We are professional pilots looking to share our knowledge and experience with you! This channel is mainly targeted to aspiring pilots, or just aviation enthusiasts in general. Feel free to ask us any questions and we'll do our best to get back to you. Happy Landings
Nice video, my only feedback is maybe reduce the cockpit noise volume down a bit and increase the pilot voice a touch, it would be less realistic but more educational.
I'm a line pilot who just found out about you guys, awesome jobs would love to see you do some dual failures like FAC 1+2 or IR 1+2 FAULT. Cheers guys.
Hi buddy this is a great question, thank you for your comment! Let’s break it down: NAV ACCURACY is determined by comparing the RNP value to the Estimated Position Uncertainty (EPU). The EPU shows how accurate the aircraft's position is compared to where it thinks it is. The greater the uncertainty about its position, the greater the EPU value. If RNP is greater than EPU, the NAV Accuracy is HIGH If RNP is less than EPU, the NAV Accuracy is LOW GPS PRIMARY appears when the aircraft uses both the Inertial Reference System (IRS) and GPS data for navigation. There are two main criteria for this: Accuracy: (As we discussed earlier.) Integrity: The system's ability to detect failures and alert the pilots. When both criteria are met, the aircraft displays “GPS PRIMARY” (or “NAV PRIMARY” on some Airbus types such as the 380). In the case we’re discussing, we lost GPS, which means the aircraft could no longer use GPS data for navigation. Instead, it had to rely on other sources like the IRS, DME or VOR to determine its position and navigate. Despite this, the IRS is workinh normally, and can accurately calculate the a/c’s position. So RNP > EPU, and NAV ACCURACY remains HIGH. I know this answer is very word heavy and hope I haven't confused you eben more!
Levelling off at LRC ceiling, u should’ve stopped ECAM, set A/THR ON and managed speed. Only then u could go ahead with the rest of procedure. Because I didn’t do this, see where has ur speed gone.
Dear captaın Just I want to watch thıs from larghe screen Lcd Through to end I felt lıke I am ın the cockpıt I am turnıng wıth you I am callıng Sop Please waıtıng your RAW DATA ILS VECTORING BY ATC Vıdeo urgently whıch ıs very ımportant durıng Type Rated Dırect Entry F/O Sım checks Thank you sır
Ahh mate thank you so much! Glad you enjoyed it and we hope you learnt something! Currently working on more videos coming out later this year. Happy landings ✈️
Yes we are! We are currently working on a huge project, lots more videos, with improved theoretical presentations, as well as more in depth demonstrations. It’s going to take a while as we are aiming for the highest standard we can, whilst working full time in our respective airlines. But we are excited for the final product. Good to see your comment as always buddy.
Hey Thanks a lot for the amazing and informative video . Can you please let me know what version of msfs and add on for the A320 that you have used here so i could get myself one for home ?
Hello, great job, only one question. Doesn’t this failure put us in Direct Law at landing gear down? We then should have AP off DCT Law protection lost and MANUAL PICH TRIM ONLY (red), amI correct? thank you
Thanks so much for your comment! We really try to emphasize how important aviate, navigate, communicate is in this session. Appreciate your feedback, happy landings my friend! ✈️
Appreciate your comment, this was recorded as single pilot and from the view of a PF, so we were more focusing on the PF actions. Seatbelts do come on at 6:18. Thanks for watching and your feedback! 😊
