A320 - Raw Data Takeoff?
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A320 - Raw Data Takeoff?
Hi Everybody!
I try to remember the procedure how a correct raw data takeoff should be done on the A320. (no FDs, basic pitch flying while doing raw data navigation)
A colleague showed me a perfect straightforward way some years ago, unfortunately I can't neither remember all details nor who the genius was...
I think we did modify the climb speed in the PERF CLB page - perhaps to V2???
Anyhow turning both FDs leads to no V2 displayed on the PFD and to missing data of your set flex temperature.
Only turning off one FD (of PF in this case) results in keeping all data on the PFD but is against basic AB doctrine.
Has anybody an idea how it should be done and where I can find some reference about it?
Many thanks!
W.
I try to remember the procedure how a correct raw data takeoff should be done on the A320. (no FDs, basic pitch flying while doing raw data navigation)
A colleague showed me a perfect straightforward way some years ago, unfortunately I can't neither remember all details nor who the genius was...
I think we did modify the climb speed in the PERF CLB page - perhaps to V2???
Anyhow turning both FDs leads to no V2 displayed on the PFD and to missing data of your set flex temperature.
Only turning off one FD (of PF in this case) results in keeping all data on the PFD but is against basic AB doctrine.
Has anybody an idea how it should be done and where I can find some reference about it?
Many thanks!
W.
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Set the speed bug to V2, flex, though not displayed on the PFD, will still be active and displayed on the E/W display. Setting FLX/MCT on the rwy - no FMA will appear (prepare yourself, because it looks strange), 100kts just as usual, V1/Vr from the FMGC, pitch up to 15 degrees (just like the loss of airspeed memory item), at thrust reduction, pitch to 10, set speed to 250, thrust back to CLB, F/S speeds - appropriate actions...
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If a takeoff is initiated without FDs, the system responds as follow:
There are no FD bars.
There is no A/THR arming.
There is no guidance available.
The target speed on the PFD is that selected on the FCU or is defaulted to 100 kt.
Setting the thrust levers to the CL detent does not activate A/THR.
Note: Do not engage the autothrust prior to selecting a target speed on the FCU.
PROCEDURE
Establish initial climb of 15 °
When reaching the thrust reduction altitude (THR RED ALT):
SELECT a climb speed.
SET the thrust levers to CL detent.
ACTIVATE the autothrust.
TURN ON the FDs (basic modes engage).
SELECT appropriate mode.
Failure of both FDs after the start of takeoff:
The FD bars disappear.
The FCU window displays the target speed, which synchronizes on V2, or the current speed (if it is higher).
The autothrust remains armed.
At thrust reduction altitude, LVRCLB flashes. If the pilot set the thrust levers to the CLB detent, the autothrust becomes active in selected SPD mode (no FDs selected).
If the current speed is greater than the target speed, the thrust decreases.
At acceleration altitude the target speed does not change, since it is selected.
There are no FD bars.
There is no A/THR arming.
There is no guidance available.
The target speed on the PFD is that selected on the FCU or is defaulted to 100 kt.
Setting the thrust levers to the CL detent does not activate A/THR.
Note: Do not engage the autothrust prior to selecting a target speed on the FCU.
PROCEDURE
Establish initial climb of 15 °
When reaching the thrust reduction altitude (THR RED ALT):
SELECT a climb speed.
SET the thrust levers to CL detent.
ACTIVATE the autothrust.
TURN ON the FDs (basic modes engage).
SELECT appropriate mode.
Failure of both FDs after the start of takeoff:
The FD bars disappear.
The FCU window displays the target speed, which synchronizes on V2, or the current speed (if it is higher).
The autothrust remains armed.
At thrust reduction altitude, LVRCLB flashes. If the pilot set the thrust levers to the CLB detent, the autothrust becomes active in selected SPD mode (no FDs selected).
If the current speed is greater than the target speed, the thrust decreases.
At acceleration altitude the target speed does not change, since it is selected.
Taken from FCOM/PRO/NOR/SRP/01FMS/TakeOff.
However if you are still using the "old" fcom i believe it's in FCOM 4.5.30
Hope it helps.
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A good pilot has to know his machine.
Airbus machines are harder to know than Boeing or other machines.
For a no FD take OFF in the 320 you have to bear in mind, above all, these two items:
1st- select V2 in the FCU
2nd- Never engage A/THR without first selecting a speed higher than actual
Also worth noting:
There is no need for raw data navigation. You can follow the green line in the ND and even ask a DIR TO to the PM.
FLEX take off still available, and you can check it as usual in the ECAM.
FMA blank means just that: no automation assisting you (including A/THR not armed). Don't forget if you have to level off at 3000 instead of being cleared to a higher level, as usual...
If you are going to reengage automation just after acceleration, do as in the procedure. If you prefer to enjoy a little bit more and wait until well stablished in the climb, then I suggest as follows:
1-ask for "FDs ON" (basic modes engage, but still without A/THR)
2-ask for AP ON (no more asking)
3-pull altitude for an OPEN CLB
4-arm A/THR (it will engage in THR CLB)
5-manage NAV (unless HDG is required)
6-manage speed (unless other speed is required)
7-thoroughly read the FMA (to find any forgotten item)
If a single chime or any other abnormal situation arises: reengage automation immediately. You can enjoy and practice another day.
I have flown quite a few 100% AP/FD A/THR OFF sectors and its as easy and fun as in any other airplane, specially if you don't forget the first two recommendations.
Airbus machines are harder to know than Boeing or other machines.
For a no FD take OFF in the 320 you have to bear in mind, above all, these two items:
1st- select V2 in the FCU
2nd- Never engage A/THR without first selecting a speed higher than actual
Also worth noting:
There is no need for raw data navigation. You can follow the green line in the ND and even ask a DIR TO to the PM.
FLEX take off still available, and you can check it as usual in the ECAM.
FMA blank means just that: no automation assisting you (including A/THR not armed). Don't forget if you have to level off at 3000 instead of being cleared to a higher level, as usual...
If you are going to reengage automation just after acceleration, do as in the procedure. If you prefer to enjoy a little bit more and wait until well stablished in the climb, then I suggest as follows:
1-ask for "FDs ON" (basic modes engage, but still without A/THR)
2-ask for AP ON (no more asking)
3-pull altitude for an OPEN CLB
4-arm A/THR (it will engage in THR CLB)
5-manage NAV (unless HDG is required)
6-manage speed (unless other speed is required)
7-thoroughly read the FMA (to find any forgotten item)
If a single chime or any other abnormal situation arises: reengage automation immediately. You can enjoy and practice another day.
I have flown quite a few 100% AP/FD A/THR OFF sectors and its as easy and fun as in any other airplane, specially if you don't forget the first two recommendations.
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If a single chime or any other abnormal situation arises: reengage automation immediately. You can enjoy and practice another day.
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hand flying skills
Have lost respect for Easyjet hearing that they have banned the No FD takeoff.( except MEL )
Encouraging pilots not maintain hand flying skills.
I encourage guys to practise no FD takeoffs under the right conditions, as they get to know the airplane better.
Flying the No FD takeoff helps one maintain proficiency, raw data and basic skills.
Any resistance from the pilots ?
Encouraging pilots not maintain hand flying skills.
I encourage guys to practise no FD takeoffs under the right conditions, as they get to know the airplane better.
Flying the No FD takeoff helps one maintain proficiency, raw data and basic skills.
Any resistance from the pilots ?
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As far as I know, I only states in the a320 course companion of easyjet that your are only allowed to do a No FD take off in accordance with MEL.
first the Course companion is not one of the official documents, and second I always wondering if they mean if you do it take the MEL and do it as it's written there or you can only do it if you have to do it by MEL?
Neon
first the Course companion is not one of the official documents, and second I always wondering if they mean if you do it take the MEL and do it as it's written there or you can only do it if you have to do it by MEL?
Neon
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If a single chime or any other abnormal situation arises: reengage automation immediately. You can enjoy and practice another day.
number 1:
Doesn't that say it all? Wasn't it one of the recent 737 crashes where the captain was heard screaming on the CVR "engage the autopilot - engage the autopilot" as he was in a steep spiral dive in IMC and killed everyone aboard
If you are practicing a No FD take off, and then you have a single chime with a "AIR ENG BLEED ABNORNM PR" or "FLT CTL SLATS FAULT" caution, or if there is significant engine vibration, or if there is a mess with the communications, wrong frequencies, or something with a possibility of loss of separation, or many other possible situations where it is better to make full use of automation while relieving PF's (and PM's) brain so that the team's situational awareness is optimal and becomes more efficient for managing the situation...
In this cases, reengage the bloody AP/FD and A/THR.
I meant number 2, it goes without saying
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I hope I am never in the back if the pilots are concerned with anything being discussed in this thread. Automation helps relieve the work load and is totally unneccesary for safe normal flight unless the pilots aren't safe and rely on them. How did they get the job if they are?
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A good pilot has to know his machine.
Airbus machines are harder to know than Boeing or other machines.
For a no FD take OFF in the 320 you have to bear in mind, above all, these two items:
1st- select V2 in the FCU
2nd- Never engage A/THR without first selecting a speed higher than actual
Airbus machines are harder to know than Boeing or other machines.
For a no FD take OFF in the 320 you have to bear in mind, above all, these two items:
1st- select V2 in the FCU
2nd- Never engage A/THR without first selecting a speed higher than actual
so
Airbus machines are harder to know than Boeing or other machines.
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You Airbus people are very scary.
data TO on the frigging Airboos require reams and reams of
reply posts compared to a Boeing (which for the same damn
question would only need two or three). The A320 Config 3
post last year was a perfect example.
Emergencies -
When I do a raw datary I brief NO ACTION BELOW 400FT in an
emergency. AT 400ft we will turn on FD's, thereafter PNF to
carry out ECAM actions while I slowly reintroduce automation
tools (if there are any available depending on the problem(s))
and man the comms.
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bubbers say
How can that be? You disagree with everybody, no matter what they advocate?
I hope I am never in the back if the pilots are concerned with anything being discussed in this thread.
