Feeling overwhelmed trying to remember and understand everything about flying? Shoot a text on Telegram @CaptainSQa320 t.me/CaptainSQa320 and I will add you to a private group where we will discuss on everything from being a new pilot to being a full-fledged Captain. This group will be useful for those who are preparing for their Pilot Interview and Training. You can clear your doubts with pilots around the world and accelerate your learning curve. It’s free! See you there. Cheers! Telegram t.me/CaptainSQa320 Instagram instagram.com/captain_sq_... Want to show your support? Then click on this link www.buymeacoffee.com/captainsq Thank you!
When to call ATC? Well, my instructors says there are 2 avaliable times when to call ATC 1- When discharger is counting down from 10s to 0. 2- After levelling off there are plenty of time when aircraft is speeding up. As far as I learned informing ATC can be delayed because securing the engine is more important. By the way, Thanks CaptainSQ!
It's really helpful to me ! According to FCTM ENGINE FAILURE - GENERAL,if it reaches 2 of the 5 items ,the damaging is confirmed,so in this video ,which 2 phenomenons are reached to show damaging?
@@Captain_SQ the way I understand is that damage could lead to fire - hydraulic or fuel lines cut etc If the N1 rotation were too high - assuming it’s still windmilling then the flow of air through the low bypass section would simply blow the retardant gas out of the back before suffocating the oxygen supply around the potential fire The 10 second wait allows the N1 to slow down sufficiently Of course the logic doesn’t know whether there’s a fire risk or not but the ECAM covers that eventuality?
@@dhaneshvaranbaskaran8847 engine fire retardant is not corrosive - it’s a gas like halon and won’t damage the engine components it merely starves the fire of its oxygen source and waiting for flow of air to reduce (N1) helps that out
According to FCTM we should check/inspect the overhead panel and SD page, keeping in mind sensors on the overhead panel and SD page may be different from sensors that trigger the failure. Then consider any outstanding OEBs before ECAM actions.
7:35 engine fire 1 push button confirm ? PM calls wrong pb although does press correct pb No proper monitoring going on Don’t ever want to fly with these two !
![[ ออกกอง ] วัยหนุ่ม 2544 โลกหลังลูกกรง..ทัวร์กองถ่ายหนังใน "คุกของจริง" | JUSTดูIT.](http://i.ytimg.com/vi/vB--aOkZCpw/mqdefault.jpg)
Feeling overwhelmed trying to remember and understand everything about flying?
Shoot a text on Telegram @CaptainSQa320 t.me/CaptainSQa320 and I will add you to a private group where we will discuss on everything from being a new pilot to being a full-fledged Captain. This group will be useful for those who are preparing for their Pilot Interview and Training.
You can clear your doubts with pilots around the world and accelerate your learning curve. It’s free!
See you there. Cheers!
Telegram t.me/CaptainSQa320
Instagram instagram.com/captain_sq_...
Want to show your support? Then click on this link www.buymeacoffee.com/captainsq
Thank you!
By far the BEST airbus video I’ve come across…..
Thank you.
ECAM COUNT DOWN :
The count down allows N1 to decrease which will inturn reduce the nacelle ventilation,so the agents effectiveness is increased....
Very good Hari, that is indeed correct !
Very informative sir. Where can i find this info on fcom? sir thank u.. 🙏🏻
When to call ATC? Well, my instructors says there are 2 avaliable times when to call ATC
1- When discharger is counting down from 10s to 0.
2- After levelling off there are plenty of time when aircraft is speeding up.
As far as I learned informing ATC can be delayed because securing the engine is more important.
By the way, Thanks CaptainSQ!
I call ATC when engine is secured. Most welcome
It is also a good practice to consider the OEI straight in approach.
Yes that's right
Make a Pan call: I think after engine is Secured , PF will inform ATC and say intention
Hi Quang, yes that seems like a good flow, workload wise.
It's really helpful to me ! According to FCTM ENGINE FAILURE - GENERAL,if it reaches 2 of the 5 items ,the damaging is confirmed,so in this video ,which 2 phenomenons are reached to show damaging?
Ten seconds before squib firing allows for more efficient use of extinguisher gas I believe
good attempt, in what way it will be efficient?
@@Captain_SQ the way I understand is that damage could lead to fire - hydraulic or fuel lines cut etc
If the N1 rotation were too high - assuming it’s still windmilling then the flow of air through the low bypass section would simply blow the retardant gas out of the back before suffocating the oxygen supply around the potential fire
The 10 second wait allows the N1 to slow down sufficiently
Of course the logic doesn’t know whether there’s a fire risk or not but the ECAM covers that eventuality?
@@martinj7402 yes great, the countdown is for the engine rotation to slow down and so the agent can do its job to put out the fire.
@@dhaneshvaranbaskaran8847 engine fire retardant is not corrosive - it’s a gas like halon and won’t damage the engine components it merely starves the fire of its oxygen source and waiting for flow of air to reduce (N1) helps that out
@@martinj7402 thank you! appreciate that
Captain SQ
if you do not mind plz
we need Takeoff and LANDING Briefing
Sure i will keep that in mind.
Hey Sean, just got to know about your video.. Well done bro. Great stuff.
Thank you for your kind words
Bravo !
thank you.
What simulator are you using?
Flightsimlabs
@@Captain_SQ Great Captain. I guess is Prepard3d
@@jtrimarchi1 yes that is right.
Do we call for system resets and OEBs before the ecam?
According to FCTM we should check/inspect the overhead panel and SD page, keeping in mind sensors on the overhead panel and SD page may be different from sensors that trigger the failure. Then consider any outstanding OEBs before ECAM actions.
@@Captain_SQ brilliant, thank you !
@@germantobon5498 most welcome
3:20 there is a problem YOU SAID ENGINE 1 NOT ENGINE 2
you read from FCTM
Where u from capt
single engine go aounnd with autopilot......only possible after flying an ils approach with both autopilots engged is that correct?
With any autopilot engaged, the go around can be performed with the autopilot
Even though the issue is with engine 2 they are not listening to each other 😩😩
Is it Microsoft x?
Hi Ashwini, this is P3D.
I have been looking for a software to practice a320 abnormal procedure, will it be useful?
Yes it is. Most major failures are in the software.
7:35 engine fire 1 push button confirm ? PM calls wrong pb although does press correct pb
No proper monitoring going on
Don’t ever want to fly with these two !
Good catch Mike.
you kinda stole this script off another a320 channel
These are standard Airbus procedures, the similarities are expected ...
@@privateusername9000 No, 1:1 - in some places. not similarities.
and it’s not like this came off a training manual either.
And what is the name of that channel ?????