A320 Visual Circuit
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- Опубліковано 30 вер 2024
- Today we fly a quick left-hand visual circuit from Manchester EGCC 23R in our fixed based Airbus simulator based at City Airport (Manchester Barton).
This is our first content in a little while. Just like your favourite utilities company or car insurance we could blame this unacceptable delay on Covid, but we won't as we have been busy re-locating the simulators to a new bespoke building on-site at City Airport.
Trivia:
- Turning finals rather than wait for the ECAM memo to appear we complete the landing checklist using confirmation of Landing gear down, Signs on, Cabin ready, Spoilers armed and Flaps set. The ECAM memo normally appears below 2000' - but if the aircraft has not climbed above 2,200' RA it will not appear until below 800'.
Note: This video is published for familiarisation purposes with our simulator only and any views expressed within this video are our own. Procedures evolve and some calls and checks have been omitted for brevity. Always refer to your company documentation or appropriate flight crew manual as the primary reference.
For bookings, further information and to learn about our simulators visit manchesterfligh...
flying a visual app but looking at the ILS Flight patch all the way to 200 ft... what's the point ?
I am learning and found out this too. haha . I thought Visual approach has in airbus has to put ILS button ON .haha. This video confused me a bit but i still learn a lot from it.
Awesome!
Just one question. Why didn't you flare?
My only criticism is that you overshot the extended centerline because you were not doing a rate 1 turn from downwind to final. The bank angle was too shallow. Apart from that, great video and I really liked the tip for the 2.5nm on the ND!
I'm used to seeing it on the miniature aircraft of the turn coordinator. But where can you find it in a state of the art a320?
Standart rate of turn: (EAS/10) +7 or 25° whichever is the less.
if you use ILS to control the height, do you turn off g/s?
Why does the landing checklist on ECAM/SD first appear around @7:24 at around 800' AGL?
What I don‘t get: you calculate and measure the outbound time (45 sec) and then select flaps 2, which brings the speed down. How can you still rely on the 45sec when the speed is changing at some random point?
You do have a point, I think Airbus recommend just to be configured flap 2 before turning base, so presumably, they consider the exact moment of selection to have little consequence. That being said, we tend to select flap 2 abeam the threshold so that it is consistent and isn't a random point at all.
thanks for the response. well, as you said, most Airbus info I can find suggest that flaps 2 is set more or less just before turning base. Setting flaps 2 at the point you also start the timer seems odd to me, because you'll counting 45 seconds of a movement with a (maybe inconsistently) degrading speed. but then again, I guess if you always do it this way, you'll end up with a consistent and satisfying result too.... :) @@manchesterflightsimcentre
Does the Energy Circle not show on the ND if FD is off. It seems to be related around @2:19.
Love this vid
Can u more videos regarding all failures..thanks
I’m new but correct me if I am wrong that I didnt see the flare
Can you please check and confirm as I am learning type rating and learning to flare also
Insufficient flare there, no significant change of pitch before touchdown and the vertical speed during touchdown(Spoilers extension) is quite high there, usual V/S on touchdown should be around 160-180fpm.
There is no one method for the flare on any aircraft. Most people advise to fly it by feel. Some guys don't even retard the thrust levers until 10ft and still have a smooth touchdown! All I can say is that you will get the hang of it eventually.
level-d ?
magnificent vids, may I ask for the creation of engine failures after v1?
It's in the pipeline 👍
Do airlines fly A320 without autothrust in their check ride?
Some do, some don't! Depends on the airline and/or authority. Sorry if that's a bit vague!
👍
Merci !
Maybe adhere to the New SOP? After take off C/L is removed
This was filmed prior to the implementation of the new SOPs.
Very helpful
Good video, have to ask why you had the QNH set to 1014 below FL50 which is the transition altitude?
Due to a fairly arbitrary weather decision tbh. Simply that we decided that the local pressure setting on the day would be 1014 hPa / millibars.
Above transition altitude, we would set it to STD on the Airbus - which is the equivalent of 1013 hPa.
Transition altitude is referred to when climbing (local pressure setting -> STD/1013) and transition level when descending (STD/1013 -> local pressure setting).
@@manchesterflightsimcentre Okay thank you for the reply.
No worries, hopefully that makes sense
❤
Awesome. I am trying that at home with the Fenix in msfs. It all happens so fast. You really have to plan and be ahead of the ac. I have a lot to learn and train. A question: flying with ATHR is mandatory for a visual circuit? Thanks!
Technically, no, not at all - but it certainly makes it easier 👍
As an aside, in some airlines the use of auto thrust is mandatory for normal operations in any case.
You can also check this amazing video of A320 Sim Pilot. It is for XP, but technique is still the same :)
ua-cam.com/video/hjcnKu7H7Ek/v-deo.html
Gear down speed checked?
I get you! Hardly the world's greatest misdemeanour ;)
@@manchesterflightsimcentre Could you give an amateur some context for this comment? I don't get it
@@Septimius Strictly speaking the correct response to “Gear Down” is for the PM to simply select the gear down and check for the red lights on the gear panel, indicating operation. This is confirmed by announcing "Gear Down" - there's no "speed checked" announced first, although it doesn’t seem like an unreasonable thing to do.
@@manchesterflightsimcentre Thank you!
Awesome CRM, just one Q… has Airbus changed the procedure that you put flaps 2 few secs after downwind abeam? Or is it your procedure? Tnx
Cheers! So as far as we can tell Airbus just say 'be configured at flaps 2 before turning base'. We just happen to select it shortly after passing abeam the downwind threshold for convenience.
3sec/100ft
You are at 1500’
It means 50sec (not 45sec as you’ve calculated) 4:15
You may just want to check your maths on that 👍🏻
@@manchesterflightsimcentre hahahahha
I hope you're not a pilot
ahhahha noooooo bro
@@manchesterflightsimcentre 45 is not right not for the math but you didn't take in to account the wind 45-5 sec for 5 knots tailwind = 40 sec
Cool! A common mistake that even professional pilots do is to put the mic just in front of the lips making a lot of wind noise when speaking. Fist thing all pilots should learn is to position the mic a few centimiters down so the radio comunications are much clear.
Yo! Studio technician here. The inverse square law of amplitude of sound is your enemy in a noisy environment. When I have someone singing to a condenser microphone that's extremely sensitive, they can stand a foot or two back. The more noise, the less space you have to play with. If you have the mic one inch away, and you move it to two inches, the volume will be four times lower. So in extreme proximity, minute distance matters. An moving the mic off axis of the wind in such proximity might not be doable with a dynamic microphone inside a jet aircraft
shot right through the centre line and up n down on the glide, but nice take off and upwind downwind work