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• 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: F3, max speed worst case 185kts, select 175kts• 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• 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: F3, max speed worst case 185kts, select 175kts• 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
