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 August 6Aug 6 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!

Ok. So, for this engine failure to be easier to refine: A compressor stall is just a backfire in a turbofan engine. the same as when you hear a loud bang when a piston engine backfires. Cause - turbulence in the air flow over the compressor blades (in other words a "Stall") in the compressor section causing a reduction in air pressure and consequent imbalance of fuel /air during combustion. This causes excess unburned fuel to be ejected from the combustion chamber and be ignited in the turbine section causing a lot of flame and noise at the back of the engine. (just like in the exhaust pipe on your car) and a great reduction in thrust on that engine. Of course its a much bigger bang! (much bigger engine!). In a Jet engine this could interrupt the combustion cycle and shut down the engine completely (like blowing out a candle so, its called a "flame out?)) necessitating a restart procedure and a change of pants for the pilot. In a high bypass turbo fan, since the combustion cycle is not interrupted, the condition just repeats itself until the pilot takes remedial action to correct the fuel/air imbalance and stop the compressor stall, then generally returns to have the engine inspected for any possible damage. - Hope that helps!

2 minutes ago, schizzel said:

Ok. So, for this engine failure to be easier to refine: A compressor stall is just a backfire in a turbofan engine. the same as when you hear a loud bang when a piston engine backfires. Cause - turbulence in the air flow over the compressor blades (in other words a "Stall") in the compressor section causing a reduction in air pressure and consequent imbalance of fuel /air during combustion. This causes excess unburned fuel to be ejected from the combustion chamber and be ignited in the turbine section causing a lot of flame and noise at the back of the engine. (just like in the exhaust pipe on your car) and a great reduction in thrust on that engine. Of course its a much bigger bang! (much bigger engine!). In a Jet engine this could interrupt the combustion cycle and shut down the engine completely (like blowing out a candle so, its called a "flame out?)) necessitating a restart procedure and a change of pants for the pilot. In a high bypass turbo fan, since the combustion cycle is not interrupted, the condition just repeats itself until the pilot takes remedial action to correct the fuel/air imbalance and stop the compressor stall, then generally returns to have the engine inspected for any possible damage. - Hope that helps!

Thank you!