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Good attempt in answering the question. Predictive windshear capabilities gives us a heads up on possible windshear ahead of us so that we are able to avoid it.
First of all , great video. A question:- why is low energy warning( SPEED X3) INOP , isn’t it related to flight augmentation function? ( except that it’s declared INOP in auto flt chap, I’m asking the reason / relation between two)
Capt, if the Dual Radio Altimeter failure results to lose of TCAS, will that create a hazardous situations to the aircraft as well as to the other aircraft in the vicinity? As TCAS is INOP, TCAS warnings will not trigger to you as well as to the others. Is that a risk?
If you are in AP1+2 and autolanding, if RA 1 suddenly stops working does it automatically switch to just AP2? And what happens if you get erroneous or different readings?
Good question Thomas, if you have AP 1 +2 ,you are doing a precision approach meaning you are locked on the ILS signal. Although you would still have both AP 1 + 2, chances are your CAT 3 DUAL approach will be downgraded to a CAT 2 approach.
Thank you for sending the link CAPT. One question though, in dual RA failure if it’s an ils raw data approach with loc mode on what minimums are considered? ILS minimums or localiser minimums? Thanks
Dear Captain, question pls regarding dual alt failure. In this case What will happens at the a/p and a/thr ? Will still remaning on with double failure ? Thanks,
Good question. Your autopilot and autothrust will still be on. However you will revert to Direct Law when the gear is down. At that time your autopilot will disconnect.
@@Captain_SQ Can you, please, explain how does a lower V mcg allows higher takeoff weight when perform derated take off? I can't understand it. It is confusing me. If you have more take off weight, you will have greater speeds as result. Thank you very much.
@@alexander_serbin Good question. Vmcg is the MINIMUM speed on the ground to maintain directional control with one engine inoperative. so next is how do we maintain directional control? By applying rudder to control the yaw. during derated takeoff, the rudder size and deflection capability remains constant. What changes was the speed. with lower airspeed , you get lesser YAW when an engine fail. lesser YAW leads to better directional control and hence lower Vmcg. So you need a LOWER speed to maintain directional control on the ground. so if you find Vmcg is limiting for the weight of the aircraft, reduce the takeoff thrust. Rotation speed, Vr will be a whole different story. I hope I answer your question.
![A320 Unreliable Speed (MADE EASY) [UPDATED]](/img/n.gif)
Feeling overwhelmed trying to remember and understand everything about flying?
Shoot a text on Telegram @CaptainSQa320 t.me/CaptainSQa320 and I will add you to a private group where we will discuss on everything from being a new pilot to being a full-fledged Captain. This group will be useful for those who are preparing for their Pilot Interview and Training.
You can clear your doubts with pilots around the world and accelerate your learning curve. It’s free!
See you there. Cheers!
Telegram t.me/CaptainSQa320
Instagram instagram.com/captain_sq_...
Want to show your support? Then click on this link www.buymeacoffee.com/captainsq
Thank you!
REACTIVE WS: Takes immediate action, it often occur when airborne or approaching
PREDICTIVE WS: it may occur or not, just the prediction
Good attempt in answering the question. Predictive windshear capabilities gives us a heads up on possible windshear ahead of us so that we are able to avoid it.
@@Captain_SQ thank you captain
You are welcome Quang.
In a dual RA failure situation, you will STILL get the “HUNDRED ABOVE” & “MINIMUMS” auto call-outs.
Yes that is right. Great
Should we go flaps 3 before lowering the gear as direct law kicks in?
First of all , great video.
A question:-
why is low energy warning( SPEED X3) INOP , isn’t it related to flight augmentation function?
( except that it’s declared INOP in auto flt chap, I’m asking the reason / relation between two)
Capt, if the Dual Radio Altimeter failure results to lose of TCAS, will that create a hazardous situations to the aircraft as well as to the other aircraft in the vicinity? As TCAS is INOP, TCAS warnings will not trigger to you as well as to the others. Is that a risk?
There is a possible risk. You can ask ATC for assistance.
If you are in AP1+2 and autolanding, if RA 1 suddenly stops working does it automatically switch to just AP2? And what happens if you get erroneous or different readings?
Good question Thomas, if you have AP 1 +2 ,you are doing a precision approach meaning you are locked on the ILS signal. Although you would still have both AP 1 + 2, chances are your CAT 3 DUAL approach will be downgraded to a CAT 2 approach.
Thank you for sending the link CAPT. One question though, in dual RA failure if it’s an ils raw data approach with loc mode on what minimums are considered? ILS minimums or localiser minimums? Thanks
Localiser approach you take loc minimums
@@Captain_SQ okay, thanks!
Most welcome Nimish.
@@Captain_SQhello captain, can we use track FPA and fly selected vertical guidance, in this?
Capt , what simulator are you using .? Its very good , flight Sim 2020 or X plane?
Flightsimlabs and P3D
Dear Captain, question pls regarding dual alt failure. In this case What will happens at the a/p and a/thr ? Will still remaning on with double failure ? Thanks,
Good question. Your autopilot and autothrust will still be on. However you will revert to Direct Law when the gear is down. At that time your autopilot will disconnect.
@@Captain_SQ many thanks for your reply.
Most welcome
@@Captain_SQhi captain. What is the reason for shifting to direct law and disconnecting a/p when RA failure
Airbus system
Hello, Captain!
I have a question about derated take off method. Could you help me with it?
Sure, no problem, what is the question about derated takeoff?
@@Captain_SQ Can you, please, explain how does a lower V mcg allows higher takeoff weight when perform derated take off? I can't understand it. It is confusing me. If you have more take off weight, you will have greater speeds as result.
Thank you very much.
@@alexander_serbin Good question. Vmcg is the MINIMUM speed on the ground to maintain directional control with one engine inoperative. so next is how do we maintain directional control? By applying rudder to control the yaw. during derated takeoff, the rudder size and deflection capability remains constant. What changes was the speed. with lower airspeed , you get lesser YAW when an engine fail. lesser YAW leads to better directional control and hence lower Vmcg. So you need a LOWER speed to maintain directional control on the ground. so if you find Vmcg is limiting for the weight of the aircraft, reduce the takeoff thrust. Rotation speed, Vr will be a whole different story. I hope I answer your question.
@@Captain_SQ thanks a lot.
You are welcome.
Why do we set Vref + 15 before setting flaps 3 in MCDU?
To get vref you set flaps full in mcdu, add the 15 to that speed and then select flap 3, because flap full and flap 3 speed is different