Fenix A320 Airline Options Explained with a Real Airbus Pilot!

[Music] hello everyone and welcome to another video with me 320 sim pilot and today we are back in the phoenix simulations a320 for microsoft flight simulator this is a really recently released highly detailed add-on and what we're going to do today is look through some of those options in the efb so we have a whole list of airline modifiable options and what we're going to do is take a look at what each of those means when we might use it in real life and what it actually does for us as pilots i've been asked about this a lot so it made sense i thought to do a video on it and there's some quite interesting ones hidden in there which just sort of proved the the level of detail we have here with the phoenix so we're going to take this uh a320 for a flight from gatwick and uh through various stages of flight we're going to have a look at these different options i'm a real world airbus pilot but of course none of this is any real world use just to give you some extra context on your home simulations right let's get started so first of all what are these options well they are here in the efb if you go to the phoenix app then you have sim settings airline modifiable information it's important to note that these will be set by your airline settings if you have used airline settings or you can save a default so this aircraft is set up to use airline but i've already fiddled with these so you may get different options each time you load in so you need to go here and choose what you want or save them as as you want them so what we're going to do is start off by talking about the easiest one brake fans brake fans on or off brake fans are added by airlines to enable us to cool down the brakes after what could be short runway landings um if we go to the wheel page down here we can see the break temperatures on the top row in degrees celsius currently 15 degrees which is ambient typically after a taxi out they would heat up a bit sometimes up to 100 maybe 150 degrees and after landing of course they can go well over 300 400 sometimes if you had a really heavy landing on a short runway you could get over 500 degrees celsius now if there's any sort of breeze and i mean over five knots of breeze then in the real airbus these temperatures will gradually reduce quite quite rapidly even in a half an hour turnaround you'll be okay but there is a limit on the temperature we can have on these for takeoff the temperatures must be below 300 degrees celsius for takeoff that's if you have no fans if you have fans installed and you are using them like this brake pads on then your temperature for takeoff needs to be 150 degrees as a maximum the reason is the brake fans actually blow out onto the temperature sensor as well so they give a slightly lower reading than the actual brake temperature the reason for this temperature limitation is not so much that we need them to be cool for takeoff so we can stop the brakes are actually more effective when they're warmed up up to a point but it's also to do with the fact that the brakes can't be in the wheel well if they're too hot because if hydraulic fluid were to leak on them it could cause a fire so we need the brake temperatures to be at a reasonable temperature in the wheel well after takeoff when they retract so with brake fans off you get this image you get nothing up here and we have no button to press and that's it um it's quite quite straightforward if you have brake fans installed you turn that on you get brake fans button up here nothing on the display nothing on the wheel display but you can turn it on and you should see the brake van memo on the ecam just telling us the brake fans are running so when do we use these well that will depend on the airline but as i said the limits are you want the temperatures below 300 degrees if they're off and below 150 if they're on that is for takeoff after landing you'll turn them on once you have given it a few minutes after landing you don't want to turn them on straight away so mostly if the brake temperatures are rising and rising and rising because you've had a heavy short landing then uh you will turn them on sort of as you arrive on stand you want to turn them on before you're parked so the ground crew don't get too near to the brakes and get covered in carbon dust because the brakes are carbon and if you turn that on onto hot brakes it actually blows some dust out so you don't want to blow that dust on the ground crew so we turn them on before we arrive on stand if you've arrived on stand then it's it's too late really and you just leave them off like i say the brakes will generally have no trouble cooling down we'll also use them um after a rejected takeoff something like that to keep the brake temperature under control but the reason we wait after landing is that the brakes will actually heat up unevenly initially so if you start blowing cold air on them it can mess up the way they're designed to heat up and wear and so on it's not very good for them so we try and wait and let them evenly heat up and then we can use the brake fans but in an emergency or if you think the brakes are getting too hot then you'll turn them on as you need to to make sure they don't go too hot if you start getting temperatures above 600 degrees celsius then you've got you're into problem territory where you might find um you're getting closer to a risk of a tire deflating something like that finally then uh one other way if you don't have brake fans in your airline is that you can release the parking brake once the chocks are in that's what a lot of airlines will do that removes the brake calipers from the disc and therefore you get air flow through and they'll cool down quicker that way so that's quite common in airlines that don't use brake pads for takeoff you can use them all the way up to lining up and then you'll turn them off before you start rolling down the runway this is to stop stones and other debris flying up and getting ingested into the fans just to show you on the outside then this is now an aircraft with brake bands and if we go into the wheel i have shown this but uh definitely worth showing again you can see here in the middle section there is the the mesh where the air is drawn in certainly something you don't want to get close to they're also very loud so if you hear a high-pitched wine when you're boarding an aircraft it's good because the brake pads are running there they are whizzing around if we turn them off and remove them we get this style of wheel and that's it that is the brake fan option next let's discuss acceleration height agl you can see here it says 1500 feet so what's it talking about well when we take off if you see my take off tutorial videos you'll you'll know what i'm talking about so i highly recommend you watch those but on the performance page we can see here thrash reduction and acceleration altitude is 1696. so in the airbus this altitude defaults to a setting that the airline chooses this one is currently set to 1500 feet above the runway the airfield here is 200 feet so this is showing us about 1500 feet above the runway hence the basically you can round that to 1700 1700 now if there's specific noise abatement procedures you'll actually use different numbers in here but that's that's a whole other topic but the default number here 1500 feet is quite normal however there are airlines that will use a thousand feet for example or maybe the airline will use 1000 here and 3000 here or maybe 1500 1500 anyway the point is acceleration is when the airplane will transition from srs which is the mode we'll see on takeoff speed reference system where we climb a take-off thrust and then we or in fact not even take off we just climb at v2 plus 10 on two engines and it will transition from that to on route climb and start accelerating the aircraft so you can clean up whilst obeying these restrictions so this is currently 1500 feet if we lower it to thousands then the number in here drops automatically to a thousand feet there you go so that's about 1200 feet of uh q and h which is a thousand feet above the ground because remember it says agl above ground level so this is a height not an altitude the number here is the altitude you're going to fly above sea level now in the real aircraft of course we could modify this so if i did 1700 3200 that would be a typical noise abandonment a procedure which is 1500 feet above the ground straight above the sea level sorry 1500 feet above ground where we reduce the thrust and 3000 feet above the ground where the aircraft accelerates and you can see that here it's only one option for both so it will default both but your options are a thousand or 1500 entirely up to you if you've got big blue writing in here it means you've entered it you can just press clear to remove it and get back to default so entirely up to you which you prefer to have airlines i wouldn't even like to guess which which is more popular with the airlines so now what we're going to do is we're going to take off from gatwick this is i've got a flight plan in here just to go from gatwick to gatwick and we can take a look at a few of the other items so let's get going 50 on the n1s half side stick forward engines are stabilized two clicks forward now man flex 68 srs runway all the thrust is blue and arms lovely day here in gatwick 8200 knots releasing the size stick to zero and rotate pause the climb gear up nav and now we'll see as we get up to our about 1200 feet acceleration we'll see it transition from the current let's just put the autopilot in uh it'll go from srs into uh climb so we're gonna happen slightly earlier than in my usual streams and videos where i typically leave it at 1500 feet there it is 1200 feet same lever climb thrust levers back to climb nose will lower it's obeying the constraints of magenta all looking good above the green f flaps to one okay above the green s flaps to zero groundswell is disarmed nose lights off let's look at some more of these options so here we go it's now a much colder day temperature outside uh is we need to look at these numbers static air temperature minus six that is the actual ambient temperature if we were to stand still outside the airplane t80 is total air temperature is plus three as we fly through the air the air hits the front of the airplane and compresses this heats it up if you squeeze air it heats up so that gives you that higher temperature plus three if this number is 10 degrees plus 10 or below and you're invisible moisture as we are now you need to turn on the engine anti-ice so you turn it on this is a preventative measure and we do it to make sure ice doesn't build up and affect the airflow into the engine so i would say that again total air temperature of plus 10 or below and visible moisture i.e you're flying through clouds it's raining something like that this applies on the ground all the way up in the climb until the static air temperature is below minus 40. when the static air temperature i.e the ambient temperature outside the airplane is below minus 40 we consider it too cold for the ice to form on the airplane because in theory the moisture is frozen already so it won't stick to the airplane it will just bounce off so we don't need to run the engine anti-ice however that does not apply in the descent so it is a bit confusing so in the cruise if it's below sot of minus 40 we can leave the engine anti-ice off even in cloud but as soon as we start descending even if the temperature's below minus 40 we have to put the engine anti-ice on i.e at low power settings so hopefully that makes sense so in these conditions i'm outside of the clouds now so now i can turn the engine rti's off but if it starts raining on the windshield or we re-enter one of these clouds then it'll be anti-ice back on great so that's very brief summary of the nti so what is this ice detection message well that is a sensor that'll be on the nose of the airplane by the way fitted i haven't actually seen one for a long time but i think there's one fitted around the nose and the engine the cell is here and i'm not sure if it has it fitted to the engine as well but this is what's heated on the engines than the cell here by the way the wings are surprisingly unheated the only part that's heated on the ap20 is the outboard three slats one two three and one two three the tail is not heated at all the inboard slats are not heated at all it's quite remarkable but modern jet liners like this do not pick up ice as much as you would expect certainly not as much as some of the slower propeller aircraft so we would have to if we sense see that there's ice on the airframe we'd have to turn on the wing ice to see if there's ice on the airframe when we don't have that sensor i can look at this little stick here and what this stick does is it sits in the airflow like the wings and tail and ice will build up on the leading edge so if i look at this and see ice then i would need to simply turn on the wing anti-ice so the engine anti-ice goes on to prevent ice forming the wing anti-ice goes on to remove ice you can leave it on though once it's on then just let it keep breaking off the ice whilst it's there what that does is it pumps hot bleed air into those outboard slats and you can actually see it from the flight deck on these outer ones on the airplanes where you can see the wings that you see the ice on the leading edge breaking off because that's where ice forms it'll be along the leading edge when we're flying through the air like this so that is the purpose of the anti-ice panel however if you pay for the option you can have an ice detection probe that way the airplane will actually tell you when you have ice um it will appear down on the ecam something that a luxury we don't get if we just have to look at this spigot here by the way you might be wondering well how on earth do you know if it's uh if you've got ice at night uh yeah it's not easy i'll show you how let's make it uh pretty dark and there's actually a light up here uh ice indicator and standby compass so drop the standby compass down you can't really read it you turn that on you get a little light in there and you can see it just lights up inside it's not a very effective system i can tell you that however you can get an idea um just using that so that is the normal way but with this option we'll get a message down here if we encounter ice and here we go with a bit more ice we get wing anti-ice on engine mode select ignition so what it wants now is the wing anti-ice on and the motorcycle to ignition but as i said we would do this ourself anyway um if we thought we were in those sorts of conditions but yeah we can look for it but that is the extra thing we get with that iso detector just another backup of what we can see but it's not modeled visually at the moment so in summary for the ice detector message then ice detection over here what's going to happen is if the aircraft detects ice it will actually give us the warning if we have these anti-ice off we would still as far as i'm aware and i'm not i don't know the procedures for using this system but this is what it does but as far as i'm aware it's the same you're going to run the engine anti-ice preventatively just like we would and then if you see ice buildup on the airframe you're going to turn on the wing ice but if you forget to do that or you get distracted by some other problem the ones with an ice detector are going to give you the ecam warning as an extra backup so if you forget to have them on like this there we go we're in severe icing conditions and there we go we get a isotex message and it demands that we turn them on so that's what the little uh ice detection option is if we turn it off we won't get that ecam it may be latched in there now there we go put it off all the systems are off and the airplane will fly along and it won't tell us anything we need to work it out ourselves pilots are very used to this though it's sort of a second nature thing although we obviously don't do anything second nature we do consciously decide but uh it's it's one of those things that we're always looking for the engine anti-ice it's just a a big part of aviation is making sure you avoid getting ice on the airframe in the wrong places at the wrong time okay we are back on a nice day now just flying along quite happily at six thousand feet and i'm going to move on to the next option so we've done brake fans ice detection and acceleration next let's look at ac essential auto switching now this is to do with a failure in the aircraft so i have done this on stream but i'm going to do a brief summary now of what it's telling us if we go to the electrical page and it's an electrical system we're referring to here we can see lots and lots of uh information so the airbus is primarily ac alternating current electricity powered so we've got generator one generator two these are ac generators from the engines they supply what are called bus bars bus bars are like those um sockets you know you've got extension cables that have several sockets on the so you plug one into your outlet and then you can plug in several things this was what bus bars in a very simplified way mean i'm not an engineer i'm not electrician as you probably tell by that so from these bus bars we can connect systems so different aircraft systems are connected to different bus bars the idea is if one fails then the we don't put two important systems on the same one we split them up so we'll have one autopilot on one bus bar one last part on another bus bar and so on to make sure that as many things are available if there's a failure of one because the whole bus bar could fail now a very important bus bar is the ac essential this eas means essential and we've got dc direct current essential in the emergency electrical configuration which is an emergency situation where we lose all electrical generation on the airplane what will happen is uh you'll end up relying on the dc central the ac essential and the dc battery bus bars just these bus bars here and they'll be powered by the ram air turbine and so on so these are very important on the ac central bus bar things like the captain's pfd are fed so if you lose the ac essential bus you lose quite a lot of important systems so it's it's one of the more important ones on original air buses and older aircraft it's fed by ac busbar one if ac bus bar one fails it can be fed by ac busbar too instead so the power is just sent from the bus bar to the extra next bus bar but it will not automatically swap over on the original airplanes later ones have been modified so that if ac bus bar one were to fail the essential bus bar will be fed directly from two without having to do anything but on the older aircraft there's this button here ac essential feed and you can see here it's the same diagram so ac bus one green arrow to ac is central bus originally this would not happen automatically we'd have to press this button to swap it over the problem is pressing that button is something you do as part of your ecam and it will take a while to get there you need to fly the airplane safely first you can't just go pressing buttons so it's much better that it does it automatically for us which is typical for it to do now so how can i demonstrate this so let's fail ac bus bar one i'm gonna go to config manual failures it's an electrical failure and let's find uh i want to fail ac bus one so first of all let's make sure we have ac essential auto switching off so it will not automatically switch over so let's fail ac bus bar 1 which will mean we lose the ac essential bus there we go clunk and look how much we lose it's almost as bad as the emergency electrical configuration it's really quite nasty this is because these systems are fed by the essential bus bar because they're so important so we've lost captain's fmgc we've lost captain's pfd nd the top engine display um so co-pilot's gonna have to take over and fly here so you can see that flying the aircraft like this although perfectly possible let's just get the uh engine set you'd have to do a full fnc and i've talked about this in other videos i'll talk about it again in the future but anyway it's perfectly acceptable to fly the airplane like this but it's not ideal to have to spend a period of time like this while you stabilize and then you can go into your abnormal and diagnosis and so on okay so what i'm going to do is clear out that failure all you have to do is go back to your failures and then reselect it and it will clear out stops being amber and we'll leave it back on flight plan and hopefully these things will all come back to life remember it is simulated properly we're getting loads and loads and loads of warning so now what we're going to do is we're going to have ac essential auto switching turned on i'm going to show you the exact same failure we're not talking about the management of the failure later because with that failure we just saw you would get these screens back you just need to press this button up here but what i'm going to do now is show you how easily that happens when it's done automatically for you as ever i always like things that are done automatically so let's go to manual failures elec ac bus one there it is and what have we lost so there's some warnings we get the ecan ac bus one fault it's concerned we're concerned about generating because the generator is not feeding it properly but as you can see here ac essential bus bar now being fed from ac2 is doing this automatically and look at the state of the airplane we didn't even drop out of normal law it has kept itself in really really good shape if we look on the overhead panel you can actually see that the ac essential feed says alternate it's automatically gone to alternates whereas before we'd have had to press it so that's what the ac essential feed is there for it's a failure redundancy thing that makes life a lot easier and it is very common for air buses these days to have that option modified and uh to have it up and running so let's clear that fault so finally then i've got ac essential auto switching turned off i'm going to fail it again and we get the there you go that's what you'd get so you get it looking like this this is what would happen if you didn't have the automatic system you see we remember we lost everything we've gone into alternate law auto pilots failed and all sorts and if i now go to the overhead panel and turn on the essential feed to alternate then it would all come back um so but not as good as having it do it automatically next up is the auto tcas auto tcas is a very modern thing this is something that the neos were first to have and now it's being introduced to the older airbuses so this is something i've talked about in a video so if you search 320 sim pilot tcas i have a video in the a320x from flyby where i show you the automatic tcas activating essentially it means the aircraft will fly a tcas for you so i discussed what tcas means uh and how we use it and how we can see the aircraft flight for us so i highly recommend watching that video um that is going to be the uh the the way forward there because it's quite a big topic and i certainly can't fit it into this video but auto check out means that essentially the airplane would fly the full tcas maneuver which is when you avoid traffic that has become too close to the airplane and it can actually fly itself and then return to your original level um traditionally on older airbuses we would do all of the flying ourselves for a tcas maneuver but with the auto tcas option the aircraft can do it it's a very nice system great next let's talk about ldep l dev is simply lateral deviation that's what it stands for what it means is if we're flying a non-precision approach it will bring up a lateral deviation scale along the bottom of the pfd so flying non-precision approaches is something i haven't yet shown on the channel properly but what we're going to do is fly this on f via a levy so as we see in the flight plan i need to be at a levy at 3 000. it says about 3500 feet but the restriction there is to be above 3000 feet so i'm going to put 3000 feet in the window and start my descent down thrust that'll open descent okay so if we now activate the approach phase like perth activate approach confirm you see here we have v dev on the vertical scale and we have l dev on the lateral scale so it's just another indication of our lateral deviation it makes it look a bit more precise do not be fooled this is not an rls and it's not as precise as that and it's not as easy to use we are still using the final app mode now i have videos on using final app on the channel i will do more videos in the future let me just turn on some of that antio so we don't need it now but there are some issues with using final app to fly a non-precision approach it doesn't work like an ins we can't intercept it from uh sort of halfway we can't intercept it from above and it doesn't draw out very well or it's quite unpredictable non-precision approaches are a big topic in aviation they are where most reported incidents happen it's not to say they're unsafe but they are a focus for pilots they need more briefing more careful planning and there are less backups compared to a precision approach an rls is called a precision approach because it also provides vertical guidance although this says v-dev that's not vertical guidance that's not based on anything except the calculations that the airbus has in its head about where it wants to be so that's what the ldap scale is it simply draws this here and as we turn around the corner it will stay there looking a little bit like a localizer but that is not what i want to show you now so that that's all there is it's not that exciting but if we go to this fls option this stands for flight management system landing sorry flight management fms landing system so i'm going to turn that on and now if we look the whole sys everything has changed if we press ls we get this let's turn it on so now we're flying the fms landing system it's still the same non-precision rnf to two six left but and again i have a video on this on the channel already but uh it's not something i've used in real life so this is very much me uh reading a few things online and trying to pick up the pieces and tell you how i would interpret it from what i've seen in the real world so speed up style there we go so fls appears on the pfd to remind us we're doing an effortless approach it is still the rnav for runway two six left do not mistake it it is not an approach type it is simply a guidance type it is just a different way of displaying the same thing on the pfd this is very similar to final app but it has a key key advantage which is it extends out and behaves more like an ils so we now instead having to go to specific waypoints and make sure we're above sorry below the glides open then arming final app and capturing it and so on we can actually intercept it a bit like an ils we have these double magenta diamonds to show us that it also says f app fms approach up here on the pfd there's still no category there's not a cat three you can't auto land or anything like that so i'm going to get a bit closer and show you how that works we can see it's drawn out this center line we can do this for using final app mode as well but yeah it's it's just a drawing what is effectively happening here is the airbus is taking the non-precision approach and it's drawing it out like an rls and then displaying it to us as pilots like an ils this just keeps it a bit more standard and a bit more like we would expect for the airplane and it reduces the risk of us at messing up the final app mode and there are a few ways you can do that which is a whole topic on its own but there's things such as the aircraft descending too quickly early things like that that can be caused by incorrect sequencing and so on and some of those risks are mitigated with this system this is more typical on the newer bigger airbus is but it is now fitted if you want it onto your smaller a320s however as i say i have not used this and i don't actually know many people who have it's one of those things that is not required it doesn't increase your minima or your certification at the moment so it's a nice feature but airlines don't tend to pay for nice features they pay for features that increase operational robustness so if this allowed you to fly an approach when other people couldn't then maybe they would pay for it or if it was proven to definitely increase safety maybe they will in the future but for now um it is quite a rare thing to see so what we're going to do then is i'm just heading out uh to intercept and unlike a final app we're not going to see nav out final blue and all that stuff we're going to see um f lock star or f lock sorry and f glide slope arm so it's like a localized glycemic but it's not it says f it's fms because it's basically an fms calculation of a localization so just like an rns let's turn towards it run my 2 6 so i'll go for 290 degrees a 30 degree cut it's pretty normal and now let's imagine we're cleared for the rns i'll let a levy is in front of me i'm going to press approach and there it is f glideslope f lock and now it's going to behave like an rs f lock star just like we wanted as we get closer and you can see here the dme but it's not a dme this is just a calculated distance to the runway we're 12 miles away so at around nine miles because this is a three degree final approach which i can see in flight plan there it is three degrees uh at about nine miles it's gonna move so here comes the uh diamond for the glide slope moving down let's go to flat one so again a rare feature nonetheless a cool one to be modeled in final app you can configure whilst ascending along the procedure although you'd want to start down at least flat one maybe even flap two uh but this is just like an rls in terms of the configuring and the distances in that sense so there's f glideslope star let's go to flap two and down we go now you can't engage the second autopilot it will just swap over unlike an rls because remember there's no autoland capable here there's no category shown here good so i'm going to let the airplane fly the approach i'm going to configure fully now and we'll talk about the last options go down so nav in the go around is a feature this is quite common on aircraft these days if you're going to fly an approach such as an rnp ar or an approach with rf legs nav in the go round is probably required it is a thing that can be modified a lot of old airbuses are modified to include it now so it is quite normal to have even on your older airbuses what does it mean well in the airbus we have a go around procedure i've got videos on the go around so do look those up on the channel but and i will of course show them again in the phoenix at some point soon but what it's going to be talking about is when we go around in the air bus we move the thrust levers to toga all the way forward and we'll see a set of fma changes it'll say mantoga it'll say srs assuming you're below acceleration and it's going to say the uh go around track so the lateral mode will be go around track which just means it's going to carry on straight ahead it's going to carry on on the track you're currently on we don't want that we want to follow the blue line because the airplane helpfully has the go around coded in here 2000 feet and it's a left turn onto 178. so that's what we want to do that's the procedure here at catwick so why wouldn't i want to fly that so what we usually have to do is we have to push the heading bug to re-engage nav mode and then it will fly that turn if you have now in the go around selected let's turn it on that'll be incredibly useful because it's very distracting to have the airplane going to go around track and then you need to press it because lots is going to be going on we're going to be moving flaps raising gear checking the fmas and what we don't want to do is have to have a risk of us missing the go around track and the airplane accidentally flies straight on the reason it's required for rnp ar and rf legs is because that's probably whilst you're avoiding terrain and you don't want the airplane to miss its chance so there we go so let's imagine we're going to go around to 3000 feet now i've got nav in the go around i'm going to turn it off actually to illustrate my point so remember we need to go ahead and then we get 2000 feet make our left turn south so let's go around so we say go around flaps thrust levels all the way through to toga get man together targets go around track pm will move the flaps in a stage so flaps to three then we're going to see pos then we read out rfmas then we get positive climb gear coming up but what you can see is it's going to go around track this is the wrong mode so the airplane's just going to carry on this track forever and i need to push nav and there we go now it goes into nav and it will fly the go around procedure as prescribed in the box we're above acceleration same lever climb two clicks back flat from three to one all pretty normal stuff now that's not the exact correct way to do a go around we'll talk about that later but as you can see it went to go around track and wanted to carry straight on if we had now in the go around enabled all it would have done is instead of saying go around track there it would have gone straight into nav on its own much better okay so we're coming in for a landing now and i'm going to show you the final modifiable option airline information yellow hydraulic steering what this means is we obviously have three hydraulic systems on the airbus we've got green blue and yellow on older aircraft the green system powers the nose wheel steering on new aircraft the yellow system powers the nose wheel steering crucially there are some implications of this if you have a hydraulic failure obviously or an engine failure so in the older aircraft if you lost the green hydraulic system you'd also lose nose wheel steering in the newer aircraft if you lost the yellow system you'll lose those wheel steering so you're simulating a new airplane with the yellow hydraulic system yellow hydraulic steering on this is a new airplane the neos are like this and a lot of the modern air buses it's not a super modern thing it's been around for a while now i don't think it's something that airlines can modify either i don't think you can change it uh after the effect i think it's just how the airplane comes not sure on that though anyway the result is if we were to have an engine failure let's say we were landing and we wanted to land a taxi with a specific engine then it might mean we may or may not have the uh the nozzle steering available so that's the implication there so i currently got it on the yellow system so let's land and i'll just show you one of the small implications of that 20 retards five okay so let's come to a stop on the runway here and uh let me show you just the typical uh time that this actually matters this this theorem being on a different system so forward idle right what if we had an engine failure on final approach those of you who are familiar with the airbus and have seen my streams will know that when we taxi on one engine only we actually using number one engine number one and we turn off engine number two and then we run the yellow hydraulic pump to power the yellow hydraulic system so that works uh really well of course um and the implication would be that if we were to have lost engine number two in flight and it was shut down then we could simply it's actually in on engine number one and we can use a yellow pump uh to provide the uh nosebleed steering makes sense but what if engine number one has failed and we've only got engine number two can we then taxi in well if you're in an airplane with nose wheel steering on the yellow hydraulic system and you've only got engine number two then of course you can because the nozzle steering will still work on the yellow system however if you're on an airplane with the green hydraulic steering let's put on the green this is getting a little bit complex now but uh bear with me so on the um the older aircraft with the green hydraulic steering so that that is powered by this system let's imagine that engine number one is the engine that failed so i'm going to turn it off so we've only got engine number two now in a new airplane we would simply have nozzle steering available to us because the yellow system would be powering it but now look at this i've stopped i've got the parking brake set on the runway after our landing but it's been a bit of an issue because of an engine failure and if i go to the stages page we'll see lots and lots of failures let's let the hydraulic systems cool down there we go so green system's lost pressure and if we look here nose will steering you can see the g it's applied by the green system and it's not working oh dear so how do we power the green system well i can't power it through the pump because there's no yellow pump um so you might be wondering well why isn't it being powered by the ptu the power transfer unit that only runs when the brake is off with the parking brake on it's inhibited so at the moment it looks like we can't steer if we look at the status page and we're trying to decide what to do we might go oh no we can't taxi because the nozzle steering's broken well no problem if i release the parking brake there we go the ptu runs the green system now is supplied with pressure and if we go to the status page a load of those warnings disappear they were just related to the fact that ptu was inhibited whilst the parking brake was on so that is an implication that we sometimes see in in the aircraft when doing simulator checks and flying around on one engine and so on um so there you go so that is an issue if you've got the yellow hydraulic system enabled a more modern option then none of that would matter even with the parking brake set like that i can go to the stages page in fact you can see here all working fine and there's no nose wheel steering warning because of course it is um supplied by the yellow system which is running from engine two likewise we could reverse this situation of course and let's imagine engine one was running but engine two had failed however in all circumstances there either you use the ptu or we can use a yellow electric pump to supply it just keep in mind that none of this is applicable if you've lost pressure to the system that supplies your nozzle steering sorry lost fluid in the system that supplies your nozzle steering so in either case you need a fluid to still be in that system it's just about if you lose the ability to pressurize it through your normal method so that's all for today's video i hope it's been interesting for you thank you very much for watching just a few little tidbits about some of those airline modifiable options they're quite in-depth uh there's a lot going on behind the scenes that makes all this happen so yeah great fun that we get to see these in the simulator there'll be plenty of live streams and more guides coming with the phoenix a320 and of course other airliners in the live stream so do please subscribe if you'd like to see those we'll see you again in another video livestream soon thank you for watching bye bye

Channel: 320 Sim Pilot

Views: 44,691

Keywords: Real airbus pilot, Microsoft flight simulator, Fenix simulations, A320 ceo, Fenix a320, Phoenix airbus, cold and dark, beginner guide, takeoff, setup, airline options, fenix tutorial, y nws, auto acc switching, fls, l/dev, ice detection, brake fans

Id: UX6e89usWqI

Length: 38min 1sec (2281 seconds)

Published: Sat May 28 2022