87

I am the pilot who delivered this aircraft on Friday. The German registration remains on the aircraft up until the time we (JetBlue) purchase the aircraft. Prior to transfer of title, we perform a series of ground tests and flight checks. This is all accomplished while Airbus still owns the aircraft. Once any discrepancies are corrected, and we accept the ...


49

That is a very very new aircraft. The notes on the jetphotos.com posting (photo taken 2/21/2021, uploaded 2/27/2021) say: the first A321neo for jetBlue with the Mint suites on board for North American flying and the new "Ribbons" tail design...delivered 26.02.2021 as N2501J Delivered only yesterday! The N-number must be a typo, because N2501J is ...


41

These are not lights, they are the Eye Reference Indicators. They are used to find the correct seating position. You adjust your seat such that the white ball is exactly hidden behind the red ball on your side: Since the A300 Airbus has provided an eye reference indicator on the centre structure of the windshield in all Airbus aircraft (fig.3). It enables ...


27

What you saw is the thrust reverser of the engine, which redirects some of the airflow forwards and therefore helps slowing the aircraft down. The grid like structure are the cascade vanes. This is what it looks like inside the engine: (Airbus A380 FCOM - Engines - Thrust Reverser System) The blue arrows indicate the flow of the so called bypass air, which ...


21

The inerting system was added to the A320 as a result of a new FAA regulation in 2008: On 21 July 2008, FAA required operators and manufacturers to incorporate a Flammability Reduction Means (FRM) or Ignition Mitigation Means (IMM) on fuel tanks having a flammability exposure exceeding certain thresholds [...] (Airbus FAST Magazine 44) Airbus found that ...


18

It means that an electrical switching signal is used to drive the pneumatic or air valves in the air conditioning system. Think about it like this: We want to use our garden hose to push open a cat flap but we want electricity to control the pressure in the hose. We could apply an electrical signal to a motor which opens the tap and lets water come out. ...


18

The voltage varies with what is connected to the bus. Adding load will, for every electric source, reduce the voltage. And you wouldn't know how much is still OK without also knowing what is powered. When the battery is charging (e.g. from ground power), you'll see the charging voltage even if the battery is empty. With battery off you remove this ...


17

Mighty interesting! There is a clue in the FCOM: Four frequencies per FMGC If you check FCOM Chapter 22 § 20-20-30 you'll note it says: Each FMGC [Flight Management and Guidance Computer] automatically uses its four DME frequencies as follows: One DME frequency for display. It is possible to tune it manually or automatically. This DME frequency is also ...


14

My experience was on the Regional Jets but from sim training I recall that the pitch down once at Vmo with flight spoilers extended was somewhere around 10-15 deg. The standard procedure for the CRJ was to declare "emergency descent", slam the thrust levers to idle, flight spoilers fully out, dial the Autopilot altitude preselect to 10000 ft, ...


13

It is not as nose down as you may think. First, let us have a look at normal pitch attitudes during a normal descent (without speedbrake). These can be found in the QRH Performance Inflight Tables: (Boeing 737 NG QRH - 30.1 Performance Inflight - Flight With Unreliable Airspeed) As you can see, normal descent attitudes are varying between -2.5° and 2.0° ...


13

It's the reverse thrust door opening. I will get back to you with a picture. Courtesy By Pieter van Marion from Netherlands - PH-BVC KLM, CC BY-SA 2.0, https://commons.wikimedia.org/w/index.php?curid=29588152 For a brief explanation, once the aircraft has touched down (and in some cases even before it touches down) there are a set of doors and vanes which ...


10

The code is for the exact variant for this Airbus: A321: This is an Airbus A321, the longest variant of the A320 family. 27*: It comes with PW1100 engines (which makes it a neo). 271: The exact engine variant, which can be found in the TCDS (Type Certificate Data Sheet): PW1133G-JM Geared Turbo Fan jet engines (MOD 161002) N: Added for all neo variants. ...


7

Cockpit windows that sit flush with the fuselage can save a very small amount of drag, but they require large double curvature window panes. Manufacturing such panes is significantly more expensive and there was limited commercial availability for that product when the A320 was being designed. You can see a few more examples of flat vs curved windows here: ...


7

So how does the A320 design address this? Longer landing gear with attachment points further outward on the wing [...]? Yes, the A320 has a longer and therefore wider landing gear. You can find general aircraft dimensions in the Airplane Characteristics for Airport Planning documents. Airbus A320-200: 7.59m wide landing gear Boeing 737-800: 5.72m wide ...


7

This check is done if the aircraft has been parked without ground power for more than 6 hours. The thing is that the LCD voltmeters for the batteries in the overhead panel is connected to the battery HOT BUS and they tend to draw power even when the aircraft is cold and dark (i.e not powered). If the aircraft was parked like as mentioned, you get in the ...


7

There is no need for aileron trim because the flight control system keeps the bank angle constant if there is no lateral input on the side stick. The pilots use the side stick to roll the aircraft to the desired bank angle and then hold the stick neutral. The FCS will then maintain that bank angle by giving the right amount of aileron input. The exception is ...


7

The normal flight law behaves as if it auto-trims the aileron, but there is no actual trim involved. The computer simply derives the desired deflection of ailerons using the pilot input and feedback from the inertial reference system. So In normal law (which requires working inertial reference) neutral side-stick means maintain bank angle, so effectively ...


6

First of all, I want to clear one thing. An Airbus when flown manually is like any other aircraft. It is not autopilot oriented. Only when the extremities of the aircraft envelope is hit do the protections activate. And these protections help the pilot in many situations. I would not go into the details, as it is beyond the scope of the question. But if you ...


6

The hydraulic pressure of the landing gear is shut off above 260 KIAS. The maximum gear retraction speed as for the placard in the cockpit is 210 and the max extension speed is 250 KIAS if I'm not mistaken. From the FCOM 1.32.10 (download from here for example: http://www.smartcockpit.com/plane/AIRBUS/A320.html) A320 Landing Gear, page 3 OPERATION OF GEAR ...


6

CI = course to intercept CF = course to fix FI = fix to intercept CD = course to DME FD = fix to DME These are AIRINC 424 leg types. You can find more information on them here


5

The wheel is removed with the PB depressurized so that the discs are free to float (both rotationally and slightly axially) when the wheel is being slid off, to prevent any potential binding of the disc projections where they engage the slots in the bore of the wheel as the wheel is pulled out. If the discs are locked in place by brake engagement, any off-...


5

It is to prepare the aircraft for a possible Emergency electrical configuration. I hope you are aware of the fact that in an A320, if the AC BUS 1 and AC BUS 2 were to fail in flight for some reason, the RAT (Ram air turbine) extends which in turn powers an emergency electrical generator. When the aircraft is in emergency electrical configuration, only the ...


5

Pneumatic operated: actuation by using air pressure. By opening a valve, high pressure air enters a cylinder, causing a piston to be pushed out. Typically, actuators of this type have two valves connected to two separate chambers, allowing for movement both ways. The valves need opening and closing, though. This is what the "electrically controlled"...


5

The FCOM page reports MSN 7172 which corresponds to an A320neo with PW1127G engines. Why is this important? Because this engine family is prone to bowing, so much that it requires a dedicated cooling procedure on start performed by FADEC: However, the ENGINE START VALVE MANUAL OPERATION procedure requires you to perform the MAN START of the engine, which ...


5

Because in A320 is the only hydraulic system independent from the engines and isolated from the other two hydraulic systems (while G and Y have the PTU in common). Also the B hydraulic system is able to control both elevators and ailerons, while Y cannot control ailerons and G controls only the left elevator. That's a design choice taking in account all the ...


5

The "LP fuel valve" and "LP fuel Shut off valve" are the same valve just being named differently in different sections of the FCOM. The valve is located in the wing leading edge and is also sometimes referred to as “spar valve” by engineers who also work on Boeing aircraft.


4

The over overwing exits are secondary exits in a ditching and they should be used only if it becomes absolutely necessary to use them. The reason is because, the escape slides of the overwing exits are just slides and not rafts as they cannot be used as long term flotation devices. Moreover, unlike the slide rafts, the escape slides on the overwing exits ...


4

Autothrust is basically automatic thrust. On approach to landing the autothrust is in SPEED mode. That is, as the pilot varies the pitch of the aircraft, the thrust is either added or removed to keep the aircraft on the calculated approach speed. For example, if the pilot pitches the nose up on approach, the speed of the aircraft drops so the autothrust ...


4

In the Airbus A320s I have piloted, no you cannot turn the no smoking signs off even if you put the switch to off position. I am pretty sure, back in the day when smoking was allowed you could do it and there maybe some older MSNs that allows the pilots to switch off the no smoking signs. In later models it is always on. I am not sure what exactly is a later ...


4

Even if ADR and IR perform two independent and separate functions, they are the same hardware object (example). A IR2 malfunction is a malfunction: you do not know, in general, what is causing the problem of IR2 and it can possibly be a common problem (maybe undetected on ground by the ADR2). For example, in the ADIRS Honeywell manual you can find in the IR ...


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