Podcasts about fcom

Olá, seja muito bem-vindo ao StandardsCast EP #302 A320/A321. Neste episódio conversamos com Mateus Gurjão (Coordenador de Flight Standards A320/A321) sobre as atualizações e modificações no QRH e FCOM da frota Airbus A320 com a chegada dos mais novos A321F cargueiros. Em caso de dúvidas, críticas ou sugestões, envie um e-mail para standardscast@voeazul.com.br. Este Podcast foi produzido pela Diretoria de Operações da Azul Linhas Aéreas. Em caso de divergência entre qualquer assunto técnico abordado e os documentos oficiais, os documentos prevalecerão. Todos os direitos reservados.

Hablamos con Félix Taberna, vicepresidente del Gobierno, Javier Hoyos, director territorial de Prisa Media en Navarra y La Rioja, y María Pilar Martínez Costa, profesora de radio en FCOM

Olá, seja muito bem-vindo ao StandardsCast EP #285 A320/A321. Neste episódio conversamos com Peterson Ramos e Mateus Gurjão (Coordenador e Assistente de Flight Standards A320/A321, respectivamente) sobre as principais atualizações do FCOM Rev. 17. Dividimos as modificações entre Azul e Airbus, e dentre elas abordamos as questões sobre cockpit entrance, TCAS panel, OptiClimb, altitude a ser selecionada no FCU em SIDs com restrições, callout de FMA, special operations, GPS interference, CAB PR EXCESS CAB ALT, reset de falhas em um mesmo sistema, approach checklist em caso de arremetida e modificações na filosofia de briefing de rejeição. Em caso de dúvidas, críticas ou sugestões, envie um e-mail para standardscast@voeazul.com.br. Este Podcast foi produzido pela Diretoria de Operações da Azul Linhas Aéreas. Em caso de divergência entre qualquer assunto técnico abordado e os documentos oficiais, os documentos prevalecerão. Todos os direitos reservados.

„Šance medzi Petrom Pellegrinim a Ivanom Korčokom sa vyrovnávajú, dnes by som si na výsledok nestavil. Voliči ešte môžu prekvapiť,“ hovorí na margo možného výsledku prezidentských volieb šéf agentúry FOCUS Martin Slosiarik. Do boja o post hlavy štátu totiž dnes oficiálne vytiahol predseda parlamentu Peter Pellegrini. Podľa šéfredaktora Aktualít súboj o prezidentský palác môže vážne otriasť fungovaním, ale najmä stabilitou vládnej koalície.Po mesiacoch váhania a akéhosi politického ostychu dnes predseda parlamentu nabral odvahu a oficiálne potvrdil, že vstupuje do zápasu o post hlavy štátu. Jeho šance však už dnes nie sú také jasné ako tomu bolo ešte koncom minulého roka. Podľa aktuálnych preferencií, meraných agentúrou AKO, jeho najväčší rival Ivan Korčok už na šéfa HLASu stráca len necelé tri percentá. Pellegrini pritom čelí nielen kritike opozície kde ho takpovediac potápa spájanie s premiérom Fcom - a jeho polarizujúcou osobnosťou, ale musí sa brániť aj neraz až pod pásovým útokom z vlastného koaličného košiara kde sa voči nemu profiluje Andrej Danko.Do prvého kola volieb pritom ostáva ešte viac ako 9 týždňov. To v našej veľmi dynamicky sa meniacej a priam až tekutej politickej realite znamená, že o tom, kto napokon zasadne do kresla hlavy štátu je dnes ešte veľmi predčasné špekulovať.Čo teda budú kľúčové témy týchto emócia bude tou, ktorá môže rozhodnúť o novej hlave štátu? Aké sú silné stránky, ale aj achilovky najsilnejších prezidentských kandidátov? Aký efekt môže mať väčšinový charakter volieb a ich dvojkolovosť a komu sa podarí lepšie mobilizovať, ale i demobilizovať voličov? No a napokon, voľby, v ktorých kandiduje šéf jednej z vládnych strán a šéf tej druhej koaličnej strany na neho nepokryte útočí, môžu mať aj svoje dôsledky na fungovanie i stabilitu vládnej koalície, ktorá disponuje pomerne krehkou parlamentnou väčšinou. ako teda prezidentské voľby zamiešajú kartami na našej politickej scéne a môžu pomôcť opozícií aby prevzala tempo i témy verejnej debaty?Témy a otázky pre šéfa agentúry Focus Martina Slosiarika a šéfredaktora Aktualít Petra Bárdyho. Počúvate Aktuality Nahlas, pekný deň a pokoj v duši praje Braňo Dobšinský.

„Šance medzi Petrom Pellegrinim a Ivanom Korčokom sa vyrovnávajú, dnes by som si na výsledok nestavil. Voliči ešte môžu prekvapiť,“ hovorí na margo možného výsledku prezidentských volieb šéf agentúry FOCUS Martin Slosiarik. Do boja o post hlavy štátu totiž dnes oficiálne vytiahol predseda parlamentu Peter Pellegrini. Podľa šéfredaktora Aktualít súboj o prezidentský palác môže vážne otriasť fungovaním, ale najmä stabilitou vládnej koalície.Po mesiacoch váhania a akéhosi politického ostychu dnes predseda parlamentu nabral odvahu a oficiálne potvrdil, že vstupuje do zápasu o post hlavy štátu. Jeho šance však už dnes nie sú také jasné ako tomu bolo ešte koncom minulého roka. Podľa aktuálnych preferencií, meraných agentúrou AKO, jeho najväčší rival Ivan Korčok už na šéfa HLASu stráca len necelé tri percentá. Pellegrini pritom čelí nielen kritike opozície kde ho takpovediac potápa spájanie s premiérom Fcom - a jeho polarizujúcou osobnosťou, ale musí sa brániť aj neraz až pod pásovým útokom z vlastného koaličného košiara kde sa voči nemu profiluje Andrej Danko.Do prvého kola volieb pritom ostáva ešte viac ako 9 týždňov. To v našej veľmi dynamicky sa meniacej a priam až tekutej politickej realite znamená, že o tom, kto napokon zasadne do kresla hlavy štátu je dnes ešte veľmi predčasné špekulovať.Čo teda budú kľúčové témy týchto emócia bude tou, ktorá môže rozhodnúť o novej hlave štátu? Aké sú silné stránky, ale aj achilovky najsilnejších prezidentských kandidátov? Aký efekt môže mať väčšinový charakter volieb a ich dvojkolovosť a komu sa podarí lepšie mobilizovať, ale i demobilizovať voličov? No a napokon, voľby, v ktorých kandiduje šéf jednej z vládnych strán a šéf tej druhej koaličnej strany na neho nepokryte útočí, môžu mať aj svoje dôsledky na fungovanie i stabilitu vládnej koalície, ktorá disponuje pomerne krehkou parlamentnou väčšinou. ako teda prezidentské voľby zamiešajú kartami na našej politickej scéne a môžu pomôcť opozícií aby prevzala tempo i témy verejnej debaty?Témy a otázky pre šéfa agentúry Focus Martina Slosiarika a šéfredaktora Aktualít Petra Bárdyho. Počúvate Aktuality Nahlas, pekný deň a pokoj v duši praje Braňo Dobšinský.

El martes 28 de noviembre se celebró en el aula master de la Facultad de Comunicación la rueda de prensa previa al WineCom que se celebra en enero del próximo año. Charo Sádaba, decana de la facultad, y David Palacios, presidente del consejo regulador de la Denominación de Origen de Navarra, hicieron hincapié en la importancia de la comunicación en el sector vinícola.

Place des Fêtes c'est donc désormais tous les jours, ou presque, à 18h. Parfois, j'aurai des invités, comme hier, parfois, je me ferai comme aujourd'hui un petit tête à tête avec vous histoire de vous passer un maximum de nouveautés. Il y aura du Disiz, du Jorja Smith, du Parcels et puis j'attends un peu après 18h30 l'ami Jean Fromageau avec sa nouvelle chronique Ça part en fav. Corinne Stenneler s'est occupée des relations presse de Fcom jusqu'à l'arrêt du label. Passionnée, volontaire, drôle, franche, combative : elle savait nous faire aimer ses artistes avec douceur et conviction. C'est aussi vers elle que l'équipe fondatrice de Tsugi s'est tournée au lancement du magazine. Corinne nous a quitté ce week-end et on est tous et toutes bien tristes. De toutes les personnes de la musique avec lesquelles on travaille, les attaché.e.s de presse sont sans doute nos alliés les plus plus, et Corinne était une superbe alliée. Après FCom, Corinne Stenneler a travaillé une dizaine d'années chez Naïve, pour les débuts de Jeanne Added ou pour l'album qui a fait exploser Benjamin Biolay, La superbe. On l'aimait tellement et lui on faisait tellement confiance qu'elle a même réussi à faire aimer Biolay à notre ancien techno kid, Benoît Carretier. C'est dire. Alors aujourd'hui pour sécher nos larmes, je n'ai pas trouvé mieux que le titre d'ouverture de cet album de Benjamin Biolay. Tchao Corinne, et merci pour tout. BENJAMIN BIOLAY « La superbe » DISIZ « Oh Madeleine » CHARLES-BAPTISTE « Tout pour elle » JORJA SMITH « Falling Or Flying» GEORGE RILEY « Elixir » SUPERPARKA « razzz » GOGO PENGUIN « Everything is going to be OK » OUMOU SANGARE « Yere Faga (Mawimbi remix) » DOUBLE COMÈTE « Jasual Cazz » PARCELS « Reflex, live from Le Palace, Paris » LONDON GRAMMAR « Wasting My Young Years (Henrik Schwarz remix) »

Olá, seja muito bem-vindo ao StandardsCast EP #221 A320/A321. Neste episódio conversamos com Peterson Ramos (Coordenador de Flight Standards A320/A321) e Mateus Gurjão (Assistente de Flight Standards A320/A321) sobre as novas atualizações no FCOM da frota A320/A321. Falamos da possibilidade de recebimento do plano de voo via ACARS, da mensagem de PF da etapa para controle da experiência recente dos pilotos, cheque de rádio antes do teste de fogo do APU, algumas revisões de task sharing, reforçamos as regras de ativação do approach push button para engajar o final approach, e, por fim, abordamos a novidade no contato com o medlink que passa a ser apenas via ACARS. Em caso de dúvidas, críticas ou sugestões, envie um e-mail para standardscast@voeazul.com.br. Este Podcast foi produzido pela Diretoria de Operações da Azul Linhas Aéreas. Em caso de divergência entre qualquer assunto técnico abordado e os documentos oficiais, os documentos prevalecerão. Todos os direitos reservados.

Tune in every other Monday for a new episode of #MantleMondays with host: Bishop Travell Travis, Esq. as he interviews entrepreneurs, pastors, authors, and leaders sharing their career, entrepreneurial, and ministerial journeys. Learn more: www.travelltravis.com Purchase books authored by Bishop Travis: "Don't Eat the Baby: The Characteristics of Cannibalistic Church" and "Where Will the Mantle Fall: A Biblical and Legal Guide to Succession Planning" #mantles #leadership #succession #entrepreneurship #pastors #mantles #cannibalisticchurch #wherewillthemantlefall Pastor Bonnie Hunter answered the call of God after serving faithfully for 20 years, at the Greater Friendship Church, under the awesome leadership of Bishop Zenobie Davis, her pastor and father. In May 1995, the Lord led Pastor Hunter to start a neighborhood bible study group on Saturdays in her home. Waiting on the timing of God, she remained faithful in her father's ministry until he retired, due to health problems. The church eventually ended; then the Lord told her it was her time. Shortly, thereafter, with much prayer and consultation with her pastor, she launched out to plant a church. She sought the Lord for a name, and He told her to “take the spirit of your father”. She named the church “Friendship Church Outreach Ministry, Inc” (FCOM). She went out like Abraham, not knowing who would go with her or where to go, but the Lord was faithful who called her. The church's membership continues to grow. Today, the church has over 500 members and countless visitors who come to worship God, be saved, delivered, and set free. Many ministries have been added to accommodate the needs of the membership. Friendship Bible Institute was established in July 2006. FCOM, now has 4 churches that have come out of the ministry. Continue to pray for Friendship as we keep our focus on “Reaching and Preaching for Jesus” (RAP), with the reward of souls being won to the Kingdom of God. Pastor Hunter holds on to the scripture (Acts 26:22) “Having therefore obtained help of God, I continue to this day, witnessing to small and great, saying nothing beyond what the Prophets and Moses said would happen.”

Olá, seja muito bem-vindo ao StandardsCast EP #212 A330/A350. Neste episódio conversamos com Arthur Lechmann (Coordenador de Flight Standards A330/A350) sobre os motivadores da nova política do Single Engine Taxi-In (SETI), as atualizações do FCOM que trouxeram a possibilidade de inserção do Derated CLB-2 durante o FMGS preparation, a alteração do procedimento de abertura de portas e as novidades no QRH do A350. Em caso de dúvidas, críticas ou sugestões, envie um e-mail para standardscast@voeazul.com.br. Este Podcast foi produzido pela Diretoria de Operações da Azul Linhas Aéreas. Em caso de divergência entre qualquer assunto técnico abordado e os documentos oficiais, os documentos prevalecerão. Todos os direitos reservados.

La Facultad de Comunicación de la Universidad de Navarra ha creado un nuevo Club de Debate con el objetivo de fomentar la inquietud por diversas cuestiones y ayudar a los jóvenes a informarse sobre nuevos temas.

Olá, seja muito bem-vindo ao StandardsCast EP #200 A330/A350. Neste episódio conversamos com Arthur Lechmann (Coordenador de Flight Standards A330/A350) sobre o sistema SLS embarcado em nossos A350 e a certificação CAT III para esta frota, abordamos a remoção da política de aceleração a 400ft e trouxemos algumas atualizações no FCOM A330/A350. Em caso de dúvidas, críticas ou sugestões, envie um e-mail para standardscast@voeazul.com.br. Este Podcast foi produzido pela Diretoria de Operações da Azul Linhas Aéreas. Em caso de divergência entre qualquer assunto técnico abordado e os documentos oficiais, os documentos prevalecerão. Todos os direitos reservados.

Olá, seja muito bem-vindo ao StandardsCast EP #193 ATR. Neste episódio conversamos com Thiago Biesdorf (Coordenador de Flight Standards ATR) sobre as principais atualizações na frota ATR após a chegada das novas aeronaves. Abordamos as modificações nos manuais (AFM, FCOM e QRH), OEBs e ECL, trouxemos os highlights do novo sistema de pressurização e ar-condicionado (NAMS) e as características da nova motorização PW127XT-M. Além disso, entendemos como será o processo de transição entre os manuais antigos e os manuais revisão 40. Link de acesso ao Power Point contendo a apresentação do novo sistema de pressurização e ar-condicionado no LMS: • https://uniazul.atenalms.com.br/skin/atena/media?id=1878 Em caso de dúvidas, críticas ou sugestões, envie um e-mail para standardscast@voeazul.com.br. Este Podcast foi produzido pela Diretoria de Operações da Azul Linhas Aéreas. Em caso de divergência entre qualquer assunto técnico abordado e os documentos oficiais, os documentos prevalecerão. Todos os direitos reservados.

La Facultad de Comunicación de la Universidad de Navarra ha hecho entrega este viernes de los premios a Leire Santos, del grado de Periodismo; Lucía Silvestre, de Comunicación Audiovisual; e Inés Cecilia Ballesteros, de Marketing; reconociendo así los expedientes académicos más brillantes de cada carrera. 

01 - NHAR_Lotus (KOLOMBO Remix) (0'00) (Time Has Changed Records / 2008) 02 - JAMIE ANDERSON_Tensor (2'50) (ROBERTO's Warehouse Remix) (Flash Recordings / 2020) 03 - DEEPBASS_The Light That Never Was (7'00) (A-Files / 2022) 04 - STEVE PARKER_Trip To Saturn (11'30) (Planet Rhythm / 2021) 05 - KIKO_Slave Of Your Mind (15'30) (Different / 2008) 06 - CARSTEN JOST_Krokus (19'00) (SUPERPITCHER Remix) (Dial / 2001) 07 - REINHARD VOIGT_Supertiel (23'20) (Kompakt / 2002) 08 - AGE OF LOVE_The Age Of Love (26'40) (JAM & SPOON Remix) (GS2 / 2011) 09 - CHRIS LIEBING_Trilogy (ANNA Remix) (29'40) (Mute / 2020) 10 - CADILLAC EXPRESS_Moonstore (34'10) (FRANKYEFFE Remix) (Family Piknik Music / 2021) 11 - VIELS_Awake (39'30) (Edit Select / 2021) 12 - MICHEL LAURIOLA_Corrateral Response (43'00) (Planet Rhythm / 2022) 13 - MICHAEL MAYER_Bring It Back (46'30) (Kompakt / 2013) 14 - WINK_Higher State Of Consciousness (51'00) (Strictly Rhythm / 1995) 15 - GARY BECK_Psycho Babble (54'10) (Second State / 2020) 16 - AIROD_Light Enchantment (57'40) (Lenske / 2020) 17 - LEX GORRIE_Point Of No Return (62'30) (Sleaze Records / 2022) 18 - LAURENT GARNIER_Wake Up (66'10) (Fcom / 1996) 19 - AGENT ORANGE DJ_Keep House (69'50) (Tronic / 2021) 20 - FUNK D'VOID_Diabla (72'20) (Soma Records / 2001) 21 - JOHN THOMAS_Square (75'40) (ROBERT HOOD Remix) (Logistic Records / 2000) 22 - ALBERTO CHIOVENDA & STANISLAV TOLKATCHEV_Uncooperative Cog (80'00) (Granular Records / 2020) 23 - DA HOOL_Meet Her At The Love Parade (84'20) (Kosmo Records / 1997) 24 - ALEX SMOKE_Lost In The Sound (87'30) (Soma Records / 2005) 25 - SUPERPITCHER_Tomorrow (92'30) (Kompakt / 2001)

Hablamos con varias alumnas de tercero de Periodismo de la Universidad de Navarra, sobre los podcast que han realizado dentro de la asignatura de Géneros y programas de radio.

Dr. Nathan Nachlas welcomes the audience to the 2021 Florida Combined Otolaryngology Meeting Guest Interview Series. We are pleased to welcome guests from around the US and world to share with you their insight into theirselves, companies and products.

Laurent Maldo était en direct des studios Le Bon Mix samedi 6 novembre à 11h. Il a sorti son 1er remix en 2000 sur le label official F Communications de Laurent Garnier et collabore aussi avec la belle maison Brique Rouge dirigée par David Duriez. Il était interviewé par Brock Landers, avant de jouer un set 100% vinyles.

Charlamos con Ainhoa Gorriz, joven comunicadora graduada en la Facultad de Comunicación (Fcom) de la Universidad de Navarra que lucha por un fotoperiodismo digno en España.

¿Qué sucede en la facultad de comunicación de la Universidad de Navarra por la noche? En ella se cuelan los alumnos de "Creatividad Radiofónica".

¿Qué sucede en la facultad de comunicación de la Universidad de Navarra por la noche? En ella se cuelan los alumnos de "Creatividad Radiofónica".

In this episode Matt & Richard look at the QRH, answer a listener's questions and set a scenario for you to ponder. Following on from episode 1 where we discussed the FCOM, we now look at the QRH, how it's laid out and how it's used. Might sound like a simple topic but this base knowledge, like episode 001, provides the foundations for everything else.

In this episode we introduce ourselves and look at how the FCOM is designed and used. This may seem like a basic topic, but it's one that is integral to forming the foundations of our knowledge and gives us a solid base to then build upon as we continue through the systems

Olá, seja muito bem-vindo ao StandardsCast EP #58 A320neo. Neste episódio conversamos com Pedro Raposo e Bárbara Alday (coordenador e assistente de Flight Standards A320, respectivamente) sobre a retirada das tabelas de performance do FCOM, o Service Bulletin ELAC L103 e do incremento de Thrust Rating em nossas aeronaves A320. Em caso de dúvidas, críticas ou sugestões, envie um e-mail para standardscast@voeazul.com.br. Este Podcast foi produzido pela Diretoria de Operações da Azul Linhas Aéreas. Em caso de divergência entre qualquer assunto técnico abordado e os documentos oficiais, os documentos prevalecerão. Todos os direitos reservados.

Olá, seja muito bem-vindo ao StandardsCast EP #56 B737. Neste episódio conversamos com Pablo Dezontini (coordenador de Flight Standards B737) sobre as principais mudanças no FCOM/QRH e FCTM. Também aproveitamos para falar sobre as principais características das operações em 2020 e sobre o que esperar para 2021. Em caso de dúvidas, críticas ou sugestões, envie um e-mail para standardscast@voeazul.com.br. Este Podcast foi produzido pela Diretoria de Operações da Azul Linhas Aéreas. Em caso de divergência entre qualquer assunto técnico abordado e os documentos oficiais, os documentos prevalecerão. Todos os direitos reservados.

Olá, seja muito bem-vindo ao StandardsCast EP #55 A330. Neste episódio finalizamos a conversa com Arthur Lechmann (coordenador de Flight Standards A330) sobre a operação utilizando CPDLC, certificação e operação CAT IIIB e sobre as principais mudanças do FCAP 9 e FCOM. Em caso de dúvidas, críticas ou sugestões, envie um e-mail para standardscast@voeazul.com.br. Este Podcast foi produzido pela Diretoria de Operações da Azul Linhas Aéreas. Em caso de divergência entre qualquer assunto técnico abordado e os documentos oficiais, os documentos prevalecerão. Todos os direitos reservados.

Olá, seja muito bem-vindo ao StandardsCast EP #54 A330. Neste episódio começamos a conversa com Arthur Lechmann (coordenador de Flight Standards A330) sobre a operação utilizando CPDLC, certificação e operação CAT IIIB e sobre as principais mudanças do FCAP 9 e FCOM. Em caso de dúvidas, críticas ou sugestões, envie um e-mail para standardscast@voeazul.com.br. Este Podcast foi produzido pela Diretoria de Operações da Azul Linhas Aéreas. Em caso de divergência entre qualquer assunto técnico abordado e os documentos oficiais, os documentos prevalecerão. Todos os direitos reservados.

Confie-nous tout c'est toujours la même recette : on passe 25-30min ensemble pour parler d'un album, artiste, plaisir coupable, bande originale, compilation, p'tite vanne et sourires tous les matins ! 9h30 sur Tsugi Radio et avec notre sponsor Groover.co  Aujourd'hui, retour sur les compilations Megasoft Office du label Fcom - Si vous aimez cette radio, c'est toujours possible de nous soutenir sur Tipeee.com -

La Decana de la Facultad de Comunicaci

29 March 2015 A320 Toronto - Halifax Winter time, forecast in Halifax wind 15kts G25 with moderate drifting snow and a temp of -5 and vis 1/2sm (800m). In cruise, received METAR 1/4sm vis (400m) with heavy snow NOTAMED that Glide path U/S so they set up for a LOC only. Calculated cold temp correction for FAF alt, MDA and GA alt. Calculated FAF to be 2200ft ASL (+200ft correction) MDA they added 23ft for temp and 50ft for the company see FCTM - SI -010 (approach) Using their company qrh converter the adjusted the FPA from 3.1 to 3.5° In level flight before reaching the FAF they pulled FPA and selected 0 0.3nm before FAF they selected fpa -3.5 As the a/c descended it diverged from the desired profile due to wind variations. This divergences continued throughout the approach. A 400' auto call out was made as they descended through MDA 1.2nm from threshold PM called “minimum, lights only” as per their SOP. The aircraft was 1nm from the threshold now. PF saw the approach lights and called landing At MDA the aircraft was 0.3nm further back than published At 0.7nm from threshold crew confirmed visual with the approach lights. The reports says they were over a lighted facility. AP was disconnected just above 100' RA At the 50ft auto callout the PM called "pull up" The aircraft struck and severed a power line that was perpendicular to the runway causing power outage to the terminal TOGA was selected about 1 second before ground impact and a full, pull up, demand was made on the side stick. The left landing gear struck an approach light about 860ft before the threshold. Then the main landing gear, aft fuselage and the left engine hit the snow covered ground, bounced, took out the LOC antenna, bouncing twice more before skidding along the runway, coming to rest about 1900ft after the threshold. Power to the aircraft was lost during the ground contacts leaving only the emergency lights on in the cabin. Pax were evacuated successfully with no deaths. 1 cabin crew member was seriously injured and the were 25 minor injuries. The flight crew were pretty experienced with the Captain having over 5700 hours and the FO 6300 hours on type. Errors/factors The Auto pilot limitation on a NPA is AT MDA. AP was actually disconnected 23 seconds after passing MDA Didn't monitor DIST/ALT table on chart. "At Air Canada, the use of dist/alt table on jepp charts as a monitoring tool is not cited during pilot training fro loc/npas CT (canadian CAA/FAA) didnt raise this as an issue at any inspections. This is critical because of the limitations of the FPA According to the report, Air Canada pilots didnt have access to the FCOM, only the company manuals. FCOM doesnt offer any guidance on how to adjust the FPA e.g how much for how long. For your info, 0.1º change will affect the a/c path by 10ft over the next NM so for example if youre on a 3º glide and youre 30ft high at a height check, increasing the FPA to will get you back on profile in 1 NM. so 0.1º per 10ft. just remember to reset to 3º once its back on profile! Contrary to this, "air canada's practice was the, once the a/c was past the FAF, flight crews were not required to monitor the a/c's alt and dist from the threshold, nor make any adjustments to the FPA. Also, Airbus said at the time that before the FAF press TRK/FPA pb, select desired FPA on the FPA dial and then at 0.3 before the FAF - pull. Air canadas practice was to pull v/s/FPA selecting 0 and then wind it to desired angle at FPA -0.3 Unlike EASA and FAA, in canade the minimum vis for an approach isnt afected by the type of ALS installed. As a comparison, for the minima at halifax the FAA would require an additional 900m of approach lighting!! You can read the report yourself by clicking on this link: http://www.bst-tsb.gc.ca/eng/rapports-reports/aviation/2015/a15h0002/a15h0002.asp

It's the NEO Trio (see what we did there!)   Engine starting. This is the most common thing we do with them so seems like a good place to start. The sequence is still the same but helpfully, Airbus have decided to change the names of the controls, so, the ENG MASTER switch' is now called ‘ENG MASTER lever' And the ‘ENG MODE selector' is now called ‘ENG START selector' So as you do with the CEO, you turn the ENG START selector to IGN/START and this brings up the engine system page and closes off the pack valve. When the engine master Lever is set to 'on' the start sequence begins. On the CEO, the sequence runs like this, The LP fuel valve opens Start valve is opened APU speed is increased (if that's being used for start) If starting in the ground, When N2> 16% ignitions starts. In the air it's immediate On the ground, when N2> 22% the HP Fuel valve opens. In flight it's when N2> 15% Once the N2 gets above 50% the start valve closes, the igniter goes off unless in the air, the APU speed reduces to normal speed and the pack valve remains closed for 30 seconds (which you will already know of course because we discussed that a few months ago in our air conditioning episode!) So what does the LEAP engine do? Well for a start (no pun intended), the FADEC will initiate ignition and fuel flow at an optimal point during the start process instead of at defined N2 values like the CEO. The numbers stated in the FCOM are pretty much the same, >15% N2 for ignition start (immediately if airborne) and >20% N2 for the HP fuel valve to open both on the ground and in the air. As you can see, the procedure is the same, turn the engine start selector to ignition and then move the desired engine master lever to on. Now, after starting, we normally do the approximate check of the engine parameters saying 2,4,6 and 3 Representing N1 / EGT / N2 / FF are 20% / 400°C / 60% / 300kg/hr On the NEO, the Basic check of idle parameters is slightly different. The middle two figures have increase by one so it's 2,5,7 and 3 representing N1 / EGT / N2 / FF are 20% / 500°C / 70% / 300kg/hr The biggest difference with the start is a new function performed by FADEC called pre-start motoring or dry cranking. Depending on the thermal state of the engine, FADEC will dry crank for up to 60 seconds prior to initiation of the start sequence. This can happen on both automatic and manual starts. During this motoring, FADEC will limit the N2 to a maximum of about 30%. Just for some additional, geeky, background information the reason for this is because After shutting down, the engine components cool at different rates because of natural convection, and this leads to varying thermal gradients across the shaft section of the engine which can cause vibration. So this cranking protects the engine, Airbus' term is Bow Rotor Protection by spinning the engine up getting airflow through it and makes the heat dissipate evenly throughout the hot section components prior to engine start. Airbus have also changed some of the terminology around the engines idle states. IDLE What was 'modulated idle' on the CEO is now called ‘Minimum Idle' on the NEO. Approach Idle, which is a higher thrust setting than Minimum Idle to allow the engines to accelerate from Idle to TOGA thrust in the required regulatory time is now set when landing flap is selected (CONF 3 or FULL) or if the gear is selected down. For the CEO, Approach Idle is set when the flap lever is not in the zero position, basically with selection of Flap 1.   Max oil quantity is increased from 22QTS to 24.25QTS. Minimum QTY increased from 9.5qt + 0.5qt/hour to 10.6qt + 0.45qt/hour. Minimum oil temperature for start increased from -40°C to -29°C Minimum oil temperature for take-off increased from -10°C to +19°C, so quite a difference there. Starter limits are now as follows, Starter: Maximum number of start attempts reduced from four to three. Pause between start attempts increased from 20s to 60s Maximum running engagement of starter increased from 20% N2 to 59% N2 The EGT limits have changed and the amber and red bands reflect this. The operation is the same so we're not going to read off all these figures and they'll just get lost in our minds. N1 Max has been reduced from 104% to 101% and N2 MAX has increased from 105% to 116.5% The vibration displays have changed giving three options now, green, pulsing green and amber. The amber indication isn't available on the CEO. This also come with a new ECAM alert which triggers when the high vibration threshold is reached on N1 or N2. Crew are then directed to action the High Engine Vibration Checklist. The ECAM will say, HI ENG VIB PROC...................................................................................................APPLY Of course on the CEO you just get the advisory pulsing. Next, wind limitations, yep, they've changed those too! Wind limitation for starting: Max crosswind 45kts. The crosswinds are different for take off and landing like they used to be with A max of 35kts for T.OFF and 38kts for Landing. For automatic landing and roll-out: Max Headwind 20kts Max Tailwind 5kts - Max Crosswind 15kts Turbulence Penetration Speeds have been increased from 250kts to 260kts (below FL200) and from 275kts to 280kts (above FL200). An Engine run-up is only required on the NEO if icing conditions exceed 60mins (it is 30mins on the CEO). After the 60 minutes, the engines should be increased to 70% for at least 5 seconds. When operating in ground fog icing conditions, an engineering inspection should be performed on the engine if take-off not performed with 120mins Something that's worth mentioning for those of you operating outside of Europe, the NEO has a restriction in the landing flap at high altitude airports. If the airport pressure altitude >2000ft, you have to use Flap 3 for approach if a minimum go around gradient of 4% can't be achieved. Theres a table in the FCOM-LIM section where you can check the restricting weight - most are well above MLW. This flap restriction will only occur below MLW at very high temperatures or very high pressure altitudes).   Probably the most noticeable difference for the crew is the automatic anti icing system. Within the engine, the NEO will automatically introduce hot air to the engine core when required to prevent ice crystal formation in the CORE of the engine, 'CORE ICE PROT' is displayed on the ENG SD when it's active. It Also has a Booster Anti-Ice for prevention of ice in the booster section of the engine (‘BOOST ICE PROT' is indicated on ENG SD Page when it's active. Remember though, these new features are only for internal anti-icing and don't remove the requirements for us to use engine anti ice Another feature that's been added is protection against uncontrolled high thrust during critical phases of flight. This is called Thrust Control Malfunction Accommodation (TCMA) and is active on the ground and during takeoff and the approach phase. The TCMA protection logic will reduce fuel flow in flight or shutoff fuel on the ground, whenever an over-thrust condition is detected. There's also something called a Transient Bleed Valve (TBV) which reduces the risk of engine stall during acceleration or deceleration of the engine. There are some new memos which appear on the E/WD which are only available when the thrust levers are in TOGA or FLX/MCT detent. They are all displaying in a line above the N1 gauges. With PACK pb-sw selected ON, 'PACKS' (MEMO) When WAI is selected ON, 'WAI' (MEMO) When EAI is selected ON, 'NAI' (MEMO) FADEC has some new features too. Transmission of vibration information to cockpit indicators Protection against engine stall and engine flame-out Thrust Control Malfunction Accommodation Protection against bowed rotor during engine start on ground Terminology difference: The CEO FADEC is also referred to as the ECU (Engine Control Unit). The NEO FADEC is referred to as the EEC (Electronic Engine Control).    

  This system supplies high pressure air for air conditioning, engine starting, wing anti - icing, water pressurisation and hydraulic reservoir pressurisation. There are quite a few differences between the CEO and NEO aircraft so we will try and cover them in this episode.    There are 3 high pressure sources: Engine bleed systems, APU load compressor and the HP ground connection. A crossbleed duct interconnects the engine bleed systems and receives air from the APU and ground sources when required. There is a valve mounted in this duct which allows the left and right side of the system to be interconnected.    The system is controlled by 2 bleed management computers, BMC1 and BMC2.    A leak detection system detects any overheating in the hot air ducts.  Scenario of the week - You get an ECAM caution AIR L WING LEAK. What actions will you have to take? can you continue to destination or do you need to divert? Have a think about it, consult the FCOM and let us know your thoughts on our Facebook page or via twitter.   

In this weeks episode we cover the last few items of our abnormal electrical system. These are AC ESS BUS FAULT, DC ESS BUSS FAULT, DC 1 and 2 BUS FAULT and the EMERGENCY ELECTRICAL CONFIG.   All the ECAM items can be found in the FCOM.   For the scenario of the week we want you to have a look at the Emer Elec Config pages in the QRH and think about how you will deal with it and what considerations you have to make before attempting an approach.

Entrevista a Elena de U

The electrics system can be split into two parts - AC and DC. AC is generated by the two engine generators, an APU generator and ground power. DC is generated by the batteries. Each part can also generate power for the other. The AC system can generate DC power using a TR and the DC system can generate AC power using a static inverter.   There's a great schematic diagram in the FCOM which helps simplify the system.

Flight Control Laws The flight control law is basically the relationship between the pilot's input on the side stick and the resulting aircraft or flight control surface response. There are 3 flight control laws Normal Law, Alternate Law and Direct Law   As a general rule, normal law deals with single failures of a system and alternate law deals with double failures. Within Normal Law we have three sub categories, Ground Mode Flight Mode Flare Mode Ground Mode was designed to make the aircraft behave more naturally when rotating at liftoff. The relationship between the side stick and the aircrafts response is much more like a conventional aircraft. For pitch control - there is a direct relationship between Side stick deflection and elevator deflection. Once the aircraft reaches 75kts the maximum elevator deflection is reduced from 30 degrees to 20 degrees. If we haven't manually set a trim position using the trim wheel then the THS or trimmable horizontal stabiliser will automatically set to 0. For lateral control - The side stick demands aileron and spoiler deflection as opposed to a roll rate but its not a direct relationship, the amount of deflection is dependant on the aircraft speed. As a extra bit of information for you, only spoilers 2 to 5 and the ailerons are used for roll. The rudders being a mechanical linkage aren't affected so you just have to remember that they become more sensitive the faster you go. There are no protections at all when in ground law. Flight Mode The aircraft will then start to blend smoothly from ground mode into flight law once the pitch attitude reaches 8 degrees. In roll this takes half a second and for pitch it takes five seconds. There's a good graphic in the FCOM with this information on. Its in Descriptions - Flight Controls - Flight control System - Normal Law - General   once the aircraft has been airborne for more than 5 seconds we are then in flight mode. This is obviously the one we are exposed to 99% of the time we are operating. As we mentioned a minute ago, normal law keeps us within the aircraft envelope and prevents us from doing manoeuvres that could potentially endanger the flight. It also gives the aircraft certain characteristics when manually flying. In pitch the sidestick demands a load factor as opposed to an elevator deflection. So an input on the sidestick will give a pitch rate at low speed or a g-load at high speed. This is designed to give an aircraft response that the pilot would naturally expect. One of the first things you notice about the Airbus is the lack of trimming which is for me one of the best features. Therefore if there is no input on the stick the aircraft will maintain its flightpath even if the speed changes. In fact even if you change the thrust or the configuration, the aircraft will compensate for the pitching moments. This makes manual flying very easy and frees up lots of capacity. With Roll, Again, unlike a conventional aircraft, lateral inputs on the side stick don't demand aileron deflection directly. They demand a roll rate and full side stick deflection will demand 15 degrees per second. Just like with pitch, the aircraft will auto trim so the bank angle will be maintained when you let go of the stick up to 33 degrees, and will also automatically provide a pitch compensation and perform a coordinated turn using yaw. The maximum bank angle the aircraft will allow you to do is 67 degrees. Beyond 33 degrees, the aircraft won't auto trim and if the side stick is then released it will return back to 33 degrees. In addition to this, above the 33 degrees, spiral stability is introduced and pitch compensation isn't available. The reason they've written this into the software is because there is no reason to fly at such high bank angles for a prolonged period. Protections Angle of Attack - Autopilot out at Alpha prot, then from Alpha prot to alpha max side stick demands Alpha directly. Alpha floor trigger TOGA thrust and speed continues to decrease until we get back to Alpha max which the speed won't go below. Load Factor - +2.5G to -1G clean +2G to 0G in any config other than clean Pitch Attitude- -15 degrees all configs +30 degrees config 1, 2 and 3 +25 degrees config Full High Speed Protection- Autopilot out at VMO/MMO, master caution and overspeed ECAM at VMO/MMO +4 kts, then at VMO/MMO +6 kts, pitch trim is frozen, max bank angle is reduced and a nose up demand is triggered. Bank Angle - Max 67 degrees Reduced to 45 degrees in Alpha protection and 40 degrees in high speed protection Side stick pressure required to maintain bank angles greater than 33 degrees unless in high speed protection when its zero.   Alternate Law is generally for situations where there has been a double failure of a system which results in either lack of redundancy or integrity of the protections found in normal law. Auto pilot and auto thrust are still available. You can get alternate law with protections and alternate law without protections. With protections - has the following characteristics and protections, Load Factor still has the same protections as normal law (+2.5G to -1G clean and +2 to 0G configured). Pitch has no protections, the green equals symbols are replaced by amber ones. Roll is now a direct stick-to-surface relationship. To help reduce the roll rate, in alternate and direct law only ailerons and spoilers 4 & 5 are available. As a note, if spoiler 4 has failed number three will replace it and if the ailerons have failed, all roll spoilers (2 to 5) become available. There are no bank angle protections and the green equals signs are replaced by amber crosses. Yaw control, as its a mechanical linkage isn't changed although only yaw damping is available. Angle of Attack protection is no longer available and is now replaced by low speed stability. It's available for all configurations and is active from 5 to 10 knots above the stall speed. Somewhere in this range (as it depends on weight and config) a gentle nose down signal is introduced but this can be overridden. The speed scale now shows VLS followed by a black and red barber pole below V Stall Warning. At V Stall Warning, you get....... the stall warning! which is the words STALL STALL STALL repeated until the speed is back above V stall warning. With this you will also get the associated master warning. The warning can't be cancelled by pressing the master warning button on the glareshield Its important to remember that the aircraft can be stalled. High Speed Protection is replaced by high speed stability instead. The speed tape looks the same and has the same warnings and sounds as normal law. The only difference is that there's no protection to stop the overspeed. Instead we have a nose up demand from the aircraft but this can be overridden. It's worth noting that VMO is reduced from 350 to 320 knots. I was once asked by a trainer what speed would I select for an emergency descent. There's no right answer here but he said he always selects 320kts because if then for some reason you go into alternate law, you won't have an overspeed to deal with on top of everything else which I thought was a good little tip. Alternate law with protections lost is the same as alternate law but you don't get the high speed and low speed stability. So basically you only have the load factor limitation which I'll say again as repetition is the key to remembering things, +2.5 to -1G clean and +2 to 0G in any other config. Alternate law then automatically downgrades to Direct Law when the landing gear is selected down. Once in Direct Law, all protections and stabilities are lost. We are now essentially flying a conventional aircraft. Pitch now joins Roll and Yaw in having a direct stick-to-surface relationship. Overspeed and stall warnings are still exactly the same as Alternate Law. The most noticeable difference when going into direct law is the lack of autotrim. 'USE MAN PITCH TRIM' is displayed in amber on the PFD. This is why many of the procedures advise taking flap 3 before gear down if flap 3 is the landing config because then the autopilot will get the aircraft correctly trimmed before it has to be done manually. Any trim adjustments will have to be made using the trim wheels either side of the thrust levers.   Remembering how to draw the speed tapes in each configuration Firstly, the high speed barbers pole is the same in all cases, so just remember its black and red - easy At the slow end of the speed scale, every case has VLS, its always there, whatever - again, easy Normal Law has alpha prot (the tiger tail) and then you can't go slower than the bottom of that so its a solid red bar (think of as signifying stopping) Alternate and direct law look exactly the same as each other, they both just go from VLS to a barbers pole just like the high speed one. All the equals signs are only green in Normal law, they are amber in alternate and direct.   And that's it. If you can remember those simple rules, next time you're asked to draw the speed scale you will be ahead of most of your colleagues.   Mechanical Backup. Although its mentioned in the same section in FCOM and the flight crew training manual, its not actually a programmed control law. It is used to manage a temporary total loss of electrics, a loss of all 5 fly-by-wire computers, a loss of both elevators or a total loss of both ailerons and spoilers. It's worth mentioning here that this is extremely unlikely and that even in emergency electrical config or a double engine failure, alternate law is still available. This is designed to be a temporary situation just until the affected systems can be restored. Pitch is controlled by the trim wheel and lateral control is done using the rudder pedals, both of which have mechanical linkages (hence the name!). When using the rudder like this there is a significant delay in getting  roll. You will also have to anticipate rolling out as this will be delayed too. You're not going to be able to fly this accurately but its just to keep you safe and stabilised. Unlike Direct law which says USE MAN PITCH TRIM in amber, the PFD will display MAN PITCH TRIM ONLY in red.          

El 1 de marzo tuvo lugar Fcom Conecta, un d

In this episode: NTSB: Air Traffic Controllers, and Software Complicit In Wrong-Runway Landings Trouble in the Skies Germanwings pilot suicide has FAA rethinking mental-health tests Solar Impulse faces 'moment of truth' This episode's intro from APG listener Stuart Aslett FEEDBACK Dr. Steph - 12 Things A Pilot Would Never Say AirStig of Canberra Australia - Flying VFR, PIO, Mach Tuck, Coffin Corner Isaac - I am adding on to my feedback from apg167 Micah - News and the Sport of Speculation Juan Ruiz - B-777 FCTM, FCOM, 777 Flight from AMS to JFK Pasadena Brian - Lights and Landings Tim Hitchcock - Kidney Stones Dispatcher Mike - Dispatch Feedback for Justin Dispatcher Mike - 777 Fire Suppression System Question Ryan - Pilot-Pax comms Private Pilot Israel Mueller - May 30: Free To Be Me Event Free To Be Me FaceBook Page Free To Be Me Fly In Declan - Pilot Career? Magnus - 3 Questions Mark Ross - Air India pilot found drunk before flight at Sharjah airport Frik - Crosswind landings at Madeira Tim Van Raam - My neighborhood podcast mention that you mention them! Daniel Sinico - Emergency landing without undercarriage! Daniel Sinico - Cockpit Footage TBM Avenger Emergency Landing Arsenal Of Democracy VE Day Flyover bombud1 - Questions Tim Van Raam - Flight Instructor and Plane Missing from Palo Alto since May 8 nfuentes - laser beam injures pilot Armando - Joke? VIDEO Audible.com Trial Membership Offer - Get your free audio book today! Give me your review in iTunes! I'm "airlinepilotguy" on Facebook, and "airlinepilotguy" on Twitter. feedback@airlinepilotguy.com (304) 99-PILOT (304) 997-4568 airlinepilotguy.com ATC audio from http://LiveATC.net Intro/Outro music by Tim Brown, BrownHouseMedia, iStockphoto.com Copyright © AirlinePilotGuy 2015, All Rights Reserved

M

Los alumnos de Fcom se han adentrado en las jornadas sectoriales organizadas por FEUN que en esta ocasi

La periodista Jill Abramson (directora del New York Times entre 2011 y 2014) comparti

Los guionistas de la serie de TVE "Los misterios de Laura", Carlos Vila y Javier Holgado, ambos antiguos alumnos de Fcom, volvieron la UN y compartieron con alumnos y profesores su trayectoria profesional y la experiencia en esta serie, de la que ya se ha hecho un remake en EE.UU.

El antiguo alumno de Fcom y vi

La visita de Luzu y Hablo en serio, dos proyectos de v

"La alfombra roja" y "Minerita" son dos cortometrajes que compiten en la categor

Recopilamos dos buenas noticias: el preestreno del documental "Luchando contra lo desconocido" realizado por cuatro exalumnas de Fcom, y el Grammy Latino que ha recibido el tambi

La coordinadora de Relaciones Internacionales de Fcom, Cristina P

Unos alumnos de la Facultad de Comunicaci

El antiguo alumno,

La vocal portavoz del Consejo General del Poder Judicial, Gabriela Bravo, visita FCOM y ofrece una conferencia sobre actos judiciales

Javier Irigaray, Director de Carreras Profesionales de Fcom, nos cuenta c

El cortometraje Sonata, realizado por dos alumnos de 4

Fcom celebra el d

Estudio y deporte. Hablamos con David Esparza, miembro del equipo de Tenis de Mesa navarro Oberena y alumno de Fcom.

Discor'Dance Radio Podcast N°22 by MyGenome ! Playlist: 01 intro 02 MyGenome "La Réserve" (inédit) 03 Cosmos 70 "Autumn Song" (Bee) 04 Franklin "Big Cities" (Karat) 05 Matzak "In The Jazz Garden" (Boxer) 06 Scan X "Sure Thing" (Fcom) 07 Eedio "Reaction" (inédit) (Initial Cuts) 08 Rone "Spanish Breackfast" (Infiné) 09 Sporto Kantes "Concrete" (Village Vert) 10 Clara Moto "Gloves" (Infiné) 11 2Clic "Track Without A Name" (Natural Groove) 12 Scsi-9 "Monday Without" (inédit) (Kompakt) 13 MyGenome "Tinals" (inédit) 14 Vale Poher "Copper (Scalde Remix)" (Pias) Myspace: www.myspace.com/mygenome Date à venir: 25/04 - Destructurée avec Citizen + Jennifer Cardini/ Lyon 30/04 - Kompakt Night avec Reinhard Voigt + Thomas Tobias / Lyon 07/05 - Vox / Lyon 31/05 - Pleasur yourself / Rennes ------------------------------------------------------ Retrouvez toutes les infos, les playlists et les DJs sur : http://www.discordanceevents.fr