Preparing CACP Interview

Airbus A320/A330 simulator flight
Preparation and lecture for DACP screening
Yuji Izumo Gary Law Andy Cheung
CARE - Charity for Aviation - Recreation and Education

The assessment will be held in Cathay City
You will fly a level D A320/A330 Simulator

Mechanical Flight Control Systems

Fly by wire Flight Control Systems

Primary Flight Display (PFD)
& Navigation Display (ND)

Sidesticks & Steering HandWheels(Tiller)

Park Brake switch &
Flaps Lever

Flight parameters are displayed on
Primary Flight Displays （PFD）
while navigation data is displayed on
Navigation Displays（ND）
PFD1 PFD2ND1 ND2

ND has several modes. In
ARC mode,
• Aircraft Position
• Navaids
• Airfields
• TCAS
Other modes include
• ROSEVOR
• ROSE LS
• PLAN
Planned Route
Aircraft

• Attitude,
• Airspeed,
• Altitude,
• Vertical Speed,
• Heading andTrack

Classic instrument
“T” configuration

Radio Altimeter
(RA)
• Activated below
2500 feet above
ground

The fixed black and yellow
symbols represents the aircraft
Read attitude information:
• Imagine looking the aircraft
from the back
• Sky is BLUE
• Ground is BROWN

The Sky Pointer
• Moves to show angle of
bank
• Always points to the
sky
Sky Pointer

• Indicates side slip
• Replaces the balance
indicator(the ball)
Side Slip
Index

30 degrees
20 degrees
10 degrees

from the back
• Blue is sky
• Brown is ground
from the back
• Sky is BLUE
• Ground is BROWN

The gray compass scale
moves against a fixed yellow
line which represents the
centerline of the aircraft
In the example shown the
aircraft is heading 091
degrees
HEADING 091

TRACK DIAMOND
Small green diamond represents
the aircraft track
In the example shown the track is
094 degrees which means that the
aircraft has 3 degrees of drift to the
right
TRACK 094

A selected heading
may appear either as;
• a blue figure, on
the appropriate side
on the compass scale
or
•a blue triangle

On the FCU there is a
Heading selector, with an
indicator, that is linked to
the selected heading
indication on the PFD
compass
Target Heading
Selector and Indicator

All the indications associated
with Altitude are located on the
right hand side of the PFD
CLB NAV

The main part of the
display is dedicated to the
Altimeter. To the far right is
the Vertical Speed display
Altimeter Vertical Speed

STD
FL 70
In the final stage of
an approach the
ground reference
ribbon will reappear
along with a landing
elevation line
30.08
QNH
Ground Reference Ribbon
Landing Elevation Line

The vertical speed indication
is showing a rate of descent of
800 feet/ minute
Also note that the target
altitude has been set to 9000
feet.
STD
FL 70
30.08
QNH
7000
Target Altitude
Vertical Speed -800ft/min

The Speed scale moves behind a fixed yellow reference line
and triangle. In the example shown the indicated airspeed is
steady at 250 knots

When the aircraft is
accelerating, or
decelerating a
Speed Trend Arrow
appears
This arrow shows the
value that will be
attained in 10 seconds
if the ac（de）celeration
remains constant
SpeedTrend Arrow

SelectedTarget
Airspeed
Manual speed selection is
achieved by a rotary
selector on the FCU panel
Speed Selector and
Indication

However, if
Autothrust is engaged,
you do not need to
move the thrust lever
to control the speed.
In the assessment
Autothrust is engaged
for you.

Use the tiller to turn.
Be smooth during the
turns.
You do not need to
touch the sidestick.
Idle thrust is enough
for taxy.
Use brakes if
necessary.

For departure, usually
CONF 1+F(corresponds
to the “1” on the
handle) or 2 used.
The instructor may
set the flaps for you.

TheThrust Lever has
several detents.They are:
- IDLE
- CL(Climb)
- FLX/MCT
(Flex/Maximum Continuous
Thrust)
-TOGA
(Take Off/Go Around)
Advance theThrust Levers
to FLX/MCT detent (Second
detent) for take off

• Announce “Take Off”
• Half stick forward until 80
knots

• Announce FMA
• “MAN FLEX 55, SRS,
RUNWAY, AUTO
THRUST BLUE”

• “100 Knots”
• Announce “Checked”
100 Knots
Checked

• “V1”
• “Rotate”
• Pull stick back to about 2/3
• About 3 degrees per second
(1001… 1002… 1003…)
• Aim at 15 degrees nose up,
then follow FD
Rotate

• “PositiveClimb”
• Announce “Gear up”
Positive
Climb
Gear up

LVR CLB
Passing 1,500 feet,
“LVR CLB”(Lever Climb) will
flash on the FMA.
Retard theThrust Lever to
the CLB(Climb) detent.
It is “one-click”below the
“FLX/MCT” detent.

160
180
200
250
220
S
240
Above S speed, and
accelerating, Call“Flaps Zero”
for flaps retraction.
Target Speed
Minimum Slat retraction speed
S Speed

The Localizer indicator
indicates the aircraft’s
horizontal position
relative to the centreline
of the runway.(Left or
right)
The Glideslope indicator
indicates the vertical
position of the aircraft,
relative to a 3 degrees
profile to the
runway.(High or Low)

220
240
260
280
=
o
180
200
220
240
=
o
140
When the aircraft decelerates
to Green Dot Speed and below
VFE next, Flap 1 can now be
selected.
Note that a target speed of 140
knots has appeared. This
represents the approach speed
targetVFE Next

180
200
220
240
=
o
140
160
180
200
220
=
S
140
Once the flap lever is in
position 1, S Speed,VFE
Next and the Flap limit
speed indications will
appear
The speed will decrease
towards S speed
VFE Next
Flap Limit speed,VFE
S Speed

160
180
200
220
=
S
140
Notice that at S speed the
aircraft is below the limit
speed for the next flap
setting,VFE Next
Flap 2 can now be selected
VFE Next
S Speed

160
180
200
220
=
S
140
160
180
200
220
=
F
140
As soon as the flap lever is in
position 2 , S Speed is removed.
F Speed, and a newVFE Next
indications will appear.The Flap
limit speed will move to a new
limit.
Landing gear can lowered,
when the aircraft is 2,500 feet
AGL.
VFE Next
F speed

160
180
200
220
=
F
140
The aircraft will
continue decelerating
towards F speed.
By reducing towards F
speed the aircraft will be
below theVFE for the
next flap setting.
Flap 3 can now be set.
VFE Next
V Approach Speed

160
180
200
220
=
F
140
140
160
180
200
=
F
120
As beforeVFE Next andVFE
move to reflect the new flap
position.
Flap Full can now be
selected.
VFE Next

140
160
180
200
=
F
120
100
120
140
160
The aircraft will
eventually stabilize at
Approach speed

You have control.
I have control.

Each side stick is fitted with a
redTake-over pushbutton.
Autopilot is disconnected if the
button is pressed.
Press twice to cancel audible
warning

If both sidesticks are being moved at the
same time, the pilot flying can keep pressing
theTake-over pushbutton to gain control.
The arrow points left showing that the
Captain has control.
Avoid moving the sidestick when another
pilot is having control.

When the Flight Director is
selected
Flight Director indications
are on the attitude indicator

Notice that there is an indication
on the FMA when the Flight
Directors are switched on

Vertical line =
Roll Bar
Horizontal line =
Pitch Bar
Flight Director Roll Bar
Flight Director Pitch bar

Roll to the right directed
Pitch up directed

In this example the FD is directing a
pitch up and roll to the right
Once the aircraft has achieved the
required pitch and bank the Flight
Director bars will once again be
centred
Roll to the right directed
Pitch up directed

No feedback on the sidestick
Same AMOUNT of input will always
generate same AMOUNT of output,
regardless of speed and configuration
Handling Differences

Higher sensitivity than most conventional aircrafts, yet:
Noticeable lag/delay compared to conventional aircrafts
After target Attitude is achieved, RELEASE the sidestick
No Rudder input required except duringTake Off and Landing
(Glider pilots!)
Anytime when thing goes wrong, RELEASE the sidestick!
Handling Differences

A lot to memorise?
MOST important part :
FOLLOW the FD
Enjoy the flight

SeatAdjustment
Forward/Backward
Upward/Downward

Preparing CACP Interview

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