Dual RA Fault A320
Thread Starter
Joined: Jun 2022
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From: London
Dual RA Fault A320
Hi all, question regarding a Dual RA fault on the A320 as there seems to be contradictory information in the FCOM / FCTM.
If gear is extended and the AP is on, will the AP disconnect and go straight to direct law?
OR
Will the AP remain engaged after gear down and subsequently remain in normal law until you disconnected the autopilot?
Many thanks!
If gear is extended and the AP is on, will the AP disconnect and go straight to direct law?
OR
Will the AP remain engaged after gear down and subsequently remain in normal law until you disconnected the autopilot?
Many thanks!
Joined: Jul 2015
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From: UK
To answer the question. If you review the control law reconfiguration list in the systems pages, it confirms that L/G down is the cue for the aircraft to enter direct law, and hence the autopilot, if on, would disconnect at that point.
Cheers
Thread Starter
Joined: Jun 2022
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From: London
God forbid someone try and develop their knowledge by asking a sensible question in the appropriate forum... Absolutely nonsense response.
To answer the question. If you review the control law reconfiguration list in the systems pages, it confirms that L/G down is the cue for the aircraft to enter direct law, and hence the autopilot, if on, would disconnect at that point.
Cheers
To answer the question. If you review the control law reconfiguration list in the systems pages, it confirms that L/G down is the cue for the aircraft to enter direct law, and hence the autopilot, if on, would disconnect at that point.
Cheers
thanks for your reply, I was unsure as after seeing a video of a crew run this failure in the simulator, it looks like it didn’t actually go into direct law until ap off despite gear down.
I suppose probably a simualtor inaccuracy?
Joined: Feb 2000
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From: 500 miles from Chaikhosi, Yogistan
God forbid someone try and develop their knowledge by asking a sensible question in the appropriate forum... Absolutely nonsense response.
To answer the question. If you review the control law reconfiguration list in the systems pages, it confirms that L/G down is the cue for the aircraft to enter direct law, and hence the autopilot, if on, would disconnect at that point.
Cheers
To answer the question. If you review the control law reconfiguration list in the systems pages, it confirms that L/G down is the cue for the aircraft to enter direct law, and hence the autopilot, if on, would disconnect at that point.
Cheers
There's a reason today that much training is around pilot competencies, with relatively few rote learned events. If you get the competencies right, you can better deal with whatever weird wacky and wonderful things the aircraft throws at you at any time of day and night.
Thread Starter
Joined: Jun 2022
Posts: 31
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From: London
The flippancy of the reply was probably uncalled for, but some of the sentiment is valid. By all means, a thirst for knowledge is great and should be welcomed, but memorising all the nuances of failures in detail - especially in a sim - is not always a great idea and can lead you down the wrong path. Your real life failure will never be the same as what you get in the sim.
There's a reason today that much training is around pilot competencies, with relatively few rote learned events. If you get the competencies right, you can better deal with whatever weird wacky and wonderful things the aircraft throws at you at any time of day and night.
There's a reason today that much training is around pilot competencies, with relatively few rote learned events. If you get the competencies right, you can better deal with whatever weird wacky and wonderful things the aircraft throws at you at any time of day and night.
I don't really see the issue here.
The question simply formed after indulging in some of the manuals.
There's plenty of other threads in this forum which ask techy questions.
I asked it in the appropriate form, if you don't like it then simply scroll.
Thread Starter
Joined: Jun 2022
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From: London
Joined: Jul 2015
Posts: 176
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From: UK
thanks for your reply, I was unsure as after seeing a video of a crew run this failure in the simulator, it looks like it didn’t actually go into direct law until ap off despite gear down.
https://youtu.be/JC_Nvh0kRyc?si=VQQjehsa3iAjLIwV
I suppose probably a simualtor inaccuracy?
https://youtu.be/JC_Nvh0kRyc?si=VQQjehsa3iAjLIwV
I suppose probably a simualtor inaccuracy?
Without RA you would not get any of the landing modes (LAND, FLARE), or even be able to select APPR mode, meaning an FPA descent. So you would have to disconnect at some point anyway. But it seems odd to engineer it that way round.
The flippancy of the reply was probably uncalled for, but some of the sentiment is valid. By all means, a thirst for knowledge is great and should be welcomed, but memorising all the nuances of failures in detail - especially in a sim - is not always a great idea and can lead you down the wrong path. Your real life failure will never be the same as what you get in the sim.
There's a reason today that much training is around pilot competencies, with relatively few rote learned events. If you get the competencies right, you can better deal with whatever weird wacky and wonderful things the aircraft throws at you at any time of day and night.
There's a reason today that much training is around pilot competencies, with relatively few rote learned events. If you get the competencies right, you can better deal with whatever weird wacky and wonderful things the aircraft throws at you at any time of day and night.
Thread Starter
Joined: Jun 2022
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From: London
it says this in the 320 fctm too under dual ra failure
wording is
- DIRECT LAW becomes active when the L/G is selected down and provided AP is disconnected. At this point, "USE MAN PITCH TRIM" is displayed on the PFD
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From: Having a margarita on the beach
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From: Scotland
It also depends on what software/hardware standard you may have. Your company’s manuals for the correct/reference MSN will be the most accurate. Videos from other operators will likely have options/software/hardware standards very different to yours.
They are good for the general gist of a drill but you must reference your own manuals to figure out exactly what’s fitted to your fleet.
They are good for the general gist of a drill but you must reference your own manuals to figure out exactly what’s fitted to your fleet.
Joined: Aug 2007
Posts: 98
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From: Middle East
Hi all,
Any time the plane swithces to Direct Law the AP will self disconnect. So, in dual RA fault the switch to Direct law occurs at L/G extension wich will disconnect the AP immediately and the App & landing are done manually...
Any time the plane swithces to Direct Law the AP will self disconnect. So, in dual RA fault the switch to Direct law occurs at L/G extension wich will disconnect the AP immediately and the App & landing are done manually...
Last edited by Rocket3837; 29th May 2025 at 11:01.
Joined: Aug 2007
Posts: 98
Likes: 2
From: Middle East
Hello Vilas, long time no see....
From memory the answer is yes..
When you loose the second RA on final APP, the Direct Law activates and that will trip the AP....
you can not have the AP while in Direct Law.
you can have the AP while in Normal Law and in ALTN law (certain failures)....
From memory the answer is yes..
When you loose the second RA on final APP, the Direct Law activates and that will trip the AP....
you can not have the AP while in Direct Law.
you can have the AP while in Normal Law and in ALTN law (certain failures)....