What is the Airbus? Part 2: Alternate Law & Stalling with a Real Airbus Pilot X Plane 11 ToLiss A321
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- Опубліковано 2 чер 2020
- Second in a short series looking at how the Airbus Fly By Wire system and control laws interact with us as pilots and the flight controls in the ToLiss A321!
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I am a real world Airbus pilot with thousands of hours flying the real aircraft and thought it would be fun to have a look at the new detailed simulation of the longest baby 'bus by Toliss. Hopefully you find this useful and it brings another perspective to your simulation. Any thoughts or comments are welcome!
This video is intended for home entertainment only and does not reflect or represent any real world aircraft or airline procedures. It is for home flight simulator enthusiasts only and has no real world application.
Simwings community support project:
www.simwingssupport.com
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Intro Music by Fly24: www.youtube.com/watch?v=UrI2K...
Software used:
X Plane 11
Toliss A321
Avitab
Lua Script for water - Ігри
Obsessed with your videos, perfect for type rating. Just did this in the sims today, for our airline procedure we have to wait until we reach green dot (if clean config) before pitching back up, but your videos have been excellent, great for prepping and reviewing; please keep them coming!
Thanks for watching and your kind words! As always this is only for use in flight simulator at home, of course always follow your airline SOPs and manuals. Thank you for taking the time to watch and comment though, it is always appreciated!
That was a fascinating look at Alternate Law, I really enjoyed it - as with all of your tutorials. I'm planning to try a few stalls out in the very near future :-).
I'm very much looking forward to the Direct Law tutorial.
Many thanks, Captain!
You’re very welcome Richard!
Amazing video as always! It’s really interesting and well constructed, thank you! 🤩
Hi, cpt! Thank you. Actually the Airbus engineers are very smart. Thanks to them also.
It’s an amazing machine indeed, thank you for watching Pavel!
wonderful insight as always. As always, thanks for sharing your knowledge with us. Much appreciated
You are very welcome, thank you for watching and commenting!
Thanks you all your great videos. Very informative and the way you randomly touch on related side issues is extremely helpful to see how this all works in wider context. Thanks and I hope you're one going back to the skies, much deserved
Thank you for your support, I’m glad you enjoyed it! Im glad the format worked for you with the small distractions! I very much hope so too to be flying again
This really helps as I pursue my type rating. Thanks a lot man!
Another great video. Keep ‘m coming! :)
Thanks for your comment, will do!
excellent
Very interesting video learned a lot 👍🏻👍🏻
Thanks for watching!
Many thanks for this informative and educating tutorial. I studied the accident reports of AF447 and Air Asia. I am shocked that in each Airbus both pilots were disorientated and not able to prevent a complete stall despite of massiv stall warnings. They were not able to control the aircraft after the AP disengaged. From AF 447 I read the complete recording of the voice recorder. Incomprehensible what went wrong in both cockpits. Incredible weakness crews and sensless death ov several hundred people. One reason is no training for manual flight at high altudes buth this is no excuse to me
Thanks for watching, I'm glad this video made sense, it is quite a big topic as you know. There were of course a lot of factors in those incidents, hopefully something that everyone has learned from.
Many factors led to the crash of AF447, too many to oversimplfy the errors being made. But to take your example of not hearing the stall warning: Has it ever happened that you have misheard or even not heard anything? For example, the doorbell or someone saying something but you were so busy thinking that you could not hear it? This is called tunnel vision and in my opinion, that is exactly what happened to the pilots. Both pilots were so preoccupied with the decrease in altitude that they blanked out everything else around them. This demonstrates that human factors (especially situational awareness) play a critical role in flying a modern commercial aeroplane with a high degree of automation, such as an Airbus; in my opinion just as important as flying the aircraft itself. Several minutes passed between the first stall warning and the impact in the ocean. So, the pilots could have taken some time to get an overview of the situation before figuring out by both, pulling and pushing on the stick.
People often say that a pilot should “Aviate, Navigate & Communicate” in precisely this order. I do not say that this is not true but I think it is not enough. I believe, “orientate” is also very important and should be taken even before “Aviate” so you will remain situational awareness in the cockpit.
It is now widely accepted that Bonin was in a startled state which led to inability to apply logic and training. In this state. The brain reverts to a primitive mode and is only capable of primitive tasks. It requires training to be able to recognise and control this state. The better airlines do this training.
Another video for my book shelf of references!
So flaps 1 after recovery of a high speed stall as well? Isn't there the risk that you are still too fast for flaps?
Hi Holger, glad you enjoyed it! Great question, if you are already past the overspeed for Flaps 1 then no I wouldn't select it (the orange = sign will be the easiest clue!) Thanks for watching.
How do you put the avatar display on the aircraft display tab? I have been trying to do the same for flight factor x plan 11 also but without any luck. a I tab opens up as a separate window and I want the display to be replicated in the default aircraft tab
Hello Cpt, im doing the same things you showed here on the Flight Factor A320 and in alternate law the pitch is not holding when adding or removing thrust. By what you showed my understanding is that the FF A320 is NOT behaving correctly by changing pitch in alternate law when changing thrust, is that correct?
Hi Hugo, what you say is correct. In Alternate law the pitch is still controlled with G force like in normal law. And it will auto trim when working in a normal speed range. Make sure you landing gear is UP, when it is down the aircraft will be in ‘direct law’ instead which is quite different!
Once the Airbus gets into alternate law is it not possible to get it back into normal law?
Is there any situation you would use 1+F on approach before going flap 2? I used to use it (select flaps 2 wait a second then back to flaps 1) on approach because I always thought AOA was too high until started to realise watching this and other videos that that is normal
No I would never do that, if I was too far below the green F or if the angle of attack was uncomfortable I would use the next stage of flap. Thanks for watching!
320 Sim Pilot ok thanks. I realise now I was mainly slowing down too quickly so was flying at like 180knots one flap 1 but way too far from the runway
It could happen if you decided to stick at Flap 1 after a go around and commence the approach without going to flap zero.
I would like to understand what is CF on MCDU? Need more understanding on abbreviation such as CI CF etc. I can’t understand these.
CI is cost index. It indicates how much a particular flight will cost to fly. If the number is high, it is probably because the plane is flying fast and costing more. The opposite is true if the number is low.
Brilliant video. Need to ask something completely random that bugging me on the toliss and wondered if it’s same on real aircraft or if there is a work around
This mostly happened a in US but has happened in Europe. I’ve been flying on a STAR enroute to the IAF and then I get told by ATIS the runway is not what I expected. I then select the new runway (say 09L instead of 09R) and via. I leave the STAR and Transition alone if it works for both runways and then press insert. The aircraft according to the updated flight plane then wants to start back at the transition waypoint and I have to put it into HDG and V/S mode, direct to the waypoint I was already going to and then re-activate descend mode. I thought it would only change from the IAF onwards but it wants to fly the STAR again. Is this same for real aircraft, limitation with toliss or am I doing something wrong?
Thanks for watching as usual Thomas! I’ll have a closer look at that in the near future. If you don’t select no Star then it will load up the full arrival. Changing the arrival in the FMGC during the approach takes some careful programming!
320 Sim Pilot thank you. I have tried for example loading the secondary flight plan with parallel runway just incase but still wants to begin again from the STAR transition
@@tomstravels520 you need to make the waypoint ahead of you the to waypoint be entering it into line 2L on your MCDU. THEN select NAV and it should work.
@@peteconrad2077 I found this out in the 11 months since I posted but thanks for confirming
@@tomstravels520 👍
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