Airbus A320 Cockpit Tour: #9 - ADIRS Panel : What do all those buttons do?!
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- Опубліковано 8 вер 2024
- In this segment we will talk about the ADIRS panel on the Airbus 320. If you have questions and would like me to try and answer them, please PM me or leave a comment down below. I will do my best to get you the answers.
IG@mikeabignale
Mike, I can’t tell you how enjoyable and informative this series is. I have been flying the A320neo in MSFS for several months, and what you are teaching really fills in a lot of knowledge gaps. Thank you so much!
I learnt a fair bit from this and your other videos, a nice hidden gem on YT! 👍
Glad you enjoyed it!
I kind of like the "Older" ADIRS panel better than the newer one... It just has more functionality and acts like a display where you can see wind information and such.
Yes I agree with you! I have wondered why AIRBUS chose to make a new design for this panel? It seemed that the old one worked good and provided more data/functionality to the crew. Hmm, why fix it if it's not broke? Cheers my friend!
We could see how strong the cockpit doors are to open (even IF you are authorized to be in there), in the German Wings incident, when the captain was unable to get in again to prevent the crash.
Thanks for tuning in my friend!
very clear, rlly interesting, +1 :D
Thanks so much for tuning in my friend!
Great content! By the way, you can zoom with CTRL + ScrollWheel :)
Thanks for the tip Peter! I can fly an airbus but i struggle with my PC at at times haha. Cheers! Mike
Hello Mike,
I have just discovered your channel during my LIFUS training, and I must admit I enjoy your Cockpit Tour videos.
I would like to ask you a question.
So, we can see in procedure for IRS alignment, aircraft movement is not allowed. Since they are very precise instruments “laser gyros” I believe they are able to sense rotation of the earth, based on that, they are able to align. My question is, in case of loading procedure in the cargo compartments, that would increase disturbance during alignment procedure. I see that also as the aircraft movement. So should we then delay aircraft alignment procedure, and that could potentially affect our On Time Performance.
Great content! I wish that I had luck having someone like you during my LT.
Thanks!
Vuk
Certainly! The Inertial Reference System (IRS) plays a crucial role in aircraft navigation. Let’s delve into your question about alignment and its potential impact on On-Time Performance (OTP).
IRS Alignment Process:
The IRS relies on accelerometers and gyroscopes to detect acceleration and velocity along three perpendicular axes. During alignment, the IRS establishes the relationship between the aircraft’s reference axes (its “frame”) and the geographic reference (position and orientation) 1.
Alignment typically requires the aircraft to remain stationary for a period of time. This process ensures that the IRS initializes correctly and provides accurate navigation data.
Disturbances During Alignment:
You’re right that disturbances can affect alignment. These disturbances include:
Passenger Loading: Movement of passengers during boarding can introduce erratic motion, decreasing the IRS signal-to-noise ratio and slowing alignment 2.
Cargo Loading: Loading cargo into the compartments may also cause disturbances.
Wind Effects: Wind acting on the tail surfaces can impact alignment.
The filter gains used during alignment consider these disturbances, aiming for an optimum final alignment error 3.
Delaying Alignment:
Delays in alignment could indeed affect OTP. Here are some considerations:
Safety First: Alignment is critical for accurate navigation. Sacrificing alignment precision for OTP could compromise safety.
Balance: Airlines strive to strike a balance. While timely OTP is essential, ensuring precise alignment is equally important.
Operational Impact: Delaying alignment due to cargo loading might lead to longer turnaround times, affecting schedules.
Polar Latitudes: In polar regions, where alignment takes longer (up to 17 minutes), airlines may need to plan accordingly 1.
Fast Realignment: Some aircraft types offer fast realignment procedures, but these may not correct for Earth’s rotation during the process 4.
Conclusion:
Airlines must weigh the trade-offs between alignment precision and OTP.
Striking a balance ensures both safety and operational efficiency.
Remember, while bananas are great for scale, they won’t help us align the IRS! 🍌✈️
Awesome video (like the rest), but the question is: who is the blonde in your aircraft on minute 9:12/9:13 ??? Seriously, my compliments for your channel.
Hi Sir Mike, I'm just curious what if you were given an XYZ coordinates but instead you write ABC coordinates in your MCDU will there be some kind of disagreement with your location? TIA!
Hi Regis, this is a great question! Although I have never tested this, but I believe the alignment will not be able to complete itself and you will get a notification on the ECAM that there is a problem with the alignment.
Hello sir, my name is crispy shah. I am just an ab initio who will begin flying A320. I had a question- Is it correct to say that the probes are actually sending the information to ADIRUS but tehn Only ADR is using this information and IRS have no relation to it and also what is the relation of this ADIRs to Control laws basically law gets changed so what exactly is the relation? and also why should we first resolve ADR problem and then IR when a specific ADIRS has failed?
Hello, Crispy, thanks for tuning in my friend! Congratulations on being hired to learn the a320. You will love learning and flying it! Yes I would say that generally speaking the pito static instruments are only sending their data to the adrs and the inertial reference systems don't seem to have much need for this data. Although there maybe be some obscure tie in deep in the systems, I was not able to find any relation to these systems in the manual. The ADIRS do have a direct relation to the control laws. As the airplane loses its ability to sense where it is at and what it is doing in the atmosphere the plane has fewer and fewer good data references essentially to keep you safe. So it drops down to its more basic modes as things start to fail and gives us as the pilot's all the responsibility to fly the plane safely. Think about how much data is necessary to compute where that normal law envelope exists at all points in time. As for solving the adr problems first, I'd be interested to see if you have a specific procedure you are looking at to understand better your question, but I would guess to say that the adr system is more critical to safety than any of the IR functions. Great questions and thanks for writing in!
Mike Abignale Thank you so very much sir. amazing explanation of control laws I now understnd that basically they just want to make it more simpler for us to fly.. more basic.... and sor as far as ADIRS fault is concerned there is not a particular procedure but in ABN in IR fault they are stating that incase there is a ADR fault lao then we have to perform first ADR thn IR. thank you so much once again sir.
Yes certainly Crispy! Best regards... Mike
Heyy are you supposed to actually learn the schematics you showed in the video?Cuz I just find the schematics in the FCOM pretty complex.
Thats a great question Divyanshu. I would say that most average line pilots are certainly able to decipher and comprehend most of the schematics included in the FCOM, but you are correct. Some of them are VERY complex and require more time to study and familiarize yourself with. I will say this, no person is ever a complete 100% expert, especially with this airplane. There is just so much going on underneath the surface that it is impossible to memorize and know everything without coming back to the manuals for a reference. Tell us about yourself! We are happy to have you in the community and participating on the channel! We all love to hear what brings people and what their interests are in aviation. Cheers! Mike