Thank you, I fly the bus 7 years and this procedure sometimes gives me headache although its a very simple one.
Although it seems a simple procedure, (and it really is), its one of the most miscomprehended and misflown mainly due to the fact that is very poorly writen by Airbus in QRH. Also FCTM is not so explanatory as it should.
If there is a procedure to be miscommunicated with your fellow sim partner this is the one that will happen, especially on the approach.
1) How to handle the a/c when on approach after pulling speed (maintain flap configuration with absence of a standard callout for that-and this can be a mess in the sim during the G/A if the PM wants to retract). Speed is becoming managed after application of TOGA and there is a risk of overspeed and this is nowhere written, its like the procedure is written having in mind that this will happen only on departure
2) There are 2 MAX speeds you have to know, the one that you fly for the G/A and circuit and one for the diversion or "retracted configuration"
3) The naming of the technical problems (FAULT, LOCKED, JAMMED?) are complexed in the QRH (you are directed to a FLAPS JAMMED case where there is no such ECAM, you have to know WTB is on on your flaps in LOCKED, but on top you can also have WTB in the slats) Just poorly written procedure IMHO where anyone non competent can have a stupid idea of what the meaning can be....just unacceptable for such a procedure in a big manufacturer like airbus
Last edited by Lantirn; 19th Dec 2021 at 20:25.