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A330 > ABNORMALS AND SITUATION CASES > Flashcards

ABNORMALS AND SITUATION CASES 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
• New Cabin, CP contacts Medlink directly
• Old Cabin, 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 on Take off

A

• Speed pull, keep current speed: Wrong VFE displayed
• Continue on SID until above MSA
• ECAM actions / After TO Check list / Status
• Join a holding pattern
• QRH LANDING WITH FLAPS OR SLATS JAMMED:
• CTWO +:
- Go Around procedure and calls
- Extra Fuel Burn
- High pitch attitude increasing the risk of Tailstrike

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

What is the minimum certified altitude for AP use in case of system failure ?

A
  • No restriction for engine failure, autoland can be performed on a Cat 2/3A ILS.
  • 500 ft AGL In case of other failure, however it has not been certified in all configurations and its performance cannot be guaranteed. If the A/P is used in such circumstances, remain vigilant and be prepared to disconnect the A/P.
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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 IOC, contact Engineering prior to start, unless the risk to flight safety 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 shows “PLEASE WAIT” in the scratchpad with FM FAULT light illuminated
‐ Autotuning of NAVAIDs (VOR, DME, ADF) 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
‐ TUNE NAVAIDs using RMPs
‐ RESET FMGCs in turn using QRH Computer reset table
‐ FLY raw data (FDs OFF and TRK/FPA)
‐ SET FM source to NORM to allow NAV B/UP
‐ 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
• Cancel the approach and join a hold
• ECAM actions
• QRH LANDING WITH FLAPS OR SLATS JAMMED
• CTWO +:
- High pitch attitude increasing the risk of Tailstrike
- Go-around procedure and calls
• At 500 ft or higher disconnect the Autopilot
• At acceleration altitude, Select speed to control the acceleration
• Diversion, consider
Fuel available and increased consumption
Cruise limited at 20 000 ft.

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13
Q

In case of failure impacting the fuel consumption how can you 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

When do you Reject Take-Off between 100 knots and V1?

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

Double hydraulic failure

A

• The following systems are lost or degraded :
- Autopilot
- Flight Controls in Degraded law (ALTN)
- Partial loss of SPLR affecting Roll
- B+Y : PITCH TRIM
- B+G : Left Elevator / Slats / Norm and Altn braking / NWS / Extend RAT to recover G
When IAS drops below 140 kts, G is lost and the G+B ECAM comes up
- Y+G : Right Elevator / Flaps / Norm and Altn braking / NWS / Extend RAT to recover G
When IAS drops below 140 kts, G is lost and the G+Y ECAM comes up

• 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
- Approach briefing:
Selected speed
LDG GVTY extension
Approach: configuration, flap lever position
Landing: Reverse, Braking and Steering
Go Around: Speed, Gear and Slats/Flaps configuration

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16
Q

Slats/Flaps abnormal configurations?

A

• Slats/Flaps abnormal configuration can have 3 causes:

  • Double hydraulic failure, B+G or Y+G
  • 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
  • Attitude reference in approach is modified
  • Approach speeds and landing distance are increased
  • High pitch attitude increasing the risk of Tailstrike
  • Go Around is affected since S/F can’t be retracted

• 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 Flap or double Slat channel fault:
  • ALTN law without protections
  • SPD LIM Red on PFD: VLS VFE F S speed not displayed
  • Aural stall / Overspeed Aural and ECAM msg provided
  • Total SFCC failure (SFCC double Flap and Slat channel):
  • ALTN law without protections
  • AP and ATHR are lost
  • SPD LIM Red on PFD: VLS VFE F S speed not displayed

• S/F jammed:

  • Normal law available with AP 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
17
Q

Double RA Fault

A

• Fly by wire
LGCIU outputs used instead of RA information :
- Take off: Normal law engages when L/G is no longer compressed and pitch greater than 8°; auto trim is available.
- Approach: Flare law (usually fed in at 100 ft) engages when L/G is selected down (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.

  • “SPEED, SPEED, SPEED” low energy warning lost.
  • FMGC
  • No LOC, No G/S modes with APPR P/B
  • No LAND, No FLARE, No ROLL OUT modes
  • CAT 1 approach possible using LOC P/B or Raw data
  • A/THR, SPEED mode on approach (no retard)

• GPWS / EGPWS
- GPWS + EGPWS are lost

• FWC Auto call outs

  • R/A auto call out lost
  • DH auto call out lost
  • RETARD auto call out lost
  • MDA auto call out is available (Minimum)
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
19
Q

How do you use the QRH summaries to deal with a failure ?

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
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 with Emergency Gen powered by the RAT

A

• AP and A/THR disconnect and can’t be recovered

  • RAT has limited power, few loads available
  • Below 25 000 ft start the APU
  • LAND ASAP
  • No Pitch Trim (hyd problems)
  • No Rud Trim (actuator fed by DC ESS SHED)
  • N1 unrated mode, Check Go Around N1 in FCOM PERF

• FLY
PFD1 - Alternate law - P1/S1 - P2 for landing - DMC1 - FADEC

• NAVIGATE
VOR1 – ADF1 – ADIRS1(or 3) – ILS1 for landing

• Communicate
RMP1 – VHF1 – ACP1+2 – CIDS – interphone

• MANAGE systems
E/WD – FWC1 – SDAC1 – ECP

• COMFORT for PAX
BMC1 – XBLEED – CPC1 – PACKS – Oxygen

• ETOPS requirements
WINDSHIELD HEAT – WING A/I – PITOT HEAT

23
Q

Emergency Electrical configuration with Emergency Gen powered by Green hydraulic

A

• AP and A/THR disconnect, AP1 can be recovered

  • AP1 ON
  • Below 25 000 ft start the APU
  • Insert Weight/Cg to get the characteristic speed back
  • N1 unrated mode, Check Go Around N1 in FCOM PERF

• FLY
PFD1 - AP1 - FD1 - Pitch and Rudder trim - Alternate law - P1/S1 - P2 for landing - DMC1 - FADEC - FG

• NAVIGATE
ND1 - FMGC1 - MCDU1 - VOR1 - DME1 - ADF1 - ILS1 for landing - ADIRS1 (or 3) - WX Radar1

• COMMUNICATE
RMP1 - VHF1 - HF1 - ACP1+2 - CIDS - ATC1 - Interphone

• MANAGE systems
E/WD – FWC1 – SDAC1 – ECP

• COMFORT for PAX
BMC1 – XBLEED – CPC1 – PACKS – Oxygen

• ETOPS requirements
WINDSHIELD HEAT – WING A/I – PITOT HEAT

24
Q

Emergency Electrical configuration, what happen when LAND RECOVERY PB is used ?

A

• Systems required for landing are recovered:

  • ILS1
  • SFCC1
  • LGCIU1
  • BSCU1
  • LH WHC1
  • LH Landing light

• Systems not required are shed:

  • Fuel Pumps (unusable fuel 4t (2t/tank)
  • WX radar1
  • HF1
  • ADR3
  • AP1
  • FD1

AP/FD OFF TRK/FPA before LAND RECOVERY

25
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
26
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 “ALL ADR OFF”
27
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
- Protecting the engines:
    . A/THR OFF
    . Decrease engines thrust
    . Maximize engine bleed (packs high, Wing + Engine AI)
    . Start the APU
- Protecting Crew and passengers:
    . Oxygen masks ON/100%
    . Oxygen for passengers, consider

• Monitor flight parameters:

  • Monitor EGT and fuel flow
  • Monitor and crosscheck IAS

• Consider a diversion to the nearest appropriate airport

28
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
29
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 the 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, re-screening of passengers and cargo, security
searches, etc.

• Clear model
Fly to the closest alternate airport:
- Select MMO
- Begin descent to decrease pressure differential in case of explosion
Call for QRH paper Check list
NITSR Briefing to the CP
Explosion:
- Emergency descent
- Reduce speed
- Damage assessment to the aircraft AP OFF in Landing Configuration at different speeds
30
Q

Engine failure cases 3 000ft, 10 000ft, FL260, 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
31
Q

Damage / No Damage ?

A 
• Consider Damage if:
- High vibration prior to engine stopped
- Loud noise
- Stall
- N1 at 0
- EGT, N1 exceedence
- ENG SD Page, N3 or N2 at 0
- HYD Page Pressure/Quantity on Blue/Yellow failed side
Any pressure means N3 still turning

• If no damage talk to engineering before restarting the engine

32
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”
33
Q

At the end of flight, if passengers refuse to disembark, what should you do ?

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

34
Q

Hijacking 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)
35
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
36
Q

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

A

• Only actions required to clear Red Warnings 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.

• For less critical failures, ECAM actions can be interrupted when necessary to allow both pilots to monitor normal operational requirements.

A330 (16 decks)

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