The FMS calculated approach speed, which would be maintained by the auto flight system, for the computed landing weight and flap configuration was 135kts.
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Henry opted for configuration FULL for landing, which extends the flaps to 40 degrees down, and the slats to 27 degrees, both from the horizontal referenced to the wing surface. The flap lever selects simultaneous operation of the slats and flaps. Flaps effectively increase both the curvature and the surface area of the wing, leading to a high lift even at a low speed, allowing the aircraft to land in a slow and controlled manner. When slats are extended, they smoothen the airflow over the wing, even when the wing meets the airflow at high angles, thus preventing airflow separation, which would otherwise lead to a stall. Slats extend downward, from the leading edge of the wing. The A320 cockpit now wore a different look: from a blue paneled bird during the day, to a light brown, almost golden red panel with every switch and knob sporting its own lighting, in the dark. Before long, the surroundings got bluish black, and it was time to turn on the panel, flood and integrated lights in the cockpit. With the aircraft and the sun going different ways, darkness sets in faster, and the horizon appears like a sea of cotton topped with molten gold. View from the Commander’s side, with the left wing tip visible Cruise at 37,000ft over Indonesia in the evening is beautiful. That “lost” episode was attributed to the vagaries of haphazard VOR updating 4. Approaching ANY, a VOR, or a Very high frequency Omni Range type of a radio beacon used for air navigation, pilots Henry and Firman are able to “see' the radio beacon on electronic map displays in the cockpit, known as the Navigation Displays, or NDs.Īll these biasing factors presume the twin IRS itself is functioning within laid-down drift-rate limits.4 And when the drift rate is excessive, or the updates erroneous, an event similar to Adam Air 768 could occur- another Boeing 737, which, in February 2006, ended up at Tambolaka, some 400 nautical miles away from its destination of Makassar, Indonesia. And in the result, safety is compromised. Economy and predictions are meaningless to a lost aircraft. The primary role, however, of the flight management system, is to ensure navigation integrity and accuracy. The result of these calculations produce guidance targets which are fed to the auto flight control system, which interfaces to the flight control computers mentioned earlier, enabling the aircraft to fly automatically without much pilot intervention, from point A to point B, in the safest, and most economical manner.
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In the meanwhile, the FMS does all the hard work: numerous complex calculations that guarantee hassle free smooth navigation, flight economy and accurate predictions for safety. The pilot need not do anything but monitor flight progress and scan the systems, allowing the crew to detect a fault early and execute corrective measures in time. Besides, in the unlikely event of the aircraft approaching a stall condition, the aircraft, lowers the nose automatically and commands full thrust.
In addition to these, all maneuvers are limited in the stress induced to the aircraft to 2.5G.
With fly by wire technology, the aircraft cannot, under normal circumstances, bank the aircraft by more than 67 degrees from the vertical, pitch up by more than 30 degrees, and pitch down by more than 15 degrees. Pilots flying the A320 are free to operate it as normal, but the flight envelope protection prevents the aircraft from performing maneuvers outside its performance limits. The stick: inputs to the Fly By Wire system Airbus Fly By Wire aircraft are a result of military technology that, after exhaustive convincing, saw itself successfully, for the first time in civil aviation, in the form of the Airbus A320 flight controls. And this, ladies and gentlemen is the wonderful feature that prevents modern Airbus aircraft from reaching dangerous states.