Recently I observed the gradual improvements of additional ECAMs especially for flaps and l/g, therefore showing potential into system depth with an already deep ECAM simulation. However, I think other failures might need attention here as behavior is different in real world documentation. For example:

Bird strike situation should also affect outside TAT probes and windshield

These probes such as AoA, airspeed, ice detection and static are located below the windshield and should have a random chance of failing due to bird strike to the cockpit since they could be located near the impact point. Interestingly, according to the virgin atlantic FCOM below, bird strike can affect the data that feeds to the ADRs and the current way of failing it other than turning those off is not available in the EFB, nor the bird strike situation.

Another thing is window strike damage which will need the ABN COCKPIT WINDOW CRACKED checklist which is available in your ECAM but not in the bird strike simulation.

Some engine systems such as engine relight simulation, EGT and vibration need work

I am no engineer, but crosscheck this with other Airbus engineers. Bird strike doesnt necessarilly cause the engine to fail, but, when they do, its ingestion to the compressor might cause turbulent airflow into the compressor leading to a stall or surge. This should show the telltale signs such as high fluctuating egt, n1, fuel flow and abnormal vibration while the engine bangs occur. However, the eng page does not reflect to your external engine failure animation due to bird strike. It could be recoverable provided that the compressor returns to its normal airflow configuration ehich recovers the imbalance vs combustor.

I also noticed that your engine failure in the efb induces it in such a way that it still windmills and has no abnormal vibration, which can consider a relight in flight. However, recovery cannot be done for some reason? Because, in that case, I would love an option for a recoverable (and unrecoverable) engine failure option in the efb, while showing the key differences between the two failures.

In some FCOM documentation, unrecoverable ones could show a reason:

The oil low pressure should gradually trigger high vibration and abnormal egt first before engine seizure, which should give off a more authentic engine simulation, as well as FADEC shaft failure trigger, any of these in order.

You also forgot about the situation for lithium batteries too. This is also from real world operations:

I look forward to the update of the a350v2, but please do a C check of your failure and system depth.

Edited 2 hours ago2 hr by schizzel
Proofreading and more suggestions I found that could compliment together with the other content in the EFB failures page. Anther disclaimer: The information might be outdated from an FCOM so cross check it with the more updated version.

10 hours ago, schizzel said:

Recently I observed the gradual improvements of additional ECAMs especially for flaps and l/g, therefore showing potential into system depth with an already deep ECAM simulation. However, I think other failures might need attention here as behavior is different in real world documentation. For example:

Bird strike situation should also affect outside TAT probes and windshield

These probes such as AoA, airspeed, ice detection and static are located below the windshield and should have a random chance of failing due to bird strike to the cockpit since they could be located near the impact point. Interestingly, according to the virgin atlantic FCOM below, bird strike can affect the data that feeds to the ADRs and the current way of failing it other than turning those off is not available in the EFB, nor the bird strike situation.

Another thing is window strike damage which will need the ABN COCKPIT WINDOW CRACKED checklist which is available in your ECAM but not in the bird strike simulation.

Some engine systems such as engine relight simulation, EGT and vibration need work

I am no engineer, but crosscheck this with other Airbus engineers. Bird strike doesnt necessarilly cause the engine to fail, but, when they do, its ingestion to the compressor might cause turbulent airflow into the compressor leading to a stall or surge. This should show the telltale signs such as high fluctuating egt, n1, fuel flow and abnormal vibration while the engine bangs occur. However, the eng page does not reflect to your external engine failure animation due to bird strike. It could be recoverable provided that the compressor returns to its normal airflow configuration ehich recovers the imbalance vs combustor.

I also noticed that your engine failure in the efb induces it in such a way that it still windmills and has no abnormal vibration, which can consider a relight in flight. However, recovery cannot be done for some reason? Because, in that case, I would love an option for a recoverable (and unrecoverable) engine failure option in the efb, while showing the key differences between the two failures.

In some FCOM documentation, unrecoverable ones could show a reason:

The oil low pressure should gradually trigger high vibration and abnormal egt first before engine seizure, which should give off a more authentic engine simulation, as well as FADEC shaft failure trigger, any of these in order.

You also forgot about the situation for lithium batteries too. This is also from real world operations:

I look forward to the update of the a350v2, but please do a C check of your failure and system depth.

Hi,

Thank you very much for the detailed suggestions. We truly value community feedback like this, as it helps shape the future of our products. I'll make a note of your suggestions and pass them along to the team for future consideration.

Thank you!