A320 Flight Director off on after startup
If the PF decides to hand fly (no AP, A/T), wouldn't it be wise for the PM's FD to be up so he could more effectively monitor the PF's performance
Last edited by Centaurus; 17th Sep 2013 at 14:43.
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Both FDs OFF
If you will not use the FD and follow their orders then you should turn them off....because as long as one of them is still on, it directs you to what is set on the FCU, and if you dont follow that then you risk getting what is called FLIGHT MODE REVERSION.....that is a by-product of the flight safety envelopes installed in all the Airbus modern A/C starting from A320....
and its stated clearly in the FLIGHT CREW TRAINING MANUAL :
MODE REVERSIONS
GENERAL
Mode reversions are automatic mode changes that unexpectedly occur, but are designed to ensure coherent AP, FD, and A/THR operations, in conjunction with flight crew input (or when entering a F-PLN discontinuity).
For example, a reversion will occur, when the flight crew:
• Changes the FCU ALT target in specific conditions
• Engages a mode on one axis, that will automatically disengage the associated mode on the other axis
• Manually flies the aircraft with the FD on, but does not follow the FD orders, which leads to the aircraft to the limits of the flight envelope.
Due to the unexpected nature of their occurrence, the FMA should be closely-monitored for mode reversions.
also it has been stated
USE OF THE FD WITHOUT THE AP
When manually flying the aircraft with the FDs on, the FD bars or the FPD symbol provide lateral and vertical orders, in accordance with the active modes that the flight crew selects.
Therefore:
‐ Fly with a centered FD or FPD
‐ If not using FD orders, turn off the FD.
and its stated clearly in the FLIGHT CREW TRAINING MANUAL :
MODE REVERSIONS
GENERAL
Mode reversions are automatic mode changes that unexpectedly occur, but are designed to ensure coherent AP, FD, and A/THR operations, in conjunction with flight crew input (or when entering a F-PLN discontinuity).
For example, a reversion will occur, when the flight crew:
• Changes the FCU ALT target in specific conditions
• Engages a mode on one axis, that will automatically disengage the associated mode on the other axis
• Manually flies the aircraft with the FD on, but does not follow the FD orders, which leads to the aircraft to the limits of the flight envelope.
Due to the unexpected nature of their occurrence, the FMA should be closely-monitored for mode reversions.
also it has been stated
USE OF THE FD WITHOUT THE AP
When manually flying the aircraft with the FDs on, the FD bars or the FPD symbol provide lateral and vertical orders, in accordance with the active modes that the flight crew selects.
Therefore:
‐ Fly with a centered FD or FPD
‐ If not using FD orders, turn off the FD.
Early days...
IIRC, in 1988, we used to leave both PBs on, trip both FMGC CBs for 10 seconds, then reset. (Only on the ground.) Are the CBs pilot-accessible these days? 
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95% of the A320 CBs are in the cockpit, and accessible to flight crew on the overhead (49VU) and behind the F/O (121VU &122VU)....
Resetting however should only be done according to the "Computer reset Procedures" published in the QUICK REFERENCE HANDBOOK.....some resets are allowed in flight, most are only allowed on ground....
Moreover, some CBs on A320 are monitored by the FLIGHT WARNING COMPUTER and tripping of one of them can generate a caution message that points to the tripped CB.
Resetting however should only be done according to the "Computer reset Procedures" published in the QUICK REFERENCE HANDBOOK.....some resets are allowed in flight, most are only allowed on ground....
Moreover, some CBs on A320 are monitored by the FLIGHT WARNING COMPUTER and tripping of one of them can generate a caution message that points to the tripped CB.
Thanks heggo48,
No change then! CB cycling was essential to keep 'em flying in the early days, but we soon developed a list of CBs that could be safely cycled (and when), which was later incorporated into the QRH - as you say. I was wondering if the NG a/c might have hidden them (as seems to be the trend on later Airbus types?).
My slight frustration now is that, in all the years since my retirement (from the A320), cockpit visits have been forbidden, even for me in my old airline. So one gradually loses touch. Bit sad when I think of all the people I used to entertain during my career...
No change then! CB cycling was essential to keep 'em flying in the early days, but we soon developed a list of CBs that could be safely cycled (and when), which was later incorporated into the QRH - as you say. I was wondering if the NG a/c might have hidden them (as seems to be the trend on later Airbus types?).
My slight frustration now is that, in all the years since my retirement (from the A320), cockpit visits have been forbidden, even for me in my old airline. So one gradually loses touch. Bit sad when I think of all the people I used to entertain during my career...
Last edited by Chris Scott; 18th Sep 2013 at 10:11.
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Well Chris, I have never had the chance of looking at the cockpit of NGs but my guess is that their CB panels are still in place and accessible too, since the Boeing philosophy encourages pilot intervention more than Airbus that is more Biased to Aircraft Automation and system monitoring autonomy, but then again i am not really sure....and i am sure that veteran pilots like yourself had a completely different ball game back then when aircraft were still all conventional, and it took a real pilot to fly, nowadays, all it needs is an operator
....i started my career as a junior F/O on DC-9 so i can tell how different it must have been back then.....
And yes it is kinda frustrating for people not to be able to see inside the cockpit anymore, especially Former pilots and aviation enthusiasts, and i remember too when it was ok to go inside and take a look or get a photo and chitchat for a while, as my father and 2 uncles were pilots, and as a child i went in there a lot, but not so long after i started my aviation career it became a big NO NO, with all the measures and re-enforced doors, etc.
then again if you consider the security threats we are facing nowadays, it only seems wise to do so......
I guess you can get your glimpse and lot more if you attend one of the aviation EXPOs that are held in many places around the world, they give you Aircraft/cockpit visits for all the A/C on display there.....I had a chance of going into the A380 cockpit in Dubai AVEX 2008.
....i started my career as a junior F/O on DC-9 so i can tell how different it must have been back then.....And yes it is kinda frustrating for people not to be able to see inside the cockpit anymore, especially Former pilots and aviation enthusiasts, and i remember too when it was ok to go inside and take a look or get a photo and chitchat for a while, as my father and 2 uncles were pilots, and as a child i went in there a lot, but not so long after i started my aviation career it became a big NO NO, with all the measures and re-enforced doors, etc.
then again if you consider the security threats we are facing nowadays, it only seems wise to do so......
I guess you can get your glimpse and lot more if you attend one of the aviation EXPOs that are held in many places around the world, they give you Aircraft/cockpit visits for all the A/C on display there.....I had a chance of going into the A380 cockpit in Dubai AVEX 2008.
