A320 Line Training - what complex/tricky aircraft related questions to ask?!
Dog Tired
I did never ask silly questions, only observed the pilot's operating skills.
However...
If you have old airframes with LAF:
Q: How do you know if the LAF is active?
A: Turn up the speakers and you'll hear Ha Ha Ha...
However...
If you have old airframes with LAF:
Q: How do you know if the LAF is active?
A: Turn up the speakers and you'll hear Ha Ha Ha...
Last edited by fantom; 29th May 2012 at 19:52.
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Charlie and Cough - both right.
Cough's Blue override was what I was thinking.
Another scumbaggly question -
Engines running - how can you instantly deactivate all of the
primary flight controls without turning any HYD, ELAC or SEC
sws off?
Cough's Blue override was what I was thinking.
Another scumbaggly question -
Engines running - how can you instantly deactivate all of the
primary flight controls without turning any HYD, ELAC or SEC
sws off?
What a strange question from a trainee. I assume you are a new guy with no other flying experience? As many have said, this is not the attitude to approach your training.
Try eating a few slices of humble pie before you go on your next trip. You are NOT there to trip the trainer up, because that is EXACTLY what you are trying to do.
Rest assured, he will make you life a lot more miserable that you will his. Flying is being about being a team, NOT point scoring.
If you dont learn anything, or perhaps its your ability to learn, do as someone has said - say thanks captain, and move on.
Show some humility, you are at the start of a career and you are flying with an experienced Captain. You are not expected to know much, but you are expected to learn. If you ask one of your stupid questions, how do you reply when the LTC asks why you want to know that when you are not even comfortable, for example, with landing distance increments with various failures? Lighting system failures for LVO's, Crash Cat's etc etc. Flying is not just about the airbus itself.
You will achieve nothing, except making a very bad name for yourself. Captains will be on their guard with you and you will VERY quickly show your obvious, and understandable, shallow depth of knowledge.
Then you will feel silly for trying to be a coçky ar$e.
Try eating a few slices of humble pie before you go on your next trip. You are NOT there to trip the trainer up, because that is EXACTLY what you are trying to do.
Rest assured, he will make you life a lot more miserable that you will his. Flying is being about being a team, NOT point scoring.
If you dont learn anything, or perhaps its your ability to learn, do as someone has said - say thanks captain, and move on.
Show some humility, you are at the start of a career and you are flying with an experienced Captain. You are not expected to know much, but you are expected to learn. If you ask one of your stupid questions, how do you reply when the LTC asks why you want to know that when you are not even comfortable, for example, with landing distance increments with various failures? Lighting system failures for LVO's, Crash Cat's etc etc. Flying is not just about the airbus itself.
You will achieve nothing, except making a very bad name for yourself. Captains will be on their guard with you and you will VERY quickly show your obvious, and understandable, shallow depth of knowledge.
Then you will feel silly for trying to be a coçky ar$e.
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Dunno if that was the intent of the OP KtT - I could be wrong
..but I got the impression the poster was after questions that
could be asked which are particularly complex so as to derive
some useful knowledge (even though that poster didn't write
succinctly in that regard) for the final Line check. IOW above
the standard of knowledge required.
I've only been d!cking around on this thread but since the OP
hasn't even bothered replying there's really no point in giving
any serious advice.
..but I got the impression the poster was after questions that
could be asked which are particularly complex so as to derive
some useful knowledge (even though that poster didn't write
succinctly in that regard) for the final Line check. IOW above
the standard of knowledge required.
I've only been d!cking around on this thread but since the OP
hasn't even bothered replying there's really no point in giving
any serious advice.
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Be professional, listen a lot and talk little, if you don't know, don't bulls##t, just say I don't know and above all else don't try to be the latest arrogant ZFT student that the Training Capt. has had to fly with this year. This advice works well on the line too!
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ok, am weak!! I succemb to the call:
here`s one I like:
How do you restore lost Comms after a DC Essential Failure? Learn it before you ask him/her it -
here`s one I like:
How do you restore lost Comms after a DC Essential Failure? Learn it before you ask him/her it -
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Melissa,
I can't hold myself back any longer. You'd better re-read the posts from Natstrackalpha, a321 and from macdo; in fact, print them out and keep a copy in your flight bag. Your attitude stinks! It's not a pissing contest and trying to trip the LTC up is a sure way to have a crappy day!
So, how did your 10 hour rotation go with this particular Training Captain? Go on, I dare you to respond and let us know how it went and why!
I can't hold myself back any longer. You'd better re-read the posts from Natstrackalpha, a321 and from macdo; in fact, print them out and keep a copy in your flight bag. Your attitude stinks! It's not a pissing contest and trying to trip the LTC up is a sure way to have a crappy day!
So, how did your 10 hour rotation go with this particular Training Captain? Go on, I dare you to respond and let us know how it went and why!
Last edited by 3 Point; 30th May 2012 at 19:08.
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So, I'm trying to think of questions to ask the training captain that he maybe able to explain. I figure if I have to spend 10 hours then I may as well ask as many questions as possible, answers which we can both go over together during the flight.
I think all of you who have given this trainee such a hard time should re-read her original post. You have all interpreted her tricky cunning etc as an attempt to trip up her trainer. I think in reality she is trying to guide her discussions with her trainer down a constructive route as she refers to her wish to prepare for those conversations by studying beforehand.
It never ceases to amaze me how many posters on these threads react so aggressively.
There is always a chance that her attitude is good and your interpretation is wrong.
I think all of you who have given this trainee such a hard time should re-read her original post. You have all interpreted her tricky cunning etc as an attempt to trip up her trainer. I think in reality she is trying to guide her discussions with her trainer down a constructive route as she refers to her wish to prepare for those conversations by studying beforehand.
It never ceases to amaze me how many posters on these threads react so aggressively.
There is always a chance that her attitude is good and your interpretation is wrong.
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Out of a actual incident (Air Canada A319 near Winnipeg on May 30th 2012, two hydraulic systems failed after leak)
Can i switch off the PTU by pulling CBs?
Can i switch off the PTU by pulling CBs?
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I'm inclined to agree with GUSTING_45. The impression I got is that she wanted to get an idea of the difficult questions from pprune ahead of time, so that she could be better prepared for the next flight.
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DC-9 Line training , i start to set destination beacons in both ADF recivers right after take- off , in cruise the Training Cpt asked me ( smoking is cigarette very slowly) " where are you going to fly tomorrow ? " i take a look at the roster and reply , so he state " why don't you set the tomorrow Beacons ? "
Sometimes two words equals hours of explanations.....
Now modern question , green band of take off CG ,on the left you can see the number 30- 25-20 then you see 10,5/17 why ??
Same on lower indication, i don' t remember the lower number right now.
Sometimes two words equals hours of explanations.....
Now modern question , green band of take off CG ,on the left you can see the number 30- 25-20 then you see 10,5/17 why ??
Same on lower indication, i don' t remember the lower number right now.
Last edited by Nick 1; 1st Jun 2012 at 20:40.
I agree with gusting_45.
Sounds like the OP has been hit with some inane questions that has proven they don't know much but aren't particularly useful. (those trainers who do this......you know who you are. ) As a TRE I have unbelievably experienced this point scoring exercise. However the OP by directing the subject can hopefully at least learn something relevant.
Good luck!
Sounds like the OP has been hit with some inane questions that has proven they don't know much but aren't particularly useful. (those trainers who do this......you know who you are. ) As a TRE I have unbelievably experienced this point scoring exercise. However the OP by directing the subject can hopefully at least learn something relevant.
Good luck!
Last edited by Right Way Up; 1st Jun 2012 at 21:23.
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this thread . .
. . . why don`t we open an online A320 type rating . . . course . . . . . . then, when the studes have scored a high enough . . score, they can then go and do the type rating for real, at a place recommended by us or selected from the greats . . . . . having done the ground school with us . . . we would get recognition from the greats . . .
How does the student benefit . . ? Well, the combined richness of knowledge will put them at a very high standard, it will break the ice in class when they start on their course, they would not need any groundschool, if we did it right.
We could call it something imaginative like: A320 Online Groundschool, we could (AOG!) get FAA and CAA approval too. The cross-ref AOG with other refs to AOG will give us a major hit on the web search thangs. . . it could be translated into several languages . . .such as . . English, in fact, we`ll keep it in English, that way they can all learn English an inherent opportunity for them all!
If you are serious and interested and an A320 professional then lets PM and get together and form a corporation. That way, all the golden knowledge they freely get on here, well, it would be the same, but more regulated, by the kettle, and instead of tap tap tapping for free we could give them the bestest service ever. After culmination of the sectors of the course, per se` we could put it all on automatic and have a robot send it out, take payment, welcome them on board and get a sec or someone with nothing to do all day, just to monitor it all and a duty online instructor - just for those niggley little questions.
Often, when transferring pressure from one sys through the PTU to the other sys (say from Y to G) and in the case of an overheat . .then the heat, will heat the other side through conduction, so you end up with Y overheat and G overheat too.
P.S.
No takers for my DC Essential failure restoring full comms procedure . . ?
How does the student benefit . . ? Well, the combined richness of knowledge will put them at a very high standard, it will break the ice in class when they start on their course, they would not need any groundschool, if we did it right.
We could call it something imaginative like: A320 Online Groundschool, we could (AOG!) get FAA and CAA approval too. The cross-ref AOG with other refs to AOG will give us a major hit on the web search thangs. . . it could be translated into several languages . . .such as . . English, in fact, we`ll keep it in English, that way they can all learn English an inherent opportunity for them all!
If you are serious and interested and an A320 professional then lets PM and get together and form a corporation. That way, all the golden knowledge they freely get on here, well, it would be the same, but more regulated, by the kettle, and instead of tap tap tapping for free we could give them the bestest service ever. After culmination of the sectors of the course, per se` we could put it all on automatic and have a robot send it out, take payment, welcome them on board and get a sec or someone with nothing to do all day, just to monitor it all and a duty online instructor - just for those niggley little questions.
Often, when transferring pressure from one sys through the PTU to the other sys (say from Y to G) and in the case of an overheat . .then the heat, will heat the other side through conduction, so you end up with Y overheat and G overheat too.
P.S.
No takers for my DC Essential failure restoring full comms procedure . . ?
Last edited by Natstrackalpha; 2nd Jun 2012 at 11:44.
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gusting 45
gusting 45
Good point.
Mellisa, sorry, you`re doing fine. If we misunderstood you, we are sorry. We want you to be great - because you want to be great too right . .?
Learn all you can, in an attempt to learn ALL about the Airbus A320 in a sane amount of time. By doing this your mind will start to fill with questions - ask your training Captain what you want when you can, choose a good moment . . he will appreciate your questions, hopefully he is not a masoginist. If he does not appreciate your questions nor celebrate the fact that you are burning to learn and thirsting for knowledge then catso - cercare un altro airline, magari.
The more you study, the more you will need to ask questions.
If you are in an environment where women pilots are looked down upon then emigrate to the UK or to the States. If this is the case then give him my DC Essential Failure question: "How do you restore FULL Comms radio and intercomms) with a DC Essential Failure?" I`ll PM you the answer.
If you ARE in a place where women pilots are frowned upon then study to increase your knowledge to your `own` highest level, get a nice balance in life, some study, some free time with friends etc, and reach for Command - your Command.
Before that day arrives though acquire as much knowledge of the aircraft as you can. Enjoy your flying and ignore sexist remarks, sexism being sarcasm due to the fact that you are a lady. Never for get how you are going to perform in the event that you are the only one there. (It is NOT difficult, nor any different, just, get on with it).
We wish you all the best of luck and . . as we say in England . . "Don`t let the b------s grind you down"
Good point.
Mellisa, sorry, you`re doing fine. If we misunderstood you, we are sorry. We want you to be great - because you want to be great too right . .?
Learn all you can, in an attempt to learn ALL about the Airbus A320 in a sane amount of time. By doing this your mind will start to fill with questions - ask your training Captain what you want when you can, choose a good moment . . he will appreciate your questions, hopefully he is not a masoginist. If he does not appreciate your questions nor celebrate the fact that you are burning to learn and thirsting for knowledge then catso - cercare un altro airline, magari.
The more you study, the more you will need to ask questions.
If you are in an environment where women pilots are looked down upon then emigrate to the UK or to the States. If this is the case then give him my DC Essential Failure question: "How do you restore FULL Comms radio and intercomms) with a DC Essential Failure?" I`ll PM you the answer.
If you ARE in a place where women pilots are frowned upon then study to increase your knowledge to your `own` highest level, get a nice balance in life, some study, some free time with friends etc, and reach for Command - your Command.
Before that day arrives though acquire as much knowledge of the aircraft as you can. Enjoy your flying and ignore sexist remarks, sexism being sarcasm due to the fact that you are a lady. Never for get how you are going to perform in the event that you are the only one there. (It is NOT difficult, nor any different, just, get on with it).
We wish you all the best of luck and . . as we say in England . . "Don`t let the b------s grind you down"
Last edited by Natstrackalpha; 2nd Jun 2012 at 12:04. Reason: upon reflection - transpired thought
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Yes. don`t forget RMP three as well, for the same. xxCORRECTIONxxCX
audio sw F/O 3
capt cant tx or rx so turn up the volume on f/o speaker, f/o tx and rx norm via vhf2/3
capt tx using mike from f/o which is.............. stretched.................................behind the centre ped, Capt rx using f/o speaker.
intercom: f/o uncovers left ear, capt shouts, f/o speaks when he`s spoken to! ( English joke !).
f/o rx vhf 2/3 and cabin.
Correction: sorry, I meant ACP 3 which you stated anyway.
audio sw F/O 3
capt cant tx or rx so turn up the volume on f/o speaker, f/o tx and rx norm via vhf2/3
capt tx using mike from f/o which is.............. stretched.................................behind the centre ped, Capt rx using f/o speaker.
intercom: f/o uncovers left ear, capt shouts, f/o speaks when he`s spoken to! ( English joke !).
f/o rx vhf 2/3 and cabin.
Correction: sorry, I meant ACP 3 which you stated anyway.
Last edited by Natstrackalpha; 4th Jun 2012 at 11:14. Reason: Correction
