Hello captain. Lets say we are in FL350, we observe speed discrepancies between pfd’s. What shall we do ? Because we are in steady flight and its not affecting our safe conduct of flight?
@@Captain_SQ many thanks so switching Captain 3 due to failure of 1, ok clear, so for example if there was ir 2 fault it was set up fo 2 the switching. Is that right ? And when is the moment that might be used recovery in att mode?
Hi Acarsfault, in the case of Double hydraulic failure, it depends on what failure it is. If you get Green and Blue Hydraulic failure, you would have selected Gear down at 200 kts (much earlier) if you want more stabiliser control as you only have one elevator. So in this case, would you require to be a direct law much earlier or later on approach? Normal Airbus procedures will be Flaps 1, Flaps 2, Gear Down then Flaps and/or Flaps Full. You would change the sequence if the failure procedure require you to do so. Hope this helps.
Captain SQ did not undertand your question. You only do Flaps 1,2,3...approach speed ...then gear down in 2 abnormals. G+Y Hydraulic failure and stabilizer jam. Why? Because you have no movable stabilizer and the trimming is done by elevators only. As soon as you put the gear down the elevators stop their autotrim. " Use manual pitch trim"....but there is no manual pitch trim any more because the trim wheel addresses the stabilizer and not the elevators. For any other abnormal this is not necessary.
BACK UP NAV is normally used if you get a dual FM failure. I guess it depends on your aircraft serial number. Back up NAV is for flight planning and the NAV you select on your RMP is for manual tuning.
When below fl250 and buss shown fast when u hold the pitch 5 and climb. So buss tells u that are fast. İn order to fix this u have a 2 choice. İncrease pitch or decrease power. So then u found yourself as stall and protection is initiating.
@@100NUMARALIADAMMM in older aircrafts,to activate the BUSS, you will have to switch off all 3 ADRs, that would bring you to alternate law and then direct law.
![A320 Unreliable Speed (MADE EASY) [UPDATED]](http://i.ytimg.com/vi/tNY8AFOWOYY/mqdefault.jpg)
![A320 Unreliable Speed (MADE EASY) [UPDATED]](/img/tr.png)
Watch the updated video here : ruclips.net/video/tNY8AFOWOYY/видео.html
Great video, thanx Cap
My pleasure.
Hello captain. Lets say we are in FL350, we observe speed discrepancies between pfd’s. What shall we do ? Because we are in steady flight and its not affecting our safe conduct of flight?
Skip the memory items and open the QRH to determine the faulty speed indication.
Very useful captain... thank you so much
My pleasure.
Hi Captain question pls: if you're flying and you have this ECAM: IR 1 fault, what do you do ? Thank you
Good question. AtT HDG SWTG to CAPT 3 and ATC/XPDR to System 2. You can follow the ECAM actions.
@@Captain_SQ many thanks so switching Captain 3 due to failure of 1, ok clear, so for example if there was ir 2 fault it was set up fo 2 the switching. Is that right ? And when is the moment that might be used recovery in att mode?
Why go around f3 to f1?
Isn’t better to gravity extend lnd gear down after flap 3 (like in a double hydraulic failure) ?
Hi Acarsfault, in the case of Double hydraulic failure, it depends on what failure it is. If you get Green and Blue Hydraulic failure, you would have selected Gear down at 200 kts (much earlier) if you want more stabiliser control as you only have one elevator. So in this case, would you require to be a direct law much earlier or later on approach? Normal Airbus procedures will be Flaps 1, Flaps 2, Gear Down then Flaps and/or Flaps Full. You would change the sequence if the failure procedure require you to do so. Hope this helps.
Captain SQ did not undertand your question. You only do Flaps 1,2,3...approach speed ...then gear down in 2 abnormals. G+Y Hydraulic failure and stabilizer jam. Why? Because you have no movable stabilizer and the trimming is done by elevators only. As soon as you put the gear down the elevators stop their autotrim. " Use manual pitch trim"....but there is no manual pitch trim any more because the trim wheel addresses the stabilizer and not the elevators. For any other abnormal this is not necessary.
Why not use speedbreak when using BUSS, capt ?
we might stall the aircraft.
one question:
why should we use BAKUP RADIO NAV by QRH?
Do you mean for this particular failure?
@@Captain_SQ Yeah. Some A320 have this procedure to use BACKUP NAV in the QRH ALL ADR OFF PROC.
BACK UP NAV is normally used if you get a dual FM failure. I guess it depends on your aircraft serial number. Back up NAV is for flight planning and the NAV you select on your RMP is for manual tuning.
When below fl250 and buss shown fast when u hold the pitch 5 and climb. So buss tells u that are fast. İn order to fix this u have a 2 choice. İncrease pitch or decrease power. So then u found yourself as stall and protection is initiating.
You don't have protection when you have the BUSS activated.
@@Captain_SQ are you sure? How can ı find this info? Fcom? Afm? Where?
@@100NUMARALIADAMMM in older aircrafts,to activate the BUSS, you will have to switch off all 3 ADRs, that would bring you to alternate law and then direct law.
How old is this as the BUSS can now be fitted as a push button?
You are right Thomas, newer MSN aircrafts have been fitted with the BUSS pushbutton located next to the PFD.
You are lucky to fly new aircraft.Even many old version of A320/330 do not have BUSS too.
Pilots of AF447 should have paid attention to this
Af447 A330 was not fitted with the Buss system....
@@Salahdin500 I was referring to the memory items and pitch/power settings. I know it didn’t have BUSS installed