A320 family REV amber indication questions
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A320 family REV amber indication questions
Hi,
I have a few relatively simple questions for the Airbus division if I may. I am sorry that it has been so long since I jumpseated a 320 family aircraft, that I cannot remember, or never knew, the answers! This all relates to the indication of reverse thrust status on the ECAM display.
FCOM 1.70.95 gives (two examples):
(a) It is displayed in amber, when at least one reverser cowl is unstowed or unlocked; or
(b) Appears in amber when a reverser door is unstowed or unlocked.
1. The (a) case would imply that REV amber appears on both indications when only one thrust lever is moved into the reverse range. Should this be that when one of the cowls on the engine is unstowed or unlocked then the indication for that engine changes to amber?
2. When the reverser door is locked out by the maintenance crews then the indication goes amber when the thrust lever is moved into the reverser range. The door is locked, so is it unstowed at this point? MEL 02-78-30-01 does not say anything about it. It would be useful if someone could define the difference between unlocked and unstowed for me.
3. What are the calls from PNF when you have engine one REV in green and engine two REV remaining in amber? Is this written down as a procedure or is it what you think that you would say at that point? If it is written down, please indicate where!
4. At what speed does the reverser fault Caution trigger (straight away or is it delayed until below a certain speed)?
5. Does the REV amber indication return during the transition from reverse to idle thrust during the cancellation of reverse thrust after landing?
Many thanks
Discount.
I have a few relatively simple questions for the Airbus division if I may. I am sorry that it has been so long since I jumpseated a 320 family aircraft, that I cannot remember, or never knew, the answers! This all relates to the indication of reverse thrust status on the ECAM display.
FCOM 1.70.95 gives (two examples):
(a) It is displayed in amber, when at least one reverser cowl is unstowed or unlocked; or
(b) Appears in amber when a reverser door is unstowed or unlocked.
1. The (a) case would imply that REV amber appears on both indications when only one thrust lever is moved into the reverse range. Should this be that when one of the cowls on the engine is unstowed or unlocked then the indication for that engine changes to amber?
2. When the reverser door is locked out by the maintenance crews then the indication goes amber when the thrust lever is moved into the reverser range. The door is locked, so is it unstowed at this point? MEL 02-78-30-01 does not say anything about it. It would be useful if someone could define the difference between unlocked and unstowed for me.
3. What are the calls from PNF when you have engine one REV in green and engine two REV remaining in amber? Is this written down as a procedure or is it what you think that you would say at that point? If it is written down, please indicate where!
4. At what speed does the reverser fault Caution trigger (straight away or is it delayed until below a certain speed)?
5. Does the REV amber indication return during the transition from reverse to idle thrust during the cancellation of reverse thrust after landing?
Many thanks
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The CFM56-5 has reverser doors, 4 on each engine
The V2500 has a reverser cowl, one per engine.
The reversers can be unlocked, but until the doors move they are not unstowed.
The REV amber only shows when that engine's reverser is unlocked.
When the reverser is locked out by maintenance, the doors/cowl is physically bolted closed. In this case you can ignore amber REV indications.
The V2500 has a reverser cowl, one per engine.
The reversers can be unlocked, but until the doors move they are not unstowed.
The REV amber only shows when that engine's reverser is unlocked.
When the reverser is locked out by maintenance, the doors/cowl is physically bolted closed. In this case you can ignore amber REV indications.
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Discountinvestigator,
1/-Each *reverser* is made of four blocker doors on the CFM. Principle is the same for the IAE. What you need to know is that the amber light only relates to its engine.The unlocked/unstowed amber light is either a malfunction -in which case you'd get an ECAM warning - or the transit phase of the reverser deployment/retraction on that engine. The other T/L position has no effect.
2/-The most accurate word is *latched*, really. Each of the blocker doors has a latch that would keep it in the *stowed* position. The *locking-out* of a reverser involves blocking the deployment, both by mechanical and elctrical means. Depending on the models, in a locked-out thrust reverser, you'd get an amber light (meaning a disagreement between the T/L demand and the state of the reverser, or not -don't know why, whether is software or electrical...)
3/-The call with my airline is "Reverse one only green", as per SOPs. Some airlines prefer "Reverse left only", which gives, IMO a better clue for the side of an expected yawing moment, but it's very small.
4/-The *Reverse Fault* is inhibited at take off until passing 1500 ft height.
5/-Already answered. Yes.
1/-Each *reverser* is made of four blocker doors on the CFM. Principle is the same for the IAE. What you need to know is that the amber light only relates to its engine.The unlocked/unstowed amber light is either a malfunction -in which case you'd get an ECAM warning - or the transit phase of the reverser deployment/retraction on that engine. The other T/L position has no effect.
2/-The most accurate word is *latched*, really. Each of the blocker doors has a latch that would keep it in the *stowed* position. The *locking-out* of a reverser involves blocking the deployment, both by mechanical and elctrical means. Depending on the models, in a locked-out thrust reverser, you'd get an amber light (meaning a disagreement between the T/L demand and the state of the reverser, or not -don't know why, whether is software or electrical...)
3/-The call with my airline is "Reverse one only green", as per SOPs. Some airlines prefer "Reverse left only", which gives, IMO a better clue for the side of an expected yawing moment, but it's very small.
4/-The *Reverse Fault* is inhibited at take off until passing 1500 ft height.
5/-Already answered. Yes.
