A320 Abnormals COPY

Question 1

Depressurization

Answer 1

• 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

Question 2

Smoke in cockpit or cabin

Answer 2

• 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?

Question 3

Uncontrollable engine fire

Answer 3

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

Question 4

Critically ill passenger

Answer 4

• 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

Question 5

Weather deterioration at destination

Answer 5

• 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

Question 6

Weather deterioration at alternate

Answer 6

• 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

Question 7

Destination runway blockage

Answer 7

• 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

Question 8

Flaps/Slats jammed at Take off

Answer 8

• 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

Question 9

Restrictions for AP use in case of system failure

Answer 9

• 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

Question 10

In Flight Engine failure above Engine Out Long Range Cruise

Answer 10

• 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

Question 11

Dual FMGC failure

Answer 11

• 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.

Question 12

Flaps/Slats jammed on approach

Answer 12

• 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

Question 13

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

Answer 13

• 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

Question 14

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

Answer 14

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

Question 15

Double hydraulic failure

Answer 15

• 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

Question 16

Slats/Flaps abnormal configurations

Answer 16

• 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

Question 17

Double RA Fault

Answer 17

• 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)

Question 18

Unreliable Altitude/Speed

Answer 18

• 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

Question 19

Use of QRH summaries

Answer 19

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

Question 20

Double ILS receiver failure / Ground transmitter failure

Answer 20

• 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

Question 21

Single FMGC failure

Answer 21

• 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

Question 22

Emergency Electrical configuration

Answer 22

• 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

Question 23

Double ADR/IRS Fault

Answer 23

• 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

Question 24

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

Answer 24

• 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 “ALL ADR OFF”

Question 25

Volcanic Ash

Answer 25

• 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

Question 26

Loss of Com in Chinese Airspace

Answer 26

• 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

Question 27

Bomb on board

Answer 27

• 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

Question 28

Engine failure cases in climb, Cruise, Descent, Approach

Answer 28

• 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

Question 29

Damage / No Damage

Answer 29

• 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

Question 30

Unrully Passenger

Answer 30

• 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”

Question 31

Procedure for passengers refusing to disembark

Answer 31

• 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

Question 32

Hijack attempt

Answer 32

• “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)

Question 33

APU Fire During Pushback

Answer 33

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

Question 34

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

Answer 34

• 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

Question 35

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

Answer 35

Yes, Under exceptionalcircumstances, the flight crew may disregard the 15 % margin on the in-flight landing distance

Question 36

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

Answer 36

Around 400 ft/min

Question 37

IR Fault, in what case can you recover the ATT

Answer 37

• IR Fault light flashing, ATT can be recovered• IR Fault light steady, the IR is totally lost

Question 38

LAND ASAP RED/AMBER

Answer 38

• 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

Question 39

Considerations in case of engine fire on the ground

Answer 39

• 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

Question 40

Beta Target

Answer 40

• 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, ailerondeflection, spoiler deployment and aircraft body angle are all taken into account

Question 41

Speed strategies to deal with an engine failure in cruise

Answer 41

• 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

Question 42

Circling with 1 Engine Inoperative

Answer 42

• Check the maximum weight in QRH ABN-80 CIRCLING APPROACH WITH ONE ENGINE INOPERATIVE • Below that weight fly CONF 3 Landing Gear extended• Above that weight fly CONF 3 Landing Gear retracted

Question 43

L/G not extended on approach, warnings

Answer 43

750 ft RA, warning “L/G NOT DOWN”500 ft RA, warning “TOO LOW GEAR”

Question 44

Thrust Lever management in case of inoperative Reversers

Answer 44

• 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

Question 45

Assessment of aircraft handling qualities in case of severe damage

Answer 45

• 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

Question 46

Cargo Smoke

Answer 46

• 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

Question 47

Fuel Leak

Answer 47

• 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 downaffected 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

Question 48

Alternate Law

Answer 48

• 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

Question 49

Disconnection of IDG

Answer 49

• Disconnect only when engine is running at or above idle• Maintain p/b not more than 3s until GEN Fault light ON