Thanks for this demonstration, I am so grateful! So impressed with your multi-functional performance and I do learn stuff from this video! Keep supporting. 😀
Nice! I can tell you’re a great instructor. I just got my A320 type rating and am really thankful for this video because we have not talked much about FMGC failures or manually tuning navaids. Quick question for you. As far as the missed approach goes, can you have the VOR and radial ready on that VOR button and then if you had to go missed on VOR, you could just switch from the ILS right to VOR? In reality would you just request an alternate missed approach instruction for this situation? Awesome video, watched the entire thing intently. Thank you!
Thanks so much for your kind words, ok lets address your question, There are 2 ways to tune the Nav Aids via the RAD/NAV page on the MCDU or manually on the Radio Panel, You can tune the Frequencies in and keep them ready on both and use them as and when necessary. ILS won't interfere with the VOR as they're separate frequencies with separate procedures. Hope this helps. feel free to contact us for more information.
Wow 10k subscribers... amazing how your channel has grown so quick. Well deserved !! A quick question that pitched alarm when you changed the baro settings. What else it a warning for ? Thanks.
Another educational video.We all appreciate your videos.I’m still confused about how you can talk to ATC.I mean I know the phraseology and I know how to set the frequencies but VHF1 and other channels still complicated for me.Which button should I press to talk to ATC and on the ground to the ground services.Another thing which is hard for me what TA/RA means and other stuff at the transponder.I can just set the squawk code.Thank you for your videos and I would appreciate if you demonstrate in your next video 😂
Thanks for your comment, and Hopefully this video should answer your question, if it doesn't, just let us know. If need be we will make a dedicated ATC video.
Respect for your hard work on this tutorial, I loved it, and yet I have a few suggestions.. Can you please make videos or tutorials that are centric to these various 320 faults and also specifically for 320 pilots .. Watching through the entire video, I felt that you were teaching a lot many things and not sticking only to making a dual FMGC failure tutorial … such as teaching us how to manage the ACP and the RMP and also explaining how to fly RAW DATA ILS … Please don’t take me wrong … happy landings
regarding the aviate navigate communicate rule, what if you take a bit too long to stabilise the aircraft and assess the situation, that you don't communicate in time, eg: if traffic appears near you that the TCAS would have warned you about, and ATC doesn't know you lost your map.
Hello, Good Point! Everything about aviation is situational we deal with the problem as it comes, if there is an aircraft flying towards me I can do the TCAS manoeuvre and inform ATC at the same time with the help of my copilot. The point here been whatever the situation maybe the first thing you must do is make sure the aircraft is stable and flying properly, once you've done this then you've eliminated the risk of anything worse happening and THEN you can go ahead and start communicating and making a plan based of what has already happened. But yes the general rule will always be to Aviate first then navigate and figure out where you are and where you need to go in conjunction with communicating to make sure air-traffic control knows our intentions and what we doing an intern help us out V8 first then navigate and figure out where you are and where you need to go in conjunction with communicating to make sure air-traffic control knows our intentions and what we doing an intern help us out. Hope this helps
It's an abnormal situation: auto thrust is lost, and the FMA repeatedly shows an amber "Thr Lock" message, indicating that the thrust is frozen and action is required. The only way to resolve the thrust lock situation is to use the Disconnect push button. In normal operation, we align the donut prior to disconnection but not in this abnormal case.
So u we’re literally flying the aircraft manually with ur S/S and manual throttle, all the time once the AP went off? also u said the trim wheel is taking care of stabilizing altitude more or less what computer controls the trimmer? And if the AP fmgc goes off what controls the trim? I know that fac controls rudder what about trim wheel? So trim is not affected if AP or fmgc is off?
Good Question... the A320 has a total of seven flight control computers - two ELACs (Elevator Aileron Computer), three SECs (Spoilers Elevator Computer) and two FACs (Flight Augmentation Computers), they work independent of the FMGCs so as long as they're operational the Auto-Trim will work and the A/C will remain in Normal Law. The FMGCs as the name states are "Guidance" computers so when they fail there is nothing to guide the navigational aspect of the A/C and manual control and input is required on the Pilot's part. It's rare if not impossible for BOTH FMGCs to fail at the same time. I demonstrated this as a worst case scenario. And yes I was hand flying all the way :)
If you are landing at an airport that is not in the database and you set up the ILS with the NAV button as demonstrated will the aircraft capture the LOC and GS?
Hi! VERY Interesting question! Hmmm... 🤔 Well, firstly and probably legally and operationally by the Airline I wouldn't fly to an Airport that's not in the database cause 1) We won't be able to program this into the MCDU... 2) It reduces safety by a MASSIVE Margin... HOWEVER if you find yourself flying into an airport that's (For whatever reason) not programmable into the database and it happens to have an ILS, then YES theoretically you can tune it into the RAD/NAV of the MCDU or Manually via the RMP (Radio Panel via the NAV Feature). Tune it in and as long as the A/C is getting a LOC and G/S Signal from the frequency it WILL follow it... BUT... Every ILS approach must have a fail safe wherein if the G/S fails you should have a DME (Distance) vs Height table to reference to manually ensure you're not too high or too low on the approach, also an ILS should have a Published Chart which means it should almost 100% be in the database. Lastly if you're attempting a landing at an airport that you can't program in as its not in the database you won't be able to choose a RWY from the F-Plan page which means you'll have no way of telling the A/C where the Runway is (with the exception of an ILS Freq to follow) and while making this approach since the A/C has no data on the length and elevation of the Runway the GPWS system would go nuts shouting "TERRAIN, TERRAIN" cause it can't see a runway. You can always override this warning, on the GPWS Panel. Would I do this in real life? NOPE! But a Super Interesting question non the less. Any airport in particular you had in mind? Hope my answer helps :)
Thanks for taking the time to respond. Nice video! I ferry aircraft. It’s Part 91 no passengers. Very seldom do we have the final destination in the database so we are always building airports.
@@waypointsaviation If you don't mind Tutorial for how to fly when FPA bird When flying with A/P on Did the a/c following the F/D or the pilot doing that manually? From interested flight person prospective 😙 So explain with patience..
30 to 35% N1 usually, once the A/C gets moving we can even keep the thrust levers at IDLE and let it coast as the Power to weight ratio on the A320 is very good.
You are correct that in a real-life situation, you would focus on system recovery. However, the purpose of the video is different. The goal is to demonstrate the alternative methods available in the cockpit to ensure a safe landing.
We’ve done a video on that, dual hydraulic failure. That’s a bad as it can get in an airbus when it comes to hydraulics :) You can watch the video here Airbus A320 Tutorial | When things go wrong! FCU 1+2 Fault | IR 1+2 Fault | Dual Hydraulic Failure ua-cam.com/video/7ExMUmVuorQ/v-deo.html
00:07 In this video, we explore what happens when both FMGCs fail in an Airbus A320. 03:41 Failed FMGC but still able to run aircraft using FMGC2 09:31 The first rule of aviation is to aviate, navigate, and communicate. 12:13 The pilot has lost autopilot, auto thrust, and the ability to program the nav radio. 17:32 The radio panel allows selection of volume and channels for communication. 20:07 Program the ILS frequency and course for landing 25:01 Maintain altitude and track, intercept ILS 27:42 Maintaining stable speed and correcting instrument readings during landing approach. 32:48 In case of dual FMGC failure, remember- aviate, navigate, communicate 35:23 The next destination after the Middle East is Nepal.
@1:20 "... you have the MCDU's, allright?... Or the FMGC's, what ever (??) you want to call them..." (Whaa?) Well, you can already tell by the choice of his words, this must be a hobby Airbus instructor... :( The MCDU is NOT the FMGC (this is IMPORTANT!). The MCDU is ONE OF THE INTERFACES between the pilot and the FMGC. The other way to interface with the FMGC is THROUGH the FCU! Why is this difference important? Because the FMGC can be interfaced even if the MCDU's are inop, through the FCU. Likewise, in case of FCU 1+2 Fault, the MCDU can still operate important systems such as Radios, landing elevation for the pressurization system, position updates etc. Without the FMGC's, you are limited to the use of backup Nav mode (if installed), and manual radio tuning, only... but, nice try!
Awesome! Very interesting, not boring as other channels! Thank you and keep doing what you doing! I love your pronunciation!
Thanks for this demonstration, I am so grateful! So impressed with your multi-functional performance and I do learn stuff from this video! Keep supporting. 😀
You're very welcome!
Respect. Waiting for more failure of A320 from you. ❤
Thanks! 🙏🏽 anything specific you wanna see?
Flaps failure on approach to landing
Lovely presentation
Thanks! 🙏🏽
Thanks for this. You make manual flying so easy!😊
Glad it feels this way, many thanks for watching and your kind comments
Nice! I can tell you’re a great instructor. I just got my A320 type rating and am really thankful for this video because we have not talked much about FMGC failures or manually tuning navaids.
Quick question for you. As far as the missed approach goes, can you have the VOR and radial ready on that VOR button and then if you had to go missed on VOR, you could just switch from the ILS right to VOR? In reality would you just request an alternate missed approach instruction for this situation?
Awesome video, watched the entire thing intently. Thank you!
Thanks so much for your kind words, ok lets address your question, There are 2 ways to tune the Nav Aids via the RAD/NAV page on the MCDU or manually on the Radio Panel, You can tune the Frequencies in and keep them ready on both and use them as and when necessary. ILS won't interfere with the VOR as they're separate frequencies with separate procedures.
Hope this helps. feel free to contact us for more information.
Just curious, Why doesn’t your MCDU have Navback up mode function?
My A320 sim is configured as a -214 an older variant, the newer A320s have that feature and more. :)
Very interesting video tutorial about A320 system failure.
Thanks a lot!
Awesome video
Thanks! Glad you enjoyed it
You are a great pilot n teacher
Wow 10k subscribers... amazing how your channel has grown so quick. Well deserved !! A quick question that pitched alarm when you changed the baro settings. What else it a warning for ? Thanks.
Thanks Paul,
Glad you liked it. Can you elaborate more on your question?
All the flap speeds still available that’s good
Yeah
Another educational video.We all appreciate your videos.I’m still confused about how you can talk to ATC.I mean I know the phraseology and I know how to set the frequencies but VHF1 and other channels still complicated for me.Which button should I press to talk to ATC and on the ground to the ground services.Another thing which is hard for me what TA/RA means and other stuff at the transponder.I can just set the squawk code.Thank you for your videos and I would appreciate if you demonstrate in your next video 😂
Thanks for your comment, and Hopefully this video should answer your question, if it doesn't, just let us know. If need be we will make a dedicated ATC video.
@@waypointsaviation yes this video was an excellent introductory video but a full detailed video would be better if possible. Thank you
Very educational sir very
Respect for your hard work on this tutorial, I loved it, and yet I have a few suggestions.. Can you please make videos or tutorials that are centric to these various 320 faults and also specifically for 320 pilots .. Watching through the entire video, I felt that you were teaching a lot many things and not sticking only to making a dual FMGC failure tutorial … such as teaching us how to manage the ACP and the RMP and also explaining how to fly RAW DATA ILS … Please don’t take me wrong … happy landings
Thanks for your comment, Can you be more specific with your suggestions, we'll take them into consideration and if its not already done, we'll do it.
regarding the aviate navigate communicate rule, what if you take a bit too long to stabilise the aircraft and assess the situation, that you don't communicate in time, eg: if traffic appears near you that the TCAS would have warned you about, and ATC doesn't know you lost your map.
Hello,
Good Point! Everything about aviation is situational we deal with the problem as it comes, if there is an aircraft flying towards me I can do the TCAS manoeuvre and inform ATC at the same time with the help of my copilot. The point here been whatever the situation maybe the first thing you must do is make sure the aircraft is stable and flying properly, once you've done this then you've eliminated the risk of anything worse happening and THEN you can go ahead and start communicating and making a plan based of what has already happened.
But yes the general rule will always be to Aviate first then navigate and figure out where you are and where you need to go in conjunction with communicating to make sure air-traffic control knows our intentions and what we doing an intern help us out V8 first then navigate and figure out where you are and where you need to go in conjunction with communicating to make sure air-traffic control knows our intentions and what we doing an intern help us out.
Hope this helps
hey mate! Why did you press the Autothrust Instinctive Disconnect button right away before you even match the thrust levers to the blue donut?
It's an abnormal situation: auto thrust is lost, and the FMA repeatedly shows an amber "Thr Lock" message, indicating that the thrust is frozen and action is required.
The only way to resolve the thrust lock situation is to use the Disconnect push button.
In normal operation, we align the donut prior to disconnection but not in this abnormal case.
@@waypointsaviation thanks for that
Pressing the instinctive disconnect button has no effect in this situation. The A/THR was already disengaged. Only the thrust was locked.
Thanks for sharing!!!
So u we’re literally flying the aircraft manually with ur S/S and manual throttle, all the time once the AP went off? also u said the trim wheel is taking care of stabilizing altitude more or less what computer controls the trimmer? And if the AP fmgc goes off what controls the trim? I know that fac controls rudder what about trim wheel? So trim is not affected if AP or fmgc is off?
Good Question... the A320 has a total of seven flight control computers - two ELACs (Elevator Aileron Computer), three SECs (Spoilers Elevator Computer) and two FACs (Flight Augmentation Computers), they work independent of the FMGCs so as long as they're operational the Auto-Trim will work and the A/C will remain in Normal Law. The FMGCs as the name states are "Guidance" computers so when they fail there is nothing to guide the navigational aspect of the A/C and manual control and input is required on the Pilot's part. It's rare if not impossible for BOTH FMGCs to fail at the same time. I demonstrated this as a worst case scenario. And yes I was hand flying all the way :)
@@waypointsaviation when u say manual input u mean ALT SPD HDG or TRK will be SELECTED blue from the fcu right?
If you are landing at an airport that is not in the database and you set up the ILS with the NAV button as demonstrated will the aircraft capture the LOC and GS?
Hi!
VERY Interesting question! Hmmm... 🤔
Well, firstly and probably legally and operationally by the Airline I wouldn't fly to an Airport that's not in the database cause
1) We won't be able to program this into the MCDU...
2) It reduces safety by a MASSIVE Margin...
HOWEVER if you find yourself flying into an airport that's (For whatever reason) not programmable into the database and it happens to have an ILS, then YES theoretically you can tune it into the RAD/NAV of the MCDU or Manually via the RMP (Radio Panel via the NAV Feature).
Tune it in and as long as the A/C is getting a LOC and G/S Signal from the frequency it WILL follow it...
BUT...
Every ILS approach must have a fail safe wherein if the G/S fails you should have a DME (Distance) vs Height table to reference to manually ensure you're not too high or too low on the approach, also an ILS should have a Published Chart which means it should almost 100% be in the database.
Lastly if you're attempting a landing at an airport that you can't program in as its not in the database you won't be able to choose a RWY from the F-Plan page which means you'll have no way of telling the A/C where the Runway is (with the exception of an ILS Freq to follow) and while making this approach since the A/C has no data on the length and elevation of the Runway the GPWS system would go nuts shouting "TERRAIN, TERRAIN" cause it can't see a runway.
You can always override this warning, on the GPWS Panel.
Would I do this in real life? NOPE! But a Super Interesting question non the less.
Any airport in particular you had in mind?
Hope my answer helps :)
Thanks for taking the time to respond. Nice video! I ferry aircraft. It’s Part 91 no passengers. Very seldom do we have the final destination in the database so we are always building airports.
@eprn1n2 that’s cool! What ac type do you ferry?
@@waypointsaviation Mostly 737 and 320 but we do everything.
Thank you so much for this!!!! Very very helpful!!!!
Just for my curiosity why u didn’t try to do the system rest in order to get them back .. and thanks for the video 😊
Thanks! :) I wanted to show the procedure on how to handle the failure with the scenario that they've failed and not coming back. :)
Great tutorial.
There is computer reset as well
that was helpful
Thanks! Glad you think so 😁🙏🏽
FM in amber on MCDU confirm FMGC fault.
Trust me, it’s confirmed! 🤣😁
@@waypointsaviation
If you don't mind
Tutorial for how to fly when FPA bird
When flying with A/P on
Did the a/c following the F/D or the pilot doing that manually?
From interested flight person prospective 😙
So explain with patience..
@@bazokazoro4563 we've already done this, you can watch this video :)
ua-cam.com/video/uKT0tLjpVFw/v-deo.html
What percent of the engines do you use for taxiing? Is it 30%?
30 to 35% N1 usually, once the A/C gets moving we can even keep the thrust levers at IDLE and let it coast as the Power to weight ratio on the A320 is very good.
A pretty exact DETAILED FMGC FAILURE procedures!! I have subscribed....... in 1978 I was a student PPL take-away forever, AVIATE-NAVIGATE-COMMS
System reset from qrh and fcom should be read after Ecam actions if reset fails raw data.
You are correct that in a real-life situation, you would focus on system recovery. However, the purpose of the video is different.
The goal is to demonstrate the alternative methods available in the cockpit to ensure a safe landing.
Plz make one on Complete Hyd Failure
We’ve done a video on that, dual hydraulic failure. That’s a bad as it can get in an airbus when it comes to hydraulics :)
You can watch the video here
Airbus A320 Tutorial | When things go wrong! FCU 1+2 Fault | IR 1+2 Fault | Dual Hydraulic Failure
ua-cam.com/video/7ExMUmVuorQ/v-deo.html
00:07 In this video, we explore what happens when both FMGCs fail in an Airbus A320.
03:41 Failed FMGC but still able to run aircraft using FMGC2
09:31 The first rule of aviation is to aviate, navigate, and communicate.
12:13 The pilot has lost autopilot, auto thrust, and the ability to program the nav radio.
17:32 The radio panel allows selection of volume and channels for communication.
20:07 Program the ILS frequency and course for landing
25:01 Maintain altitude and track, intercept ILS
27:42 Maintaining stable speed and correcting instrument readings during landing approach.
32:48 In case of dual FMGC failure, remember- aviate, navigate, communicate
35:23 The next destination after the Middle East is Nepal.
Ummm,
Congratulations on discovering Copy/Paste 😁🤙🏽
I understand why it helps a lot to have 1 pilot flying and 1 pilot monitoring in the cockpit ! Well done with only one pilot 🧑✈️ 😅
Thanks! Wasn't easy but made it happen! :)
I love it how can I be a student
Hi
Are you by any chance in dubai or passing by ?
Tx teacher!
Dude! Over 30min for dual FMGC?
Tool Long
Dual ra , dual hydraulic , stall at low level and Cruz , flaps and slats stuck , emer elec , smoke ,
Yo. You ready dun know what the system doing?
@1:20 "... you have the MCDU's, allright?... Or the FMGC's, what ever (??) you want to call them..." (Whaa?)
Well, you can already tell by the choice of his words, this must be a hobby Airbus instructor... :(
The MCDU is NOT the FMGC (this is IMPORTANT!). The MCDU is ONE OF THE INTERFACES between the pilot and the FMGC. The other way to interface with the FMGC is THROUGH the FCU!
Why is this difference important? Because the FMGC can be interfaced even if the MCDU's are inop, through the FCU. Likewise, in case of FCU 1+2 Fault, the MCDU can still operate important systems such as Radios, landing elevation for the pressurization system, position updates etc.
Without the FMGC's, you are limited to the use of backup Nav mode (if installed), and manual radio tuning, only... but, nice try!
You fly abnormal so easy🥹🥹🥹
Thanks! Practice does make perfect! 😁 But Thank you for your kind words! 🙏🏽