A320/A330 Version 3 DR Details

On the ALTN Plan pages you can not enter a destination airport.

Not yet looked at

Flight Controls should send descrete to ECAM when ever a bank > 33 degrees occurs

Sound file added, Ecam s/w updated, Flt Cntls s/w updated.

 When ADR 2 is faulty, there is also (a wrong )EPR ENG 2 AMBER CROSSED,

Concluded that :

AD part of the ADIRU only makes use of the AC power and so is not on when only the HOT BAT BUS supplies the ADIRU

FADEC uses the Air Data from ADIRU 1 and ADIRU 2 ( requires both off to revert to N1 rated )  

EPR fault is latched, and can be reset by N1 Mode Pb on/off

When SLATS FAULT, same happens, there is an accompanying wrong ECAM, DC EMERG BUS FAULT which doesn’t even show on the ELEC SD page

DC EMER CONFIG fault trigger found to be latched. S/W corrected.

On return to original airport,after to leveling off at 3000ft managed speed should have increased to econ CLB speed instead it stayed at v2+10
 

Corrected the FMGC model speed target value. It now only uses the waypoint target value for speed constraints.  This further correction is at 3.0L

when in EMER ELEC CONFIG is in alternate law , when the flaps are selected goes into direct law which is wrong
 

Corrected logic for latched LGCIU so that LGCUI 1 is not latched failed when only DC ESS Bus powered.

Corrected ELAC/SEC interface for invalid LGCUI

Corrected A320 Flap System model for correct Flap Configuration to be sent to the ELAC/SEC.

Now :

DIRECT mode entered when landing Gear commanded Down

OR when no valid LCGUI and Flap configuration at 2 or greater.

right engine fire at v1 is based on time , not on V1 as always comes much earlier than V1 , very early if there is a slow acceleration due to high weight .... so it's very difficult to practice the drill unless you continue TO after the ecam warning, which is against every rule and negative training.

 

Malfunction arming logic changed to “after” V1 as there is already a “Before V1” and “At V1” is not precise enough. ECAM Fire warning changed to show the correct ECAM for before V1 and after V1.

Malfunctions changed in 3.0B

ECAM changed in 3.0B

EPR indication on EWD corrected in 3.0B

abnormal EGT is an engine start malfunction... that can be easily replicated in flight, is it possible to add abnormal EGT in flight?
 

Now available in flight. EGT exceedance line remains until next engine start.

Is any chance to add BLUE HYD ELEC PUMP failure , this will allow to use the emergency blue hyd pump
 

Blue Elec Pump Malfunction added.

the dual engine failure is erroneously represented on the ECAM as Many spurious messages come up, dual HYD failure, EMER ELEC CONFIG etc.
 

Partially Fixed with DR008. Awaiting full ECAM data. Closed for now due to improved ECAM modeling.

If I keep flying towards terrain in Hong Kong there are no warnings from EGPWS
 

Warnings are generated when using the world terrain program, however there is no way to match the terrain map, exactly, to an external visual, unless that visual allows full data base visibility. This DR is closed, as the problem lies outside of this simulation.

In case of engine failure during a Goaround the landing memo shall not have priority over a major RED ECAM ever same applies on the ground if Take off memo are displayed in case of an ECAM alert.The Land INHIBIT shall be 800ft limited To inhibit is 1500ft  noticed that after go around and engine failure The ECAM came ON only after passing 1500ft!

Will investigate. To check ECAM POF software and priority s/w.

Managed speed after takeoff shall be as per flaps lever position S or F speed, actually it goes to F speed even with flaps 1 +F configuration So for example: performing a visual pattern after take off maintaining 1+F configuration after Take Off, speed shall stay at S speed

The A/THR commands s/w corrected to use the Flap Handle not the Flap position.

I mean that the brake malfunction is in the malfunction panel but is not possible to activate it When it happens you shall have have an ecam and a system page for it .

Updated A320 malfunctions, Brake Sys Fail is now available. FCOM suggests that the WHEELS page dose not come up automatically for this malfunction.

In each of these airports VVTS/VVCR/RCTP when you position the aircraft on the ground at the airport at beginning of flight everything is showing correct, but as you takeoff and turn downwind for landing the radio altimeter starts to grow an altitude gap

The Distance to the airport runway is now used to better set the terrain elevation from the surrounding area. The World Terrain program Time Out sensitivity has been lengthened, so the EPGWS should not show drop outs.

Each airport needs to be checked.

Testing the dual HYD G+B . Reverser 1 shall not work during rollout as per SUMMARY and STATUS PAGE

Reverser 1 shall not work during rollout as per SUMMARY and STATUS PAGE

Corrected Thrust Reverser model to use Hyd Y engine 2 and Hyd G engine 1 for deployment enable.

Ecam is showing correct after failure but is replaced by blank screen and wheel page after 1 minute

Reverser 1 shall not work during rollout as per SUMMARY and STATUS PAGE

AutoSd fcns corrected to make the Eng Start Sw back to Normal a single shot, so that it does not trigger the wheels page when an RTO reverts to the TAXI ECAM phase.

Notice the apu bleed green cross line missing and the cross line green instead of amber in hp a ip valves

Reverser 1 shall not work during rollout as per SUMMARY and STATUS PAGE

Unable to reproduce. However, Ground Air line was not being shown, when being supplied by Air Cart. This has now been corrected.

Please can add DC ESS BUS FAIL as a malfunction

Reverser 1 shall not work during rollout as per SUMMARY and STATUS PAGE

• Increased number of possible malfunctions per system
• Added Electrical DC ESS malfunction
• Added overhead dome light panel with audio switching knob
• Conditioned Capt and F/O speaker output
• Added DC ESS ECAM
• Added DC ESS Status page data
• Checked all systems for loss of DC ESS bus
• Noted conflicting data about DC ESS bus loss.
• Some have Fuel pumps L1/R1 fail.  ( our data suggests only if GEN LINE btn is pressed )
• Some show ALTN BRAKE and BRAKE inoperative, other YouTube videos show this is not the case.
• Some suggest that the ECAM audio will not be heard, our data shows the F/O loudspeaker still operative.

Similar to DR_018

Reverser 1 shall not work during rollout as per SUMMARY and STATUS PAGE

Unable to find ECAM details of Anti Skid Failure, but do have NWS ECAM data. Therefore as this has never been a active malfunction, the A320 Malfunctions have changed to do NWS Fail malfunction instead.

When modifying the flight plan, it is possible that some newly added waypoints do not have a target speed assigned for them. When throes waypoints become the TO waypoint, the FMGC gives either VLS speed or green dot  speed.

Reverser 1 shall not work during rollout as per SUMMARY and STATUS PAGE

The default speed value algorithm now means that the FMGC model uses that default if the TO waypoint has  no speed target information.

Occurs when changing the ECAM EWD to the SD becuase the ECAM panel button is held down. This effect should only occur for SD page buttons.

Reverser 1 shall not work during rollout as per SUMMARY and STATUS PAGE

A320 ECAM panel software brought in line with the A330 software model.  

APU fire test on batteries should only illuminate half the APU fire button and have no aural warnings sound

Aural warnings power settings have been coded. New bitmap images allow partial illumination

The Push To Level function of the V/S knob on the FCU does not always function.

The FMGS Aid updated to acquire the mouse position at all times and therefore  the CockpitManager class can operate the correct item on the correct panel at all times.  In addition, to ensure that the V/S (FPA) is correctly initialized at zero, the FCU panel class also initializes the value to zero whenever the V/S knob is pushed.

SPD,ALT and HDG Tape Fonts not variable. Sometimes the Windows operating system appears to have different pixel sizes for the same “sized” fonts.

Reverser 1 shall not work during rollout as per SUMMARY and STATUS PAGE

TapeFont added to the ini file to allow for different Windows set ups. If the TapeFont tag is missing in the ini file, then the software reverts to a scaled value of the LargeFont Size.

If a message pops up in the MCDU (NEW CRZ ALT), it should not be possible to add text to that. If a message shows and something is typed into the scratchpad, the message will disappear and the typed text will be shown instead.

Pilot feed back :

- Any time that an MCDU alpha numeric key is pressed, the Pilot Entry is to be shown in the scratchpad, even if an existing FMGC message is showing.

- Any time a new FMGC message exists, it shall be displayed, even if there is a pilot entry in the scratchpad

- Any time that the MCDU LSK is pressed with a pilot entry in the scratchpad the result shall be one of the following:-

1. Accepted ( if the entry is  acceptable to the FMGC )

 2. NOT ALLOWED ( if there is no corresponding entry ability for that LSK on that MCDU page )

3. FORMAT ERROR

 4. NOT IN DATA BASE

5 OUT OF RANGE

6 Ignored.

For 1 , the Pilot entry is removed from the scratch pad

For 2,3,4 & 5, the CLR button can be pressed to Clear the FMGC message and the existing Pilot entry is re-displayed

For 6, the pilot entry remains in the scratch pad.

A new class ScratchManager performs the function of controlling the scratch pad in the MCDU panel I/F. All MCDU pages must have proper acknowledgement from the FMGC to the MCDU panel I/F

Currently our simulations start at cold dark and then power on. Managed SPD,HDG and ALT need a knob push to arm/engage.

Get Pilot feedback about  this state. Find out why, when powering from cold and dark, the FCU is not automatically set to managed values, and what actions occur when the FCU does show dashes.

From You tube videos, it appears that the FCU initializes to 100,0,1000 when powered up. On the ground at some time after this, if one F/D is on the FCU re initializes to show dashes for SPD, HDG and V/S and seems to show ALT and NAV as armed modes on the PFD FMA.  This may be when a sufficient flight plan has been entered via the MCDU.

The FCOM states that the dashes signify managed modes, but in reality it appears that the dashes mean that the FMGS is not using or taking into account these FCU targets, hence V/S dashes even in selected modes of open climb, altitude hold etc.  

Further reading of the FCOM :

1.22.30 p10 : Managed Speed is ... V2 inserted in the MCDU.

1.22.30 p17 : Managed Hdg ( NAV ) is armed ... On the ground with no HDG preset and no other lateral mode except Runway and the MCDU contains a flight plan ( assumed to be at least two waypoints after the take off runway ).

1.22.30 p20 CLB armed on ground when ...  No other vertical mode exists and the FCU altitude is above the ACCEL ALT and the lowest altitude constraint is above the ACCEL ALT.

Code changed in the FCU I/F software and the FMGS/Ap/Inputs software and FMGS/Ap/Mode software.

The aircraft is lifting off too late after passing Vr, leading to the speed to be unusually high after rotation.

Check the stimulated Pilot to improve response. Possibly increase the initial pitch to begin with to create higher alpha.

On occasions, there is no Departure prompt for the Origin airport, the first TO waypoint is not designated as a departure waypoint

Reverser 1 shall not work during rollout as per SUMMARY and STATUS PAGE

This was being caused by the ORIG/ENTRY pair being entered when the FMGS is in the DONE phase. Unlike the aircraft there is a slight delay on landing to stop the INIT or PERF button setting the Preflight phase immediately. Sometimes this delay was still in existence when the ORIG/DEST pair was entered. Code modified for quick transition from Done to Preflight phase when the INIT/PERF key is pressed.

Our simulation interpreted the FCOM Vol 4 statement in 4.03.25 page 7 for when the flight crew selects an altitude on the FCU lower  than the THR RED altitude, as meaning the MCDU THR RED ALT and ACC ALT entries where limited to be above the FCU altitude. This appears to be incorrect.

Following pilot feed back. The FCOM statement is now interpreted in the software as no FCU limitation to the entered MCDU THR RED and ACC ALT values. However, at ALT*/ALT the FMGS will initiate a thrust reduction, as if the THR RED altitude had been surpassed. In addition the armed mode of CLB on the ground would indicated ALT in blue if the FCU altitude was below the ACC ALT.

AccelAlts.cpp in Mcdu Pages project changed ( removal of FCU limitations)

A/P Interface A/P outputs changed ( ALT/CLB arm annunciation logic).

When turning the V/S knob, the FCU value should initialize to the current V/S (FPA). Works, when knob is pulled but not when turned.  

For quicker response, the FCU I/F class now passes on current values of conditioned V/S and FPA at all times. The FCU panel interface decides when to synchronize the V/S knob accumulator value.

- Not able to enter an airport

- No page 2

Check for latest version.

Selecting the ALIGN IRS prompt on the INIT IRS MCDU page seems to have no effect.

According to OPS manual :

DSC-22_20-20-40 P 2/6 At any time during the alignment, the flight crew can manually adjust the coordinates displayed on the

INIT page. The ALIGN IRS prompt reappears.

This appears to indicate that when pressed and the position is sent to the ADIRUs, the prompt should disappear from the INIT IRS page. It only appears when :

If the flight crew enters a CO RTE or FROM/TO, the INIT page displays the departure airport

reference-point coordinates, and the ALIGN IRS prompt appears

MCDU software updated to model the later standard of FMGC INIT IRS page, which has much more ADIRU and GPS data on it, as seen on youtube : https://www.youtube.com/watch?v=XhglNNPsq14

With BUS TIE P/BSW in off position no AC power on AC bus 1 and 2 from APU, EXT A or EXT B on the ground.

According to OPS manual :

AUTO : The three BUS TIE contactors open or close automatically according to the priority

logic in order to maintain power supply to all AC buses. The three contactors close

when:

- only one engine generator supplies the aircraft,

Or

- only the APU generator supplies the aircraft

Or

- single ground power unit supplies the aircraft.

OFF : The three BUS TIE contactors open.

There are 3 Bus Tie contactors, BTC 1 (for AC  Bus 1 ), BTC 2 (for AC  Bus 2 ) and BTC (12XU ) for AC 1 to AC 2 bus tie. The Bus Tie P/BSW on the overhead directly controls the relay contactor 12XU, and indirectly sends a Ground/Open signal to the ECMU 1 (AC bus 1 ) and ECMU 2(AC bus 2 ).

3.0B checked and operates as per the above. However, the Bus Tie P/BSW should normally be in the pushed in position and the simulation will be changed  to initialize in this condition.

Originally an I/O correction, however further checks will be made to see if the warning should be issued landing config in the MCDU has CONG FULL, but Flaps 3 are used .

Ensured that the SFCC passes the descretes Config3 and Config Full to the A320 Model. Conditioned Flap Lever Config with FMGC 1 and FSCC 1+2 . No warnings now even if Flap Config in MCDU mismatches the actual flap setting.

Originally ELAC 2 was inop because of DC 2 bus failure. This was due to “Use Before Flight” and Turkish Youtube training videos showed this. However no reason can yet be found. With ELAC 2 failed ELAC 1 and SEC 1 were operable but both used HYD Blue for elevator control. Thus no elevator control.

Removed the code for ELAC 2 failing for DC 2 bus failure, since ELAC 2 has Hot Bus 2 as standby electrical power. Will investigate further why ELAC 2 fails for DC 2 bus failure.