Airbus A320 Tutorial | When things go wrong! FCU 1+2 Fault | IR 1+2 Fault | Dual Hydraulic Failure
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- เผยแพร่เมื่อ 22 ก.ย. 2023
- Today, We're going to explore how to handle the Airbus A320 when things go wrong. We'll be exploring first the FCU (Flight Control Unit) also known as the Auto Pilot panel, then we''ll move onto the IRSs and what to do when 2 of the 3 ADIRSs Fail, and Finally on to the Hydraulics where we'll simulate a Dual Hydraulic system failure which will take away normal law, flaps, brakes, engine reverse and a whole lot more, and we need to get the A/C back on the ground safely.
We'll show you the ins and outs of handling these situations and how to get back on Mother Earth safely!
Don't forget to like and subscribe! :) And let us know your thoughts in the comments below! :)
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As always, one of the best channel for A320’s future, current and experience pilots… been flying this magnificient A320 for more than 7 years, and yes surely recommend this channel and have been recommending it to my fellow coleague... salute to u all in Waypoint Aviation and keep the awesome tutorials coming up sir… never stop learning…
Thank you! We intend to keep the channel going for as long as there’s someone out there who needs and appreciates it
I had the same concept for the VREF as you.
However, once rechecked - VREF is VLS (conf full).
Back from holidays, a lot of new tutorials and round the world flights to watch. And look at the new numbers of subscribers amazing 22.2K and counting , congrats, well done.
Welcome back! Hope you had an enjoyable and memorable holiday. Yup the family has grown with so many new wonderful people subscribing and a few more fun hopefully educational videos for you to watch! 😁🙏🏽
When you see "APPR SPD VREF +25 kT" on STS page, you must add 25 knots to flap full VLS speed, NOT VAPP. Also, you never followed up with the QRH summary procedure for the dual hydraulic failure.
I agree. There are lots of mistakes… on the G+Y failure, he turned on the EGPWS Flaps 3 switch instead of turning off the whole system as per ECAM (that’s why he got the TOO LOW warning on final); he added the “delta VREF” to the VLS of flaps 3 and not to the VREF (which is VLS of Config FULL and that’s why they were flying so fast on final); he also tried to trim up the aircraft (of course it won’t happen as the pitch trim is inop on that failure regardless of the FMA message). Lots of non standard call outs, no disciplined use of ECAM… BUT he made a great effort and I really appreciate to get videos like this. We can see what the sim does and he is a very nice guy. My only advice for the young pilots is to follow the info written in their manuals as it gets updated constantly. Again, thanks for posting. BTW, I am an A-320/A-330 Type Rating Instructor.
Brilliant. Love these failure scenarios. Keep em coming !!
Thank You so much! We will!
This is the best tutorial video on 320, I have ever watched 👍
Thank you so much! Glad it was helpful!
Thanks Captain !
I Love your channel and the a320!!
Thank you so much! Channel exists only because of people like you.
There it is my weekly dose of Waypoints. Cheers mista!
At your Service Sire!
Very insight information in this video.. nice to see you in VCIB..
Thanks! :)
It was a pleasure flying there!
Thanks Captain
Another great video
Great work sir 👌
Thanks Steve! 🙏🏽
Overall it’s a good video. Tks for your time Sir
Very messy abnormals handling😳…….I suggest to review the FCTM TASKSHARING RULES and HANDLING OF ECAM chapters……….ECAM discipline is a must on the Airbus.
Sorry the video was a disappointment to you…. Just so we can improve (if needed) can you please be more specific which parts were wrong and messy? Nothing like some constructive criticism to keep us on our toes! 😁👍🏽
@@waypointsaviation Happy to give some feedback:
1- stop talking so much and slow down, your trainee was lost !
2- follow Airbus procedures in regard to handing the ECAM
3- don’t jump to the next ECAM without clearing the first one
4- use Airbus phraseology, don’t add unnecessary words and irrelevant comments
As I mentioned in my previous post, ECAM discipline is a must !!!!
I could give you FCOM and FCTM references but this post would be to long 😂
Thanks and noted, I take it you’re an Airbus pilot?
@@waypointsaviation Yes, 321&330
@prc6608 cool. Thanks for the insight.
I love your videos. Not many failure videos on yt. Can you please do a video on flying and landing with asymmetric thrust
i like the suggestion , something to work on
Love the videos sir but just one suggestion could you start incorporating a few more standard call-outs as it will be way more immersive and give a real life perspective to the exercise
Thanks! We do use the standard call outs in our Videos, anything specific we're missing or you'd like to see?
but there is a reset from QRH for FCU 1 or 2
YUP You're right, we do have an FCU Fault Reset procedure, you can find it under the "System Reset Table" in the QRH. However the purpose of this video was to demonstrate what happens when it fails and WONT come back... :)
Hope this helps
Great Video sir. Loved it. Just one query. G+Y failure has no Stabilizer. So no pitch trim. right?
So after Gears Down in direct law, no trim at all.... is that right???
Surely you can always twiddle the wheel yourself, right?
Yes and No, there will be Pitch Trim, but its not Automatic it has to be done manually, but one can still trim the A/C using the pitch trim wheel because it still retains a mechanical connection.
Hello correct me if i am wrong but during dual hyd failure while calculating Vapp speed you should select Config Full on MCDU first then add 25 knots to vreff and then select config 3 on MCDU and enter the value you got after adding the 25 knots as Vapp speed. ?
That's totally correct and is written straight forward in FCOM when you would go to Vref definition ;)
Yes you are correct
You guys are right, I dont delve deep into the FCOM procedures in my videos trying to keep things simple... Something I should start doing from now on, Thanks for bringing this to my attention. Have an Awesome day! 😁👍🏽
@@waypointsaviation no worries.. we all are always learning something new everyday. We all should just try and support each other and keep learning from each other.
Nevertheless your videos are really interesting and they are simple to understand.. so keep it up 👍🏻😄
Much appreciated 🙏🏽
Actually coming from 1013 to 1009 hpa altitude will be decreased so insted flying 2000feetwith 1013 u should fly 1880’feet
The actual qnh outside is 1009 our altimeter is set to 1013, therefore the altimeter is “over reading” thus I’m flying at an altitude lower than that indicated on my altimeter so I should fly higher to compensate…
other way around….2120
sorry man but that copilots flying was pretty bad, i don’t think he held speed or altitude at any point😂😂 what a mess this was
Yeah, he’s not officially an Airbus pilot but in training, soon he’ll be flying like a pro 😎