A320 Checklist Questions
Only half a speed-brake
Guilty as charged HB, pardon me doubting then. Out of interest, given your "theatre" could your outfit actually do without it?
Murky side story: there is a HW/SW configuration of quite a few airframes, where for a LNAV+VNAV managed app mode executed with QNH you need to set (M)DHinto the FMS for all things to work. While with the same ship, on a non-VNAV apch, (M)DA goes into the box.
Murky side story: there is a HW/SW configuration of quite a few airframes, where for a LNAV+VNAV managed app mode executed with QNH you need to set (M)DHinto the FMS for all things to work. While with the same ship, on a non-VNAV apch, (M)DA goes into the box.
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After Takeoff/ Cimb Checklist is used after Take off and after a Go Around.
In the first case it is called "After takeoff Checklist" and "Climb Checklist" in case of Go Around. Note the diagonal (/) in it.
In the first case it is called "After takeoff Checklist" and "Climb Checklist" in case of Go Around. Note the diagonal (/) in it.
Guilty as charged HB, pardon me doubting then. Out of interest, given your "theatre" could your outfit actually do without it?
Murky side story: there is a HW/SW configuration of quite a few airframes, where for a LNAV+VNAV managed app mode executed with QNH you need to set (M)DHinto the FMS for all things to work. While with the same ship, on a non-VNAV apch, (M)DA goes into the box.
Murky side story: there is a HW/SW configuration of quite a few airframes, where for a LNAV+VNAV managed app mode executed with QNH you need to set (M)DHinto the FMS for all things to work. While with the same ship, on a non-VNAV apch, (M)DA goes into the box.
We set DA for all vertical guided approaches (ILS, LNAV/VNAV), and a DDA (derived decision alt = MDA +50') for all non vetical guided approaces, and fly them all similar to an ILS as far as not leveling at the MDA anymore, but flying a 3deg path to the DA/DDA and GA if the required visual contact isn't there. Which things wouldn't work if you didn't set MDH?
In regards to the Parking Brake query, take a look at the Emergency Evacuation checklist. The first item is Parking Brake On - There can only be 2 settings (On/Off) as per the pedestal in which we set the Park Brake. Airbus FCOM only stipulate Park Brake - Set after initial push back! I believe Airbus rely that as professionals we can distinguish the reasons why and not be spoon fed everything.
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In regards to the Parking Brake query, take a look at the Emergency Evacuation checklist. The first item is Parking Brake On - There can only be 2 settings (On/Off) as per the pedestal in which we set the Park Brake. Airbus FCOM only stipulate Park Brake - Set after initial push back! I believe Airbus rely that as professionals we can distinguish the reasons why and not be spoon fed everything.
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Parking Brake ' On' is the position , but when the status of the Parking Brake is communicated it has to be "Set" and "Released"
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1. Why is "After Takeoff /Climb" checklist written that way?
Does Airbus intend us to say "After Takeoff Climb Checklist"?
2. Parking Brake As Required
Does Airbus want us to say "Set" or "On" if the Parking brake is indeed on.
3. Baro Ref Challenge
One of my instructors insisted we respond with, for example, "QNH 1011 Set".
Note the "QNH" addition, but I can't find anywhere in the FCOM or FCTM where it states we're supposed to say "QNH", although it is a good idea.
4. Does anyone know of a book that uses the latest Airbus procedures that explains everything in a neat, organized, coherent way?
Sometimes I think I should give up being a pilot and instead make my money writing an Airbus manual that's more... how can I put it.... pilot friendly.
Does Airbus intend us to say "After Takeoff Climb Checklist"?
2. Parking Brake As Required
Does Airbus want us to say "Set" or "On" if the Parking brake is indeed on.
3. Baro Ref Challenge
One of my instructors insisted we respond with, for example, "QNH 1011 Set".
Note the "QNH" addition, but I can't find anywhere in the FCOM or FCTM where it states we're supposed to say "QNH", although it is a good idea.
4. Does anyone know of a book that uses the latest Airbus procedures that explains everything in a neat, organized, coherent way?
Sometimes I think I should give up being a pilot and instead make my money writing an Airbus manual that's more... how can I put it.... pilot friendly.
I agree, but aren’t we talking about a checklist response here? Not when it is communicated to ground crew? If you want to be pedantic the word ‘Set’ could mean either ‘On/Off’.
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The 'On' and 'Off' markings near the Parking Brake lever is just like the 'Up' and 'Down" markings near the Landing Gear Lever.
But the calls as mentioned in the Standard Callouts on the FCOMs are 'Set' and 'Released' for the Parking Brakes. When we need to raise or lower the landing gear, we command "Gear Up" or "Gear Down" and not "Up" or "Down". For that matter there is no "Up" , "Down", "On" or "Off" callouts mentioned in the SOP.
But the calls as mentioned in the Standard Callouts on the FCOMs are 'Set' and 'Released' for the Parking Brakes. When we need to raise or lower the landing gear, we command "Gear Up" or "Gear Down" and not "Up" or "Down". For that matter there is no "Up" , "Down", "On" or "Off" callouts mentioned in the SOP.
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FCTM - Normal Checklist answers all your questions. When responding to a checklist item “AS REQD” you must call the real condition or configuration of the system. So in this case “Park Brake - Set” in my opinion is wrong!
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Back to the question of QNH terminology, our company just changed the Before Start, Climb and Descent checklists to have us say: "Baro Ref XX.XX Crosschecked." No reason given for the change, and it's not being well received. FCOM Controls and Indicators describes the window as the "Barometer Reference Display Window," but if we take that logic to the extreme, there are some pretty silly checklist designs around the corner.
Only half a speed-brake
(overdue reply) If you did not set MDH, the machine would remove the FD's and disconnect AP at MDA + ELEV. Applies to old QFE machines. https://i.postimg.cc/157RWMT0/IMG-0320.png
It is an oddity by all accounts, but the number of airframes is not negligible. The connection to a part of this thread above is that to discover it needs to be done, your best lead is the "MDH" label in MCDU and in FMA's minima box. Thus it might be prudent to read the "BARO" or "MDA" or "MDH" whilst running the C/L. Just like the QNH / QFE prefix - for some operators.
Not for QFE ops, but for QNH ops with a QFE enabled machine. Apparently, the old ones are actually QFE hardwired with QNH functions on top of the basic circuitry.
The point being made with regards to C/L responses is that it is not defined by the manufacturer and IMHO better staying that way.
It is an oddity by all accounts, but the number of airframes is not negligible. The connection to a part of this thread above is that to discover it needs to be done, your best lead is the "MDH" label in MCDU and in FMA's minima box. Thus it might be prudent to read the "BARO" or "MDA" or "MDH" whilst running the C/L. Just like the QNH / QFE prefix - for some operators.
Not for QFE ops, but for QNH ops with a QFE enabled machine. Apparently, the old ones are actually QFE hardwired with QNH functions on top of the basic circuitry.
The point being made with regards to C/L responses is that it is not defined by the manufacturer and IMHO better staying that way.
Last edited by FlightDetent; 19th Jan 2019 at 17:11.
(overdue reply) If you did not set MDH, the machine would remove the FD's and disconnect AP at MDA + ELEV. Applies to old QFE machines. https://i.postimg.cc/157RWMT0/IMG-0320.png
It is an oddity by all accounts, but the number of airframes is not negligible. The connection to a part of this thread above is that to discover it needs to be done, your best lead is the "MDH" label in MCDU and in FMA's minima box. Thus it might be prudent to read the "BARO" or "MDA" or "MDH" whilst running the C/L. Just like the QNH / QFE prefix - for some operators.
Not for QFE ops, but for QNH ops with a QFE enabled machine. Apparently, the old ones are actually QFE hardwired with QNH functions on top of the basic circuitry.
The point being made with regards to C/L responses is that it is not defined by the manufacturer and IMHO better staying that way.
It is an oddity by all accounts, but the number of airframes is not negligible. The connection to a part of this thread above is that to discover it needs to be done, your best lead is the "MDH" label in MCDU and in FMA's minima box. Thus it might be prudent to read the "BARO" or "MDA" or "MDH" whilst running the C/L. Just like the QNH / QFE prefix - for some operators.
Not for QFE ops, but for QNH ops with a QFE enabled machine. Apparently, the old ones are actually QFE hardwired with QNH functions on top of the basic circuitry.
The point being made with regards to C/L responses is that it is not defined by the manufacturer and IMHO better staying that way.
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Thanks for the reply. I remember reading an OB/OEB about that when I was new, but on our fleet all reference to the AP disconnecting at mins have been removed, not sure if because of updated software or retired hardware. I will look MDH in the MCDU to see if I can find any.
By the way, on older aircraft if you enter a baro minima instead a radio one on an ILS approach the minima box will read “MDA” which is wrong for a precision approach, so don’t trust Airbus word by word.
Regarding the parking brake, I just checked my FCOM and it says the response is off/on, even when communicating with ground crew. I hate to nitpick over banalities such as brakes set/on (there are things far more important and relevant that are misunderstood or done incorrectly on a daily basis), but if I may join, on the pedestal writing it says “off/on”. So guess what?