A320 Sim Exercises
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Join Date: Jun 2010
Location: Salians, USA
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A320 Sim Exercises
I am a newbie on bus 320. I have hard time finding complete exercise information on situations like DUAL FCU Failure, Dual FMGC Failure, Dual RA Failure and Dual Hydraulic Failure in A320. Only some bits and pieces I could collect. I got some youtube videos too but these are very short videos.
Is there any good write up apart from FCTM where I could understand these scenarios? I want information wrt
1. Indications of Failure (How to recognise the Failure) eg Clues like Fault Lights or FMGC Messages
2. What are effects of these failures on flight eg NW Steering Not available etc
3. How to handle these situation? eg Flying LOC only and not arming APPCH etc
Also I would love information on following anomalies regarding Engine Starts in terms Engine Parameter Indications...
1. Hot Start
2. Hung Start
3. Wet Start
4. IGN Fault
5. Start Valve Fault
6. Stall
7. N1 Shaft Shear
8. No N1 rotation
Which situations I can attempt next start manually and in which I need to go back too the bay?
I would highly appreciate help from community rooting for each other.
Is there any good write up apart from FCTM where I could understand these scenarios? I want information wrt
1. Indications of Failure (How to recognise the Failure) eg Clues like Fault Lights or FMGC Messages
2. What are effects of these failures on flight eg NW Steering Not available etc
3. How to handle these situation? eg Flying LOC only and not arming APPCH etc
Also I would love information on following anomalies regarding Engine Starts in terms Engine Parameter Indications...
1. Hot Start
2. Hung Start
3. Wet Start
4. IGN Fault
5. Start Valve Fault
6. Stall
7. N1 Shaft Shear
8. No N1 rotation
Which situations I can attempt next start manually and in which I need to go back too the bay?
I would highly appreciate help from community rooting for each other.
The term rang a bell. Not sure how widely it is/was used.
It refers to spinning an engine to start RPM, putting fuel to it (fuel flow indicated) but not having ignition available to light it off.
Here's a hint: don't reach up and turn on the ignition when you realize what happened.
I think this situation got lumped under "start malfunctions" along with other problems in modern FOMs.
Join Date: Mar 2006
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ike,
The term rang a bell. Not sure how widely it is/was used.
It refers to spinning an engine to start RPM, putting fuel to it (fuel flow indicated) but not having ignition available to light it off.
Here's a hint: don't reach up and turn on the ignition when you realize what happened.
I think this situation got lumped under "start malfunctions" along with other problems in modern FOMs.
The term rang a bell. Not sure how widely it is/was used.
It refers to spinning an engine to start RPM, putting fuel to it (fuel flow indicated) but not having ignition available to light it off.
Here's a hint: don't reach up and turn on the ignition when you realize what happened.
I think this situation got lumped under "start malfunctions" along with other problems in modern FOMs.
I'm a little concerned for our friend who must be flying for an outfit that provides with what appears to be little to no information, but I digress...
Be careful trying to memorise what to do in each scenario (except obviously the memory items!). A good checker and the real world will ensure the outcome for the same failure is slightly different each time and when it goes in a direction you’re not expecting you’ll end up in trouble.
Good training ensures that that you are trained to work through each problem in the context of the failure and (usually) the ECAM.
My advice is to get the FCOM PRO ABN for an exercise and copy each step into the left column and in the right column make notes as to what that action is trying to achieve and any other notes. This will contextualise your systems knowledge to understand what the actions are doing (and thus be alert for consequences).
Good training ensures that that you are trained to work through each problem in the context of the failure and (usually) the ECAM.
My advice is to get the FCOM PRO ABN for an exercise and copy each step into the left column and in the right column make notes as to what that action is trying to achieve and any other notes. This will contextualise your systems knowledge to understand what the actions are doing (and thus be alert for consequences).
The ECAM and the STATUS page will tell you what you need to know to land safely.
This is sometimes backed up with the QRH, for example the dual hydraulic failure summaries. If there is time, you can consult your OMA and OMB for extra nice to know information.
But I would not try to overthink this. You cannot remember every feature of every failure. Contrary to what some people believe, the Airbus is designed to help you. As long as you use the correct, methodical approach towards the ECAM - which is detailled in the Airbus QRH - you will be fine.
As far as all those engine start maladies are concerned - leave it alone and let the FADEC deal with the start failure. For example, it will automatically perform a dry crank if required. If it needs your help it will ask you, but if you start moving master switches or whatever in the middle of a sequence without being asked, you could cause more problems.
This is sometimes backed up with the QRH, for example the dual hydraulic failure summaries. If there is time, you can consult your OMA and OMB for extra nice to know information.
But I would not try to overthink this. You cannot remember every feature of every failure. Contrary to what some people believe, the Airbus is designed to help you. As long as you use the correct, methodical approach towards the ECAM - which is detailled in the Airbus QRH - you will be fine.
As far as all those engine start maladies are concerned - leave it alone and let the FADEC deal with the start failure. For example, it will automatically perform a dry crank if required. If it needs your help it will ask you, but if you start moving master switches or whatever in the middle of a sequence without being asked, you could cause more problems.
