You are putting plenty of effort dear Captain and what I like about your videos are very standard Airbus philosophy of management of abnormal operations. The conceptual informations are very precise and subjective which makes watching your videos more interesting and educational. I think I wrote similar comments on your other videos. Best wishes. Thank you for your time and dedication.
Ur doing a great work sharing ur experience on UA-cam so everyone across the globe gets to know more of flying & handling emergency! Can think of discussing all the emergencies that u practice in simulator..
The function of wing tip brake to hold and stop rotation of flap/slat transmission shaft when slat/flap control computer sense asymmetry, uncommanded or runways condition of flap/slat. Function of Wing tip brake WTB is electrical control and hydraulic actuated component. WTB mainly consist of friction disc, piston and solenoid valve. When Solenoid valve de-energized hydraulic fluid pressure not acting on piston. Due to absence of piston force on friction disc transmission shaft turns freely. When Solenoid valve Energized hydraulic fluid pressure act on piston. Piston apply force on friction disc which hold transmission shaft. Solenoid valve get energization signal from slat/flap control computer. The function of ( Pressure off brake) POB and WTB is same. Both apply brake and hold transmission shaft.
Hi Captain. Thanks for the videos, I have two questions please to ask you: In case as shown here in this video appear on the status Vref+10 knots, it means Vls + 10 in config full ? Is that right ? And in case landing will be in flap 3 ? How do you convert vref +10 in the correct vapp ? Second question is please: in case youre doing a go around in flap 3 you go directly at flap 1 , is that right ? In case you're doing in flap full are you going in flap 3 and then 1 ? Is that correct ? ( of course Im talking in normal operations, not in this case as shown in the video ) Thanks a lot,
Good question. You use the performance software by Airbus to calculate the Vref. In normal operations, for go-around, flaps is one step up, unless you are landing overweight and using Flaps 3.
If you are approaching with flaps 3, if you go around, you need to select flaps 2. Only if you are overweight you select flaps 3 to 1. For take off, if you takeoff with flaps 3, you retract to flaps 1.
Hi Capt, allow me to ask your opinion on the selection of speed after the landing configuration is set. Do you select the Vapp or let the Vapp be managed? The procedure does not state on how to decelerate to Vapp. If the Vapp is selected, GSmini function will not be activated for the approach. Appreciate your reply.
Good question, your Vapp speed is Vref + config correction + wind correction. If your config correction is equal or greater than 20 kts, then no wind correction is applied. Groundspeed mini caters for wind correction. Hence we use selected speed as config correction ( more than 20kts) is already included in the Vapp speed.
In this situation should pilot declare emergency or not(only slat or flap jam condition)? there is no land asap in status, so i wonder your thought? ^^
If you have fuel, you can take your time. Although by telling ATC you have jammed flaps and slats, they will give you space. For example long finals, vectors etc.
@@Captain_SQ if flap lever was at pos 1 F+S , and speed reaches 210 , auto retract function will activate and flaps will move to 0 ,, isn’t uncom motion situation??
@@Captain_SQ I’m engineer but aviator was my dream ,so I decided to be as close as I can to the airplane to satisfy my passion... I perform WTB rest on A320 due to flap lock , so that’s why I involve in this issue 😉
@@bazokazoro4563 wow that is interesting. If you want to join our group , text me on Telegram @CaptainSQa320, we would love to have an engineer onboard.
![A320 Unreliable Speed (MADE EASY) [UPDATED]](http://i.ytimg.com/vi/tNY8AFOWOYY/mqdefault.jpg)
You are putting plenty of effort dear Captain and what I like about your videos are very standard Airbus philosophy of management of abnormal operations. The conceptual informations are very precise and subjective which makes watching your videos more interesting and educational. I think I wrote similar comments on your other videos. Best wishes. Thank you for your time and dedication.
Thank you and most welcome.
Ur doing a great work sharing ur experience on UA-cam so everyone across the globe gets to know more of flying & handling emergency!
Can think of discussing all the emergencies that u practice in simulator..
Thank you, I will share more practice runs in the simulator.
Why aren’t you the most famous guy explaining the A320 failures so well
Thank you Captain! Great effort and work done by you.
Most welcome.
Good job explaining SLATS FLAPS JAMMED problem and very entertaining. I wished my sim instructor explained it to me that way…
Most welcome Harris
The recommended diversion speed is LRC 😉
thanks again Capt. SQ
I think there is no recommended diversion speed, we have only maximum speed depend on flaps position
That is right Mustafa, well done.
This is really good stuff! Very good instructing!!
Thank you.
Make more video on emergency handling of A320.. 👍👍
Sure thank you for your feedback.
Great review!! Thanks
Most welcome Stone.
The function of wing tip brake to hold and stop rotation of flap/slat transmission shaft when slat/flap control computer sense asymmetry, uncommanded or runways condition of flap/slat.
Function of Wing tip brake
WTB is electrical control and hydraulic actuated component. WTB mainly consist of friction disc, piston and solenoid valve.
When Solenoid valve de-energized hydraulic fluid pressure not acting on piston. Due to absence of piston force on friction disc transmission shaft turns freely.
When Solenoid valve Energized hydraulic fluid pressure act on piston. Piston apply force on friction disc which hold transmission shaft.
Solenoid valve get energization signal from slat/flap control computer.
The function of ( Pressure off brake) POB and WTB is same. Both apply brake and hold transmission shaft.
that's right. good job.
Good job , just that after take off check list is no more there , it’s become an acceleration flow.
yes that is right, with the new airbus procedure. Some airlines have not adopted it though.
wonderful video。thank you so much .
Diversion speed is cost index zero or previous cost index. Depends MSN
Hi Captain. Thanks for the videos, I have two questions please to ask you: In case as shown here in this video appear on the status Vref+10 knots, it means Vls + 10 in config full ? Is that right ? And in case landing will be in flap 3 ? How do you convert vref +10 in the correct vapp ?
Second question is please: in case youre doing a go around in flap 3 you go directly at flap 1 , is that right ? In case you're doing in flap full are you going in flap 3 and then 1 ? Is that correct ? ( of course Im talking in normal operations, not in this case as shown in the video ) Thanks a lot,
Good question. You use the performance software by Airbus to calculate the Vref. In normal operations, for go-around, flaps is one step up, unless you are landing overweight and using Flaps 3.
@@Captain_SQ thanks for your reply , so let's make an example when is the case from flap 3 go flap 2 ? Never...
Always from 3 to 1 ?
Thank you
If you are approaching with flaps 3, if you go around, you need to select flaps 2. Only if you are overweight you select flaps 3 to 1.
For take off, if you takeoff with flaps 3, you retract to flaps 1.
@@Captain_SQ many thanks once again, very kind of you
My pleasure.
Nice job Captain. I have two questions.
1. What simulator are you using?
2. Please make a video about the new TCAS (NEO) memo item.
Thanks
Sure text me on telegram @captainSQa320
Hi Capt, allow me to ask your opinion on the selection of speed after the landing configuration is set. Do you select the Vapp or let the Vapp be managed? The procedure does not state on how to decelerate to Vapp. If the Vapp is selected, GSmini function will not be activated for the approach. Appreciate your reply.
Good question, your Vapp speed is Vref + config correction + wind correction. If your config correction is equal or greater than 20 kts, then no wind correction is applied. Groundspeed mini caters for wind correction. Hence we use selected speed as config correction ( more than 20kts) is already included in the Vapp speed.
@@Captain_SQ Noted, thank you very much.
@@winhoeliew2078 most welcome.
Just rode a plane where this happened. Landed safely
Great you landed safely!
With double slat channel failure…do you select FL 1-2-3-GEAR? IN CASE ALTN DIECT LAW…
In this situation should pilot declare emergency or not(only slat or flap jam condition)? there is no land asap in status, so i wonder your thought? ^^
If you have fuel, you can take your time. Although by telling ATC you have jammed flaps and slats, they will give you space. For example long finals, vectors etc.
Hi captain, may I ask what flight simulator are you using? Thank you!
P3D
Where can you find the fuel consumption for a certain altitude?
Max Speed -10kts
Great
chill pill would be blue
oh yeah! got the colours wrong.
didnt like the intro but then i really liked the content!
Thank you for your input.
U are the one :)
Could the pilot be responsible for such fault ?
Mishandling procedure?
Mishandling? What do you mean?
@@Captain_SQ if flap lever was at pos 1 F+S , and speed reaches 210 , auto retract function will activate and flaps will move to 0 ,, isn’t uncom motion situation??
@@bazokazoro4563 yes pilots should be aware to retract the flaps at the appropriate time.
@@Captain_SQ I’m engineer but aviator was my dream ,so I decided to be as close as I can to the airplane to satisfy my passion...
I perform WTB rest on A320 due to flap lock , so that’s why I involve in this issue 😉
@@bazokazoro4563 wow that is interesting. If you want to join our group , text me on Telegram @CaptainSQa320, we would love to have an engineer onboard.