Airbus pilots please help.

[CKlimko]

Hi, I don't know if I am allowed to post questions like this, but I had a few about the Airbus 320 series, for anyone who flies the jet, I certainly appreciate any feedback.


1. When on approach, do you always fly with selected speed on to maintain the calculated Vapp speed as determined in the APPR phase on the FMGC, or can you physically move the throttles from indent to indent to gain, bleed of speed? Although wouldn't it keept turning on A/THR?

2. On a typical take-off, and approach in the evening, or early morning, can you have the panel lights on? You know the orangish colored lights that are just under the FCU? Does your airline permit any such light?

3. On departure, when you advance the throttles to FLEX, or TO/GA, after you pass the CL indent, does it automatically turn on the A/THR then as you move it to the FLEX or TO/GA take your hand off the throttles? For example, when taxing, say you need to give the jet some thrust, can you go past the CL indent without the A/THR turning on?

4. When the altitude call-outs are made on flare, do you yourself always retard the throttles when that call is made? Or say your a little high will you retard before, and the same thing when too low, and just retard after the call-out was made?

Thanks again for any help you have to offer,

 

[dgs]

1. We fly managed speed on final to take advantage of GS mini (an adjusted final approach speed due to winds). You can physically move the "thrust levers" if you want to fly manual power, but it's not a good way to fly the aircraft. No, it doesn't keep turning on the autothrust. The levers are pretty far aft on approach (with manual power control). Pulling the levers to idle to force the power back to drop speed is a very ugly way to fly the airplane. If you are flying the airplane properly and need the thrust at idle, it should already be there in autothrust.

2. The lights are dimmable. People set them where they are comfortable, but they really don't illuminate anything you need to see during normal ops. About the only time I turn them up is to see the cell call placard when going to SJU. I usually keep them very dim or off.

3. FLEX or TOGA "arms" the autothust, but autothrust does not activate until you come back into the CL detent. You do not take your hands off the thrust levers until V1, in case of a reject. You'll be out of control in a heartbeat if you go past CL during taxi. You only need to come slightly out of idle for anything you need to do during taxi, even with a heavy airplane.

4. I retard to idle at 50ft, but may hold the power slightly longer based on winds and descent rate. Autolandings are softer with power in until the "retard" callout.

 

[English]

Does it bother anyone else here, that in the post 9/11 environment, we are answering such detailed questions about flying an Airbus asked by a 10-20 hour student pilot with only c152 time?

 

[CKlimko]

Sorry if that bothers you, but to back myself up, show I have no intention of any such thing, I have this add-on for a game that your about to see, and wanted to know some things that there manual did not cover, http://www.avsim.com/pages/0402/pss_airbuspro/pss.html

And the company that makes this add-on, www.phoenix-simulation.co.uk/

Sorry again if I bothered you, was not my intention. And thank you for the reply up at the top, I certainly appreciate makes tons of sense now.

 

[English]

Thanks cklimko..what a great project!

Hope I didn't offend, it's just questions you posed are the types of things we are supposed to be leary of these days.

 

[CKlimko]

Nono, none taken, I would have felt the same way as you.

 

[JayDub]

Not at all, he is asking about procedures, not the mechanical workings. He has obviously already researched the aircraft. I guarantee you that he already knows enough (judging by his post) to use the aircraft in a devious manner, without asking these questions. In fact, these questions would in no way enable a person to use the aircraft in a way reminiscent of 9-11. , in and of themselves. Also, a person without noble intentions would only be more confused if they were to use DGS' answers without much more research through materials that are widely available, not to mention easy to find, on the internet.

Respectfully,

JayDub

 

[JayDub]

Sorry guys, my post was a few minutes late.

JayDub

 

[buzzer]

My comment on #1.

<1. When on approach, do you always fly with selected speed on to maintain the calculated Vapp speed as determined in the APPR phase on the FMGC, or can you physically move the throttles from indent to indent to gain, bleed of speed? Although wouldn't it keept turning on A/THR?>

Vapp in the FMGC is a static number. Most pilots use Managed speed which uses Vapp as a base number and constantly adjusts it for the current actuall conditions all the way in. You can set the bug manually if you want (there are times when you have to or want to).
Separately, you can use the autothrottle to fly those speeds or use the thottles manually like in any other aircraft to fly whatever speed you want. If the autothrottle is off you won't reengage the A/thr by playing with the throttle. If the A/thr is on and you move the throttles, you can change things..but that is a longer discussion. Many carriers teach use of the A/thr for arrival and landing. I happen to see about 60% usage rate though where I work.

 

[CKlimko]

Interesting, thanks for the feeback.