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By Bjorn Fehrm Introduction June 1, , c. Leeham Co. When flying the A I knew it had taken the cockpit philosophy from A rather than these two. On a first glance the differences between A and A cockpits are considerable. In the A simulator before the flight it turned out most changes were natural and easy to comprehend. To understand what has changed and if it is for the better or not, lets go through the changes and explain how it works in A Figure 1.

A cockpit with the six displays where the outer house the OIS. Source: Airbus. Click on figures for better veiw. The changed system architecture comes from A but with further refinements. So can information from the OIS for e. On top of displaying airport charts and airway information it contains performance applications for all phases of flight, a weight and balance application and a full line of aircraft documentation.

This is to make sure that nothing can interference with the flight safety critical avionics side. Therefore airlines can implement own applications in the OIS environment without endangering the flight safety of the aircraft.

Figure 2. A cockpit with the six displays and their normal functions. Figure 3. Figure 4. Source: Aerosoft. Click for better view. This greater flexibility together with a more logical display of information from the FMS in a tabbed interface makes programming of the aircraft for the flight easier Weights, Speeds, Flight plans, Radio aids, Fuel etc , Figure 5.

Figure 5. To move the cursor between displays on A one just rolls them over to the next display, simple and fast to learn. Inputs with the KCCU is made by clicking with the right mouse button Validation pb on the info, then entering the information. When hitting ENTer on the keyboard or a second click with the Validation mouse button the cursor moves to the next item in check-lists or input screens, it becomes natural immediately. For working with the OIS there are two keyboards stored above the pedals.

These can be dragged back to be easily reached when in cruise. Flight information displays The normal use of the six displays is shown in Figure 6.

Figure 6. A normal setup of displays. The engine displays have also been improved. This made the display dependent on the engines that were fitted to the aircraft one flew. Figure 7. A continues this much easier to understand thrust setting principle and display, Figure 7.

Improved runway operation The flight phase which has the most incidents is the landing phase, especially during the braking phase and the turning off to the taxiways.

By inputting runway condition to the Onboard Airport Navigation map and selecting what runaway exit one wants to use, BTV calculates and applies optimized auto-braking to have 10 kts ground speed 50 m before chosen taxiway, Figure 8.

It saves brakes and the aircraft will leave the runway faster. Figure 8. BTV is showing two magenta lines for min Dry and Wet turnoff in this picture, exit not yet selected. Summary A has inherited most system functions for the flight deck from A but these has been further refined to act in an even more intuitive and seamless way.

The common type rating with A should therefore be no problem. The system functions which are changed are improvements of how things are done in A, easier and more intuitive to accomplish.

Therefore one learns these quickly. During our media test flight none of the test pilots had any problems manipulating the improved FMS. Share this:.


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