably saved an investigation.
p.s Mm, piss poor ATC to cut you off that late given the rate. Well done for pulling yourself up, you probably saved an investigation.
I had been held high and was trying to make a constraint, when it became apparent that even at that ROD I wasnt going to make it I informed ATC and was recleared to a higher level. I dipped slightly below and quickly returned without pulling too much G, so it may not have registered. Next moment the ATC supervisor took over.
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BASI
You have answered your own question as to why it takes 12 months Keg. The 21st century requires process, legal certainty and less people to do more work! In the days of BASI there were fewer aircraft, internationals only went to capital city airports, reports were a lot thinner than they are now and the people running the place had operational experience. Unfortunately what we are left with now is an extended time frame for completion and the opportunity to learn the lessons from an incident has long since disappeared.
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Some of you are being very quick to judge and apportion blame, based purely on speculation and reputation. Like any incident, there is always more to the story. Perhaps wait for at least an interim report.
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In all fairness, given that one of the protagonists has, shall we say, a 'less than rosey' safety record when it comes to this type of thing, that speculation is warranted on a Rumour Network in this case.
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Okay, don't usually post on this type of event, but it appears we have two aircraft on crossing track ,one descending to 5,000 one climbing to 4,000. The loss of separAtion appears to have occurred after the crossing point,so at the time that vertical separation was lost the aircraft were diverging so horizontal separation was building. The cause of the alt deviation could be one of many things as already stated -
A) a failure to capture the correct altitude
B) incorrect altimeter setting meaning that the crew believed that they were not yet at their assigned altitude
C) crew reacting to a TCAS resolution the resulted in the aircraft passing through cleared level but ensuring that the aircraft never were going to collide
The thing to remember in C) is that TCAS is aimed at preventing a collision not providing separation. This scenario is not uncommon when you have high performance aircraft climbing/descending and crossing.
A) a failure to capture the correct altitude
B) incorrect altimeter setting meaning that the crew believed that they were not yet at their assigned altitude
C) crew reacting to a TCAS resolution the resulted in the aircraft passing through cleared level but ensuring that the aircraft never were going to collide
The thing to remember in C) is that TCAS is aimed at preventing a collision not providing separation. This scenario is not uncommon when you have high performance aircraft climbing/descending and crossing.
Thread Starter
3 years and counting and still nothing? Everyone on holiday?
I got in contact with them last week. They said it would be completed in the second quarter of calendar year 2019. I then reminded them we are now halfway into Quarter 3. No answer back.
I got in contact with them last week. They said it would be completed in the second quarter of calendar year 2019. I then reminded them we are now halfway into Quarter 3. No answer back.
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The inefficiencies in this country are disturbing. Especially from the government bodies.
Mmmm, not sure what's scarier, Air Asia or the understanding of Alt * by some experts here 
Alt star CANNOT be disengaged by pushing pulling or turning anything other than the altitude selection knob by at least + or - 250' first, once the selected altitude has been changed by at least 250' the AP/FD will go to VS (or FPA) then you can push/pull any vertical mode to your hearts content
Alt star CANNOT be disengaged by pushing pulling or turning anything other than the altitude selection knob by at least + or - 250' first, once the selected altitude has been changed by at least 250' the AP/FD will go to VS (or FPA) then you can push/pull any vertical mode to your hearts content
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It's the same on the A320. It's surprising how few type rated pilots know this.
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Watch out for the big red jets folks!
Discontinuation notice published 7 November 2019
Section 21 (2) of the Transport Safety Investigation Act 2003 (TSI Act) empowers the Australian Transport Safety Bureau (ATSB) to discontinue an investigation into a transport safety matter at any time. Section 21 (3) of the TSI Act requires the ATSB to publish a statement setting out the reasons for discontinuing an investigation.
Discontinuation notice published 7 November 2019
Section 21 (2) of the Transport Safety Investigation Act 2003 (TSI Act) empowers the Australian Transport Safety Bureau (ATSB) to discontinue an investigation into a transport safety matter at any time. Section 21 (3) of the TSI Act requires the ATSB to publish a statement setting out the reasons for discontinuing an investigation.
To be fair to the ATSB they can only do work with the scant resources they are provided with. Fatal accidents then take precedence as far as interim reports and findings.