Hi Folks. I had no idea anyone would actually watch this! Anyway, sorry about the sound - this was a last minute thing in the simulator to show someone who asked for a demo. My ‘real job’ is as a training captain for an airline in the UK, so I have sat through a lot of these. The trick for glass cockpits is to develop a triangular scan of speed, localiser & glideslope - but keep your decreasing altitude in mind at all times. Don’t stay more than a couple of seconds on each one. The technique is to always go back to a steady attitude (typically 2.5 deg of pitch) and get back to wings level every time after an adjustment. That is easier said than done on the A320, but it is a vital part of a raw data approach. Don’t get fixated on one parameter. In terms of tracking, don’t worry about drift - if the localiser is left of the yellow marker, put the track diamond left of the magenta QDM sword. Similarly if you are low on the glide put the bird above 3 degrees down and vice versa. For speed control, ‘your trend is your friend’! Whenever you see the trend vector, increase or decrease thrust as required as the tip of the arrow touches the required speed - No N1 settings required. Hope that helps.
@@joemark1154 so glad you like it. I am not at all proficient at video editing but a, about to invest in a video editing program to sort out the sound track. Sorry it is really poor.
Nice video! It was very well executed. One thing that could help keep the LOC, with wind correction, is to pay attention on the heading scale green diamond. If you match it, it will help you keep the LOC without much variations. Please, share more videos like this. Happy landings!
@@andyleeatp8188 Hi Andy. This is with manual thrust! You can tell that by the Flight Mode Annunciator (FMA) lines above the display being blank. If it was using autothrust, it would say ‘SPEED’ in green. Hope that helps. Cheers. Angus
Maybe if possible you could help from the below? I'm at 140 knots following 354° inbound (CGS VOR).AP off. From my heading 354° to join 43°inbound RWY 04L,I need a right turn of 49°. If I calculate my time for turning, would be speed/3° standard turn = 140knots/3=16.3 seconds. Then my bank angle is (140/10)+7= 21°. From these assumptions and the fact that I cannot turn before 5 NM from VOR. How do I know then when to turn? If I use the other formula IAS ( approx to GS as close to RWY) squared / 10 , I get a radius of (140/60)2/10= 0.9 NM. But this assumes a standard bank angle of 25-30° right? Then in first assumption, my bank angle should be 21°. I'm confused there. If I use a third formula, 1% of GS, I get a radius of 0.7 NM (1.4/2) correct? Should I calculate the circumference of the circle and start turning from that circumference? It would be great if you could help me understand this!
@@chunthecaptain8086 The pink dot is the nominal path that the internal computer has calculated for a 3 degree glide path. It is, however, notoriously inaccurate and should be ignored. It can lead pilots astray and the glide slope diamond is what needs to be followed. In my 23 years as an Airbus pilot, I have never once used it!
Hi, sorry for stupid question: how come there are two different altitudes - one at the bottom of the circle, second in the right slope (like 570/1440)? Cheers
The one at the bottom of the ADI (circle, 570) is the altitude sensed by the radio altimeter. This is the actual height from the aircraft to the ground; The altitude you see on the right tape (1440) is the barometric altitude - without going into much detail, it’s the altitude sensed by the altimeter from the aircraft to mean sea level (MSL).
I tried it in direct law in a sim. I believe we also had degraded hydraulics. Just blue system remaining. The ECAM actually has some Blue ECAM actions that says "Rudder With Care." And Brother they weren't kidding. My fellow mechanic and I were pretty proud of ourselves getting the plane lined up and over the fence. Then when we got slower the rudder became .....sloppy. The aircraft started rolling off to one side and I tried to correct by sensing the hair stand up on the back of my neck. No good. I never did arrest the roll and the plane flipped inverted onto the runway. Sim of course. The instructor ended it before the sim reached it's stops. He said line pilots can do it.
Hi Folks. I had no idea anyone would actually watch this! Anyway, sorry about the sound - this was a last minute thing in the simulator to show someone who asked for a demo. My ‘real job’ is as a training captain for an airline in the UK, so I have sat through a lot of these.
The trick for glass cockpits is to develop a triangular scan of speed, localiser & glideslope - but keep your decreasing altitude in mind at all times. Don’t stay more than a couple of seconds on each one. The technique is to always go back to a steady attitude (typically 2.5 deg of pitch) and get back to wings level every time after an adjustment. That is easier said than done on the A320, but it is a vital part of a raw data approach. Don’t get fixated on one parameter. In terms of tracking, don’t worry about drift - if the localiser is left of the yellow marker, put the track diamond left of the magenta QDM sword. Similarly if you are low on the glide put the bird above 3 degrees down and vice versa. For speed control, ‘your trend is your friend’! Whenever you see the trend vector, increase or decrease thrust as required as the tip of the arrow touches the required speed - No N1 settings required. Hope that helps.
Truly awesome footage. Would LOVE to see more.
Great video, I come back to this time and again, every 6month before my check.
@@joemark1154 so glad you like it. I am not at all proficient at video editing but a, about to invest in a video editing program to sort out the sound track. Sorry it is really poor.
Best raw data skill test would be with bird off 😁 hella fun every-time you nailed it
Good job. I had fun watching. Very helpful for us prepping for recurrent
Great video. I sure hope to see more from this channel. Subscribing just in case. :)
Nice video! It was very well executed. One thing that could help keep the LOC, with wind correction, is to pay attention on the heading scale green diamond. If you match it, it will help you keep the LOC without much variations. Please, share more videos like this. Happy landings!
I am pretty sure he knows that.
@@athgt6630 yeah! But I didn't!
Took a while to get that CDI nuts on. I didn’t realize that big jet flies the approach so slow. Overall, nice job once you got her established.
Thank you for such great video. Can we have ILS RAW DATA approach with manual thrust shown please? Appreciate it .
@@andyleeatp8188 Hi Andy. This is with manual thrust! You can tell that by the Flight Mode Annunciator (FMA) lines above the display being blank. If it was using autothrust, it would say ‘SPEED’ in green. Hope that helps. Cheers. Angus
This is a ILS approach & Go Around, @ short final, 200 ft AGL, at the end yes?
Correct. Bottomed out at around 180 feet above the ground before the aircraft powered up for the climb again (which is normal)
I never saw the landing scales turn from two dots to one dot. When does that happen? At a certain DME or a certain altitude?
Maybe if possible you could help from the below?
I'm at 140 knots following 354° inbound (CGS VOR).AP off.
From my heading 354° to join 43°inbound RWY 04L,I need a right turn of 49°.
If I calculate my time for turning, would be speed/3° standard turn = 140knots/3=16.3 seconds.
Then my bank angle is (140/10)+7= 21°.
From these assumptions and the fact that I cannot turn before 5 NM from VOR.
How do I know then when to turn?
If I use the other formula IAS ( approx to GS as close to RWY) squared / 10 , I get a radius of (140/60)2/10= 0.9 NM.
But this assumes a standard bank angle of 25-30° right?
Then in first assumption, my bank angle should be 21°. I'm confused there.
If I use a third formula, 1% of GS, I get a radius of 0.7 NM (1.4/2) correct?
Should I calculate the circumference of the circle and start turning from that circumference?
It would be great if you could help me understand this!
Couldn’t hear you dude
What is the pink dot on the altitude bar?
@@chunthecaptain8086 The pink dot is the nominal path that the internal computer has calculated for a 3 degree glide path. It is, however, notoriously inaccurate and should be ignored. It can lead pilots astray and the glide slope diamond is what needs to be followed. In my 23 years as an Airbus pilot, I have never once used it!
Hi, sorry for stupid question: how come there are two different altitudes - one at the bottom of the circle, second in the right slope (like 570/1440)? Cheers
The one at the bottom of the ADI (circle, 570) is the altitude sensed by the radio altimeter. This is the actual height from the aircraft to the ground; The altitude you see on the right tape (1440) is the barometric altitude - without going into much detail, it’s the altitude sensed by the altimeter from the aircraft to mean sea level (MSL).
Try it in direct law...
I tried it in direct law in a sim. I believe we also had degraded hydraulics. Just blue system remaining. The ECAM actually has some Blue ECAM actions that says "Rudder With Care." And Brother they weren't kidding. My fellow mechanic and I were pretty proud of ourselves getting the plane lined up and over the fence. Then when we got slower the rudder became .....sloppy. The aircraft started rolling off to one side and I tried to correct by sensing the hair stand up on the back of my neck. No good. I never did arrest the roll and the plane flipped inverted onto the runway. Sim of course. The instructor ended it before the sim reached it's stops. He said line pilots can do it.
How long of a runway does the a320 need
69 000 feet
As long as a piece of string.
It can autoland vertically.
6,000 feet
Depends of the weight of the aircraft, weather conditions and other factors as well.
Put the olive on the martini stick
Tks
Thanks a lot
if someone watches this ten times, their raw data handling will be perfect
Aborted landing?