A320 Simulator Exercises
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A320 Simulator Exercises
Can someone suggest some interesting Scenario based exercises for the A320 simulator. Something apart from the normal V1 cuts and hydraulic failures. The idea is to make the trainees think and also understand systems. Thanks.
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I have no AB background .. but a useful B737 exercise probably will produce something of value on the Bus, as well.
With V1 cuts .. start with a forward CG and progressively reduce the TOW and the speed schedule. I am guessing that, at very low weights, the Bus will get to a Vmc limited region (shown by the V1 and/or V2 not reducing with further weight reductions).
Then, slowly and progressively move the CG back to the aft limit. Depending on the sim fidelity, the handling should change from stroking a pussycat to hanging onto the tail of the tiger.
Then you might add the additional difficulty associated with introducing the failure as the aircraft commences the flare rotation to screen.
Also, consider including a requirement for each takeoff and failure to track the opposite end localiser for a short period prior to freeze and reset. As the maximum value is the late takeoff roll and failure, use of freeze shortly after takeoff (ie when the student has the beast behaving itself) with a reposition to a mid-roll position will produce a high number of repetitions with maximum student progress. Student fatigue can be managed by alternating the exercise between left and right seat, regardless of pilot status.
The stick and rudder, as well as I/F scan, skills, should zoom out of sight very quickly. Depending on what you can do with the automatics, raw data will improve the I/F scan rate dramatically.
Best to do this in short periods interspersed throughout an endorsement. In a non-threatening training environment, the student doesn't have to worry about what the guy in back is thinking, can concentrate solely on the task at hand, and should finish a period of this stuff with a swelled head .. and a very good basic I/F scan rate. I've seen some very tired little teddy bears head off home and to bed at the end of thoughtfully programmed, high workload sessions with the manipulative confidence ramping up rapidly during the endorsement program.
No point spending the money on the sim opportunity unless we give the guys and gals in the front seats the best value for the money being paid by whomever. After some of this stuff, the student subsequently has a walk in the park level of difficulty with run of the mill training and checking failures.
Indeed, I can recall a contract training period several of us did on the -200 quite some years ago .. the airline concerned ended up raising their standard of endorsement checkouts with some of the little items we introduced here and there during sessions .. the checkees were having it too easy with the previous standard checkout exercises.
With V1 cuts .. start with a forward CG and progressively reduce the TOW and the speed schedule. I am guessing that, at very low weights, the Bus will get to a Vmc limited region (shown by the V1 and/or V2 not reducing with further weight reductions).
Then, slowly and progressively move the CG back to the aft limit. Depending on the sim fidelity, the handling should change from stroking a pussycat to hanging onto the tail of the tiger.
Then you might add the additional difficulty associated with introducing the failure as the aircraft commences the flare rotation to screen.
Also, consider including a requirement for each takeoff and failure to track the opposite end localiser for a short period prior to freeze and reset. As the maximum value is the late takeoff roll and failure, use of freeze shortly after takeoff (ie when the student has the beast behaving itself) with a reposition to a mid-roll position will produce a high number of repetitions with maximum student progress. Student fatigue can be managed by alternating the exercise between left and right seat, regardless of pilot status.
The stick and rudder, as well as I/F scan, skills, should zoom out of sight very quickly. Depending on what you can do with the automatics, raw data will improve the I/F scan rate dramatically.
Best to do this in short periods interspersed throughout an endorsement. In a non-threatening training environment, the student doesn't have to worry about what the guy in back is thinking, can concentrate solely on the task at hand, and should finish a period of this stuff with a swelled head .. and a very good basic I/F scan rate. I've seen some very tired little teddy bears head off home and to bed at the end of thoughtfully programmed, high workload sessions with the manipulative confidence ramping up rapidly during the endorsement program.
No point spending the money on the sim opportunity unless we give the guys and gals in the front seats the best value for the money being paid by whomever. After some of this stuff, the student subsequently has a walk in the park level of difficulty with run of the mill training and checking failures.
Indeed, I can recall a contract training period several of us did on the -200 quite some years ago .. the airline concerned ended up raising their standard of endorsement checkouts with some of the little items we introduced here and there during sessions .. the checkees were having it too easy with the previous standard checkout exercises.
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Edit: Never mind... a thorougher read made me realise I was looking in the wrong part of MMEL... silly me...
Last edited by fpuentegomez; 6th Oct 2017 at 07:49. Reason: self correction
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22-60-02A
Repair Interval: C, Nbr Installed: 1, Nbr Required: 0
Placard.
May be inoperative provided that:
1) All ADIRSs, ELACs, SECs, SFCCs, LGCIUs and RAs are operate and
2) The Rudder Travel Limiter System 2 is considered inoperative.
Operative Procedure:
Flight Preparation/Limitations
For aircraft with RNP AR capability, RNP AR operations are not permitted.
Maximum landing capability is CAT 3 SINGLE.
On Ground
If the AUTO FLT FAC 2 FAULT alert is displayed on the EWD
or
If erronous speeds are displayed:
AUTO FLT/FAC2/28VDC (121VU M19) C/B ... Pull
FAC 2 pb-sw .... OFF.
Can someone suggest some interesting Scenario based exercises
-demo/training no problem
-checking/lpc/opc dual failures not allowed.
(subsequent failure after 1 failure may but be very careful)
I (any pilot) has the right to go straight to the authorities if you try to overload me during a license-check..
Good luck!
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Be careful where you want to use it for...
-demo/training no problem
-checking/lpc/opc dual failures not allowed.
(subsequent failure after 1 failure may but be very careful)
I (any pilot) has the right to go straight to the authorities if you try to overload me during a license-check..
Good luck!
-demo/training no problem
-checking/lpc/opc dual failures not allowed.
(subsequent failure after 1 failure may but be very careful)
I (any pilot) has the right to go straight to the authorities if you try to overload me during a license-check..
Good luck!
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Nice scenario for system review and MEL application
Dispatch with MEL 27-81-01a SFCC2 slat channel inop and in flight blue hydraulic low level. Is a good exercise because Mel is easy but important for performance calculation, review of flight control architecture in QRH because there is an easy answer of why the slats are block and you have a double failure good for landing distance calculation. ENJOY.
