#avgeek #aviation #blog #airline
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This week, we get more technical about just how things work in the Airbus cockpit . . . .
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| Cap'n has the aircraft! |
Once again, Dave W. sent in a nice round of technical Q's, so we'll start with some of his...
Do you have to use both left / right hands on the control stick, based on where you sit?
In the Airbus, if you're a First Officer, i.e., flying from the right seat, you fly the joystick with your right hand. Captains, in the Left Seat, use their left hand. I always joke that, being left handed, I'm a "Born Captain!"
You may think it would be strange flying with the "wrong hand," like writing with your opposite hand. But it takes all of 5 minutes to get used to it!
In the Airbus, if you're a First Officer, i.e., flying from the right seat, you fly the joystick with your right hand. Captains, in the Left Seat, use their left hand. I always joke that, being left handed, I'm a "Born Captain!"
You may think it would be strange flying with the "wrong hand," like writing with your opposite hand. But it takes all of 5 minutes to get used to it!
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| Turnin' & burnin'! |
What is the fuel burn-rate of your aircraft? Taxi? Cruise? Climb?
First of all, “miles per gallon” doesn’t work in an airplane. Fuel is a volatile gas, and temperature and pressure affect the volume. So, we use weight, in pounds (1 gal. = 6.4-6.8 lbs.) Secondly, our speed over the ground is dependent on winds, just like a boat in a river is affected by current. So, we use “pounds per hour” burned.
In short, we burn about 4-6,000 lbs per hour at cruise, depending on altitude and load. Conservatively, that's about 100 lbs per minute. This makes it very easy to determine how many minutes you have for a given fuel load.
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The most common time we'll use this estimate is when we have to enter holding and need to know how long we can hold before having to divert to our alternate airport.
For taxi, we'll burn between 300-800 lbs, depending on how much traffic, taxi time, etc.
How is your route determined by the dispatcher? Factors?
By the Dispatcher, via the computer. The computer will factor in all the data, including predicted winds aloft, weather, and traffic flow, to come up with an ideal route and altitude. Often we will step up or down in Flight Levels to take advantage of winds as well.
Often, our "best route" is a mighty circuitous one! That is, if we go the Great Circle Route, i.e., "straight to destination," we'll burn MORE gas and take LONGER to get there!
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| The Loadmaster will use a sophisticated computer program, like this ocean vessel's, to calculate W&B data. |
How is an aircraft balanced, when it is loaded? What does the Loadmaster do?
Weight and Balance loading is critical, even in large airliners.
Like ships on the sea, they have to be balanced properly and not overloaded. We have a "Loadmaster" who collates all the data—passengers, cargo, fuel, etc. That is then loaded into a sophisticated W&B computer to determine proper loading.
On some military aircraft, especially cargo carriers, the Loadmaster actually flies onboard as part of the crew.
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| W&B data gets loaded into the MCDU prior to takeoff. |
We receive the "Numbers" on taxi out, and have to load the data into the onboard computer so it can properly assess actual weight, fuel burn, etc. If you're ever on a plane or listening to Tower ATC on liveatc.net and a pilot says they're "waiting for the numbers," that's what they mean!
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| Cost Index today: 35! |
What is the Cost Index, and how do you use it?
The Cost Index is a pretty cool feature.
First, a quick lesson: the faster a jetliner goes, the more fuel it burns. And we're talking hundreds, if not thousands, of gallons! That's the reason, when you're late, the Captain may elect not bump up the speed to make up for it. Gobs more fuel burned for only a few minutes made up—and he may need to hold that extra fuel in reserve for potential weather deviations, traffic holds, etc.
For each flight, the computer can calculate the ideal climb and cruise speed for the given price of fuel, balanced against aircraft weight, cruise altitude, fuel burn, winds, length of leg, etc. etc. This number is entered into the MCDU and would dictate all the speeds--climb, cruise, descent, for maximum savings.
Here's a PDF download from Airbus regarding the Cost Index. It's crazy-hi tech, for you AvGeek engineers!
https://docs.google.com/viewer?a=v&q=cache:8C3govvnlNsJ:www.smartcockpit.com/download.php%3Fpath%3Ddocs/%26file%3DGetting_To_Grips_With_The_Cost_Index.pdf+&hl=en&gl=us&pid=bl&srcid=ADGEESj37R81xDJmh-hXfYMAhMEL7ak0s2IVbN32Q13xfBN9EXJETltVxWQZR_aAwg7-BnKur6Wrx0Qf67CkXXodScRrc2WMFxpZj8C4p7pBnGFBwMbfuyHVI-5s9byOpZUOBQOC29gG&sig=AHIEtbRfi0AVc_m7mle78MGZTJSym8mQeA
First, a quick lesson: the faster a jetliner goes, the more fuel it burns. And we're talking hundreds, if not thousands, of gallons! That's the reason, when you're late, the Captain may elect not bump up the speed to make up for it. Gobs more fuel burned for only a few minutes made up—and he may need to hold that extra fuel in reserve for potential weather deviations, traffic holds, etc.
For each flight, the computer can calculate the ideal climb and cruise speed for the given price of fuel, balanced against aircraft weight, cruise altitude, fuel burn, winds, length of leg, etc. etc. This number is entered into the MCDU and would dictate all the speeds--climb, cruise, descent, for maximum savings.
Here's a PDF download from Airbus regarding the Cost Index. It's crazy-hi tech, for you AvGeek engineers!
https://docs.google.com/viewer?a=v&q=cache:8C3govvnlNsJ:www.smartcockpit.com/download.php%3Fpath%3Ddocs/%26file%3DGetting_To_Grips_With_The_Cost_Index.pdf+&hl=en&gl=us&pid=bl&srcid=ADGEESj37R81xDJmh-hXfYMAhMEL7ak0s2IVbN32Q13xfBN9EXJETltVxWQZR_aAwg7-BnKur6Wrx0Qf67CkXXodScRrc2WMFxpZj8C4p7pBnGFBwMbfuyHVI-5s9byOpZUOBQOC29gG&sig=AHIEtbRfi0AVc_m7mle78MGZTJSym8mQeA
These days, we do a blanket number of "35", which gives a decent average fuel savings without going through all the calculation hoops for each flight. If we are ahead of schedule, we'll enter a new cost index of "10", which slows us back. We still arrive on time or early, but saves gobs more fuel. The highest number you can enter, which gives the fastest speed (usually M.80 or so), is 99.
I understand that on take off, you advance to 50% till stabilized then set FLEX (Flexible temp, or Reduced Thrust) or TOGA (takeoff/go around thrust) detent. I seem to remember reading that the engines have a dead zone where you have to power straight through - you ever heard of this or am I miles wide of the mark?
You're right on the money! The older model (the A1's I believe) were found to have a "harmonic zone" where the fan blades would receive excessive fatigue, and wear out early. Later models addressed this via the ECU (Engine Fuel & Control Unit, which would keep the power out of this zone), but to be safe we were trained to stabilize the power at about 50% N1 for a couple seconds before cobbing it to takeoff power.
Coincidentally, the "safe zone" is somewhere around the "T", as in "Thrust," on the "A/THR" notation on the levers. We still use that method today.
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| On takeoff, we pause a few seconds for spool-up at the "T" before adding full power. |
Upon rollout after landing how do you deactivate the autobrakes, is it by tapping the toe brakes?
Again, right on the money, my friend!
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| "TO SHIFT" (artificially highlighted in red) tells the computer how far down from the runway end we are departing. (Note: MCDU=Multipurpose Control Display Unit--our computer interface with the airplane.)Thanks, Rory, for this great pic! |
Hey Capn Aux, I'm
just wondering what does the "TO SHIFT" on the Take Off page of the MCDU
mean, and what is it used for? Thanks.
—Rory F.
—Rory F.
Funny you should ask, we just used it! When you throttle up on the runway for takeoff, the MCDU updates our position to the IRS system, knowing we are taking off at the end of, in your case, 25R. If we take off from an intersection, however, we need to tell the box how far away we are from that. We took off on KJFK Rwy 31L at intersection Kilo-Echo, for example, so we entered "3600", as in 3,600 feet from the rwy end!
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| 25R Runway end, vs. A3 intersection. Thanks again, Rory, for the pic! |
So, in my example above, if I took of from Intersection A3, I would enter the distance from that point to the RWY25R point?
Correct! You'll find the distance data on the Airport Diagram. A3 Intersection takeoff. Performance must be calculated to ensure a safe takeoff from this intersection, and the MCDU must be told the "TO SHIFT"—ie, distance from the runway end to A3, in order to update the IRS as to the aircraft's position.
If you forget to plug it in, there will be a bit of a "bias" error built in to the NAV data, but the constant updating from VOR triangulation (& GPS, if equipped) will eliminate the bias error pretty quickly, so it normally wouldn't be a major issue.
If you forget to plug it in, there will be a bit of a "bias" error built in to the NAV data, but the constant updating from VOR triangulation (& GPS, if equipped) will eliminate the bias error pretty quickly, so it normally wouldn't be a major issue.
Once you are cleared for a visual approach to a runway, can you still do an ILS?
—Zack S.
Yes. Think of an ILS as a straight-in approach. During an actual ILS, you would be vectored to the final, straight in ILS approach somewhere OUTSIDE the FAF (Final Approach Fix, 5-7 miles from the runway.) The FAF is also about where you will intercept the glideslope of an ILS. The ILS glidslope is about the same descent path you'd use, regardless of whether on instruments or visual.
Either way, flying visually or doing the official ILS, the easiest thing to do is arm the ILS approach to intercept, and fly the course and track to the runway. So, while you're flying visually, you can still "back it up with the ILS." It's just good practice to keep you more aligned for a good landing.
Operationally, being cleared for a visual or an ILS are virtually the same thing. In either case, ATC is vectoring you to intercept the final approach course on a specific heading, usually within 30 degrees of final. If you are cleared for a Visual approach, the rules are much more relaxed for aircraft clearance.
—Zack S.
Yes. Think of an ILS as a straight-in approach. During an actual ILS, you would be vectored to the final, straight in ILS approach somewhere OUTSIDE the FAF (Final Approach Fix, 5-7 miles from the runway.) The FAF is also about where you will intercept the glideslope of an ILS. The ILS glidslope is about the same descent path you'd use, regardless of whether on instruments or visual.
Either way, flying visually or doing the official ILS, the easiest thing to do is arm the ILS approach to intercept, and fly the course and track to the runway. So, while you're flying visually, you can still "back it up with the ILS." It's just good practice to keep you more aligned for a good landing.
Operationally, being cleared for a visual or an ILS are virtually the same thing. In either case, ATC is vectoring you to intercept the final approach course on a specific heading, usually within 30 degrees of final. If you are cleared for a Visual approach, the rules are much more relaxed for aircraft clearance.
Also, is it possible to do a visual with Autopilot? Or only flying by hand?
You can hand fly an ILS or visual approach, and you can fly an ILS or visual approach on the autopilot. Either way is fine—pilot's choice!
What may be confusing you is that, once you call the field "in sight," ATC can clear you for a visual approach w/in 30 miles of the airport. So, you could be on a downwind, base, whatever, when you are cleared. So, it's up to you to turn however you want. But, eventually, you're going to end up on Final, on a straight-in approach to the runway, 5 miles or so out. The ILS localizer course will be exactly on this track as well, so it's easiest just to fly yourself to an intercept course then arm the localizer/ILS button to intercept.
You can hand fly an ILS or visual approach, and you can fly an ILS or visual approach on the autopilot. Either way is fine—pilot's choice!
What may be confusing you is that, once you call the field "in sight," ATC can clear you for a visual approach w/in 30 miles of the airport. So, you could be on a downwind, base, whatever, when you are cleared. So, it's up to you to turn however you want. But, eventually, you're going to end up on Final, on a straight-in approach to the runway, 5 miles or so out. The ILS localizer course will be exactly on this track as well, so it's easiest just to fly yourself to an intercept course then arm the localizer/ILS button to intercept.
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| Otto has the aircraft! |
Most pilots "kick off" the autopilot on short final and land by hand. Otherwise, the autopilot can do an "Autoland." But, certain parameters have to be met, regarding operational equipment on the plane and on the ground, for an autoland to take place.
What are the procedures involved in a diversion, specifically how you update the MCDU? Are
you cleared to a waypoint or fix by ATC and then build the plan from
that point? Do you delete the existing plan and build a new one?
—Dave W.
We type the Alternate into the INIT page before the flight, to estimate the fuel needed and keep an eye on the extra.
We type the Alternate into the INIT page before the flight, to estimate the fuel needed and keep an eye on the extra.
If we actually need to divert, we will "Line Select" a
random waypoint from the left side. On the page that pops up, we can
type in a "New Dest," say, "KDEN" (Denver Int'l.) From there, we manually build the flight plan back in.
Most often, ATC will vector us to a waypoint along that route.
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| The Gimli Glider--now serving downtown Gimli, Manitoba, right from the highway! |
What is your typical Fuel On Board on arrival - I'm guessing a couple
of thousand kilos? - (or do you work in lbs - remember the Gimli Glider)
Haha thanks for reminding me of the Gimli Glider! (Wiki: http://en.wikipedia.org/wiki/Gimli_Glider)
Standard arrival for our fleet of A320-class is around 4,000 lbs, which gives us around an hour of fuel. Get much below that and we start getting nervous!
Several related Q's by Dave W. and Junior M. about taxiing and turning:
Standard arrival for our fleet of A320-class is around 4,000 lbs, which gives us around an hour of fuel. Get much below that and we start getting nervous!
Several related Q's by Dave W. and Junior M. about taxiing and turning:
How do pilots know how to time turns when taxiing? Let's say a pilot is taxiing on to the runway and the pilot gets so far out without turning that all the passengers are able to see the runway straight ahead, how do they know when to make that turn to get ready for takeoff?
—Junior M.
Haha good Q! Not really sure of an answer, other than you learn to "eyeball" it! We fly the plane so much, it becomes second nature. Even so, we all err a little bit here and there, so hopefully we have some fudge factor!
I play a lot of flight simulators. When I'm on the ground taxiing, I have struggle doing turns at 30mph, so I wondered, what is the taxiing speed and is it hard to turn while around 30-40mph?
—Junior M.
Wow, you're a speedracer! Our max taxi speed STRAIGHT AHEAD is 30! To turn, we're down around 10-15 max!
—Junior M.
Haha good Q! Not really sure of an answer, other than you learn to "eyeball" it! We fly the plane so much, it becomes second nature. Even so, we all err a little bit here and there, so hopefully we have some fudge factor!
At what sort of speed can you take the hi-speed exit off the runway?
—Dave W.
We
are never watching the "speedometer" (airspeed indicator) at that point
because it's irrelevant! I'm guessing somewhere around 40-50 kts, but we
are still romping on the brakes pretty good at that point. By the time
we turn onto the taxiway, we are down to horse n buggy speed (a
little aviation trivia: the first Federal Aviation Regulations, circa
1920's, called for a taxi speed of "no more than a brisk walk") —Dave W.
I play a lot of flight simulators. When I'm on the ground taxiing, I have struggle doing turns at 30mph, so I wondered, what is the taxiing speed and is it hard to turn while around 30-40mph?
—Junior M.
Wow, you're a speedracer! Our max taxi speed STRAIGHT AHEAD is 30! To turn, we're down around 10-15 max!
Reminds me of a fun video (caution, I think they're cussing in German!)
— — — — — — —
DID YOU LIKE THIS POST? Me too!
If so, I invite you to COMMENT, SHARE, TWEET, LIKE, EMAIL &/or +1 below!
It's right after "Cap'n Aux links and just before the next post.
It looks like this:
— — — — — — —
RELATED POSTS
PART I
"Cap'n Aux, have you ever..."
PART II
A day in the life of an airline pilot
PART III, 2.0
Technical Questions, the Sequel
PART IV
Question Potpourri
PART IV, 2.0
Question Potpourri, the Sequel
———————————————
DON'T FORGET, Weds @ 11:00am PHX:
preempting our Q&A series
—————————————
Posting April 10 @ 11:00PHX:
Cap'n Aux answers readers' Q's—Part III, v. 2.0!
Cap'n Aux answers readers' Q's—Part III, v. 2.0!
An AvGeek's technical wet dream continues!
Sample Q's:
—What are some of the controls in the cockpit, and how do you use them?
—Bill K.
—How do you cold start the A320?
—Dave W.
—How do you memorize the overhead panel?
—Junior M.
—————————————
Posting April 24 @ 11:00PHX:
Cap'n Aux answers readers' Q's—Part IV
YOUR Q's that you've been sending me during this series!
Sample Q's:
—What are some of the controls in the cockpit, and how do you use them?
—Bill K.
—How do you cold start the A320?
—Dave W.
—How do you memorize the overhead panel?
—Junior M.
—————————————
Posting April 24 @ 11:00PHX:
Cap'n Aux answers readers' Q's—Part IV
YOUR Q's that you've been sending me during this series!
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| VISIT THE LAST BUSH PILOTS HOME PAGE |
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Yay! I am left handed. These are awesome and I ENJOY reading these. - Jordan
ReplyDeleteWe are all born right handed, Jordan; only the best of us overcome it. ;-)
DeletePaaaaLEEEZE...........Cappy......!!!!!!!!!!
DeleteOkay - forget the time it took you to put this post together - it's going to take me ages to digest it all!! LOL Great post!! BTW - I'm a lefty too - so - natural Captain - and - I always have my joystick on the left when I fly Flight Sim - even though most of the flights are with a B - not an A :)
ReplyDeleteHaha yes, Mark, as I had told you, I hit one wrong button and deleted the entire post two days ago, and had to rewrite it nearly from scratch!
DeleteWith an artificial, spring-loaded joystick, and with autothrust and autotrim, the Airbus is the closest thing your joystick will emulate on Flight Sim! Try it with the opposite hand some time. In reality, you'd probably fly both seats in your career! ;-)
Ahhh - true - I would - but - at my age - my career is Flight Sim - so - I'll stick to the left seat!! LOL
DeleteCappy......you may need to slow the 'posts' a bit...HOLY Shit..Can I get an "AMEN" ........from Mark...........LOL>.!!!
DeleteOMG........Do I remember the Pure effing Agony.......of accidently 'deleting' a complete post.....I swear I thought I was going to lose my mind!!!!!!!!!!!!!!!!
You can imagine my relief...when I was reminded that I have no 'MIND'.......PHEW!!!!!!
What did I just read? "whah, whah, whah, whah, whah...blah, blah, blah..."
ReplyDeleteJust kidding...sort of. This stuff is all so over my head. Good thing I am not a pilot, and my pilot keeps this stuff at work.
Give me the juicy stuff!
Hahaha! Joanna, for most of my readers here, this IS the juicy stuff!
DeleteBear with me for 1 more post (part 2 of the Tech Q's), and we're back to the more general Q's that you may like!
Also, next week, as I'm sure you noticed, I'll publish the "The Flight Gathers" video, which I think you AND Steve will love!
Eric
Hi Eric,
ReplyDeleteYou have made an UberGeek very happy! I love the bespoke MCDU pics showing the relevant pages, thanks for that - I can't help noticing how clean your MCDU is, you must have been hard at work with that paintbrush!! LOL
My fav answer has to be the divert explanation, I will set off on a 3 hour virtual flight and after an hour or so I get the call that dinner is ready,so a good excuse to get the bird on the ground asap!
Glad to see I'm not the only Geek around here!!
Looking forward to the GoPro vid - frankly I'm amazed you find time to go flying!!
All the best to all
Dave W
Haha coming soon, a photo of said famous brush! But...I was thinking how "dirty" those buttons were looking, lol!
DeleteHappy diverting--don't become a Gimli Glider!
PS--GoPro vid finished and uploaded. The Countdown BEGINS!!!
DeleteOH Cappy....another GOLD STAR award.....for this 'POST'..!!!
ReplyDeleteFirst..."Go Pro Vid"...the "WATCH" begins.......Mmmmmmmmmm.......would that be the 'WRIST WATCH'........LOLOLOL!!!!!!!
God, I couldn't pass that one..up..........!!!!!!!
Excuse please....;))))
and Yes Yes.....when I am listening to my JFK on live ATC.......the pilots many times...can't continue.......as they are waiting on their 'Numbers'......so now I get it Cappy!!!!!!!!!!
usually they'll ask for 30 seconds are so...'waiting on #'s'.......
Love the 747 racing videos.......Thats one can never get tired off!!!!!!!!
That's a repost......for sure...!!!
Gotta go.......check ya later.....Cappy.......of course, I have more to say.......
MissTWA
Yes, Miss T, I was thinking you're a little "scant" on your words this time! ;-)
DeleteAnother "wrist watch" debuts in this vid, hint hint....!
Stop salivating, Deary! The vid will be here b4 u know it!
PS—In the meantime, Google "Game of Thrones" and brush up on your knowledge, to get the full effect of the vid!
DeleteAwesome post! Really cool and informative Q+A write-up.
ReplyDeleteThis should definitely become a regular part of your blog. Having the chance to ask pilots about the things which happen during a flight, from a pilot's perspective, is an awesome thing. I can't wait to think up a few questions for you sometime!
Thanks for the awesome post,
Swayne Martin
http://martinsaviation.blogspot.com/
Hey, Swayne, of http://martinsaviation.blogspot.com/ !
DeleteSo glad you're liking this! You're not alone. What I intended to be a 3-part series has swelled to 6! I think you've got a good idea there. I might start including a "question of the week" type section to each new post!
Eric
More great secrets! And surprising some of the things your bus does are different from mine. But all in all... you've got to love the bus! Nice you can post charts. I can't. Mine are top secret or something. :)Thanks for another great post!
ReplyDeleteHi Karlene, of karlenepetitt.blogspot.com/ !
DeleteHaha, the vast majority of "secret charts" I Googled!
I'd be curious to hear the differences in 320 v. 330. I'm sure like any model, there's an "evolution in design." ;-)
I'm with Capn Aux Karlene - would love to see some differences to the big brother!!
DeleteGreat post Cap'n, learnt a lot of new things just by reading it, nice touch with the accompanying pictures, love it!
ReplyDeleteJake (pilotjake.blogspot.com)
Thanks Capt. Eric. This is a great series. Most is refresher material, but some it new - and all is good and I'm enjoying the series, a lot. Thanks!
ReplyDeleteEarly in Part III there brief mention of the Cent. Ped. with a good pic. I understand the difference between "Thrust" and "Throttle," but I'm not sure it make a lot of difference. On either side of the Propulsion Force Levers (PFLs) is the Vertical Trim Wheel (VTW). In the 'old days,' with direct mechanical linkages, a VTW of that size (diameter) was likely necessary to achieve enough force to move the elevator. In today's world of fly by wire (FBW), the pilot's elevator trim instructions are transmitted electronically to actuators that have replaced the cable links. Electrons don't need force or leverage, so why do the VTWs remain so large, and especially when you don't really use the wheel itself, but some dashboard setting, to adjust vertical trim? It seems like a waste of very valuable real estate on the cent. ped. and might even be a weight issue. (Those wheels look like something one might use to add weight for bench pressing, if they are made of metal. Even in "Alternate Modes," or Reduced Function Modes, the instructions to the elevator still move from the flight deck to the elevator as electrons, not as physical force. Why do the wheels remain so large when a simple knob or Up/Down button should be able to do the same thing. What am I missing?
Thanks again for this fun series and keep on posting. -C.
So sorry, Cedarlgen, I never realized I hadn't answered this!
DeleteA very astute observation about the ginormous trim wheels. I've wondered that myself! In C-152's, for example, the trim is a tiny wheel on the console. My best guess as to the answer is that it's mainly for ease of convenience having them so big. You can reach down and trim without looking/searching for it. The other controls (landing gear, flaps) can be relatively small because the PNF (Pilot Not Flying) is manipulating them, rather than the PF. It also may be influenced by the evolution of design to which you allude.
Thanks for the comment!
it was a wonderful chance to visit this kind of site and I am happy to know. thank you so much for giving us a chance to have this opportunity.. how-do-aux-cables-work
ReplyDeleteHow exciting and interesting it is to diving in the air from a plane. I wish to have a diving in the air. Great post.
ReplyDeletecompare airport parking