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free2fly320 free2fly320

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Free2Fly320  🛫Airbus A320 📚Educational posts 🐤@free2fly320 ♻️Want to repost? Feel free to ask 🎞Leaving Mallorca 4K:

https://youtu.be/Hx7GPW4iH9w

Educational post‼️
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Armrests! Obviously, we are not talking about conventional, one-piece regular armrests. We are talking about state of the art, highly complex, engineered to the limit, fire, vibration, corrosion resistant, thoroughly designed pilot armrests. Forget about uncomfortable adjustments, tedious settings and wobbly support. This is IT.
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We will talk about pilot seats in future posts, but for now we are focusing our attention in that piece of equipment whose function is as important as the pilot flying skill itself. A wrong adjustment may end up in a not-so-soft landing due to shifted inputs in the sidestick.
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Armrest vertical adjustment is achieved by turning the knurled knob, located on the window-side bottom surface of the armrest. Pitch adjustment is achieved by means of a knurled knob located at the forward end of the armrest (picture 2). Then, when the pilot feels comfortable enough, all he has to do is remember the letter + number code as shown on the display at the top (ie H-6).
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Vertical adjustment is shown in letters (A to K) while pitch adjustment is shown in numbers (1 to 9). Next time, all the pilot has to do is turn the knobs until the combination matches his.
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Do you fly the bus? What’s your combination?
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Smart stuff! 👌🏼
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Educational post‼️
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I’m pretty sure you guys have heard about your car ABS (anti-block system), and how it prevents the wheels from blocking when applying full brake pressure, hence, minimising the stop distance and improving directional control while emergency braking.
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You guessed it, we also have one of those on board 👍🏼 We call it “anti-skid system” (hard work at choosing its name...🙄).
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The anti-skid system provides maximum braking efficiency by maintaining the wheels at the limit of an impending skid. It is deactivated below 20 knots and its working principle is quite simple: when the speed of a wheel decreases below approximately 0.87 times (depending on conditions) aircraft speed, brake release orders are given to maintain the wheel slip at that value (best braking efficiency).
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I can see your question coming ☝🏼 “Why would we need to turn it off?”.
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Answer 👉🏼 Some abnormal / emergency procedures (i.e. Loss of braking) require the anti-skid to be turned off as part of the troubleshooting (in this particular case, to switch from green to yellow hydraulic power source).
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Safe flights! 👌🏼
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Beautiful, day and night 👌🏼
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The desert is waiting for us ☀️🇯🇴
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Educational post‼️
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Today we are (finally) talking about that spinning wheel located in the central pedestal that moves automatically during the flight and raises eyebrows all the time.
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As you know, an airplane moves in all three axis during its flight. Roll, yaw and pitch are constantly being changed in order to make the airplane stable and maintain it within the desired flight path. We control the roll by means of aileron inputs, the yaw by means of a vertical stabiliser (the fin) and pitch by means of horizontal stabiliser and elevators.
Today we are focusing in pitch control, and how it changes during the different stages of our flights.
Mass and balance wise, different passenger seating arrangements needs to be balanced.
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Fuel consumption plays a major role in longer flights in airplanes where fuel is also stored in tail tanks. When fuel becomes used, the distribution of weights changes, and this change in mass and balance needs to be counteracted.
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Also, performance wise, and according to fluid mechanics, the centre of pressure moves backwards when increasing our Mach number (google “Mach Tuck” for info). Flaps. When lowered, the aircraft tendency is to pitch down. Inversely, it will pitch up when flaps are retracted.
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The constant change in aircraft pitch need to be dealt with. This is when the THS (Trimmable Horizontal Stabiliser) plays its role. In Airbus airplanes the whole horizontal stabiliser can adjust its pitch to maintain airplane’s stability during the flight as a result of mass and balance and aerodynamic shifts. This is represented visually by the spinning wheel rolling forwards (nose down, up to -4 degrees) and backwards (nose up, up to 13,5 degrees) automatically.
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The autopilot will ensure that the centre of gravity remains within the green band during the whole flight.
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During the landing roll, the THS will automatically reset back to 0 degrees. This is why, if you’ve watched any landing videos, you may have seen the THS wheel spinning very fast back to the neutral position.
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Educational post‼️
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When it comes to age, airplanes happen to top all expectations. A well maintained airplane can last up to 40 or 50 years (some light models such Cessnas or Pipers even more). It all depends on how well maintained they are. By law, they have to be checked in regular intervals according to a letter code:
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A check: Every 400 to 600 hours or 200-300 cycles (takeoffs and landings). It usually takes about 10 man hours.
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B check: Performed every 6 to 8 months and it takes about 200 man hours.
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C check: Done every two years, in the hangar, and it puts the aircraft out of service. All major components are checked and it takes 1 to 2 weeks.
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D check: It’s by far the most comprehensive check of all. It is done every four to six years and it starts with the stripping of the exterior paintwork. Every panel, screw, wire, seat, and light is examined, overhauled, fixed or completely renewed. The engines are taken away, as well as the landing gear. Many airlines use this stop to fit new interiors, make substantial improvements to its equipment or even paint a new livery. It can cost up to 1 million € and it puts the aircraft back to business like a brand new bird.
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Next time you step in an airplane, keep in mind that all indication of its age you would probably see is a bit of wear in a knob. The rest is well taken care of 😉👍🏼
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