Calling A319/320/321 pilots

[Cherokee_Cruiser]

OEB = ?
FCOM = ?

Just curious, not criticizing so you don't have to go into an OAL rant.

OEB as stated above by ASPilot. This is stuff like the abnormal V alpha prot. Turn off 2 ADRs. Another one is no engagement of guidance modes after go around (apparently if it stays stuck in GA TRK). That OEB says AP off, FD off, then re-engage FD and select appropriate modes.

There is an OEB tab in our QRH. We have those two above and one more for erroneous predictions for a company alternate route (which we don’t do). The only auto-load is the primary flight plan. So this OEB doesn’t apply.

These OEBs from my understanding are straight from Airbus. I’d be curious what Delta calls them? You probably have the same thing, but just called by a different name.


FCOM = Flight Crew Operations Manual. A320 specific. It has chapters for limitations, systems, normal operations, abnormal operations, etc.

At some places this is called CFM. Company Flight Manual. At Alaska, we are going to slowly switch the Airbus fleet to go from FCOM to CFM. It’ll be easier and more streamlined. Because FCOM includes systems, limitations, Normal ops, abnormal ops, this document is over 5,000 pages. CFM will break down into a separate systems manual, separate normal ops, separate abnormal ops. So when you click CFM, then click the next manual you want. It’ll be easier to browse through than the current FCOM.

 

[derg]

Thanks!

 

[JordanD]

After you "clear the ECAM", yes.

If you get an ECAM message and it appears to self correct before you actually start the ECAM procedures, no.

“Well that was weird. So anyway back to my conspiracy theories...”

 

[Autothrust Blue]

“Well that was weird. So anyway back to my conspiracy theories...”

“Clear (name of system)” here, incidentally.

 

[BobDDuck]

Ok you fellow Airbus pilots. Got a new one for you. I never had this in almost 8 yrs on the plane. I’ll wait for ya’lls take on it before what I did.

Taxiing out of SEA, after pushback, single engine start and taxi. You’re just taxiing on the ramp and lead FA calls you and says she and First Class passengers can hear a beeping noise. You tell her to triangulate it and continue taxi. You pullover on a taxiway after telling ground you’re gonna be looking at a potential maintenance issue. FA calls back and says it’s coming from the floor area, near seats 1DF (aircraft right).

Someone in first class even times it. On for about 50 seconds, off for about 80 seconds. Rinse, repeat. Steady sound of beep, beep, beep, beep

You can’t hear it in flight deck. There’s a company DH CA onboard who you tell the FA to come up and hear the noise, and talk to this CA on the interphone. He also doesn’t know what it is.


Of course no ECAM or any lights or any status message.

WWYD?

Low airflow sensor in the LDCRM.

(Kidding. You don't have one of those.)

I'd go with some kind of alarm clock on a passenger bag in the forward cargo hold.

 

[Autothrust Blue]

You don’t do anything unless told to by the airplane or have a written procedure to do so.

And then it MUST be written as an info-only/“by direction” in the logbook, for the most part.

 

[woodreau]

this was a weird one for me. only popped up when the engines were started. when the engines were shutdown everything was normal, no ecams or abnormals.



no Ctri-Alt-Del procedures in our manuals, when I call maintenance control, they try their maintenance Ctrl-Alt-del procedures, mechanics come over and spend over 90 minutes trying to clear the message, power the plane off, cold dark for 10 minutes, then cold boot the airplane. Didn’t matter what was done, as soon as both engines were started, ENG 2 FUEL HEAT SYS ecam displayed.

just as we’re about to call it a day, Mx comes up with a Hail Mary.

change the ACARS flight number in the ATSU FLIGHT INIT page from our flight number to MX101.

started the engines 1 and 2. No ENG 2 ECAM. Yay.

change the flight number back to our flight number.

Bing. ENG 2 ECAM reappears. Change the flight number back to MX101. ECAM clears...

I still have no idea how the engine fuel heating system is remotely related to ACARS.

It makes just as much sense as clearing a CAT 2 INOP and class 2 maintenance message by simply entering 109.90 for the ILS frequency and 060 for the front course on the rad nav page.

 

[scooter2525]

this was a weird one for me. only popped up when the engines were started. when the engines were shutdown everything was normal, no ecams or abnormals.

View attachment 50451

no Ctri-Alt-Del procedures in our manuals, when I call maintenance control, they try their maintenance Ctrl-Alt-del procedures, mechanics come over and spend over 90 minutes trying to clear the message, power the plane off, cold dark for 10 minutes, then cold boot the airplane. Didn’t matter what was done, as soon as both engines were started, ENG 2 FUEL HEAT SYS ecam displayed.

just as we’re about to call it a day, Mx comes up with a Hail Mary.

change the ACARS flight number in the ATSU FLIGHT INIT page from our flight number to MX101.

started the engines 1 and 2. No ENG 2 ECAM. Yay.

change the flight number back to our flight number.

Bing. ENG 2 ECAM reappears. Change the flight number back to MX101. ECAM clears...

I still have no idea how the engine fuel heating system is remotely related to ACARS.

It makes just as much sense as clearing a CAT 2 INOP and class 2 maintenance message by simply entering 109.90 for the ILS frequency and 060 for the front course on the rad nav page.

36C Have anything to do with it?

 

[///AMG]

Here is a random question just for my own edification. The instructors seemed to like ND on ARC mode. Then they would have us extend a course line through the IF or FAF, requiring a subsequent pull of the HDG knob to get back to selected lateral nav. I preferred rolling around in (I think it was) NAV mode on the ND. Full compass rose, and could see easily behind the aircraft on downwind, etc. Since all the approaches pull up the IAP/IF/FAF/MAP with a dash line running through them, I thought that in of itself was good enough to see where you were with respect to final approach course, and more importantly have some better SA to what is behind you (i.e. the airfield) as long as you manipulated the range scale periodically. I think the biggest reason I heard for ARC with an extended point was to get lateral range to the final approach course, but if you know the ND scale you are in, I think that much is pretty easy to approximate, even without a digital readout. I did like, and would switch to ARC, once one base or dogleg vectors since by that point, everything that matters is in front of you. Not that it matters at all at this point in my life, and I say this based on my vast experience of 16 sim hours (lol), but just curious what you all do?

 

[BobDDuck]

Here is a random question just for my own edification. The instructors seemed to like ND on ARC mode. Then they would have us extend a course line through the IF or FAF, requiring a subsequent pull of the HDG knob to get back to selected lateral nav. I preferred rolling around in (I think it was) NAV mode on the ND. Full compass rose, and could see easily behind the aircraft on downwind, etc. Since all the approaches pull up the IAP/IF/FAF/MAP with a dash line running through them, I thought that in of itself was good enough to see where you were with respect to final approach course, and more importantly have some better SA to what is behind you (i.e. the airfield) as long as you manipulated the range scale periodically. I think the biggest reason I heard for ARC with an extended point was to get lateral range to the final approach course, but if you know the ND scale you are in, I think that much is pretty easy to approximate, even without a digital readout. I did like, and would switch to ARC, once one base or dogleg vectors since by that point, everything that matters is in front of you. Not that it matters at all at this point in my life, and I say this based on my vast experience of 16 sim hours (lol), but just curious what you all do?

Civilian 121 runs around in arc mode. Just how it is. There are times it might be helpful to see the big picture, but with just a few exceptions you never are going to turn around, and if you do it will be in a series of turns and not all at once.

 

[jtrain609]

Here is a random question just for my own edification. The instructors seemed to like ND on ARC mode. Then they would have us extend a course line through the IF or FAF, requiring a subsequent pull of the HDG knob to get back to selected lateral nav. I preferred rolling around in (I think it was) NAV mode on the ND. Full compass rose, and could see easily behind the aircraft on downwind, etc. Since all the approaches pull up the IAP/IF/FAF/MAP with a dash line running through them, I thought that in of itself was good enough to see where you were with respect to final approach course, and more importantly have some better SA to what is behind you (i.e. the airfield) as long as you manipulated the range scale periodically. I think the biggest reason I heard for ARC with an extended point was to get lateral range to the final approach course, but if you know the ND scale you are in, I think that much is pretty easy to approximate, even without a digital readout. I did like, and would switch to ARC, once one base or dogleg vectors since by that point, everything that matters is in front of you. Not that it matters at all at this point in my life, and I say this based on my vast experience of 16 sim hours (lol), but just curious what you all do?

NAV mode is for DB's.

Though funny enough I hate ARC mode on HSI's.

 

[derg]

this was a weird one for me. only popped up when the engines were started. when the engines were shutdown everything was normal, no ecams or abnormals.

View attachment 50451

no Ctri-Alt-Del procedures in our manuals, when I call maintenance control, they try their maintenance Ctrl-Alt-del procedures, mechanics come over and spend over 90 minutes trying to clear the message, power the plane off, cold dark for 10 minutes, then cold boot the airplane. Didn’t matter what was done, as soon as both engines were started, ENG 2 FUEL HEAT SYS ecam displayed.

just as we’re about to call it a day, Mx comes up with a Hail Mary.

change the ACARS flight number in the ATSU FLIGHT INIT page from our flight number to MX101.

started the engines 1 and 2. No ENG 2 ECAM. Yay.

change the flight number back to our flight number.

Bing. ENG 2 ECAM reappears. Change the flight number back to MX101. ECAM clears...

I still have no idea how the engine fuel heating system is remotely related to ACARS.

It makes just as much sense as clearing a CAT 2 INOP and class 2 maintenance message by simply entering 109.90 for the ILS frequency and 060 for the front course on the rad nav page.

Hell, try starting an engine with the IRU’s off or unaligned. I think I still have scalp dander on the Toronto-Pearson Signature ramp trying to figure out why I couldn’t get one cranked one afternoon.

 

[BobDDuck]

Hell, try starting an engine with the IRU’s off or unaligned. I think I still have scalp dander on the Toronto-Pearson Signature ramp trying to figure out why I couldn’t get one cranked one afternoon.

Oddly you can get around that issue by ensuring vor needles are displayed on both NDs and the brake is set. Too windy at the gate in OGG to get an alignment and no tug available so we had to start up and taxi out to get the wind on the nose. Engine wouldn't start so mx somehow dug up that work around.

 

[Nark]

class 2 maintenance message by simply entering 109.90 for the ILS frequency and 060 for the front course on the rad nav page.

Just learned about this one the other day. Sure enough. Cleared it just fine. FO’s RAD/NAV side was blank below VOR. Weird stuff le bus does.

Still better than a 737

 

[Skåning]

Here is a random question just for my own edification. The instructors seemed to like ND on ARC mode. Then they would have us extend a course line through the IF or FAF, requiring a subsequent pull of the HDG knob to get back to selected lateral nav. I preferred rolling around in (I think it was) NAV mode on the ND. Full compass rose, and could see easily behind the aircraft on downwind, etc.

I do too, useful for situational awareness on the downwind. Listen to their techniques now and do what you feel comfortable with when you get out on the line.

 

[Autothrust Blue]

Here is a random question just for my own edification. The instructors seemed to like ND on ARC mode. Then they would have us extend a course line through the IF or FAF, requiring a subsequent pull of the HDG knob to get back to selected lateral nav. I preferred rolling around in (I think it was) NAV mode on the ND. Full compass rose, and could see easily behind the aircraft on downwind, etc. Since all the approaches pull up the IAP/IF/FAF/MAP with a dash line running through them, I thought that in of itself was good enough to see where you were with respect to final approach course, and more importantly have some better SA to what is behind you (i.e. the airfield) as long as you manipulated the range scale periodically. I think the biggest reason I heard for ARC with an extended point was to get lateral range to the final approach course, but if you know the ND scale you are in, I think that much is pretty easy to approximate, even without a digital readout. I did like, and would switch to ARC, once one base or dogleg vectors since by that point, everything that matters is in front of you. Not that it matters at all at this point in my life, and I say this based on my vast experience of 16 sim hours (lol), but just curious what you all do?

Technique.

 

[jtrain609]

I do too, useful for situational awareness on the downwind. Listen to their techniques now and do what you feel comfortable with when you get out on the line.

See? DB.

 

[Autothrust Blue]

Hell, try starting an engine with the IRU’s off or unaligned. I think I still have scalp dander on the Toronto-Pearson Signature ramp trying to figure out why I couldn’t get one cranked one afternoon.

remember, that's too many somethings or other deep or something

 

[Skåning]

See? DB.

 

[jtrain609]

View attachment 50463