Dear Blackbox711, First of all, I would like to express my fascination for all of your videos. Especially your videos of the FSLabs A320, where you simulate and explain us how to deal with non-standard procedures (like in this video), gives this channel such unbelivable great value. In my opinion, you raise the level of flight simulator videos / tutorials on youtube to a never seen before and highly professional level. I think, it gives some of us the feeling to sit behind a experienced instructor who is showing us how to fly this bird in the right way. In my impression, videos like those from you have been missing for all the people which do not have direct access to professional flight training and still want to raise their horizon above the general flight simulator flying knowledge. From time to time, I have the feeling like I am sitting in a type rating for the A320 family while watching your videos. Your videos have a highly profesional and educating level. I really enjoy to watch your videos and I am looking forward to see and learn more from you! Furthermore, I do have a question for you about a topic which I hope you can explain to us. How do you calculate the flex temperature for the take off data in the Airbus A320? Is there somekind of formula to use or a rule of thumb like: Flex temp = outside temperature x payload x runway length? I am guessing that those variables have to do something with the flex temperature and hope you can eloborate on this topic a bit more. I am looking forward to your answer! Thank you for your great work and please keep it up! I wish you a wonderful evening and thank you in advance, Sven
Hi Sven. Thank you so much for your kind words! I really appreciate that! I will try to continue uploading good quality video instructions. For the FLEX Temperature I use the Program Topcat or use my experience from real world flying. Regards and always Happy Landings
I have checked all of your videos to find out about this product. Keep up the good work. Very professional. Bravo for your patience and your nice way of explaining in plain language for those not in the aviation industry. All your videos show explicitly that the correct use of this tool can improve performance amongst professionals. Even if the instructor panel is missing, you can do a nice refresh in abnormal handling without waiting the sim dates. A320 F/O
Hi Gregory. Thank you very much. Absolutely correct, the FSLabs A320 is detailed enough to refresh and fly normal procedures and certain flight patterns. Regarding abnormal procedures you need to be a little carefull because of the used FWC Standard in this simulator, which can differ quite significantly compared to the FWC installed in a real A320. But that should not be a problem for the non-professional simulator pilot who wants to get as close as possible to the real thing. And I am really enjoying this product! Regards
Yes of course. Differences occur even in the Level D sim and will continue to exist forever. FWC, ELAC standards, OEB's and all those are changing day by day. However I see the big picture, which is dealing with a failure or failures, applying the ECAM handling, practicing ECAM discipline and desicion models, all those in whatever WX you want. It is a superb tool if used correctly and with caution. Regarding the FWC an aware user can see the difference from FCOM by checking. Its meaningless to expect with 100euros everything there. IPT's are full of bugs but the prepare well people!
Hi Gregory. I agree. And I am very happy this simulator is so close to the real thing. There are now so many possibilities to fly and train on your own PC.
At 02:10 when you loose number 1 engine and select number 2 trust lever into TOGA gate, with the flap out will the aircraft not go into a go around mode? Thanks blackbox
Very professionally done. Quick note - don't forget the normal checklist before continuing with ECAM Status (remember, it's normal checklists, system resets and special procedures - essentially engine restart. Then, once completed, read status). Also, you can continue ECAM actions during climb at green dot, no need to wait for level off. Finally, announce "secondary failures" before going through the LAND ASAP, system pages of the ECAM. Just mentioning this so you can do it perfectly, you are already at an excellent level.
Also, no need to go to TOGA, the aircraft is certified to comply with performance requirements even in FLEX. You must do it if climb requirements are not being met, but at least wait until you get the AP on (there is going to be a swing towards the inop engine)
Really nice stuff. I'm a Boeing guy myself, but nice seeing the A320 perform so smoothly. Quick question: saw an AA terrain avoidance seminar where the speaker was talking about extreme pitch angles. I wondered how an A320 would react if you got a "terrain, terrain - pull up!" and you had to go to say 30 or 35 degrees pitch to avoid it. Would it let you? Or would the stability augmentation system override your inputs?
Hi totoritko. Thank you! I love the Boeings too! Flew the 737 for 8 years as a CoPilot. Now, the FSX/FSLabs A320 doesn't simulate the GPWS warning. However I simulated a pitch up manoeuver. Look at the following video. I used full aft stick input until the very end of the video! The normal law protection system helps very nicely during this procedure. First it will allow a +2 g pitch increase to 30° up. It then lets the aircraft stay at that pitch until Alpha Protection Area (garfield) is reached. Then the pitch will be lowered gradually until ALPHA MAX (red strip) is reached. Then pitch is kept at a level to maintain max angle of attack to get the maximum climb possible. Now try this in a 737 without bending the wings or falling out of the sky! And don't forget the folding table in the front panel ;-) Sorry I am tired and being silly. Enjoy the video: ua-cam.com/video/m86CPVwOMsA/v-deo.html
Blackbox711 Interesting. Not sure on any Aircraft you'd bend the wings so easily (especially with hydraulic controls), the G force of the maneuver itself would be quite overwhelming before you reached the airframe g-limit, so I'd think you'd lessen the pressure if you felt it. In any case, good to know the pitch limit is +30. Thanks.
Really interesting stuff. Always enjoy your videos. You know....I'd be interested in learning the standard flows/procedures for a typical line flight....from beginning to end. Is that something you can do for us?
Love the content! If you ever find the time, will you please do a dual engine failure at 2800'? (Sully style). I tried doing this with no other airports nearby besides the one I take off from, but I lose altitude rapidly during the turn back and cant find any way to put the plane down safety. Attempting in a Boeing 787-8 Dreamliner, but seeing it in an A320 would still be extremely helpful, thank you!
@@Blackbox711 That explains a lot actually. In the movie, they implied that the plane could've landed back at the airport safely if the pilots turned around *immediately,* but that seems to be Hollywood bs. Anyway I appreciate the insight!
again a VERY nice video. If i may add : When STATUS page appears, after potential reset to be done (none here) then comes the "normal checklist" (=After Take Off Climb Checklist in this case). and later the approach checklist and the landing checklist (which was concise). 2 questions though : 1) I'm really not sure if the Transient N1 on the Engine DIsplay page should appear on the failed engine...i don't remember seeing those in my FFS so i believe it shouldn't... but here : it does appear....is it because you are moving both throttle anyway ?? 2) What program do you use to diplay the LIDO charts as a popup ?? Thanks! iaf22, A320 F/o.
Hi iaf22. Thank you. You are correct, After the abnormal part comes the normal checklist part. However at the company I flew there was no After Take Off Climb Checklist or approach checklist. That is why I didn't use it in the video. Guess it depends on how much of the airbus procedure is used in a certain airline. Nevertheless I am greatful for your inputs! Regards
+Blackbox711 first time I hear those checklists are totally removed, but ok. Yeah each airline adapt to whatever it wants. :-) Do you have answers for the 2 other questions?
Q1: Correct, the Transient N1 indication on the failed engine is due to the fact that I only have one throttle on my Joystick. But in the real airbus, the Engine Indications of the shutdown engine should be in amber crosses and amber circles. Q2: Navigraph
+Blackbox711 thanks for the infos. I think the amber crosses and circles should come 5 mins after master switch is set to off. is fslabs aware of that bug?
It depends on the installed software. I have a video of an engine failure in a real A320 Simulator where the amber crosses and amber circles are displayed as soon as you press the engine fire pb. Same thing with the engine damage drill at the website "Use Before Flight". Guess FSLabs is not yet aware of that. Regards
Good video. Just a question. That looked like a compressor stall at the beginning, which would have different memory items on the Boeings. Is the Airbus ECAM smart enough to diagnose the failure or is every failure considered the same for consistency of OPs on the Airbus? Cheers
Hi Matthew. The newest FWC in the real airbus can indeed distinguish between engine failures and damage. With an engine stall the procedure does actually call for thrust lever idle and then check of engine parameters. Only if they remain abnormal the engine would be shut down. In this video the ECAM did show an engine fail message shortly after the engine started stalling. Not sure if this sim can simulate just the engine stall scenario. I have to check on that. Regards
Hi DamirRadovic. Sorry, missed your post somehow. Engine restart inflight? Yep, sounds interesting and surely makes a good video. It's on my list now. Regards
Hallo!! Thank you so much for your videos. The best ones out there on the A320. :) Just one question came to my mind, when you have an engine failure and loose the bleed air system from the associated engine, why not open the X-bleed and restore the pack and wing A/I for that wing? Just curious :) Happy flyings!
Hi Gustavo. Thank you very much for the kind words! There is a procedure where you actually would do this if you actually have ice on the leading edges of the wings and need to use wing anti-ice. If this is not the case you leave the crossbleed closed in order not to take even more bleed from the remaining engine and hence reduce the available thrust. One bleed/pack is enough to pressurize and climatize the cabin. Regards
Hy FlyingGerman. Thank you. As long as the fuel imbalance is not critical, I would not open the crossfeed just in case there is a fuel leak in the fuelline of the damaged engine. If the remaining fuel of the fueltank which is supplying the operating engine becomes low then I would open the crossfeed. Regards
Splendid, as all your videos!!!!! I cannot stopp watching them. In a German FSX-Forum they want me to prevent from buying the FSL-Airbus with the argument, that all environment like sceneries and traffic have to be minimized strongly, so a flight from one high sophisticated airport (like Frankfort V2 from Aerosoft) to an another seems nearly impossible. When I watch your videos, I get not the impression, that you have to reduce the outside-tuning. Could you make an statement on this opinion? Thank you so much
Hi FS-Ikarus.First of all thank you very much for your kind words! I used the DX10 Scenery Fixer and did everything Matt Davies showed in his video FSX TWEAK GUIDE (For the Flight Sim Labs A320-X). So I do not run FSX at maximum settings. However as you can see in the videos the detail is good enough and the framerate is around 30 FPS at London-Heathrow or Frankfurt. My PC specs are good but not top notch: Intel i7-4790K @ 4.00 GHz, Nvidia GeForce GTX 980, 32 GB RAM, Logitech K120 Keyboard, Zowie FK1 Mouse, Thrustmaster 16000 Joystick. If you have a similar PC setup then there is no reason why you should't enjoy the FSLabs A320, even at high density airports. Regards.
really nice:D do you think you could explain in short why you push the buttons you do when you film the videos?? also, what specs do you have on your computer since you can run Heathrow so smooth?? :O
Hi larsern941. Thank you. This video was meant to be a realtime handling of an engine failure. There was simply no time to explain each step. That would have to be done in a seperate video, which I will publish at a later date. My PC specs are as follows: Intel i7-4790K @ 4.00 GHz, Nvidia GeForce GTX 980, 32 GB RAM, Logitech K120 Keyboard, Zowie FK1 Mouse, Thrustmaster 16000 Joystick. Regards
Why did you perform briefing for go around procedure other than on the chart ? Is it impossible to execute the GA procedure only due insufficient climb gradient ?
If you can not achieve the required climb gradient during takeoff or go around, you can fly the so called engine out SID. These are usually airline-intern procedures, which should assure maximum safety especially in regards of terrain clearance and/or reduce pilot workload (in case the EO SID goes straight ahead).
Hi! Congratulations! You are doing the best aviation tutorials on youtube. I am thinking about to buy this FSLabs software. I only have one question about this video: why did you disconnect the autothrust on the short final?
Hi Ferenc. Thank you very much for the kind words! I know it is procedure to leave autothrust on until touchdown for some airlines. However I am an old school pilot, manual flight means manual thrust for me. Regards
OK, I understand. I was just wondering why you would put more workload on your self in an abnormal situation ... Once again thank you for uploading those great videos!
Workload is an important factor. You have a good point, no doubt! For me personally I use manual thrust because I don't like to be surprised by a sudden thrust increase commanded by the autothrust, especially in a single engine manual approach. Also the autothrust can be a little slow in response when winds are gusting. There have been hard landings because the A/THR commanded idle in 100 ft AGL, followed by a wind speed drop, where the acceleration time of the engine out of idle was too long. I know there have also been hard landings because of pilot errors. As I said, it is just a personal preference for me.
Yes, thats all true, and it is fair enough to me, on the other hand during gusty winds the GS mini does a good job which you dont have if you use manual thrust. I understand that there are airline procedures (regardless what they prefer), but my personal way of doing things is to adopt the level of automation to be used to the actual situation.
Well done video Blackbox! Could you schare your thoughts behind setting TOGA in this particular situation? This is no criticism on your decision to do it, but maybe you are aware that there are different opinions on this topic. Airbus clearly offers this resource to us. Personally I wouldn't have increased thrust. You went for the OEI climb, which is always perfectly fine and in this case even mandatory, as the SID requires a minimum climb of 5% (1000ft/min with GS 180kt). Consequently you've had plenty of safety margin after 700ft with nearly normal performance, but significantly increased asymmetric thrust after applying TOGA. I would like to get a better understanding for your decision. Thanks :)
Great Video, when working with FMC or checking the charts, can you use the mouse to let us know where you are reading (Or which buttons you are pressing) this will help us understand more on how to operate this awesome aircraft Also if you can make a video on Hold patterns and how to continue holding if ATC didn't specify the duration and you are out of the hold already then ATC asks you to hold again :)
Hi Adel. Thank you. Good point, regarding the mouse pointer. I will do more explaining in the next videos, I promise. With the holding patterns, I have found out that the sim has some problems entering and staying in the pattern. For some reason the lateral mode goes from NAV to HDG. I will do more research on this. Regards.
It’s a shame the secondary flight plan function doesn’t work for emergency return contingency purposes. Also, how do you assign the rudder trim to keys? Very handy for failures just after V1.
If you own the FSLABS A320 then you just need to install the latest version, no extra cost of course. However FSUIPC is payware addon. Before buying it, try to setup the rudder trim for your n the sim itself.
Blackbox711 thanks mate. I’ll do that. Ive got the steam version, but should be able to update it. I use it for sim prep because it’s pretty functional. The flight dynamics are ok, I find with engine failures, it seems to yaw about a bit more than the full motion sim we use, but otherwise, it’s pretty good for procedural practice.
Hey Blackbox amazing video! I got a question though, does the aircraft set the rudder trim automatically after an engine failure? Thanks for the amazing content!
Yes, in case of an engine failure the yellow inverted triangle changes to a blue on, which is then called "beta target". If you thy to keep the lower bar of that triangle centered with the upper part, then you get the best climb performance.
Hi mate, I took off from EGKK yesterday en route LEPA. I had just retracted the gear when I lost the (both) autopilot! After declaring an emergency and being directed to return, they both started working again. My question is, what did I do to cause the AP to shut off like that? Or, was it one of the programmed faults?
Hi Wanderer. Not sure what caused the failure of the autopilots. Could have been a programmed fault or just a glitch in the g-force calculation exceeding the cpability of the autopilot. Regards
You can get rid of the red text in the upper right corner of FSX if you open your fsx.cfg (C:\Users\your name\AppData\Roaming\Microsoft\FSX) and add this into the [Main] Part of the config: HideInfoText=1 (This also works in FS2004, but if using Instant Scenery in FS2004 to add scenery objects, it must be HideInfoText=0 during changing the scenery.)
there is one word that I don't understand correctly at 06:00 you say : Hydraulics, engine ???? pump one is off what's the word between engine and pump? you said room? perfect video thank you very much
In this case I was above the engine-out acceleration altitude. Hence the level off after the engine was secured. But otherwise you are correct. If you have secured the engine and are still below the engine-out acceleration Altitude, then you would continue the climb and level of at engine-out acceleration altitude.
It depends on how large the unbalance is and also how long the remaining flighttime is. Theoretically the A320 can fly with one main tank empty and the other full. Pilots practice this for example in a simulator with a fuel leak in one main tank where they have to shut down one engine as well. The plane handles this very well.
Hi Johnny. You don´t have to engage both autopilots in order to fly the ILS. It is however standard procedure at some airlines. Guess it has to do with redundancy. Regards
Very nice video but the radio phraseology when the engine failed was incorrect. MAYDAYx3 is used in situations where imminent danger exists. The correct call would be PAN PAN PAN x3 since you can still operate and maintain vertical and lateral control of the aircraft. keep up the good job though :)
Hi. Thank you for the feedback. However it is first of all up to the pilot to decide on the MayDay of Pan call. Some companies have a rule that tell their pilots to call MayDay when only one of a critical aircraft part (engine, hydraulic, electric) remains intact. And so the term „grave and imminent danger“ can be applied to that as well.
As a Captain on the Airbus Black box is correct. It is the Captains decision as to whether a Mayday or Pan is given. 2 rules of thought to this is, a Mayday will give the aircraft the highest priority and can then be downgraded to aPan if required by the crew and secondly a Pan call is not a recognised call worldwide. The videos are very good. Regards.
Hi Dale. Yep, it is normal procedure to have forward imput during takeoff. I have a terrible joystick at the moment and can't be bothered to do this. Regards
Hey, have you retired or lost your medical ? And one more thing, when you take off, the stick has to be pushed down to 5 degrees and slowly relieved to 0 as you appr. 100 knts. Thanks. Very informative video though, would love to see you live on Twitch.
Hi Akshay. You are correct, up to 100 kts there should be stick down input. Guess I am too lazy to do that in the sim :-). Thank you for your kind words!
Even if this is a rather old video of yours: you stay really calm and professional at any time. Just one thing: AFAIK it's TO no blue and LDG ALL GREEN :)
Okay, seems to be subject to change, because on JR's last flights it was definetely All Green Flaps Full (A388) ua-cam.com/video/97UarwKILzI/v-deo.html EDIT: Let's ask PPRuNe :) Did that in the spectator's balcony
I'd pay good money for Airbus sidestick joystick that would be amazing I've felt and moved a a330 sidestick irl and there the closest thing to it is the TM Warthog but it's still not as wide and have the same feel as the real sidestick
All you would have to do is find a real side stick on eBay make a mould then make tons of them and drill the holes for the radio trigger button and autopilot disconnect but it's easier said then done
Hi Major.I know what you mean. Since I know how the real thing feels like I have high expectations regarding a PC joystick. And I don't want to pay thousands of dollars or euros for it. So the TM Warthog seems the best choice for now.Regards
I will definitely buy that plane, but I will wait for P3Dv4, which is supposedly 64-bit and coming out in Januar. Now I just hope to save enough money to buy a decent flightstick and throttle. My old Sidewinder is slowly breathing it's last breath.
Hi Raven. It is a good idea to wait for the P3D version. The performance under FSX is not the best. A decent flightstick is also a must to fly this beautiful aircraft! Thank you for watching! Regards
![[P3D] FSLabs A320 Single Engine Visual Pattern [VATSIM]](/img/n.gif)
Best videos about A320 in the whole internet, thank you very much.
Hello. Very kind of you to say so. Thank you for watching!
Agreed!
Good sop’s. Do you fly bus’ for a day job?
Agreeeeeeeed
One of the Best videos on youtube about engine failure on A320.
Dear Blackbox711,
First of all, I would like to express my fascination for all of your videos. Especially your videos of the FSLabs A320, where you simulate and explain us how to deal with non-standard procedures (like in this video), gives this channel such unbelivable great value. In my opinion, you raise the level of flight simulator videos / tutorials on youtube to a never seen before and highly professional level. I think, it gives some of us the feeling to sit behind a experienced instructor who is showing us how to fly this bird in the right way.
In my impression, videos like those from you have been missing for all the people which do not have direct access to professional flight training and still want to raise their horizon above the general flight simulator flying knowledge. From time to time, I have the feeling like I am sitting in a type rating for the A320 family while watching your videos. Your videos have a highly profesional and educating level. I really enjoy to watch your videos and I am looking forward to see and learn more from you!
Furthermore, I do have a question for you about a topic which I hope you can explain to us.
How do you calculate the flex temperature for the take off data in the Airbus A320? Is there somekind of formula to use or a rule of thumb like: Flex temp = outside temperature x payload x runway length? I am guessing that those variables have to do something with the flex temperature and hope you can eloborate on this topic a bit more.
I am looking forward to your answer!
Thank you for your great work and please keep it up!
I wish you a wonderful evening and thank you in advance,
Sven
Hi Sven. Thank you so much for your kind words! I really appreciate that! I will try to continue uploading good quality video instructions. For the FLEX Temperature I use the Program Topcat or use my experience from real world flying. Regards and always Happy Landings
I have checked all of your videos to find out about this product. Keep up the good work. Very professional. Bravo for your patience and your nice way of explaining in plain language for those not in the aviation industry. All your videos show explicitly that the correct use of this tool can improve performance amongst professionals. Even if the instructor panel is missing, you can do a nice refresh in abnormal handling without waiting the sim dates.
A320 F/O
Hi Gregory. Thank you very much. Absolutely correct, the FSLabs A320 is detailed enough to refresh and fly normal procedures and certain flight patterns. Regarding abnormal procedures you need to be a little carefull because of the used FWC Standard in this simulator, which can differ quite significantly compared to the FWC installed in a real A320. But that should not be a problem for the non-professional simulator pilot who wants to get as close as possible to the real thing. And I am really enjoying this product! Regards
Yes of course. Differences occur even in the Level D sim and will continue to exist forever. FWC, ELAC standards, OEB's and all those are changing day by day. However I see the big picture, which is dealing with a failure or failures, applying the ECAM handling, practicing ECAM discipline and desicion models, all those in whatever WX you want. It is a superb tool if used correctly and with caution. Regarding the FWC an aware user can see the difference from FCOM by checking. Its meaningless to expect with 100euros everything there. IPT's are full of bugs but the prepare well people!
Hi Gregory. I agree. And I am very happy this simulator is so close to the real thing. There are now so many possibilities to fly and train on your own PC.
Very professional! I wish only that you could show the reprogramming of MCDU in more detail
+ilankrt ... will try to make a video on this. Regards
Thank you for another clear informative video! Stewart.
Hi Stewart. Thank you very much for your kind words! Regards.
At 02:10 when you loose number 1 engine and select number 2 trust lever into TOGA gate, with the flap out will the aircraft not go into a go around mode? Thanks blackbox
+Rob Wilkinson .. hi Rob. Not as long as SRS Mode is active. Once that mode changes to CLB or OPEN CLB then yes
Very professionally done. Quick note - don't forget the normal checklist before continuing with ECAM Status (remember, it's normal checklists, system resets and special procedures - essentially engine restart. Then, once completed, read status). Also, you can continue ECAM actions during climb at green dot, no need to wait for level off. Finally, announce "secondary failures" before going through the LAND ASAP, system pages of the ECAM. Just mentioning this so you can do it perfectly, you are already at an excellent level.
Also, no need to go to TOGA, the aircraft is certified to comply with performance requirements even in FLEX. You must do it if climb requirements are not being met, but at least wait until you get the AP on (there is going to be a swing towards the inop engine)
Important - when on vectors, after you sequence the FPLN don't forget to PULL HDG. When you intercepted you where in NAV and that can create problems.
Dont forget the "STABLE" and "LAND" (at 400 ft) call outs
Not sure if you actually did, but regardless of the engine failure, set both thrust levers to REV for standardisation.
Expertly done, bravo.
Really nice stuff. I'm a Boeing guy myself, but nice seeing the A320 perform so smoothly.
Quick question: saw an AA terrain avoidance seminar where the speaker was talking about extreme pitch angles. I wondered how an A320 would react if you got a "terrain, terrain - pull up!" and you had to go to say 30 or 35 degrees pitch to avoid it. Would it let you? Or would the stability augmentation system override your inputs?
Hi totoritko. Thank you! I love the Boeings too! Flew the 737 for 8 years as a CoPilot. Now, the FSX/FSLabs A320 doesn't simulate the GPWS warning. However I simulated a pitch up manoeuver. Look at the following video. I used full aft stick input until the very end of the video! The normal law protection system helps very nicely during this procedure. First it will allow a +2 g pitch increase to 30° up. It then lets the aircraft stay at that pitch until Alpha Protection Area (garfield) is reached. Then the pitch will be lowered gradually until ALPHA MAX (red strip) is reached. Then pitch is kept at a level to maintain max angle of attack to get the maximum climb possible. Now try this in a 737 without bending the wings or falling out of the sky! And don't forget the folding table in the front panel ;-) Sorry I am tired and being silly. Enjoy the video:
ua-cam.com/video/m86CPVwOMsA/v-deo.html
Blackbox711 Interesting. Not sure on any Aircraft you'd bend the wings so easily (especially with hydraulic controls), the G force of the maneuver itself would be quite overwhelming before you reached the airframe g-limit, so I'd think you'd lessen the pressure if you felt it. In any case, good to know the pitch limit is +30. Thanks.
Really interesting stuff. Always enjoy your videos. You know....I'd be interested in learning the standard flows/procedures for a typical line flight....from beginning to end. Is that something you can do for us?
Hi Lazy. I will do that at a later stage. For now I will post another few videos with special operations (LVO) and system failures. Regards
Love the content! If you ever find the time, will you please do a dual engine failure at 2800'? (Sully style). I tried doing this with no other airports nearby besides the one I take off from, but I lose altitude rapidly during the turn back and cant find any way to put the plane down safety. Attempting in a Boeing 787-8 Dreamliner, but seeing it in an A320 would still be extremely helpful, thank you!
We have a rule of thumb where a 180 degree return with all engine fail is only possible above 3000 ft AGL.
@@Blackbox711 That explains a lot actually. In the movie, they implied that the plane could've landed back at the airport safely if the pilots turned around *immediately,* but that seems to be Hollywood bs. Anyway I appreciate the insight!
again a VERY nice video.
If i may add :
When STATUS page appears, after potential reset to be done (none here) then comes the "normal checklist" (=After Take Off Climb Checklist in this case). and later the approach checklist and the landing checklist (which was concise).
2 questions though :
1) I'm really not sure if the Transient N1 on the Engine DIsplay page should appear on the failed engine...i don't remember seeing those in my FFS so i believe it shouldn't... but here : it does appear....is it because you are moving both throttle anyway ??
2) What program do you use to diplay the LIDO charts as a popup ??
Thanks!
iaf22, A320 F/o.
Hi iaf22. Thank you. You are correct, After the abnormal part comes the normal checklist part. However at the company I flew there was no After Take Off Climb Checklist or approach checklist. That is why I didn't use it in the video. Guess it depends on how much of the airbus procedure is used in a certain airline. Nevertheless I am greatful for your inputs! Regards
+Blackbox711
first time I hear those checklists are totally removed, but ok. Yeah each airline adapt to whatever it wants. :-)
Do you have answers for the 2 other questions?
Q1: Correct, the Transient N1 indication on the failed engine is due to the fact that I only have one throttle on my Joystick. But in the real airbus, the Engine Indications of the shutdown engine should be in amber crosses and amber circles.
Q2: Navigraph
+Blackbox711
thanks for the infos.
I think the amber crosses and circles should come 5 mins after master switch is set to off.
is fslabs aware of that bug?
It depends on the installed software. I have a video of an engine failure in a real A320 Simulator where the amber crosses and amber circles are displayed as soon as you press the engine fire pb. Same thing with the engine damage drill at the website "Use Before Flight". Guess FSLabs is not yet aware of that. Regards
Good video. Just a question. That looked like a compressor stall at the beginning, which would have different memory items on the Boeings. Is the Airbus ECAM smart enough to diagnose the failure or is every failure considered the same for consistency of OPs on the Airbus? Cheers
Hi Matthew. The newest FWC in the real airbus can indeed distinguish between engine failures and damage. With an engine stall the procedure does actually call for thrust lever idle and then check of engine parameters. Only if they remain abnormal the engine would be shut down. In this video the ECAM did show an engine fail message shortly after the engine started stalling. Not sure if this sim can simulate just the engine stall scenario. I have to check on that. Regards
Thanks for the reply. Interesting stuff!!
Blackbox711 Love your videos. Would you consider creating a correct engine relight in flight video for us? Thanks again, great work.
Hi DamirRadovic. Sorry, missed your post somehow. Engine restart inflight? Yep, sounds interesting and surely makes a good video. It's on my list now. Regards
Great video, very well done. How do you switch views so smoothly? I can only have them with no such smooth transition
Hi. At that time I used EZDOK and adjusted the smoothness in the settings menu. Regards
Hallo!! Thank you so much for your videos. The best ones out there on the A320. :)
Just one question came to my mind, when you have an engine failure and loose the bleed air system from the associated engine, why not open the X-bleed and restore the pack and wing A/I for that wing? Just curious :)
Happy flyings!
Hi Gustavo. Thank you very much for the kind words! There is a procedure where you actually would do this if you actually have ice on the leading edges of the wings and need to use wing anti-ice. If this is not the case you leave the crossbleed closed in order not to take even more bleed from the remaining engine and hence reduce the available thrust. One bleed/pack is enough to pressurize and climatize the cabin. Regards
Very nice video. Would it be sensible to turn the cross feed on, in such a case?
Hy FlyingGerman. Thank you. As long as the fuel imbalance is not critical, I would not open the crossfeed just in case there is a fuel leak in the fuelline of the damaged engine. If the remaining fuel of the fueltank which is supplying the operating engine becomes low then I would open the crossfeed. Regards
Thank you very much! :D
Keep up the good work!
Splendid, as all your videos!!!!!
I cannot stopp watching them.
In a German FSX-Forum they want me to prevent from buying the FSL-Airbus with the argument, that all environment like sceneries and traffic have to be minimized strongly, so a flight from one high sophisticated airport (like Frankfort V2 from Aerosoft) to an another seems nearly impossible.
When I watch your videos, I get not the impression, that you have to reduce the outside-tuning.
Could you make an statement on this opinion?
Thank you so much
Hi FS-Ikarus.First of all thank you very much for your kind words! I used the DX10 Scenery Fixer and did everything Matt Davies showed in his video FSX TWEAK GUIDE (For the Flight Sim Labs A320-X). So I do not run FSX at maximum settings. However as you can see in the videos the detail is good enough and the framerate is around 30 FPS at London-Heathrow or Frankfurt. My PC specs are good but not top notch: Intel i7-4790K @ 4.00 GHz, Nvidia GeForce GTX 980, 32 GB RAM, Logitech K120 Keyboard, Zowie FK1 Mouse, Thrustmaster 16000 Joystick. If you have a similar PC setup then there is no reason why you should't enjoy the FSLabs A320, even at high density airports. Regards.
really nice:D do you think you could explain in short why you push the buttons you do when you film the videos?? also, what specs do you have on your computer since you can run Heathrow so smooth?? :O
Hi larsern941. Thank you. This video was meant to be a realtime handling of an engine failure. There was simply no time to explain each step. That would have to be done in a seperate video, which I will publish at a later date. My PC specs are as follows: Intel i7-4790K @ 4.00 GHz, Nvidia GeForce GTX 980, 32 GB RAM, Logitech K120 Keyboard, Zowie FK1 Mouse, Thrustmaster 16000 Joystick. Regards
Why did you perform briefing for go around procedure other than on the chart ? Is it impossible to execute the GA procedure only due insufficient climb gradient ?
If you can not achieve the required climb gradient during takeoff or go around, you can fly the so called engine out SID. These are usually airline-intern procedures, which should assure maximum safety especially in regards of terrain clearance and/or reduce pilot workload (in case the EO SID goes straight ahead).
Hi! Congratulations! You are doing the best aviation tutorials on youtube. I am thinking about to buy this FSLabs software.
I only have one question about this video: why did you disconnect the autothrust on the short final?
Hi Ferenc. Thank you very much for the kind words! I know it is procedure to leave autothrust on until touchdown for some airlines. However I am an old school pilot, manual flight means manual thrust for me. Regards
OK, I understand. I was just wondering why you would put more workload on your self in an abnormal situation ...
Once again thank you for uploading those great videos!
Workload is an important factor. You have a good point, no doubt! For me personally I use manual thrust because I don't like to be surprised by a sudden thrust increase commanded by the autothrust, especially in a single engine manual approach. Also the autothrust can be a little slow in response when winds are gusting. There have been hard landings because the A/THR commanded idle in 100 ft AGL, followed by a wind speed drop, where the acceleration time of the engine out of idle was too long. I know there have also been hard landings because of pilot errors. As I said, it is just a personal preference for me.
Yes, thats all true, and it is fair enough to me, on the other hand during gusty winds the GS mini does a good job which you dont have if you use manual thrust.
I understand that there are airline procedures (regardless what they prefer), but my personal way of doing things is to adopt the level of automation to be used to the actual situation.
Buy the way: does FSLabs simulate GS mini?
Well done video Blackbox! Could you schare your thoughts behind setting TOGA in this particular situation? This is no criticism on your decision to do it, but maybe you are aware that there are different opinions on this topic. Airbus clearly offers this resource to us. Personally I wouldn't have increased thrust. You went for the OEI climb, which is always perfectly fine and in this case even mandatory, as the SID requires a minimum climb of 5% (1000ft/min with GS 180kt). Consequently you've had plenty of safety margin after 700ft with nearly normal performance, but significantly increased asymmetric thrust after applying TOGA. I would like to get a better understanding for your decision. Thanks :)
Great video, are you using Ezdok cam to swap between the views? I just can't get used to virtual cockpit, i love my 2d panel :/
+Swissdani ... I use ChasePlane. I prefer VC and that program helps alot. Regards
Great Video, when working with FMC or checking the charts, can you use the mouse to let us know where you are reading (Or which buttons you are pressing) this will help us understand more on how to operate this awesome aircraft
Also if you can make a video on Hold patterns and how to continue holding if ATC didn't specify the duration and you are out of the hold already then ATC asks you to hold again :)
Hi Adel. Thank you. Good point, regarding the mouse pointer. I will do more explaining in the next videos, I promise. With the holding patterns, I have found out that the sim has some problems entering and staying in the pattern. For some reason the lateral mode goes from NAV to HDG. I will do more research on this. Regards.
It’s a shame the secondary flight plan function doesn’t work for emergency return contingency purposes. Also, how do you assign the rudder trim to keys? Very handy for failures just after V1.
Hi. You can designate keys/buttons through the addon FSUIPC. Secondary Flightplan now works. Have a look here:
ua-cam.com/video/l3amEck_u_Q/v-deo.html
Blackbox711 thanks! This fsuipc...is it something you can down load and add on? As well as the upgrade for the fmgc with sec Flt pln?
If you own the FSLABS A320 then you just need to install the latest version, no extra cost of course. However FSUIPC is payware addon. Before buying it, try to setup the rudder trim for your n the sim itself.
Blackbox711 thanks mate. I’ll do that. Ive got the steam version, but should be able to update it.
I use it for sim prep because it’s pretty functional. The flight dynamics are ok, I find with engine failures, it seems to yaw about a bit more than the full motion sim we use, but otherwise, it’s pretty good for procedural practice.
Yes, I use it as well for preparation.
Hey Blackbox amazing video! I got a question though, does the aircraft set the rudder trim automatically after an engine failure? Thanks for the amazing content!
Hi. Thank you. Automatic Rudder trim works only with Autopilot engaged
@@Blackbox711 ook thank you! In case its not on you would use the "blue bird" as a reference to set the trim?
Yes, in case of an engine failure the yellow inverted triangle changes to a blue on, which is then called "beta target". If you thy to keep the lower bar of that triangle centered with the upper part, then you get the best climb performance.
Hi mate, I took off from EGKK yesterday en route LEPA. I had just retracted the gear when I lost the (both) autopilot! After declaring an emergency and being directed to return, they both started working again. My question is, what did I do to cause the AP to shut off like that? Or, was it one of the programmed faults?
Hi Wanderer. Not sure what caused the failure of the autopilots. Could have been a programmed fault or just a glitch in the g-force calculation exceeding the cpability of the autopilot. Regards
Thats a beautiful landing
Nice demo! How do you program the engine failure in FSLabs? Thanks!
+svdm007 .. you can program that through the MCDU. There is a menu called Failures.
You can get rid of the red text in the upper right corner of FSX if you open your fsx.cfg (C:\Users\your name\AppData\Roaming\Microsoft\FSX) and add this into the [Main] Part of the config:
HideInfoText=1
(This also works in FS2004, but if using Instant Scenery in FS2004 to add scenery objects, it must be HideInfoText=0 during changing the scenery.)
Great Tip, thank you very much! Just inserted the line and will see if the text is gone in the next stream.
Very good video
But you should reset rudder trim before touchdown
Cheers!
Once again, great video and explanation.
Thank you André.
You can relight this engine after discharging fire bottles ? Nice :) Or have i misinterpreted the checklist ?
Nope. After discharging the fire bottle you can’t restart the engine unfortunately
there is one word that I don't understand correctly
at 06:00 you say : Hydraulics, engine ???? pump one is off
what's the word between engine and pump? you said room?
perfect video thank you very much
engine driven pump 1, is off.
@@WestAirAviation thank you
Thanks i learned a lot from your UA-cam and Twitch channel
+ScaldingGaming ... Thank you very much! It is good to hear that people learn from my videos 👍🏻
A cabin depressurisation/emergency descent would be interesting
which software did you use for recording? it came so smooth!!
Hi. That was recorded using a Elgato Game Card. Regards
Thanks :)
Du kommst aus deutschland oder
Actually you shouldn't push to level off as soon as the engine es secured, but first when reaching the engine-out acceleration altitude.
In this case I was above the engine-out acceleration altitude. Hence the level off after the engine was secured. But otherwise you are correct. If you have secured the engine and are still below the engine-out acceleration Altitude, then you would continue the climb and level of at engine-out acceleration altitude.
Do you have to activate the X-Feed to prevent unbalance from fuel?
It depends on how large the unbalance is and also how long the remaining flighttime is. Theoretically the A320 can fly with one main tank empty and the other full. Pilots practice this for example in a simulator with a fuel leak in one main tank where they have to shut down one engine as well. The plane handles this very well.
@@Blackbox711 okay thank you
Why do you have to engage both autopilots on manual approach?
Hi Johnny. You don´t have to engage both autopilots in order to fly the ILS. It is however standard procedure at some airlines. Guess it has to do with redundancy. Regards
Ok, thank you :)
Very nice video but the radio phraseology when the engine failed was incorrect. MAYDAYx3 is used in situations where imminent danger exists. The correct call would be PAN PAN PAN x3 since you can still operate and maintain vertical and lateral control of the aircraft.
keep up the good job though :)
Well, you may be right I just wanted to point something just for the sake of learning :)
Hi. Thank you for the feedback. However it is first of all up to the pilot to decide on the MayDay of Pan call. Some companies have a rule that tell their pilots to call MayDay when only one of a critical aircraft part (engine, hydraulic, electric) remains intact. And so the term „grave and imminent danger“ can be applied to that as well.
As a Captain on the Airbus Black box is correct. It is the Captains decision as to whether a Mayday or Pan is given. 2 rules of thought to this is, a Mayday will give the aircraft the highest priority and can then be downgraded to aPan if required by the crew and secondly a Pan call is not a recognised call worldwide. The videos are very good. Regards.
Another masterpiece!
Hello Ed. Thank you very much!
Sidestick forward input not required when take off?
Hi Dale. Yep, it is normal procedure to have forward imput during takeoff. I have a terrible joystick at the moment and can't be bothered to do this. Regards
when engine 1 fails immediately select autopilot 2 (the good running engine) as Generator 1 goes off autopilot switchesoff as its on left side gen.
Hi. You are mixing things up with a plane like the 737. In the Airbus AP1 does not fail when Engine 1 fails. Regards
Just wondering, how do you get your mouse so smooth when you navigate around the virtual cockpit?
Hi Tom. I use the addon EZDOK. It is a great little tool to change views and navigate around the airplane. Regards
Cheers for the response!
You're very welcome!
Somebody mentioned in comments in one of videos that you are pilot, are you an a320 pilot? if so, what airline?
Hi Sprisk. I was an A320 pilot for a couple of years. Not any more though. Please understand that I will not say for which airline I flew. Regards
Hey, have you retired or lost your medical ? And one more thing, when you take off, the stick has to be pushed down to 5 degrees and slowly relieved to 0 as you appr. 100 knts. Thanks. Very informative video though, would love to see you live on Twitch.
Hi Akshay. You are correct, up to 100 kts there should be stick down input. Guess I am too lazy to do that in the sim :-). Thank you for your kind words!
I completely understand but do you still fly?
in my FCOM it states for normal take-off no crosswinds or tail winds, 50% fwd deflection released between 80 and 100 kts
You have damaged the engine by turn on the fire p/b because the ecam says the fire p/b push if damaged!
Nope. The engine was on fire and was therefore already damaged. The ECAM calls for actions to be performed by the pilots.
Another brilliant video thank you.
Thank you very much Ken! Highly appreciated!!
Thanks a lot.. with you we can learn more.. not only with paper check-list but in practical... you are the best :)
Hi Yvan. Thank you for your kind words. I really appreciate it! Regards
What failures included in fslabs sim sir?
Quite a lot actually. Hydraulic, engines, flaps, electrical, nav equipment, speed/altitude indication, display, apu, cabin pressure for example
After takeoff checklist before status?
We don’t have a after take checklist at our airline
Blackbox711 oh, interesting!
Even if this is a rather old video of yours: you stay really calm and professional at any time. Just one thing: AFAIK it's TO no blue and LDG ALL GREEN :)
Thank you. Depends on the airline SOP. At mine it actually is T.O. No Blue and Ldg No Blue.
Ahh, okay, which airline then? Because, at Lufthansa (and Swiss) it's as I wrote intially
Can’t tell you which airline. But I checked with someone working at LH and he says they are saying Ldg No Blue
Okay, seems to be subject to change, because on JR's last flights it was definetely All Green Flaps Full (A388) ua-cam.com/video/97UarwKILzI/v-deo.html EDIT: Let's ask PPRuNe :) Did that in the spectator's balcony
Hey there, it was indeed very helpful. Are you a real world pilot? Triveni.
Hi Triveni. I was a real A320 Pilot. Regards
Great Video !
Thank you very much ENZO! Regards
I didnt see beta target. Is it not simulated?
Hi Dmitry. Well, at least I am not getting it on my PC. I'll have to check the FSLabs Forum for that. Regards
How do you switch from one view to another ?
With a program calles Chaseplane
incredible lesson !!!!
Glad you liked it. Thank you!
All was perfect except the flaring lol, looks like almost no flare to me
Well, I am waiting for my new flightstick. Hopefully that will help me with the manual flying.
I'd pay good money for Airbus sidestick joystick that would be amazing I've felt and moved a a330 sidestick irl and there the closest thing to it is the TM Warthog but it's still not as wide and have the same feel as the real sidestick
All you would have to do is find a real side stick on eBay make a mould then make tons of them and drill the holes for the radio trigger button and autopilot disconnect but it's easier said then done
Hi Major.I know what you mean. Since I know how the real thing feels like I have high expectations regarding a PC joystick. And I don't want to pay thousands of dollars or euros for it. So the TM Warthog seems the best choice for now.Regards
yeah, Logitech just bought saitek from madcatz so maybe we can expect better made sticks in the future
good
I will definitely buy that plane, but I will wait for P3Dv4, which is supposedly 64-bit and coming out in Januar. Now I just hope to save enough money to buy a decent flightstick and throttle. My old Sidewinder is slowly breathing it's last breath.
Hi Raven. It is a good idea to wait for the P3D version. The performance under FSX is not the best. A decent flightstick is also a must to fly this beautiful aircraft! Thank you for watching! Regards