Wonderful demonstration! Every cadet boy or type transition pilots who gonna fly A320 must watch this vid. Well described Airbus characteristics, which is, Never STALLs in Normal LAW.
@Igor S at 4:54 - 5:13 why did it pitch down? I know it is trying to maintain Valpha max but if it would have stopped following Vaplpha max it was at around 200 knots and could have kept climbing at a very good rate. Instead it maintained Valpha max but when it maintained Valpha max the speed decreased and and it pitched down and thus the vertical feet per minute started to decrease. I thought it was suppose to maintain the highest possible lift and if it stayed at 200 knots with the pitch up the aircraft was climbing at a very high rate but it pitched down and slowed the aircraft so it wasn't climbing at its max performance.
for a short time the climb rate is better loosing speed. these protections together with pulling the stick full back are connected to avoiding terrain and so they are aimed at the immediate possible flight path. especially in case of wind shear. no one would actually keep pulling the stick full back that long if the mountain would follow in 5 miles or so. then green dot would obviously be a much better choice. but that's up to the pilot.
What is the difference between angle of attack protection & low speed protection! Isn’t the same? I need A320 pilot for detailed explanation if available?
As a non pilot with zero experience flying whatsoever, this is fascinating to watch. So even though you idled the thrust and pulled the side stick up, the aircraft responded by powering the engines to a level that can achieve the pitch you’re inputting?
Good demonstration :) I have two questions: - Why is the A/THR LIMITED? Shouldn't be ENGINE THRUST LOCKED -THR LEVERS...........MOVE? - Why doesn't TOGA LK kick in directly after ALPHA FLOOR? (Toga Lk kicked in at 5:49 though).
Henry 203900 1.) because A/THR is indeed limited by the TLA of the THR levers. It's not locked or off. 2.) TOGA LK only kicks in after aircraft exited the high AOA protection, and returned to normal flight envelope. On 5:49 as you can see speed increased to a point when it's not in V alpha protection anymore, so the A Floor mode reverts to TOGA LK
"Because of low speed and thus low alpha"? I'm sure you wanted to say high speed instead of low at 9:00 and hopefully you'll correct it. Useful video otherwise showing the flight conditions limitations that an Aribus pilot faces whenever he/she tries going past certain attitude and/or aerodynamic angular limits. This is why I'll always keep loving Boeing!;)
It is because a320 was not designed for red bull racing, and flying past the flight envelope is not what passengers want on ANY of their flights, and the flight envelope protection system was made so the plane won't exceed what passengers think it's normal. Airbus designed the A320 as a passenger plane, not as a red arrow plane with 180 people on board. Think before hate.
Plus, if the pilots are required to fly above the limit (which means putting the plane at risk of, idk snapping the wings off) thry can turn the protection system off, thus making the plane works more or less the same as a Boeing plane.
@@duskedradiance4165 here's the problem with A FLOOR (and automation in general). Of course that, under normal circumstances, the flight envelope is quite reasonable. However, it only works in normal law, which can only operate with all airspeed indicators operational, all ADI operational etc. Pilots then get used to the thought that the airbus is un-stallable. So when a pitot tube freezes (air france 447), and the flight computers command alternate law, the pilots get confused and stall the plane. Also, in normal circumstances, noone is stupid enough to do anything that the flight envelope would prevent. Noone is stupid enough to be at stall speed+10 with a 20° pitch and not command full thrust. Imo, the flight envelope has done more bad than good. Please give me an example of a boeing plane crash where A FLOOR would have saved lives.
Yes, i know Airbus is quite complicated for simple minds, boeing on the other hand is really reliable with its MCAS. May all of its victims rest in peace
@@rigor.m9422 Turkish Airlines flight 1951, Asiana flight 214, Emirates flight 521. Mini Air Crash Investigation also made a video about an incident where the alpha floor protection saved the plane: ua-cam.com/video/Lksrb21Tbg4/v-deo.html. The outcome of Air France flight 296 was made a lot better by the alpha protection and the workload on the crew of US Airways flight 1549 was reduced by the flight envelope protection (move the sidestick all the way left and the plane turns as quickly as possible, which is important in a situation like that)
Was this flown in a simulator or an actual real world aircraft? Due to the light level I'd say simulator. Very nice demonstration! Interesting to see that you could actualy set the Autothrust off during A.FLOOR. I thought that would not have been possible.
jean-philippe Mirica High AOA protection enables the PF to pull the sidestick full aft in dangerous situations, and thus consistently achieve the best possible aircraft lift. This action on the sidestick is instinctive, and the HIGH AOA PROTECTION MINIMIZES THE RISK OF STALLS OR CONTROL LOSS.
True, i m not aware of all the specificities of the A320... but is the plane stalled ? (7:45) because the variometer indicates a descent with pich up attitude and the speed is very close to the red strip... So the stall alarm/stick shaker didnt trigger at 1.05Vs like in other aircrafts ?
jean-philippe Mirica The relationship between the Pilot Flying's (PF's) input on the sidestick, and the aircraft's response, is referred to as control law. This relationship determines the handling characteristics of the aircraft. There are three sets of control laws, and they are provided according to the status of the: Computers, peripherals, and hydraulic generation. The three sets of control laws are: • Normal law • Alternate law • Direct law. The movie I've made on Full Flight Simulator for training. I'm flying this aircraft. It's not conventional aircraft. As for handling, the Airbus has another the philosophy There aren't have stick shaker.
@@BooBoo-vm2sh Wait.. Alpha floor was not activated? If it was not then why was there a "A. FLOOR notification on the PFD? I have zero IRL flight experience much less in an airbus so more clarification on this would be great! Thank you
Alpha Floor is activated at 1:58. You can see that it has been initiated by looking on ther upper far left hand side of the pilots PFD or Primary Flight Display. Alpha Floor is indicated via the "A. FLOOR" in green lettering
![FLIGHT SIMULATOR VIDEO GAMES EVOLUTION [1979 - 2023]](/img/n.gif)
i like how the FOB doesn't decrease at all, unlimited fuel it is!
Wonderful demonstration!
Every cadet boy or type transition pilots who gonna fly A320 must watch this vid.
Well described Airbus characteristics, which is, Never STALLs in Normal LAW.
Beautiful demo. I've got my Air Asia exam coming up and this is just wonderful to refer to while studying Flight Controls. Thank you so much!
1:58 46% N1 and then VTEC!!!
Nice demonstration. Thank you for sharing
fantastic... thank you very much for this awesome video.
Amazing video!
A nice video. Thanks Igor
Excellent demo
I've tried for you into FFS! ;)
Simple and very understandable
The best demo of A320 low speed/AOA Alpha prot and Alpha floor protection to-date! Are there any diffs on A320/21 neo? A50/380?
Should not it state TOGA LK after Alpha Floor being activated ?
@Igor S at 4:54 - 5:13 why did it pitch down? I know it is trying to maintain Valpha max but if it would have stopped following Vaplpha max it was at around 200 knots and could have kept climbing at a very good rate. Instead it maintained Valpha max but when it maintained Valpha max the speed decreased and and it pitched down and thus the vertical feet per minute started to decrease. I thought it was suppose to maintain the highest possible lift and if it stayed at 200 knots with the pitch up the aircraft was climbing at a very high rate but it pitched down and slowed the aircraft so it wasn't climbing at its max performance.
for a short time the climb rate is better loosing speed. these protections together with pulling the stick full back are connected to avoiding terrain and so they are aimed at the immediate possible flight path. especially in case of wind shear.
no one would actually keep pulling the stick full back that long if the mountain would follow in 5 miles or so. then green dot would obviously be a much better choice. but that's up to the pilot.
What is the difference between angle of attack protection & low speed protection!
Isn’t the same?
I need A320 pilot for detailed explanation if available?
As a non pilot with zero experience flying whatsoever, this is fascinating to watch.
So even though you idled the thrust and pulled the side stick up, the aircraft responded by powering the engines to a level that can achieve the pitch you’re inputting?
I'm also not a pilot, but to me it looks like it just went to TOGA and continued to limit AoA to stay above stall speed
@@alex-ty8zr yes, precisely.
Hi are there a mathematical formula for or to anticipate a localizer interception at certain Angles?Cheers
David Gracie watch. Captain joes video on ILS
2:33 this warm tube sound
As long as those engines are running, in normal law, you simply cannot stall it. Not even a stall warning.
dis is a..... airbus
Good demonstration :)
I have two questions:
- Why is the A/THR LIMITED? Shouldn't be ENGINE THRUST LOCKED -THR LEVERS...........MOVE?
- Why doesn't TOGA LK kick in directly after ALPHA FLOOR? (Toga Lk kicked in at 5:49 though).
Henry 203900 1.) because A/THR is indeed limited by the TLA of the THR levers. It's not locked or off.
2.) TOGA LK only kicks in after aircraft exited the high AOA protection, and returned to normal flight envelope. On 5:49 as you can see speed increased to a point when it's not in V alpha protection anymore, so the A Floor mode reverts to TOGA LK
"Brain explosion" Ok, thank you for giving a explanation and answer on my questions :)
A330?
Do these planes have an Angle of Attack indicator?
No stall alarm
Because it didnt stall?
omg
"Because of low speed and thus low alpha"? I'm sure you wanted to say high speed instead of low at 9:00 and hopefully you'll correct it.
Useful video otherwise showing the flight conditions limitations that an Aribus pilot faces whenever he/she tries going past certain attitude and/or aerodynamic angular limits.
This is why I'll always keep loving Boeing!;)
It is because a320 was not designed for red bull racing, and flying past the flight envelope is not what passengers want on ANY of their flights, and the flight envelope protection system was made so the plane won't exceed what passengers think it's normal.
Airbus designed the A320 as a passenger plane, not as a red arrow plane with 180 people on board. Think before hate.
Plus, if the pilots are required to fly above the limit (which means putting the plane at risk of, idk snapping the wings off) thry can turn the protection system off, thus making the plane works more or less the same as a Boeing plane.
@@duskedradiance4165 here's the problem with A FLOOR (and automation in general).
Of course that, under normal circumstances, the flight envelope is quite reasonable. However, it only works in normal law, which can only operate with all airspeed indicators operational, all ADI operational etc.
Pilots then get used to the thought that the airbus is un-stallable. So when a pitot tube freezes (air france 447), and the flight computers command alternate law, the pilots get confused and stall the plane.
Also, in normal circumstances, noone is stupid enough to do anything that the flight envelope would prevent. Noone is stupid enough to be at stall speed+10 with a 20° pitch and not command full thrust. Imo, the flight envelope has done more bad than good. Please give me an example of a boeing plane crash where A FLOOR would have saved lives.
Yes, i know Airbus is quite complicated for simple minds, boeing on the other hand is really reliable with its MCAS. May all of its victims rest in peace
@@rigor.m9422 Turkish Airlines flight 1951, Asiana flight 214, Emirates flight 521. Mini Air Crash Investigation also made a video about an incident where the alpha floor protection saved the plane: ua-cam.com/video/Lksrb21Tbg4/v-deo.html. The outcome of Air France flight 296 was made a lot better by the alpha protection and the workload on the crew of US Airways flight 1549 was reduced by the flight envelope protection (move the sidestick all the way left and the plane turns as quickly as possible, which is important in a situation like that)
what type is this plane ?
A320 family.
3:44
11:06 a. airplane
Was this flown in a simulator or an actual real world aircraft?
Due to the light level I'd say simulator.
Very nice demonstration! Interesting to see that you could actualy set the Autothrust off during A.FLOOR. I thought that would not have been possible.
With the multiple TOGA applications, don’t you think we might have lost a bit of fuel if this were a real airplane?
@@crazyoncoffee Haha, true. That 10000 is real sus.
I like airbus but sometimes I think there’s a little to much flyby wire in that plane
I don't think so. I fly the A32X series and there's no reason to be flying a transport category airplane outside of the normal law limitations anyway.
@@pilotnicco That sounds good and all but at some point I'd like to be able to f*ckin barrel roll that thing
@@kiwikiwi2483 Airbus's got you covered! Disable elac and you're good to go
@@boahneelassmal Oh heck yeah :D
Why there is no Stall alarm ?
jean-philippe Mirica Because it' s protaction. You need to read FCOM DSC-27-20-10-20 P 4/8 - HIGH ANGLE OF ATTACK PROTECTION
jean-philippe Mirica High AOA protection enables the PF to pull the sidestick full aft in dangerous situations, and thus consistently achieve the best possible aircraft lift. This action on the sidestick is instinctive, and the HIGH AOA PROTECTION MINIMIZES THE RISK OF STALLS OR CONTROL LOSS.
True, i m not aware of all the specificities of the A320... but is the plane stalled ? (7:45) because the variometer indicates a descent with pich up attitude and the speed is very close to the red strip... So the stall alarm/stick shaker didnt trigger at 1.05Vs like in other aircrafts ?
jean-philippe Mirica The relationship between the Pilot Flying's (PF's) input on the sidestick, and the aircraft's response, is referred to as control law. This relationship determines the handling characteristics of the aircraft. There are three sets of control laws, and they are provided according to the status of the: Computers, peripherals, and hydraulic generation. The three sets of control laws are: • Normal law • Alternate law • Direct law.
The movie I've made on Full Flight Simulator for training.
I'm flying this aircraft. It's not conventional aircraft. As for handling, the Airbus has another the philosophy
There aren't have stick shaker.
Okay Thank you
Where is the VLS?
Nobody cares about it. Where is alpha floor protection? That the question is
@@BooBoo-vm2sh probably disabled the auto thrust.
@@BooBoo-vm2sh Wait.. Alpha floor was not activated? If it was not then why was there a "A. FLOOR notification on the PFD? I have zero IRL flight experience much less in an airbus so more clarification on this would be great! Thank you
Did Soviet planes work in the same way as western planes or was it totally different?
orangedac I've flown soviet aircrafts before that. It's absolutely different the aircrafts as for philosophy
Roughly speaking, how is it different?
Why alpha floor hasn’t being activated???
Alpha Floor is activated at 1:58. You can see that it has been initiated by looking on ther upper far left hand side of the pilots PFD or Primary Flight Display. Alpha Floor is indicated via the "A. FLOOR" in green lettering
stall deep stall airbus a320
Wrong.
What you are seeing right now is the same system as MCAS...
Except MCAS is a lot worse. Not the software itself, but the way Boeing introduced it.
@@haiqalzaki5113 true
Haiqal Zaki no
Utter nonsense. It’s a much more sophisticated and subtle system that is not vulnerable to single point failures.
They are 2 conpletely different things
stall 3:22
Chicken Supremez no