PIA A320 Crash Karachi
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BTW, again no first hand knowledge, but I'd be a bit surprised if the A320 RAT has electrical power generation capability (at most a simple PMA dedicated to the FBW). For all engine out, most aircraft depend entirely on the battery to power the critical electrical systems. Adding anything to the battery load pretty much requires an act of god - battery power is simply to precious.
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With the aircraft going around in this instance at least, they are certainly not going to prevent the final outcome, but in a different set of circumstances, a tail strike for example, they would be expected to report what they had either seen or heard.
Would any cabin crew browsing this forum care to comment ?
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Flaps 1 were selected at 243 knots IAS, the landing gears and speed brakes were retracted. Over-speed and EGPWS warnings were then triggered.
FDR recording indicates a brief action of selection of landing gear lever to down position, which was immediately followed by its movement to up position.
" moment when it all came together in the mind of that person. Tunnel vision has been mentioned. I can see one person suffering from tunnel vision, but for both pilots to simultaneously lose the big picture?
Someone mentioned that in order to force the other pilot to make a go-around, you can select the gear to up as a last resort. No-one was deemed so insane that they would press on with a retracted gear and try to land.
Well, it seems we have a case here where they did exactly this...
Well, it seems we have a case here where they did exactly this...
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That's correct... It's done with the priority take over button on the side stick...
However, I found that the majority of pilots I encounter in the Airbus, have no clue how that 'feature' really works...
However, I found that the majority of pilots I encounter in the Airbus, have no clue how that 'feature' really works...
Last edited by learner001; 24th Jun 2020 at 21:42.
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As somebody posted earlier, you need to run a lot of systems for the FDR to get the entire set of data. Not all of these systems are critical for operation under emergency electrical configuration.
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Yeah... Let's redesign the system and have a battery back up for the recorder.
Pity all the sensors feeding it information also stopped working at the same time so there is nothing to record..
Pity all the sensors feeding it information also stopped working at the same time so there is nothing to record..
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At the same time, the FCOM says the FDR runs in flight regardless of the engine status.
Last edited by Check Airman; 24th Jun 2020 at 23:12.
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No Wow switch required to manipulate the throttles towards reverse or apply pressure to the toe brakes. The FDR would record the control inputs.
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On looking at the logic diagram in the FCOM, I was surprised to see that you can move the reverse levers while airborne. Assuming I'm reading it properly...
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Still an ECAM will show up. It sometimes happens after flare if you're too quickly using reverse. It disappears inein lthan half a second (when it senses WOW).I've seen it a few times and never had the chance to fully read the ecam title.
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ENG 1(2) REV SWITCH FAULT
ENG 1(2) REVERSER FAULT
In this case, at that moment in time, I would think there is very little chance that any ECAM messages -- or other visual or aural alerts -- were registering in either of the two minds on that flight deck.