What is damping mode in A320?
Only half a speed-brake
Mileage may vary.
FCTM with the new workflows - don't have that one myself.
Re the MCDU;
Don't worry too much - the basics of flying, instrument scan, and understanding and controlling the aircraft need to be acquired first.
But as I said earlier, if you have spare capacity it would be helpful if you know how to input a basic set-up e.g.:
City pair.
SID.
STAR.
Runways and approach type.
Cruise Alt.
Take off mass and V speeds.
Tower wind and outside air temperature.
How select and programme a holding pattern.
All these data will be given to you initially; you just need to know how and where to put them in via the MCDU - it is not difficult, but it helps to know.
If you can do these basic inputs, it will save time in the SIM setting up. It will also let the TRE see that you are reasonably competent and don't need baby sitting over every detail, which will make his/her life easier. But again, learning to control and fly the aircraft is the priority.
Don't worry too much - the basics of flying, instrument scan, and understanding and controlling the aircraft need to be acquired first.
But as I said earlier, if you have spare capacity it would be helpful if you know how to input a basic set-up e.g.:
City pair.
SID.
STAR.
Runways and approach type.
Cruise Alt.
Take off mass and V speeds.
Tower wind and outside air temperature.
How select and programme a holding pattern.
All these data will be given to you initially; you just need to know how and where to put them in via the MCDU - it is not difficult, but it helps to know.
If you can do these basic inputs, it will save time in the SIM setting up. It will also let the TRE see that you are reasonably competent and don't need baby sitting over every detail, which will make his/her life easier. But again, learning to control and fly the aircraft is the priority.
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Re the MCDU;
Don't worry too much - the basics of flying, instrument scan, and understanding and controlling the aircraft need to be acquired first.
But as I said earlier, if you have spare capacity it would be helpful if you know how to input a basic set-up e.g.:
City pair.
SID.
STAR.
Runways and approach type.
Cruise Alt.
Take off mass and V speeds.
Tower wind and outside air temperature.
How select and programme a holding pattern.
All these data will be given to you initially; you just need to know how and where to put them in via the MCDU - it is not difficult, but it helps to know.
If you can do these basic inputs, it will save time in the SIM setting up. It will also let the TRE see that you are reasonably competent and don't need baby sitting over every detail, which will make his/her life easier. But again, learning to control and fly the aircraft is the priority.
Don't worry too much - the basics of flying, instrument scan, and understanding and controlling the aircraft need to be acquired first.
But as I said earlier, if you have spare capacity it would be helpful if you know how to input a basic set-up e.g.:
City pair.
SID.
STAR.
Runways and approach type.
Cruise Alt.
Take off mass and V speeds.
Tower wind and outside air temperature.
How select and programme a holding pattern.
All these data will be given to you initially; you just need to know how and where to put them in via the MCDU - it is not difficult, but it helps to know.
If you can do these basic inputs, it will save time in the SIM setting up. It will also let the TRE see that you are reasonably competent and don't need baby sitting over every detail, which will make his/her life easier. But again, learning to control and fly the aircraft is the priority.
Basically, I had a lot of free time because of which I decided to just get a 'more than basic' understanding of the A320. In my mind, I just wanted to be slightly ahead of the learning curve for when I leave for my training in about 10 days. I've heard type rating on the A320 is like soaking in information from a fire hose
Regarding the instrument scan pattern, do you have any good documentation or videos I can refer to? I can and will google all this, but if I get a verified source from pilots like yourself, I'll know that whatever I'm reading and studying is all bona-fide. Then I can practice a bit on the SIM. Not the flying part of course, since I don't think a home sim could exactly replicate the physics of flying an actual aircraft, just the basic procedures and scan pattern, as you mentioned.
I'm also going through the checklist both as PF and PM. Is it a bad idea? Should I stop?
I haven't been flying since the past 2 years courtesy covid, and I'm pretty sure I'm a bit rusty with IFR haha. I have this opportunity finally. I don't want to mess it up and want to be as prepared as I can. If you have any other advice for me, please let me know.
Thanks!
No time for a comprehensive reply at the moment. I don't know of any videos and am not a trainer, but as far as the instrument scan goes, the basic T scan still works on the PFD, but also include the ENG instruments on the EWD (top middle screen).
Even when on automatics, scan regularly - just a glance will normally do. If you see anything not quite right, make sure the automatics, including the auto-thrust, are compensating. If not, step in.
Don't get suckered into the flight director. Look through it at the actual attitude of your aircraft. Always read, confirm and understand your FMA.
I would say no problem with reading PF and PM checklists if you have time, but I wouldn't try to learn them all as some do. You only need to learn the cockpit scans, flows and memory drill actions for PF and PM.
Master the side-stick and adjust the arm rest to support your forearm along it's length. Hold the side-stick fully, in a pistol grip. When the attitude is what you want, centre the side-stick then leave it centred until another correction is needed, and re-centre after that one and so-on. The Airbus FBW will hold your attitude within reason, so you don't need to continuously fiddle with it.
Understand how to operate the thrust levers, what all the detent positions do, and what the auto-thrust does, and what will happen if you click out of a detent.
Understand the speed tape, what all the bugs and indications mean and how the auto-thrust will react. Ditto Ground speed mini.
Good luck
Even when on automatics, scan regularly - just a glance will normally do. If you see anything not quite right, make sure the automatics, including the auto-thrust, are compensating. If not, step in.
Don't get suckered into the flight director. Look through it at the actual attitude of your aircraft. Always read, confirm and understand your FMA.
I would say no problem with reading PF and PM checklists if you have time, but I wouldn't try to learn them all as some do. You only need to learn the cockpit scans, flows and memory drill actions for PF and PM.
Master the side-stick and adjust the arm rest to support your forearm along it's length. Hold the side-stick fully, in a pistol grip. When the attitude is what you want, centre the side-stick then leave it centred until another correction is needed, and re-centre after that one and so-on. The Airbus FBW will hold your attitude within reason, so you don't need to continuously fiddle with it.
Understand how to operate the thrust levers, what all the detent positions do, and what the auto-thrust does, and what will happen if you click out of a detent.
Understand the speed tape, what all the bugs and indications mean and how the auto-thrust will react. Ditto Ground speed mini.
Good luck
Only half a speed-brake
Did we just suggest studying GS mini to someone who has not started the course yet?
Hope not, otherwise the next would be to go read about the different versions of (degraded) alternate law, why set MDH on an older QFE option airplane when flying QNH approach, different flap angles between 232 and 214.....
Sorry, exactly the wrong topic. One that will take days to understand and master + retain the knowledge as opposed to 10 minutes with a good instructor on APT.
Speaking of instructors - that is the reason behind having the FCTM. To cover and fill the holes left by imperfect human tutors. Some are beartraps.
Hope not, otherwise the next would be to go read about the different versions of (degraded) alternate law, why set MDH on an older QFE option airplane when flying QNH approach, different flap angles between 232 and 214.....
Sorry, exactly the wrong topic. One that will take days to understand and master + retain the knowledge as opposed to 10 minutes with a good instructor on APT.
Speaking of instructors - that is the reason behind having the FCTM. To cover and fill the holes left by imperfect human tutors. Some are beartraps.
You might be right, perhaps not needed for the Sim, but I have witnessed type-rated line pilots who clearly had no clue how G/Smini works or what it does, and they almost panic when the speed bug jumps 20kts up and down on approach.
They seem to think the auto-thrust is going wrong and sometimes take it out and fly the old fashioned way - constant IAS - not realising that that is more dangerous, without a fixed IAS increase above Vapp.
Sim rarely has turbulence or wind gradients on approach
.
They seem to think the auto-thrust is going wrong and sometimes take it out and fly the old fashioned way - constant IAS - not realising that that is more dangerous, without a fixed IAS increase above Vapp.
Sim rarely has turbulence or wind gradients on approach
.
Last edited by Uplinker; 17th May 2022 at 09:46.
Only half a speed-brake
Agreed, it is part of the TR knowledge.
Explained once during the course and then stored in the very far corner of the server room, only to be later revived by LTI during IOE.
It was an item on the 'mandatory training and demonstration topics' on the linetrainings I've seen.
You want to have the FCTM from early on to see which topics the instructors miss altogether.
Explained once during the course and then stored in the very far corner of the server room, only to be later revived by LTI during IOE.
It was an item on the 'mandatory training and demonstration topics' on the linetrainings I've seen.
You want to have the FCTM from early on to see which topics the instructors miss altogether.
Last edited by FlightDetent; 17th May 2022 at 15:16.
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You might be right, perhaps not needed for the Sim, but I have witnessed type-rated line pilots who clearly had no clue how G/Smini works or what it does, and they almost panic when the speed bug jumps 20kts up and down on approach.
They seem to think the auto-thrust is going wrong and sometimes take it out and fly the old fashioned way - constant IAS - not realising that that is more dangerous, without a fixed IAS increase above Vapp.
Sim rarely has turbulence or wind gradients on approach
.
They seem to think the auto-thrust is going wrong and sometimes take it out and fly the old fashioned way - constant IAS - not realising that that is more dangerous, without a fixed IAS increase above Vapp.
Sim rarely has turbulence or wind gradients on approach
.
Exactly.
I am not a trainer but I once had to explain - with diagrams - to a very experienced Captain, (ex Boeing type rated), what G/Smini was actually doing in varying headwinds.
He wanted to pull selected speed to stop the IAS bug moving and the auto-thrust reacting.
I think they get nervous if thrust is added at very short finals.
Anyway, sorry for the thread drift.
I am not a trainer but I once had to explain - with diagrams - to a very experienced Captain, (ex Boeing type rated), what G/Smini was actually doing in varying headwinds.
He wanted to pull selected speed to stop the IAS bug moving and the auto-thrust reacting.
I think they get nervous if thrust is added at very short finals.
Anyway, sorry for the thread drift.
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Damping mode simply means that the elevator is not hydraulically controlled. You must remember that all surfaces are electrically controlled and hydraulically actuated. So if the hydraulics fail, then with what will you control the elevator?
As stated in post #4 In more detail; the hydraulic flow and return pipes to the jack are connected together with a valve and away from the supply and return lines, forming a closed-circuit passageway through which fluid can flow when the piston is moved, (by the other jack acting on the control surface). The slight resistance to the flow of this fluid through the closed-circuit passageway when the piston moves, is what provides the damping effect.
I cannot find the diagram of this in the FCOM now - sure it used to be there?
In more detail; the hydraulic flow and return pipes to the jack are connected together with a valve and away from the supply and return lines, forming a closed-circuit passageway through which fluid can flow when the piston is moved, (by the other jack acting on the control surface). The slight resistance to the flow of this fluid through the closed-circuit passageway when the piston moves, is what provides the damping effect.I cannot find the diagram of this in the FCOM now - sure it used to be there?
