what a great video, but I have a question,at the end of the video,when Sec 1+2+3 are failed,refer to the fcom:the LGCIU information can no longer be sent to the ELAC . Not fac
Excellent presentation, thank you! Would you be so kind to clarify the following, please? Referring to FCOM for SEC 1(2)(3) FAULT, the STS says: "if SEC 1+2+3 fail: ALTN LAW: PROT LOST; CAT 3 SINGLE ONLY". The INOP SYS reports: " CAT3 DUAL if SEC 1+2+3 fail.". My question is: what is the A/C landing capability with SEC 1+2+3 failure?? The FCOM seems to be suggesting we could fly a CAT3 app. What am I missing Captain? Thanks a lot.
Do you know what year Airbus came out with the FWC standards to change the thurst levers/ground spoilers logic? When that TAM in Sao Paulo crashed in 2007 because the captain left one thrust lever in CLB and brought the other one to REV, wasn't the new standard already available for installation? now it doesnt matter if one is left in clb anymore as long as one is brought to rev.
Yes these modifications are available to airlines as recommendations, I guess its up to the airlines to adopt them, much the same as Airbus SOP. Thank you for commenting
Thanks for your sharing! I have a question about fuel penalty factor. Do you have any idea why the penalty factor of Yellow system low pressure is greater than G+Y system low pressure?
Ive not heard it referred to as the Florence Kit, can you share the origin? On further investigation we have it on our A319,320,321 fleet. It must have been an option we optioned!
Thank you once again.
this channel is underrated!!!
I think so too! Thank you for your interest in the channel.
Thank you another quality presentation! ✈️
Glad you enjoyed it!
I appreciate a lot your work and thank you so very much for your effort and great explanations.
You are very welcome
Nice, thank you BC
Thank you so much!
Glad it helped!
what a great video, but I have a question,at the end of the video,when Sec 1+2+3 are failed,refer to the fcom:the LGCIU information can no longer be sent to the ELAC . Not fac
Excellent presentation, thank you! Would you be so kind to clarify the following, please? Referring to FCOM for SEC 1(2)(3) FAULT, the STS says: "if SEC 1+2+3 fail: ALTN LAW: PROT LOST; CAT 3 SINGLE ONLY". The INOP SYS reports: " CAT3 DUAL if SEC 1+2+3 fail.". My question is: what is the A/C landing capability with SEC 1+2+3 failure?? The FCOM seems to be suggesting we could fly a CAT3 app. What am I missing Captain? Thanks a lot.
Andrea you're making my brain hurt! let me take a look at it
Do you know what year Airbus came out with the FWC standards to change the thurst levers/ground spoilers logic? When that TAM in Sao Paulo crashed in 2007 because the captain left one thrust lever in CLB and brought the other one to REV, wasn't the new standard already available for installation? now it doesnt matter if one is left in clb anymore as long as one is brought to rev.
Yes these modifications are available to airlines as recommendations, I guess its up to the airlines to adopt them, much the same as Airbus SOP. Thank you for commenting
Thanks for your sharing! I have a question about fuel penalty factor. Do you have any idea why the penalty factor of Yellow system low pressure is greater than G+Y system low pressure?
Good question! i don't have the answer sadly but ill try and do some digging!
Sir When anyone of Elevator is failed or elevator servo failed, why that side of Spoiler 3&4 are inhibited. Please answer.
Id need to look at that but my initial thoughts are that AB will want to control toll rates with limited pitch authority?
@@airbuswhatsitdoingnow320 i didn't have idea about this sir. AB and Toll rates I didn't understand
The anti-droop is referred to as the Florence kit and is not a commonly used option for Airbus operators.
Ive not heard it referred to as the Florence Kit, can you share the origin? On further investigation we have it on our A319,320,321 fleet. It must have been an option we optioned!