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Many thanks! The full A320 theory course is available on my learning platform; aviation.mindspacex.com for a small monthly fee. It is free to try and the trial have NO restrictions. Please visit and you'll find all the details. The content shared here on the channel are previews from the course material and live classes. I will continue to share content, and soon will be launching the ATPL(A) theory here on the channel. Stay tuned!

The full A320 theory course is available on my learning platform; aviation.mindspacex.com for a small monthly fee. It is free to try and the trial have NO restrictions. Please visit and you'll find all the details. Soon will be launching the ATPL(A) theory here on the channel. Stay tuned!

Thanks! The full A320 theory course is available on my learning platform; aviation.mindspacex.com for a small monthly fee. It is free to try and the trial have NO restrictions. Please visit and you'll find all the details. Soon will be launching the ATPL(A) theory here on the channel. Stay tuned!

Hi, really appreciate the interaction here on the channel. I’ve look into your question and based on information from the latest A320 FCOM, TAWS is available as part of T2CAS, T3CAS and EGPWS. The information linking the two is vague but you’ll find a hint in DSC-34-SURV-40-35. Hope this helps

Glad you enjoyed it! The full A320 theory course is available on my learning platform; aviation.mindspacex.com. Please visit and you'll find all the details. Soon will be launching the ATPL(A) theory here on the channel. Stay tuned!

Hi, Mmm... not exactly. You will find that in the FCOM -> 'Procedures' -> 'Abnormal & Emergency' chapter, that the titles of all failures are listed and the title gives the classification (color, underline, box, MEM). Alternatively, you can find in the MEL a TOC list of all failures. Hope this helps

Hahahaha

Hi, There is always gonna be one side stick where the button is pressed "last". Even if this is just a micro-second, the computer will register it

The full A320 theory course is available on my learning platform; aviation.mindspacex.com. Please visit and you'll find all the details. Soon will be launching the ATPL(A) theory here on the channel. Stay tuned!

Thank you! Cheers!

Glad it was helpful! Happy flying ;)

'SRS' stands for 'Speed Reference System'. It is a vertical guidance mode in the FMGS (Flight management and guidance system). During takeoff and Go-Around the aircraft will use pitch to follow a given speed which is safe for the climb. This vatical climb mode is called 'SRS'. The speed is considered safe and will ensure the aircraft always have a sufficient margin to a stall. I hope this helps? Please visit our academy where you can see all lessons, including a detailed lesson on Airbus Speeds, which I have created for this very purpose.

Wonderful! My pleasure.

You're very welcome!

Hi 9LimaAlpha7 The full A320 theory course is available on my learning platform; aviation.mindspacex.com for a small monthly fee. It is free to try and the trial have NO restrictions. Please visit and you'll find all the details. The content shared here on the channel are previews from the course material and live classes. I will continue to share content, and soon will be launching the ATPL(A) theory here on the channel. Stay tuned!

I appreciate that! Please consider checking out the my academy. You can visit the site at academy.mindspacex.com

Glad you enjoyed it! Please consider checking out the my academy. You can visit the site at academy.mindspacex.com

Thanks for watching! My pleasure. You can find much more learning content at our academy. You can visit the learning portal at academy.mindspacex.com. We offer a FREE trail for you to check out all the content

Wow, thanks! You can find much more learning content at our academy. You can visit the learning portal at academy.mindspacex.com. We offer a FREE trail for you to check out all the content

Thank you so much 😀. You can find much more learning content at our academy. You can visit the learning portal at academy.mindspacex.com. We offer a FREE trail for you to check out all the content

Appreciate the input. Thanks!

That’s great Patrick. Happy the content is useful. Please spread the word and also check out my academy at www.MindSpaceX.com/aviation

Welcome! You can find much more learning content at our academy. You can visit the learning portal at academy.mindspacex.com. We offer a FREE trail for you to check out all the content

Glad you liked it! You can find much more learning content at our academy. You can visit the learning portal at academy.mindspacex.com. We offer a FREE trail for you to check out all the content

On a WET runway surface there is no risk of hydroplaning. So surface conditions are divided into two categories, risk and no risk. Up to 3mm of standing water or slush there is no risk so the surface is WET. Above there is a considerable risk so we consider the surface CONTAMINATED.

@@MindSpaceXAviation thanks for the explanation

@@MindSpaceXAviation What does contaminated runway look like in ATIS or METAR?

Hi, On METAR's the runway conditions are not stated directly. Pilots interpret the outside conditions and use ATIS for clarification. On ATIS the audio message will state the level and type of contaminates. It is then up to the individual aircraft types and the respective manuals to determine the effect this has on the aircraft performance.

@@MindSpaceXAviation Thanks for the reply!

Glad it was helpful!

Hi David, The control panel for the AIDRS is found on the overhead panel to the left. It is used only to turn ON and OFF the system and during degraded performance (malfunctions). The ADIRS provides the aircraft with its position. The data selector should be set to NAV for normal operation. The MCDU (Multi-purpose Control Display Unit) is found on the pedestal in between the pilots. There are two units installed. They are used to input and see information from the FMGC (main computer on the aircraft). Hope this helps

Auto Brake is not available if the green hydraulic system is lost. From the Airbus FCOM: SYSTEM ARMING The crew may arm the system by pressing the LO, MED, or MAX pushbutton provided all the following arming conditions are met : - Green pressure available - Anti-skid electrically-powered - No failure in the braking system - At least one ADIRU is available.

Haha... not quite. We truly believe in this approach to ensure the aviation industry stays safe though incredible demand. Our pilot training is a key element and if taught correct KSA is a tool that will greatly strengthen the pilots performance in the cockpit.

Hi, well the quick answer is there is none. EGPWS does not use the WX radar. Let me explain: GPWS has 5 basic modes and use; Pressure Altitude, Radio Altimeter, Temperature and Baro reference. The Enhanced version, EGPWS uses an additional database to provide ND images and warnings for upcoming terrain. The WX radar can be used independently in 'mapping mode', also giving the pilots a picture on terrain ahead of the aircraft. However, the Enhanced function on the GPWS is now standard in modern commercial jet aircrafts and is much more reliable and accurate. I hope this helps

Very good you ask. The LS function is not a guidance function like the FD. Pushing the LS pb. only “shows” the vertical and horizontal deviation bars on the respective PFD. The guidance, when the aircraft follows the localizer/GS, is armed and activated through the APPR or LOC pb. So if we want to fly an ILS approach without the use of automation, we call it ‘raw data approach’, we would turn the FD’s OFF and ensure the LS is ON. Otherwise we wouldn’t be able to see the deviation bars on the screen.

And I'm assuming doing an "raw data approach" isn't during normal ops, right? Thanks for explaining!@@MindSpaceXAviation

Also, could you please make a video showing how to make sure you have the correct climb gradient for departures and arrival? Some arrival plates have specific minimums for specific climb gradients, and as a flight simmer I'm unable to use some professional program.@@MindSpaceXAviation

Awesome, thanks! You can find much more learning content at our academy. You can visit the learning portal at academy.mindspacex.com. We offer a FREE trail for you to check out all the content

Hi, I do see your point. But we have to look to the documentation to get a broader perspective. The term ''Decision speed'' is not an Airbus term, but a term used generically in the industry. Airbus has the following definition for V1 in their FCOM: ''The highest speed, during takeoff, at which the flight crew has a choice between continuing the takeoff or stopping the aircraft.'' The term 'choice' would suggest a decision is to be made. All leading ATPL theory publishers, including Bristol, Oxford, PadPilot as well EASA defines V1 as ''Decision Speed''. From a performance perspective, V1 can be limited by ASDA (ground) but also by TOD (airborne). On a short runway V1 would be limited, so we are able to stop. However, on a long runway we are limited by the brake energy created if we attempt to stop (VMBE). This means V1 is where the "decision" has been made that a rejected takeoff is no longer an option.

Hi @adrianam3152, The video here is a small snippet from our complete lesson on the A320 Fuel System. In this short video we only talk about the generic fuel feeding sequence. The schematic shown, as you mention, is from the newer and most widely used fuel system, where we have centertank x-transfer valves instead of pumps. The fuel sequence however is the same for both systems. You can always find the full lessons on our leaning platform at www.MindSpaceX.com/elearning.