A320 Abnormals Flashcards
Depressurization
• PRESS Page, If outflow valve is open try to manually close it
• Perform a quick or Emergency descent depending on conditions
• When cabin altitude is under control assess the situation:
- There is no requirement to land within a given time scale
- If continuing to destination, Normal Fuel Required must be available unless the requirements of In-flight Reduction of Normal Fuel Required can be met
Smoke in cockpit or cabin
• ECAM actions
• QRH paper check list “Smoke/Fumes/avionics smoke”
• Anticipate diversion
• Immediate actions of the QRH
• Communicate with the Cabin crew
• Source of smoke not immediately identified:
- Before continuing the check list:
i. Divert
ii. Descend
- Boxed items at any time for Smoke Removal (manual control of cabin pressure can’t be selected in emergency electrical conf)
- Search for the source of smoke
i Air Conditioning ?
ii Cabin equipment ?
iii Avionics/Electrical equipment?
Uncontrollable engine fire
- Mayday Mayday Mayday Dragon xxx
- Divert to nearest airport
- Fly at VMO
- Request emergency services
- Evacuate on the runway after landing
Critically ill passenger
• Mayday Mayday Mayday Dragon xxx
• Activate IOC alert phase
• Prepare divertion
- locate the 2 closest airports
- check weather
• Coordinate with CP to find doctor on board
• Send message to Medlink (MED), messages will be routed through IOC
• Wait for Medlink decision to divert and airport chosen
• Advise OPS of decision and brief the CP
• Divert Note: If Medlink have been contacted and a course of action recommended, their advice should be followed and takes priority over the advice of any on-board medical person
Weather deterioration at destination
• Check weather at Alternate airports
• Send ACARS to IOC to request current holding time at destination
• MCDU:
- Enter routing from destination to alternate
- Update Fuel Pred page with diversion fuel
- Check holding Fuel at destination
• Update destination weather and trend
• Passing the last En Route Alternate decide to divert or continue
Weather deterioration at alternate
• Find a suitable alternate
• Compute the diversion fuel to that alternate
• Assess Fuel at destination, extra available
• If Fuel at destination close to diversion
- Drop the alternate if conditions are satisfied
- Contact IOC
- Divert
Destination runway blockage
• Send IOC Alert Phase • Check weather at Alternate airports • Check Fuel remaining • MCDU: - Enter routing from destination to alternate - Update Fuel Pred page with diversion fuel • Talk to IOC to get their decision • Hold/Divert depending on conditions
Flaps/Slats jammed at Take off
• Speed pull, keep current speed: Wrong VFE displayed
• Continue on SID until above MSA
• ECAM actions / After TO Check list / Status
• CLEAR, Assess exact Flap position
• QRH PER, Check Flap lever position for landing and VAPP speed
• QRH LANDING WITH FLAPS OR SLATS JAMMED
• CTWO +:
- 500 ft or higher disconnect the Autopilot
- High pitch attitude increasing risk of Tailstrike
- Go-around procedure and calls
• Acceleration altitude, Select Speed, Max speed(QRH) -10
• Diversion:
- Consider fuel available and increased consumption
- Cruise limited at 20 000 ft
• Speeds:
- VLS and Overspeed warning are computed according to actual Slats/Flaps position
- VFE and VFE next give a False information as they are computed on Lever position
Restrictions for AP use in case of system failure
- No restriction for engine failure, autoland can be performed on a Cat 2/3A ILS
- AP has not been certified in all configurations and its performance cannot be guaranteed, remain vigilant and be prepared to disconnect
In Flight Engine failure above Engine Out Long Range Cruise
• Thrust Lever MCT • AUTO-THRUST OFF • FCU from Left to Right: - Speed M 0.82/300KTS or GD Pull - ALT from PROG / PERF Page Pull - HDG 30° Right Pull • Talk to ATC / Contingency Procedure • ECAM actions • Assessment of the failed engine: If no damage, contact Engineering prior to start,unless the risk is greater by delaying the attempted start
Dual FMGC failure
• AP, A/THR managed modes inop: Fly the aircraft
• Automatic RESET/RESYNCH occurs first:
‐ ND shows “MAP NOT AVAIL”
‐ MCDU scratchpad “PLEASE WAIT”, FM FAULT light ON
‐ Autotuning of NAVAIDs is lost
• FMGS recovers:
‐ Database cycle may have switched
‐ FM position Bias is lost, position returns to MIX IRS
‐ Autotuning of VOR/DME is restored
‐ FMGS tuning of the ILS and ADF is not possible
‐ Lateral and vertical managed modes cannot re-engage‐ “CAB PR LDG ELEV FAULT” ECAM message displayed. ‐ “REENTER WEIGHT/CG” MCDU message is displayed
- QRH Check list: Loss of FMS data on Descent/Approach
• Autoreset unsuccessful (DUAL LATCH):
‐ Both FMGCs inoperative: FM and FG capability are lost
‐ Both NDs display “MAP NOT AVAILABLE”
- MCDU NAVAID tuning is not available
‐ AP/FD and A/THR are lost
‐ ECAM: CAB PR LDG ELEV FAULT, AUTO FLT AP OFF, AUTO FLT A/THR OFF, AUTO FLT FM 1+2 FAULT
• Procedure:
‐ FLY raw data (FDs OFF and TRK/FPA)
‐ TUNE NAVAIDs using RMPs
‐ RESET FMGCs in turn using QRH Computer reset table
‐ SELECT NAV B/UP prompt on both MCDU DATA pages
‐ SET destination Landing elevation on Cab/Press panel
‐ SELECT MCDU PERF page and enter CI
‐ Engage relevant speed/Mach target and vertical modes
‐ NAV accuracy check: Consider a position update if MIX IRS and actual positions differ by more than 20 NM.
Flaps/Slats jammed on approach
• Speed pull, keep current speed or back GD if S/F at 0
• ECAM actions
• CLEAR, Assess actual Flap/Slat position
• QRH PERF, Confirm Flap lever position for landing and VAPP
• QRH LANDING WITH FLAPS OR SLATS JAMMED
• CTWO +:
- 500 ft or higher disconnect the Autopilot
- High pitch attitude increasing risk of Tailstrike
- Go-around procedure and calls
• Acceleration altitude, Select speed, MAX Speed (QRH)-10
• Diversion:
- Consider fuel available and increased consumption
- Cruise limited at 20 000 ft
• Speeds:
- VLS and Overspeed warning are computed according to actual Slats/Flaps position
- VFE and VFE next give a False information as they are computed on Lever position
Failure impacts fuel consumption, method to compute the new Trip fuel
- The FMS will not take into account the failure in its predictions, you must refer to the fuel penalty factor table located in QRH In Flight Performance section
- If 2 or more failures impact consumption, add the fuel penalty factors
Take-Off Run above 100 kt and below V1, Reject when
- Loss of thrust.
- Red ECAM warning
- Amber ECAM caution ENG or F/CTL
Double hydraulic failure
• Following systems are lost or degraded:
- Autopilot
- Flight Controls in Degraded law (ALTN/Direct law)
- Partial loss of SPLR affecting Roll
- Landing gear normal extension
- B+Y : Right Elevator / NWS
- G+B : Left Elevator / Ailerons / Slats / Norm braking
- G+Y : THS / Flaps / Norm and Altn braking / NWS
• Procedure:
- Use FD and A/THR
- ECAM action then QRH Summary
- Manœuvre with care to avoid high hydraulic demand
- Declare EMERGENCY situation to ATC
- QRH for VAPP / LDG DIST / SLATS or FLAPS Abnormal
- CTWO+: Use summary
Slats/Flaps abnormal configurations
• Slats/Flaps abnormal configuration can have 3 causes:
- Double hydraulic failure, G+B or G+Y
- Double SFCC failure
- Jamming, operation of the WTB
• Flaps/Slats failure have the following consequences:
- Aircraft handling is affected (Speed selected, ALTN law) - Fuel consumption is increased
- Approach speeds and landing distance are increased
- High pitch attitude increasing the risk of Tailstrike
- Go Around procedure with S/F stuck
• Double hydraulic failure:
- ALTN law
- VLS on PFD is correct, computed on actual S/F position - VFE, VFE next are computed on Lever position
- Maneuvering speeds are computed on Lever position
• SFCC fault:
- SFCC double Slat channel fault:
. AP, ATHR and FDs are lost
. ALTN law without protections / Direct law
. SPD LIM Red on PFD: VLS VFE F S speed not displayed
. Aural stall / Overspeed Aural and ECAM msg provided
- SFCC double Flap channel fault:
. AP, ATHR and FDs are lost
. Normal law with characteristic speed displayed
- Total SFCC failure (SFCC double Flap and Slat channel):
. AP, ATHR and FDs are lost
. ALTN law without protections
. SPD LIM Red on PFD: VLS VFE F S speed not displayed
• S/F jammed:
- Normal law available with AP, FD and ATHR
- VLS on PFD is correct, computed on S/F position
- VFE and VFE next are computed on Lever position
- Maneuvering speeds are computed on Lever position
- αPROT and αMAX protections are available
Double RA Fault
• Fly by wire uses LGCIU outputs instead of RA:
- Take off: Normal law engages when L/G is no longer compressed and pitch greater than 8°; auto trim available
- Approach: Flare law (usually fed in at 100 ft) engages when L/G is extended (direct law with pitch rate feedback), “USE MAN PITCH TRIM”
- Landing: Ground Law engages when MLG is compressed and pitch is less than 2.5°; Ground Spoilers extend using Wheel Speed information
• Lost systems with Gear extended:
- “SPEED, SPEED, SPEED” low energy warning
- G/S mode with APPR P/B
- LAND, FLARE, ROLL OUT modes
- GPWS / EGPWS
- RA, DH, RETARD and MDA auto call out
• Procedure:
- Use LOC P/B for a CAT 1 Raw data approach
- Use A/THR on SPEED mode on approach (no retard)
Unreliable Altitude/Speed
• Unreliable Altitude: - Disregard ALT, IAS/TAS, WIND, V/S and FPA - Use: . GPS altitude . GS on ND . RA . CAB ALT • Unreliable speed: - Disregard IAS/TAS and WIND - Use: . GPS ground speed . BIRD
Use of QRH summaries
Summaries are divided into four sections:
CRUISE, APPROACH, LANDING and GO-AROUND
• ECAM actions and STATUS must be done first
• Refer to Summary CRUISE section to assess the situation and select an appropriate runway for landing
• Increased fuel consumption
• Landing performance computation
• Review STATUS page for approach preparation
• Refer to APPROACH, LANDING and GO-AROUND sections to support the preparation
• Prepare the FMGES
• Use QRH Summary for the approach briefing
• Crosscheck STATUS page and FMGES
• Refer to APPROACH section to perform the approach
• Review LANDING and GO-AROUND sections once the aircraft is in final configuration
• PM check STATUS that all APPR PROC actions are completed
