A320 simulator preparation for session / refresh
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A320 simulator preparation for session / refresh
Hi everyone,
is there anyone who can help me: I have a 320 TR but not flown in a while.
I'd like to brushup for a possible SIM interview in one month. Beside expensive stuff (simulators software for ECAM), is there any serious site where I can have fresh info on main failures seen at the SIM ?
Any help will be appreciated.
One based on Airbus SOPs would be helpful.
Thanks
is there anyone who can help me: I have a 320 TR but not flown in a while.
I'd like to brushup for a possible SIM interview in one month. Beside expensive stuff (simulators software for ECAM), is there any serious site where I can have fresh info on main failures seen at the SIM ?
Any help will be appreciated.
One based on Airbus SOPs would be helpful.
Thanks
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A320 technical site
Have a look at AIRBUS TECHNICAL SITE
it's a nice site for reviewing failure analisys and they have a lot of failures deepen. It has no ad and loads easily. Also it's updated with last Airbus SOPs (see RTO for reasons) and last STALL recovery and warnings (2011 procedures). Of course you must have a look at the generic failure page to review how you should behave on failure pop-up.
Hope this helps.
Let me know what you think.......
Bye
it's a nice site for reviewing failure analisys and they have a lot of failures deepen. It has no ad and loads easily. Also it's updated with last Airbus SOPs (see RTO for reasons) and last STALL recovery and warnings (2011 procedures). Of course you must have a look at the generic failure page to review how you should behave on failure pop-up.
Hope this helps.
Let me know what you think.......
Bye
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Thanks.
I had a look at the sites: these are good jobs: thanks to the guys for taking their time for all of us trying to refresh .....
For my needs I must say I prefer the "hints and practice" of the first one but the second is REALLY COMPLETE !!!
The idea of exercise yourself at home figuring a failure and trying to make a way out of it is what I need at he moment.
Thanks to everyone
I had a look at the sites: these are good jobs: thanks to the guys for taking their time for all of us trying to refresh .....
For my needs I must say I prefer the "hints and practice" of the first one but the second is REALLY COMPLETE !!!
The idea of exercise yourself at home figuring a failure and trying to make a way out of it is what I need at he moment.
Thanks to everyone
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New IP & Dual Hyd G+B
I lost the site for a while.
Now I found maybe the owner changed many page names: the doc's list is now at:
AIRBUS TECHNICAL SITE
..... if someone else experienced the same problem.
Maybe next time advice readers.....
In G+B Dual Hyd Fault: anyone knows why ATS is not recommended by FCTM ?
see:
AIRBUS TECHNICAL SITE
Now I found maybe the owner changed many page names: the doc's list is now at:
AIRBUS TECHNICAL SITE
..... if someone else experienced the same problem.
Maybe next time advice readers.....
In G+B Dual Hyd Fault: anyone knows why ATS is not recommended by FCTM ?
see:
AIRBUS TECHNICAL SITE
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Fom the md80 i know that the autothrust system uses the position of the slats for computing thrust, and shouldnt be used in abnormal slat config, so there could be a similarity in the airbus design logic i presume.
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SIM scenarios
Hi guys,
for TRI/TREs please note in the following link
AIRBUS TECHNICAL SITE
you have some quite useful scenarios. Some of the failures are quite unusual and can help in developing SIM weather and ideas. I noted that only some of the scenarios have an enclosed document with MEL, all weather and an instructor sheet where some guidelines are inserted.
I'm trying to get in touch with the webmaster to see if we can help in developing this stuff that's gonna definitely help my job.
Most of the weather is from Italy which is not common for SIM but they're Word documents so you can make it fit anywhere.
Let's keep up the good work.
for TRI/TREs please note in the following link
AIRBUS TECHNICAL SITE
you have some quite useful scenarios. Some of the failures are quite unusual and can help in developing SIM weather and ideas. I noted that only some of the scenarios have an enclosed document with MEL, all weather and an instructor sheet where some guidelines are inserted.
I'm trying to get in touch with the webmaster to see if we can help in developing this stuff that's gonna definitely help my job.
Most of the weather is from Italy which is not common for SIM but they're Word documents so you can make it fit anywhere.
Let's keep up the good work.
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It is always a wonder. Even after seven years of flying the most pilotsfreandly aircraft, I detect sources of information, which are simply genious (AIRBUS TECHNICAL SITE).
One more question.
Yes, I knowthe phrase " if you offer a finger, they will take your hand".
But, is there a "pdf"-version to consume the content of this site even offline or on remote places?
Again, thanks to the people, taking care of this wonderful source of information
One more question.
Yes, I knowthe phrase " if you offer a finger, they will take your hand".
But, is there a "pdf"-version to consume the content of this site even offline or on remote places?
Again, thanks to the people, taking care of this wonderful source of information
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Couldn't agree more.
If you want to get ready for your SIM or even just have a look at stuff you can't remember ......
I appreciated the FORM you can find at:
AIRBUS TECHNICAL SITE
Loved it......
Still trying to get an answer from the webmaster to see if we can get a PDF version.
We'll keep in touch.
If you want to get ready for your SIM or even just have a look at stuff you can't remember ......
I appreciated the FORM you can find at:
AIRBUS TECHNICAL SITE
Loved it......
Still trying to get an answer from the webmaster to see if we can get a PDF version.
We'll keep in touch.
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Altn law
I got some confusion here.
If I get a failure with ALTN LAW showing on ECAM, should I consider this as a separate failure on LDF (Landing Distance Factor) ?
I know that in case ELEC EMERG CONFIG, ALTN LAW must bot be computed but all other cases where it pops up ?
If I get a failure with ALTN LAW showing on ECAM, should I consider this as a separate failure on LDF (Landing Distance Factor) ?
I know that in case ELEC EMERG CONFIG, ALTN LAW must bot be computed but all other cases where it pops up ?
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My understanding is that the Alt Law landing correction is only there for circumstances where the degradation is not due to another failure that has already been corrected for.
e.g Alt Law due to hyd failure - no need
Alt law with no causal failure - use the alt law correction
e.g Alt Law due to hyd failure - no need
Alt law with no causal failure - use the alt law correction
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Back to the original drift of this thread, there's a series of vids on Utube on emergency procedures in the A320. These may differ slightly from your SOPs but at least they are free :
Note: there is no 15 or 21 out of the 32 modules.
Note: there is no 15 or 21 out of the 32 modules.
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Altn law
Hi,
busTRE is right.
You can have a look here:
AIRBUS TECHNICAL SITE
Look at the table 1.27
30 ........ If the failure has caused ALTN LAW (that always turn in DIRECT LAW on anding Gear Down) then DON'T COUNT it (for LDF). If instead it's an INDEPENDENT failure, then you should multiply it's LDF.
Hope it clears.
busTRE is right.
You can have a look here:
AIRBUS TECHNICAL SITE
Look at the table 1.27
30 ........ If the failure has caused ALTN LAW (that always turn in DIRECT LAW on anding Gear Down) then DON'T COUNT it (for LDF). If instead it's an INDEPENDENT failure, then you should multiply it's LDF.
Hope it clears.
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Altn law
I got it.
I think some of the TRI/TRE I know don't have it clear in their mind.
I saw double SFCC fault (slat channel) showing ALTN LAW, and the TRE asking me to count for ALTN LAW LDF .......
Anyway I think you're definitely right and the explanation is ok to me.
Regarding TAP videos, they're very nice and I found a lot of them on utube. It's nice to see how they deal with the initial part of the ECAM philosophy but they almost never show STATUS reading, dealing with the failure (for example Flaps/Slats locked for extension) and the subsequent LDF computation.
Thanks anyway.
I think some of the TRI/TRE I know don't have it clear in their mind.
I saw double SFCC fault (slat channel) showing ALTN LAW, and the TRE asking me to count for ALTN LAW LDF .......
Anyway I think you're definitely right and the explanation is ok to me.
Regarding TAP videos, they're very nice and I found a lot of them on utube. It's nice to see how they deal with the initial part of the ECAM philosophy but they almost never show STATUS reading, dealing with the failure (for example Flaps/Slats locked for extension) and the subsequent LDF computation.
Thanks anyway.
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Icing Vapp correction
Hello everybody,
I was wondering if the 5 KTS Vapp correction IN ICING conditions you can see on FCTM, should be added further on the +5KTS of the ATHR ON or the 1/3 HW ? or just add the higher among the three of them ?
How do ou see that ?
Thanks
I was wondering if the 5 KTS Vapp correction IN ICING conditions you can see on FCTM, should be added further on the +5KTS of the ATHR ON or the 1/3 HW ? or just add the higher among the three of them ?
How do ou see that ?
Thanks
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Added link
You can see it on this page:
AIRBUS TECHNICAL SITE
Vapp = Vls (Wt + 66/70) + (5 ATS ON; 1/3 HWatc; 5 Severe Icing FCTM)
See you.
AIRBUS TECHNICAL SITE
Vapp = Vls (Wt + 66/70) + (5 ATS ON; 1/3 HWatc; 5 Severe Icing FCTM)
See you.
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5 kts in icing
Hi memory,
I think FCTM says MAX between: 5 KTS ATHR ON, 5 KTS in severe icing, 1/3 ATC Headwind. It then talks in Suppl Tech about Approach in icing reporting what EGP correctly mentions.
Always keep Vapp MAX at Vls+15 MAX.
Bye
I think FCTM says MAX between: 5 KTS ATHR ON, 5 KTS in severe icing, 1/3 ATC Headwind. It then talks in Suppl Tech about Approach in icing reporting what EGP correctly mentions.
Always keep Vapp MAX at Vls+15 MAX.
Bye
