![]() In preparing for my A350 flight I learned how to interact with the aircraft’s systems in Airbus A320/A330 simulators. With the CCQ, pilots can start flying in revenue flights in a short period of time.June 1, 2015, c. This is the traditional route which is quite expensive and time-consuming for the airline. Once the pilot passes the line check, then only can he/she fly with line pilots. The line check is also conducted in a revenue flight with an instructor or an examiner. Each line training flight is assessed until the instructors release the pilot for a line check. Once type rated, the pilot is required to undergo line training in the airline where he/she must fly with instructor pilots in normal passenger flights. To pass the type rating, a skill test must be passed with a type rating examiner at the back of the full motion simulator. This is usually a 40-day course where the pilots learn new aircraft systems and procedures and fly the aircraft simulator. When pilots make the transition from one aircraft type to another type, they are required to undergo a Type Rating course. The main benefit for pilots is that it makes the transition from one Airbus aircraft to the other much easier. What benefits the commonality offers to pilots and airlines? This again improves the easiness of operation. The way things are displayed in the ECAM is also very similar to Airbus aircraft. This makes the handling of emergencies and abnormal conditions the same in all Airbus aircraft. When a failure happens, the ECAM alerts the pilots with an emergency read-and-do checklist which can be easily followed by the pilots. ECAM monitors every single parameter of the aircraft. The ECAM (Electronic centralized aircraft monitoring) is the heart of Airbus fly-by-wire. This makes it easier for the pilots to get adjusted to a new type during transition. Airbus has gone so far to the point that when the pilot adjusts the seat, the side stick position is the same for all of their aircraft. For instance, if an A320 pilot is put in the seat of an A350, he or she could figure it out in a matter of minutes. All Airbus fly-by-wire aircraft have very similar placement of various control levers, push buttons, etc. The other operational advantage Airbus offers is the cockpit layout. ![]() And just last year, Airbus released new checklists for all their aircraft, which further harmonizes the checklist similarity across their fleet. The checklists are similar across Airbus fly-by-wire aircraft. Operational philosophy and ECAM (Electronic Centralized Aircraft Monitoring)Īll Airbus aircraft have the same philosophy when it comes to operating the aircraft. But these differences are easily learned. There are some small differences even between the A320 and A321, with the latter being a little sluggish to control inputs. So, even when the aircraft is heavier and aerodynamically different, it behaves similarly. For example, the pitch control is a g-load demand, roll control through the side stick gives a roll rate demand, the rudder a side-slip demand etc. All Airbus aircraft starting from the A320 have similar control laws. The control computers are governed by a set of written codes which are called control laws. In the fly-by-wire control system, the pilot control inputs are detected by sensors, and these inputs are then sent to flight control computers which process the data and send it to the hydraulic actuators, which move the control surfaces to make the aircraft behave as per the pilot demand. The fly-by-wire system differs from the conventional flight control system in that it makes controlling aircraft much easier. The A320 is the first civilian aircraft with a digital fly-by-wire system. ![]() ![]() Picture: Airbus It all started with the Fly-By-Wire (FBW) technology
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