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Airbus 320 Cards > A320 Abnormals > Flashcards

A320 Abnormals Flashcards

1
Q

Depressurization

A
  • 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
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2
Q

Smoke in cockpit or cabin

A

• 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?

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3
Q

Uncontrollable engine fire

A
  • Mayday Mayday Mayday Dragon xxx
  • Divert to nearest airport
  • Fly at VMO
  • Request emergency services
  • Evacuate on the runway after landing
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4
Q

Critically ill passenger

A

• 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

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5
Q

Weather deterioration at destination

A

• 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

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6
Q

Weather deterioration at alternate

A

• 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

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7
Q

Destination runway blockage

A 
• 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
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8
Q

Flaps/Slats jammed at Take off

A

• 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
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9
Q

Restrictions for AP use in case of system failure

A
  • 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
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10
Q

In Flight Engine failure above Engine Out Long Range Cruise

A 
• 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
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11
Q

Dual FMGC failure

A

• 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.

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12
Q

Flaps/Slats jammed on approach

A

• 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
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13
Q

Failure impacts fuel consumption, method to compute the new Trip fuel

A
  • 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
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14
Q

Take-Off Run above 100 kt and below V1, Reject when

A
  • Loss of thrust.
  • Red ECAM warning
  • Amber ECAM caution ENG or F/CTL
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15
Q

Double hydraulic failure

A

• 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
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16
Q

Slats/Flaps abnormal configurations

A

• 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
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17
Q

Double RA Fault

A

• 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)
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18
Q

Unreliable Altitude/Speed

A 
• 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
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19
Q

Use of QRH summaries

A

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

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20
Q

Double ILS receiver failure / Ground transmitter failure

A

• Double receiver failure:
- Red LOC/GS flags are displayed
- ILS scales are removed
- AP trips off and FDs revert to HDG/VS mode
• ILS ground transmitter failure:
- AP/FD remains ON (failure commonly transient)
- ILS scales and FD bars are flashing
- If R/A height is below 200 ft, red AUTOLAND warning is triggered

21
Q

Single FMGC failure

A
  • AP, if engaged on affected side, will disconnect
  • Restore the AP using the other FMGC
  • Use same range as opposite ND to recover Flight plan
  • QRH for a FMGC reset
22
Q

Emergency Electrical configuration

A
  • Below 25 000 ft start the APU
  • LAND ASAP RED

• Systems lost:

  • AP/FD and A/THR, they can’t be recovered
  • EPR CTRL, N1 unrated only, Check Go Around N1 in FCOM PERF
  • RA 1+2, Autocallouts and APPR PB not available
  • BSCU, Alternate braking to 1000 PSI only, no NWS

• Procedure:

  • FLY: PFD1 - ALTN LAW - DMC1 - ELAC1/SEC1/FAC1 - FADEC1
  • NAVIGATE: ND1 - FMGC1 - VOR1 - ILS1 - DME1 - ADIRS1
  • COMMUNICATE: RMP1 - VHF1 - HF1 - ACP1+2 - CIDS - Interphone
  • MANAGE: E/WD - FWC1 - SDAC1 - ECP
  • PAX COMFORT: BMC1 - XBLEED - CPC1 - PACKS - Oxygen
23
Q

Double ADR/IRS Fault

A
  • AP and A/THR are lost
  • Flight controls revert to ALTN LAW
  • Use ADR/IRS pushbutton to switch off the faulty Equipment
  • If OEB applies, turn OFF the rotary selector
24
Q

What happen when you switch off the 3 ADRs to fly the Back-up Speed Scale?

A

• On both PFD:
‐ BUSS replaces the normal speed scale
‐ GPS altitude replaces the barometric altitude
• Flying:
‐ AP/FD and A/THR are inoperative
‐ ALTN LAW
‐ High angle-of-attack and overspeed protections are lost
‐ STALL warning remains operative
• Systems:
‐ Cabin pressure must be controlled manually
• When the ADRs are turned off, ECAM alert NAV ADR 1+2+3 FAULT is displayed:
- ECAM actions
- QRH procedure “ADR Check Procedure”

25
Q

Volcanic Ash

A

• Avoid by routing upwind side of the volcano
• Entering the ash cloud:
- Smoke or dust in the cockpit
- Acrid odour similar to electrical smoke
- Engine malfunction, rising EGT
- St Elmo fire, bright white or orange glow in engine inlets, sharp beams from landing lights at night
• Procedure in the QRH:
- 180 ° turn
- Protect the engines:
. A/THR OFF
. Decrease engines thrust
. Maximize engine bleed (packs high, Wing&Engine AI)
- Protect Crew and passengers:
. Oxygen masks ON/100%
. Oxygen for passengers, consider
• Flight parameters:
- Monitor EGT and fuel flow
- Monitor and crosscheck IAS
• Consider a diversion to the nearest appropriate airport

26
Q

Loss of Com in Chinese Airspace

A 
• VMC: Land at the nearest suitable airport
• IMC: 
- Try blind transmissions
- Continue to destination
- Fly over airport NDB
- Commence descent at Flight Plan ETA
- Do the Instrument Approach Procedure 
- Land within 30 minutes
27
Q

Bomb on board

A

• Threats are classified into three categories:

  • Green, no extra precautions required
  • Amber, related to one or more targets with a doubt about its credibility or effectiveness of countermeasures
  • Red, danger to aircraft, people or airport activities and therefore merits specific countermeasures
  • Warnings made against aircraft on the ground, assessed as Red or Amber may justify a variety of countermeasures including disembarkation of crew and passengers, offloading of cargo/baggage/mail,screening of passengers and cargo, securitysearches, etc
  • Clear model
  • Fly to the closest alternate airport:
  • Select MMO
  • Descend to decrease pressure differential
  • Call for QRH paper Check list

• Explosion:

  • Emergency descent
  • Reduce speed
  • Damage assessment to the aircraft AP OFF in Landing Configuration at different speeds
28
Q

Engine failure cases in climb, Cruise, Descent, Approach

A
  • Cancel the Approach or Go Around Flaps (FCU altitude)
  • Aircraft able to maintain level (below LRC ceiling): No need to disconnect the A/THR
  • Above LRC ceiling do the memory items
29
Q

Damage / No Damage

A

• Damage if:

  • High vibration prior to engine stopped
  • Loud noise
  • Stall- N1 at 0
  • EGT, N1 exceedence
  • ENG SD Page, N2 at 0

• If no damage talk to engineering before restarting the engine

30
Q

Unrully Passenger

A

• Assess the Threat Level:

  • Level 1 Disruptive Behaviour
  • Level 2 Physically Abusive Behaviour
  • Level 3 Life Threatening Behaviour
  • Level 4 Attempted or Actual Breach of the Flight Deck

• Captain and CC should consider following responses:

  • Verbal Warning
  • Written Warning
  • Request police
  • Restraint
  • Diversion to nearest airport
  • Witnesses

• Thoughts:

  • Aircraft door: If still open, coordinate with Ground Staff
  • Purser: “what do you want to do? what is the safest? I fully support you!”
  • Public Address: “ladies and gents, we have a pax that won’t sit down, if he doesn’t follow the CC instructions, we will have to go back to the gate”
31
Q

Procedure for passengers refusing to disembark

A
  • Alert KA Security and or the Airport Services Manager / Manager on Duty
  • Part A Chapter 10:
  • After 5 minutes, Captain must make a PA to inform the passengers that they are required to disembark.
  • 15 minutes later, liaise with KA Security and the ASM/MOD for police to meet the aircraft, Captain makes another PA to inform the passengers that they are required to disembark
  • When police arrives, Liaise with KA Security and/or MOD/ASM for police assistance in off-loading the passengers
32
Q

Hijack attempt

A
  • “I MUST COME TO THE COCKPIT IMMEDIATELY” Serves to inform the cockpit that Cabin in under duress
  • Flight Crew actions:
  • Lock the cockpit door using the dead bolt
  • Declare an emergency
  • Squawk 7500
  • Send ACARS ’75 MSG’ to IOC
  • Divert to the nearest suitable airfield
  • Update IOC with details of the event in progress
  • Prepare for possible rapid descent
  • Monitor 121.5 and prepare for interception by military jet
  • After landing, push fire switches and disconnect IDGs

• ATC Communication :

  • ONGOING ATTEMPTED HIJACKING,Crew in control of the aircraft
  • HIJACKING,Hijackers are in control of the aircraft (inside the cockpit)
33
Q

APU Fire During Pushback

A
  • Ground Staff: “Stop Pushback hold position”
  • Set Parking Brake
  • Cabin Crew at stations
  • Emergency evacuation Check list
  • Talk to ATC and request fire services
34
Q

Warning or Caution during Take off, when do you carry out the ECAM actions

A
  • Only Red Warning ECAM actions are carried out prior to flap retraction, 400 ft mini
  • ENG FAILURE WITHOUT DAMAGE: Stop ECAM at the ENG 1(2) RELIGHT action line
  • ENG FAILURE WITH DAMAGE or ENG FIRE: Continue to the boxed ENG 1(2) SHUT DOWN message, engine secured
  • ECAM actions can be interrupted for less critical failures to allow both pilots to monitor normal operational requirements
35
Q

Intended Landing Runway is not long enough, can you disregard the In-Flight Landing Distance 15% Safety margin

A

Yes, Under exceptional

circumstances, the flight crew may disregard the 15 % margin on the in-flight landing distance

36
Q

Loss of both bleeds or both packs, aircraft cabin altitude Leak rate

A

Around 400 ft/min

37
Q

IR Fault, in what case can you recover the ATT

A
  • IR Fault light flashing, ATT can be recovered

* IR Fault light steady, the IR is totally lost

38
Q

LAND ASAP RED/AMBER

A
  • Amber, consider seriousness of the situation and selection of a suitable airport
  • Red, land at nearest suitable airport where a safe approach and landing can be made
39
Q

Considerations in case of engine fire on the ground

A
  • Wind direction to position the aircraft in order to keep the fire away from the fuselage
    ‐ Evacuating on the runway
    ‐ Vacating the runway as soon as possible
    ‐ Communicating intentions or requests to ATC
40
Q

Beta Target

A

• Blue Beta target replaces the yellow sideslip indication when:
- 1 Engine failed
- EPR on remaining engine is above 1.25 EPR
- Flap lever not at 0
• Compromise between:
- Drag produced by deflection of control surfaces and
- Airframe drag produced by a slight sideslip
• Centering the beta target
produces less total drag than centering a conventional ball as rudder deflection, aileron
deflection, spoiler deployment and aircraft body angle are all taken into account

41
Q

Speed strategies to deal with an engine failure in cruise

A 
• Standard strategy,
- M .78/300kt for descent
- When V/S < 500 ft/min, select V/S -500 ft/min and A/THR on
• Obstacle strategy,
- GD on descent
- LRC speed when clear of obstacle
42
Q

Circling with 1 Engine Inoperative

A

Check Maximum weight in QRH ABN-19.11A CIRCLING APPROACH WITH ONE ENGINE INOPERATIVE

• Below that weight fly
Approach CONF 3 Landing Gear extended
Landing CONF FULL

• Above that weight fly
Approach CONF 3 Landing Gear retracted
Landing CONF 3

43
Q

L/G not extended on approach, warnings

A

750 ft RA, warning “L/G NOT DOWN”

500 ft RA, warning “TOO LOW GEAR”

44
Q

Thrust Lever management in case of inoperative Reversers

A

• Briefing should include a review of thrust reverser status and handling technique
• If 1 reverser is operative, select reverse thrust on both
engines
• If no reversers are operative, do not select reverse thrust

45
Q

Assessment of aircraft handling qualities in case of severe damage

A

• Apply smooth sidestick input and limit bank angle to 15°
• Avoid using the speedbrakes
• If damage is severe, it may be necessary to use abnormal flying techniques to maintain control of the aircraft:
- Roll can be compensated by
. Rudder input
. Asymmetrical thrust

46
Q

Cargo Smoke

A

• On Ground, cargo door open:
- Order ground crew to investigate

• In Flight

  • LAND ASAP Red
  • After landing, don’t open affected cargo door before passengers have disembarked and fire services are present

• Smoke detectors are sensitive to extinguishing agent, SMOKE FWD (AFT) CARGO SMOKE warning will probably remain even if fire is out

47
Q

Fuel Leak

A

• Fuel checks must be done when sequencing a waypoint and at least every 60 min. A discrepancy should alert the crew and be investigated

• QRH checklist FUEL LEAK
- If leak is identified as coming from an engine, fuel leak is isolated shutting down
affected engine, cross-feed valve may be used
- If leak is not from an engine or cannot be located, it is imperative that the cross-feed valve is not opened

48
Q

Alternate Law

A

• QRH FPE-IFL Flight Controls:

  • Flaps 3
  • VAPP= VLS + 10 + max (5 and 1/3 Headwind)

• Procedure, established on Approach vertical profile:

  • Flaps 3 must be extended first
  • Gear Down, Direct Law, use manual Pitch Trim
49
Q

Disconnection of IDG

A
  • Disconnect only when engine is running at or above idle

* Maintain p/b not more than 3s until GEN Fault light ON

Airbus 320 Cards (84 decks)

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