Nice slow and precise and close to our SOP. remember the master warning can be stopped after flap 3 with emergency cancel only. Not the glare shield button
In direct law the A320 doesn’t have any more the flare mode which is exactly as direct law that’s why once the gear is down the aircraft goes to direct law instead of flare mode, all downgrade to altérnate law lead to direct law once the gear is downloaded in order to be able to land the aircraft
I have a question. The sequence of actions after a Master Warning or Caution that we train here in Brazil is: Memory Itens OEB Ecam Actions/ QRH On STATUS - Stop Ecam (Normal check List / System Reset / Eng Relight) Inop Systems FCOM/ FCTM I've notice that you mentioned OEB when you reach the Status.
Is it necessary to config the plane 1 2 3 then gear down ? The warning keep alerting because it doesn't have RA info and get confuse because of FLAP3 before gear down
ILS is available as you can see the deviation scales, but we cannot arm Apprch.. so we use Loc button to intercept localizer.. meanwhile we use bird (FPV) and remove FD.. as FD guidance not reliable.. so we fly with bird on and follow 3 degree glide path which is basically following an ILS.. technically doing localizer approach.. which is similar to ILS without vertical guidance.. we manually adjust for vertical path..
Nice slow and precise and close to our SOP. remember the master warning can be stopped after flap 3 with emergency cancel only. Not the glare shield button
Thanks for the comments
Thanks for the video! Why does lading gear extension activates direct law?
In direct law the A320 doesn’t have any more the flare mode which is exactly as direct law that’s why once the gear is down the aircraft goes to direct law instead of flare mode, all downgrade to altérnate law lead to direct law once the gear is downloaded in order to be able to land the aircraft
I think you may consider the MEL and the destination’s capability of maintenance and weather, then make the decision which will be better.
Why did you use the predictive gps function on McDu what way point did you put
AIRBUS FCTM doesnt give any guidance for VOR Approach or LNAV/VNAV (RNAV/RNP) Approach. Can we carry out fully Managed Approach in this case?
I have a question.
The sequence of actions after a Master Warning or Caution that we train here in Brazil is:
Memory Itens
OEB
Ecam Actions/ QRH
On STATUS - Stop Ecam
(Normal check List / System Reset / Eng Relight)
Inop Systems
FCOM/ FCTM
I've notice that you mentioned OEB when you reach the Status.
Yes, you are right, just as reminder, my bad 🙏
@@a320mentorchannel No worries Captain! I appreciate your videos.
it'll be much more clear if you put the ND on the screen too. Thank you!
Is it okay to let that gear down warning ring?
In flap 3 gear not down can only be cancelled by emergency cancel button
Thanks
Thanks for your support 🙏 👨✈️
Please make a video on slats and flaps jammed at approach and after takeoff.
Thank you
Hi, thanks for the comment, I will do it in a few days 👨✈️
Is it necessary to config the plane 1 2 3 then gear down ?
The warning keep alerting because it doesn't have RA info and get confuse because of FLAP3 before gear down
According with the procedure data package of airbus yes 123 gear down
@A320 Mentor Channel. Did you mean HYD G+Y
When you are fly raw data and following ils why FPV -3
ILS is available as you can see the deviation scales, but we cannot arm Apprch.. so we use Loc button to intercept localizer.. meanwhile we use bird (FPV) and remove FD.. as FD guidance not reliable.. so we fly with bird on and follow 3 degree glide path which is basically following an ILS.. technically doing localizer approach.. which is similar to ILS without vertical guidance.. we manually adjust for vertical path..