Great to see! As I am A330-rated from a German competitor (also former Boeing-experienced), here are some minor notes: - call is „positive climb“, not rate (Fcom-pro-nor-sco-summary) - no „state malfunction“-call (fctm-aop-management abn. Ops-handling of ECAM) also handling of SD-pages - FMA FMA FMA! after activation of 2nd f-pln callout „NAV“ - PM calls for „engine secured“ when Eng master off in case of no damage, Agent 1 DISCH with damage or fire extiguished or Agent 2 DISCH in case of fire (FCTM-PR-AEP-ENG-Eng fail after V1) - THEN acceleration. That completed „cont. ECAM“ - Acc. complete FMA „Thr mct“ AND „Autothrust“ - no fuel x-feed by heart! Call for Qrh-procedure „Fuel Imbalance“. Note: no need for balancing on A330, limits do not apply on emergency -done with ECAM, PM-call „clear ENG?“ PF „clear ENG“ - do not start APU while handling the ECAM. Wait for ECAM-completion - status-page: PF „stop Ecam“ and check 3 items -> 1) any checklist to read? 2) any reset? 3) Eng relight? Then „cont. ECAM“ (handling of ECAM) - „LDG DIST PROC“ means basically two things. 1) ECAM alert affects landing performance, so do a calculation. 2) use Vapp from performance-tool and type it into your FMS (FCOM-EFB-LDG-INFLIGHT PERF ASSESSMENT-…FOLLOWING INFLIGHT FAILURE) - FMA-call at your inbound turn: „CAT 3 Single, AP 1 and 2“ - PF calls for „set go-around alt. xxx feet“ - on final you called for autothrottle. It is only autothrust :) - at 350 ft FMA-call „LAND“ - at „100 above“ your call is „checked“ - before landing/thrust reduction set rudder trim neutral (FCTM-PR-AEP-ENG-one eng inop landing) But really great performance, looking forward for more content like that!!!
You noticed when you selected MCT you have to move the thrust levers out of the flex/MCT detent and move them back to set MCT. That’s how it works in the real airplane as well. I am in the opposite situation as you. I am currently training for the 737 and I just came off the airbus.
Fantastic insight to troubleshoot emergency procedures for us mortals... more of these please. Brining FL QF72 to a safe stop would make you a legend when Fly By Wire bring the A380 to life. Thanks Emanuele!.
That’s a heavy workload for 1 person. Great effort. Love how the airbus walks u thru the steps to troubleshoot, whereas in the 737 u need the QRH. Great video….and nice work!
Your videos are so good. I’m in the US and I find myself opening UA-cam and looking for your videos or live stream first thing when I wake up. Keep up Sir!!
Informative video just remember in the sim to trim the rudder before engaging the autopilot, Also in case of engine failure you are limited to 10min of TOGA/FLEX power so after securing engine(after agent 1 discharge in case of damage) according to airbus procedure we have to stop the ECAM and accelerate for flap retraction.
Thanks for the video. A few things; 1. What is that dashed green arc that is sitting about 10 miles behind CF32L? 2. Regarding the pressurisation. What I can think of is that the engine failure due to a bird strike may have cause a hull breach in the aircraft allowing the air to escape and the remaining pack unable to keep a delta P. You can see the cabin altitude is airplane altitude and cabin V/S is airplane V/S.
Hello thx for the amazing vid ! Could you turn on the electric yellow pump in order to have more pressure in the yellow system to transfer to the green 🧐 ?
Good question, something that I might be able to answer after my type rating, but not yet. Out of the blue I'd say If Airbus wanted it on, they'd probably either make it part of the ECAM procedure or just do it automatically.
You missed out the announcement where you ask a member of the cabin crew to look out the window to see if they can see anything obviously wrong 😂 with engine 1. Maybe they just do that in movies 😂 good spot on the stdby attitude indicator
I just looked up what "ldg dist proc" refers to. As it would seem it just tells you that you have to refer to the qrh for approachspeed and landingdistance. Btw Nice video:)
I was offered command at my.old operator, but conditions just weren't good enough. I didn't want to go for command regardless what it costs. A fourth stripe is nice, but not at the cost of being permanently removed from my country, family and friends.
I’m not convinced the asymmetry of thrust is right regards the flight dynamics. As you stated usually you need a lot of rudder to counter that yaw moment which results in the same sort of attitude as very high cross winds. I couldn’t see the control of the rudder but I don’t know if the Airbus factors that in some way but the rudder trim on the centre console surely needs maxing out first to counter that yaw. It’s the only time I’ve heard it has any real use from a manual setting change. I’m sure this be one of the things your see from training or maybe I just missed you changing the switch ?
The Airbus computers will automatically apply rudder to compensate for the engine failure, that's why it looks like there's just so little input. The pilot needs to apply some rudder, but only so that he actually notices something's going on. The majority is done by the computers.
@@A330Driver Did some testing as am curious person and like to know things, as you said in straight flight the plane adds 16 could be 18 i carnt see well enough on the gauge rudder trim automatically. hard to see on the F/CTL page but it moves slightly and it clearly does from exterior view. It exactly what you would expect i didnt rewatch the vid so i dont know if you showed the trim gauge or not.
@@A330Driver The incredible thing about the airbus FBW is that a non-zero sideslip (i.e. the beta target) is actually the optimum configuration for flying with one engine out, and that's exactly what the AP does as well. You can see that modeled quite nicely in the sim: At around 3:48 you're going straight ahead with wings not level and the beta target centered.
HI! Yes, an ENG failure is only a master caution, no immediate action is required. A mast caution with the "ding" I think it's a cat 2 failure and displayed on yellow as you could see. An ENG fire is a little more dangerous, smoke can get in the bleed air sys and therefore in the cabin, there's a fire, not just a failure as well so immediate action is required and a master warning is triggered. You can also see a mast warning for example when there's an AP disconnect, meaning an immediate action is required, in this case flying the plane.
Hi! thank you for so instructive videos!!!.... About Airbus documentation : where to find genuine Airbus a320 documentation ? hoping for your successful type rating!!!
This is where a real pilot distinguishes himself from a sim pilot, amazing to see👍🏽
Great to see! As I am A330-rated from a German competitor (also former Boeing-experienced), here are some minor notes:
- call is „positive climb“, not rate (Fcom-pro-nor-sco-summary)
- no „state malfunction“-call (fctm-aop-management abn. Ops-handling of ECAM) also handling of SD-pages
- FMA FMA FMA! after activation of 2nd f-pln callout „NAV“
- PM calls for „engine secured“ when Eng master off in case of no damage, Agent 1 DISCH with damage or fire extiguished or Agent 2 DISCH in case of fire (FCTM-PR-AEP-ENG-Eng fail after V1)
- THEN acceleration. That completed „cont. ECAM“
- Acc. complete FMA „Thr mct“ AND „Autothrust“
- no fuel x-feed by heart! Call for Qrh-procedure „Fuel Imbalance“. Note: no need for balancing on A330, limits do not apply on emergency
-done with ECAM, PM-call „clear ENG?“ PF „clear ENG“
- do not start APU while handling the ECAM. Wait for ECAM-completion
- status-page: PF „stop Ecam“ and check 3 items -> 1) any checklist to read? 2) any reset? 3) Eng relight? Then „cont. ECAM“ (handling of ECAM)
- „LDG DIST PROC“ means basically two things. 1) ECAM alert affects landing performance, so do a calculation. 2) use Vapp from performance-tool and type it into your FMS (FCOM-EFB-LDG-INFLIGHT PERF ASSESSMENT-…FOLLOWING INFLIGHT FAILURE)
- FMA-call at your inbound turn: „CAT 3 Single, AP 1 and 2“
- PF calls for „set go-around alt. xxx feet“
- on final you called for autothrottle. It is only autothrust :)
- at 350 ft FMA-call „LAND“
- at „100 above“ your call is „checked“
- before landing/thrust reduction set rudder trim neutral (FCTM-PR-AEP-ENG-one eng inop landing)
But really great performance, looking forward for more content like that!!!
Thanks! In the "after my type rating" video those will hopefully be gone then 😉
It is a huge comfort to me as a passenger to know you guys train for stuff like this.
You noticed when you selected MCT you have to move the thrust levers out of the flex/MCT detent and move them back to set MCT. That’s how it works in the real airplane as well.
I am in the opposite situation as you. I am currently training for the 737 and I just came off the airbus.
Fantastic insight to troubleshoot emergency procedures for us mortals... more of these please. Brining FL QF72 to a safe stop would make you a legend when Fly By Wire bring the A380 to life. Thanks Emanuele!.
That’s a heavy workload for 1 person. Great effort. Love how the airbus walks u thru the steps to troubleshoot, whereas in the 737 u need the QRH. Great video….and nice work!
Hi Emanuel, I just wanted to say good luck on your type rating! We'll see you soon :D
I thoroughly enjoyed this demonstration - hopefully there will be few if any major differences once you have achieved your type rating. Thank you.
Great video as always very excited for the next one after your type rating as a comparison, best of luck with the type rating!
Your videos are so good. I’m in the US and I find myself opening UA-cam and looking for your videos or live stream first thing when I wake up. Keep up Sir!!
Very happy to hear that!
Informative video just remember in the sim to trim the rudder before engaging the autopilot, Also in case of engine failure you are limited to 10min of TOGA/FLEX power so after securing engine(after agent 1 discharge in case of damage) according to airbus procedure we have to stop the ECAM and accelerate for flap retraction.
I agree with DutchCpt, sim pilot vs real pilot. Very nice!
In a real world situation you will have help from your captain or F/O.
Interesting stuff. Thanks for sharing.
What a great Airplane! I love the A320.
Fantastic ! I am waiting for the after rating video to come out, that will be interesting part
Can't wait till you have your type rating and the aerosoft a330 comes out. Those videos will be a blast!
Brilliant video as always... and it's interesting you definitely have a CRM 'voice' when managing the cockpit :)
Good luck on the training!
Great video ! Thank you and all the best for your type rating . 👍
Great video!!!😊.. as always!
Thanks for the video. A few things;
1. What is that dashed green arc that is sitting about 10 miles behind CF32L?
2. Regarding the pressurisation. What I can think of is that the engine failure due to a bird strike may have cause a hull breach in the aircraft allowing the air to escape and the remaining pack unable to keep a delta P. You can see the cabin altitude is airplane altitude and cabin V/S is airplane V/S.
That's actually a great idea :D
inside the web I haven't seen nothing about the perf/idle factor yet, except Gavin, when could you tell us something? Maybe in a video? Thanks a lot
Hello thx for the amazing vid ! Could you turn on the electric yellow pump in order to have more pressure in the yellow system to transfer to the green 🧐 ?
Good question, something that I might be able to answer after my type rating, but not yet.
Out of the blue I'd say If Airbus wanted it on, they'd probably either make it part of the ECAM procedure or just do it automatically.
You missed out the announcement where you ask a member of the cabin crew to look out the window to see if they can see anything obviously wrong 😂 with engine 1. Maybe they just do that in movies 😂 good spot on the stdby attitude indicator
That's definitely a holywood legend LOL
I just looked up what "ldg dist proc" refers to. As it would seem it just tells you that you have to refer to the qrh for approachspeed and landingdistance. Btw Nice video:)
Thanks! I'm sure in a couple weeks time I'll get to know all this.
Hey I have a question. Did you ever become a captain for the 737 or were you just a first officer?
I was offered command at my.old operator, but conditions just weren't good enough. I didn't want to go for command regardless what it costs. A fourth stripe is nice, but not at the cost of being permanently removed from my country, family and friends.
I’m not convinced the asymmetry of thrust is right regards the flight dynamics. As you stated usually you need a lot of rudder to counter that yaw moment which results in the same sort of attitude as very high cross winds. I couldn’t see the control of the rudder but I don’t know if the Airbus factors that in some way but the rudder trim on the centre console surely needs maxing out first to counter that yaw. It’s the only time I’ve heard it has any real use from a manual setting change. I’m sure this be one of the things your see from training or maybe I just missed you changing the switch ?
The Airbus computers will automatically apply rudder to compensate for the engine failure, that's why it looks like there's just so little input. The pilot needs to apply some rudder, but only so that he actually notices something's going on. The majority is done by the computers.
@@A330Driver Did some testing as am curious person and like to know things, as you said in straight flight the plane adds 16 could be 18 i carnt see well enough on the gauge rudder trim automatically. hard to see on the F/CTL page but it moves slightly and it clearly does from exterior view. It exactly what you would expect i didnt rewatch the vid so i dont know if you showed the trim gauge or not.
@@A330Driver The incredible thing about the airbus FBW is that a non-zero sideslip (i.e. the beta target) is actually the optimum configuration for flying with one engine out, and that's exactly what the AP does as well. You can see that modeled quite nicely in the sim: At around 3:48 you're going straight ahead with wings not level and the beta target centered.
Great!
engine failure is only a master caution? no master warning?
HI! Yes, an ENG failure is only a master caution, no immediate action is required. A mast caution with the "ding" I think it's a cat 2 failure and displayed on yellow as you could see. An ENG fire is a little more dangerous, smoke can get in the bleed air sys and therefore in the cabin, there's a fire, not just a failure as well so immediate action is required and a master warning is triggered. You can also see a mast warning for example when there's an AP disconnect, meaning an immediate action is required, in this case flying the plane.
Hi! thank you for so instructive videos!!!.... About Airbus documentation : where to find genuine Airbus a320 documentation ? hoping for your successful type rating!!!
You’re going to ace the type rating exams
Thanks! Long way to go though 😄