A320 A/P disconnect
When you push the disconnect button on the Airbus you are not disconnecting the autopilot. You are changing the inputs the autopilot receives to fly the aircraft to the side stick from the FCU or MCDU. The rest of the aviation world calls this control stick steering or CSS. You are correct Airbus does not use this term but a duck is still a duck even if you call it a chicken.
Join Date: Mar 2012
Location: Having a margarita on the beach
Posts: 2,423
Likes: 0
Received 0 Likes
on
0 Posts
When you push the disconnect button on the Airbus you are not disconnecting the autopilot. You are changing the inputs the autopilot receives to fly the aircraft to the side stick from the FCU or MCDU. The rest of the aviation world calls this control stick steering or CSS. You are correct Airbus does not use this term but a duck is still a duck even if you call it a chicken.
Join Date: Mar 2012
Location: Having a margarita on the beach
Posts: 2,423
Likes: 0
Received 0 Likes
on
0 Posts
Only half a speed-brake
Join Date: Feb 2010
Location: Right there...
Posts: 110
Likes: 0
Received 0 Likes
on
0 Posts
I think it is semantics. Sailvi767 has a valid point. I have to accept that I never thought of it this way but it makes sense. Some OEM may call it CSS, other CWS ( Control Wheel Steering ), etc. Something similar to ECAM and EICAS or TCAS and T2CAS. Even Winglets, Sharklets, Win Tip Fence, etc.
Join Date: Mar 2012
Location: Having a margarita on the beach
Posts: 2,423
Likes: 0
Received 0 Likes
on
0 Posts
I think it is semantics. Sailvi767 has a valid point. I have to accept that I never thought of it this way but it makes sense. Some OEM may call it CSS, other CWS ( Control Wheel Steering ), etc. Something similar to ECAM and EICAS or TCAS and T2CAS. Even Winglets, Sharklets, Win Tip Fence, etc.
Join Date: Sep 2000
Posts: 113
Likes: 0
Received 0 Likes
on
0 Posts
Sailvi767 - It's a while since I flew the A330, but take a look at your FCOM schematics. With the AP engaged, the FG part of the FMGEC provides autopilot commands to the FCPCs (PRIMs). With the autopilot disengaged the sidestick provides those commands to the PRIMs. Regardless, when the AP is off, it is most definitely off. Are you confusing the AP with the PRIMs?
Citation2 - I am not trying to invent nonexistent limitations, rather I am trying to clarify what is poorly explained in the FCOM Limitations and much better explained in the AFM. Your previous post uses "CAT 1" and "CAT 2" a lot which worries me. These terms are FMGC capabilities, not minima or types of approach. Did you mean CAT I / CAT II? You do understand the difference? Minima is irrelevant when dealing with AUTO PILOT FUNCTION limitations. (It is relevant for Autoland though). Basically in this context, an ILS approach is an ILS approach is an....
I'll simplify the original question even more: you are flying an ILS approach and intend to manually land. What is the lowest height I can keep the AP engaged if the FMGC capability of "CAT2" or CAT3" IS displayed on the FMA? Clue: the answer is 160 ft AGL if "CAT2" or CAT3" is NOT displayed on the FMA...
Citation2 - I am not trying to invent nonexistent limitations, rather I am trying to clarify what is poorly explained in the FCOM Limitations and much better explained in the AFM. Your previous post uses "CAT 1" and "CAT 2" a lot which worries me. These terms are FMGC capabilities, not minima or types of approach. Did you mean CAT I / CAT II? You do understand the difference? Minima is irrelevant when dealing with AUTO PILOT FUNCTION limitations. (It is relevant for Autoland though). Basically in this context, an ILS approach is an ILS approach is an....
I'll simplify the original question even more: you are flying an ILS approach and intend to manually land. What is the lowest height I can keep the AP engaged if the FMGC capability of "CAT2" or CAT3" IS displayed on the FMA? Clue: the answer is 160 ft AGL if "CAT2" or CAT3" is NOT displayed on the FMA...
