cc - Abnormals Flashcards
Describe procedures and techniques.
What’s the ultimate policy in terms of compliance with regulations?
[OMA 1.1.2 Compliance with Regulations & Orders]
‘Under routine conditions’ strict compliance is required with all policies, rules, regulations and procedures laid down in the Emirates manuals. HOWEVER:
a. No regulation can be a substitute for awareness.
b. Nothing in this manual, however carefully outlined and precisely adhered to, can replace the exercise of good judgement and the application of conservative operating practices if conditions so dictate.
You start configuring the airplane for LDG, and the flaps lock in APPR position (not LDG). Which flap selection do you choose on the LDPA?
What about the FMS, what selection do you do on the PERF page?
[PER/LND/LCF/ACC – ACFT CONFIG]
Aerodynamic CONFIG.:
ECAM Alerts: When an ECAM Alert item is selected, the selection of an Aerodynamic CONFIG is not possible anymore. For all ECAM Alerts, the Aerodynamic CONFIG is automatically determined according to the failure.
P.n.: after an ECAM Alert, remember:
Aerodynamic CONFIG selection on LDPA:
Aerodynamic CONFIG is automatically determined according to the failure.
Aerodynamic CONFIG selection on APPR PERF page:
Select CONF 3 if ECAM requires specifically CONF 3.
Select CONF FULL for all others S/Flap CONF given by the ECAM.
Out of VHHH, when running the LDPA for a possible return to RWY 07L, you get no results (red dashes), with the Limitation Code “AGC” (Approach Climb Gradient). What can you do?
TOW: 450
GA as per chart: 6.9%
RMK:
[Technique]
Has “AUTO CONF” been selected, instead of “CONF FULL (STD)”?
If “AUTO CONF” still give no results, then decide to either fly, instead the MISAP, the EOP as per the TOPA, or try another RWY for returning, or even elect another AD if coming back.
[PER/LND/LCF/ACC – ACFT CONFIG}
Aerodynamic CONFIG.:
AUTO CONF takes into account both CONF FULL (GA in CONF 3) & CONF 3 (GA in CONF 2 / 1+F for overweight LDG). If GA in CONF 3 (LDG in CONF FULL) does not comply with the GA Gradient (2.7%), the result displays: LDG CONF 3 (GA in CONF 2 / 1+F for overweight LDG).
[FCOM/PER/LND/GEN - IN-FLIGHT REQUIREMENTS]
IN-FLIGHT PERFORMANCE - GO AROUND
For the actual landing, there is no regulatory requirement to use the runway or flap configuration which was the basis of dispatch.
All-Engines Operative:
Follow the published missed approach procedure.
One-Engine Inoperative:
- If the missed approach gradient specified in the approach procedure can be achieved in the approach climb configuration: Follow the published missed approach procedure.
Note: Where the published missed approach track includes a turn, 0.6 % should be subtracted from the available climb gradient to account for loss of gradient in the turn.
Note: Fuel jettisoning may be considered.
- If the missed approach gradient specified in the approach procedure cannot be achieved in the approach climb configuration, or cannot be determined, consider the following options:
a. Initiate the missed approach, track laterally to the departure end of the runway (DER), and then track as per the corresponding procedure for engine-failure after takeoff.
b. If in VMC and terrain/obstacle clearance can be maintained, a visual track can be flown.
The visual track must be briefed before commencing the approach.
c. Diversion.
Once a decision has been made, advise ATC that the published missed approach procedure will not be flown.
Due a pilot incapacitation, you need to use the takeover technique. What’s the correct procedure?
Press the sidestick takeover pb for at least 40s.
The “priority left/right” aural callout will be triggered, and the SIDESTICK PRIORITY red arrow light will illuminate on the deactivated sidestick’s side.
If an input is commanded on the deactivated sidestick, the SIDESTICK PRIORITY green CAPT/FO light will illuminate on the operative sidestick side. This is the cue to not release the sidestick pb until the deactivation is complete (30s elapsed).
After 40s, the green light goes off, meaning the sidestick has been deactivated.
Can you name each of the Not-Sensed PROCs?
[FCOM/PRO/ABN/ABN-ABN/ABN-ABN]
Warnings:
Mnemonic: FUDEES
[ABN] FORCED LANDING
[ABN] UNRELIABLE AIRSPEED INDICATION
[ABN] DITCHING
[ABN] EMER DESCENT
[ABN] EMER EVAC
[ABN] SMOKE / FUMES
Cautions:
ENG
Mnemonic: THR
[ABN] TAIL PIPE FIRE
[ABN] HI ENG VIBRATION (became Sensed PROC on Batch 7)
[ABN] RELIGHT IN FLT
F/CTL:
Mental model: pedals and levers/sw on the pedestal.
[ABN] RUDDER PEDAL JAMMED (pedal)
[ABN] LDG WITH FLAPS LEVER JAMMED (flap lever)
[ABN] LDG WITH NO SLATS & NO FLAPS (flap lever retracted)
[ABN] RUDDER TRIM RUNAWAY (rudder trim sw)
[ABN] SPEED BRAKES LEVER JAMMED (SPD BRK lever)
FUEL:
[ABN] JETTISON
[ABN] FUEL LEAK
[ABN] MAN BALANCING PROCEDURE
L/G - WHEEL:
Mental model: LG either did not LOCK (ABN condition), or is damaged.
[ABN] LDG WITH ABNORM NOSE L/G
[ABN] LDG WITH 2 ABNORM L/Gs ON SAME SIDE
[ABN] LDG WITH 1 ABNORM WING OR BODY L/G
[ABN] LDG WITH 2 ABNORM BODY L/Gs
[ABN] LDG WITH 2 ABNORM WING L/G
[ABN] TIRE DAMAGE SUSPECTED
NAV:
[ABN] IR ALIGNMENT IN ATT MODE
[ABN] FLUCTUATING VERTICAL SPEED
MISCELLANEOUS:
Mnemonic:
BOOT - ash
crack/arc - pre-disembark
[ABN] BOMB ON BOARD
[ABN] OVERWEIGHT LDG
[ABN] OIS FAULT
[ABN] SEVERE TURBULENCE
[ABN] VOLCANIC ASH ENCOUNTER
[ABN] CKPT WINDOW CRACKED
[ABN] CKPT WINDOW ELEC ARCING
[ABN] (EK) PRECAUTIONARY DISEMBARKATION
Can you tell which computers can be reset?
[Technique]
To check if a failure might be fixed with a computer reset, refer to the “triggering condition” on the FCOM expanded procedure.
[PRO/ABN/ABN-RESET/RESET/CRLIST]
*A-FLT SYS:
- FCU: in flight, do not perform a FCU reset if the AFS CP only fails.
- FMC A(B)(C): in case of FMC malfunction (with or without ECAM alert), or all 3 FMCs are not in the Normal OPS.
- FMS 1(2)(1+2): in case of AUTO FLT FMS 1(2)(1+2) FAULT.
CAUTION: FPLN is lost if FMC-C is reset.
*A-ICE SYS:
- AICU 1(2) [A-Ice CTL Unit]
*AIR SYS:
- PACK 1(2) CTL: ensure that the associated Pack is off BFR resetting.
*BRK & STRG SYS:
- BSCS 1(2) [BRK & STRG CTL SYS]: if STEER N/W + B/W STEER FAULT is displayed, after BSCS reset, the ACFT must return to the gate for troubleshooting.
*CAB COM SYS:
- CIDS [CAB Intercomm Data SYS]: performed if requested by CAB crew (P.n.: e.g. shower spa reset), or after some cases of SDF (Smoke DET Function).
- PAX BBAND [Broadband]: if CAB network & connection SYS cannot be reset via the FAP.
*CAB PRESS SYS:
- CPCS 1(2) [CAB PRESS CTL SYS]: if AUTO mode does not operate normally (e.g. Outflow VLVs oscillation) or no ECAM Alerts dedicated to the PRESS SYS are displayed.
*COND SYS:
- TCS1(2) [Temp CTL SYS]
*COM SYS:
- ATC RESET. P.n.: issues with ATC Datalink (CPDLC) & ADS-C. Inform ATC by voice BFR performing the reset.
- HF1(2) RESET: in case of COM HF1(2) DATALINK FAULT
- VHF3 RESET: in case of COM VHF3 DATALINK FAULT
*DOOR SYS:
- CDLS [CKPT Door LOCK SYS]: if the CKPT locking SYS fails, or when 1 STRIKE LT is on (CKPT DOOR CONT panel).
- DSMS [Door & Slide Managem. SYS]: in case of DOOR POS DET FAULT or DOOR MAIN (UPPER) 1(2)(3)(4)(5) L(R) POS DET FAULT
*ELEC SYS:
- TR 1(2A)(ESS) [Xformer Rectifier]:
On GND: No restrictions.
In flight: Only with MCC approval.
Only one at a time.
*ENG SYS:
- EIPM 1(2) [ENG Interf PWR Management]: when parameters on SD are replaced by amber XX.
*F-CTL SYS:
- FLAP 1(2): do not both at the same time.
- SLAT 1(2): do not both at the same time.
*FWS:
- FWS 1(2) [FLT WRNG SYS]: on GND, if either FWS 1 or 2 fails. In flight, only perform the reset if BOTH FWSs fails.
*NAV SYS:
- ARPT NAV RESET. P.n.: used for switching off ROW/ROP & OANS.
*OIS SYS:
- NSS/FLT OPS RESET: when CAPT and F/O OITs do not display the FLT OPS side, and the CAPT and F/O laptops are operative.
P.n.: in case the OIT screen turns blank (or does not work properly), bear in mind that the screen is just an extension from the laptop. The laptop (computer) may be working fine. The issue might be on the OIT screen itself, hence, take off the laptop and check.
*SMOKE SYS:
- SDF1(2)(3): perform a reset of the SDF only if at least two smoke detection fault alerts are triggered at the same time.
The aim of this reset procedure is first to isolate the faulty SDF channel and then, if not sufficient, perform a CIDS reset.
*SURV SYS:
- AESU 1(2) [ACFT Environmental SURV Unit]: if SURV SYS does not operate normally.
*VENT SYS:
- AVS 1(2) [AVNCS VENT SYS]
- SCS 1(2) [SUPP COOLG SYS]: CAB crew will inform when SCS should be performed.
- VCS 1(2) [VENT CTL SYS]: in case of smoke warning in the lower CRC, the ventilation of this compartment automatically stops.
When applying an ECAM, you encounter an Action Line stating “PROC APPLY”. How do you proceed?
[FCOM/DSC/31-CDS/40/10]
“PROC APPLY” OR “PROC CONSIDER” ACTION LINE
Some ECAM alerts contain an action line to request the flight crew to refer to an other procedure.
The action line displayed on the ECAM appears differently:
- Name of the not-sensed ABN PROC……………APPLY
The flight crew stops the current ECAM procedure and immediately apply the referred not-sensed ABN PROC. The flight crew will finish the current ECAM procedure once the flight crew has performed the not-sensed ABN PROC.
To perform the action line, the flight crew will display the not-sensed ABN PROC menu to select, and to perform the applicable procedure (Refer to How to Activate a Not-Sensed ABN PROC). - Name of the not-sensed ABN PROC…….CONSIDER
The flight crew should consider application of the not-sensed ABN PROC depending on circumstances (e.g. remaining flight time, flight conditions, or when time permit after the accomplishment of the current ECAM procedure). The flight crew can acknowledge the action line without performing immediately the not-sensed ABN PROC. - [QRH] name of the procedure………………………APPLY
The flight crew stops the current ECAM procedure and immediately apply the paper procedure in the QRH. The flight crew will finish the current ECAM procedure once the flight crew has completed the paper procedure.
What’s the meaning of AUTO RCL on an ECAM Procedure?
[FCOM/DSC/31-CDS/40/10]
Indicates that the procedure may be cleared. ECAM automatically recalls the procedure when required.
On an ECAM Procedure, what does the Vertical White Column indicate?
Vertical white column on the right side of the ECAM indicates the lines on the EWD that will be cleared if:
- CLEAR pb is pressed on the ECP;
- The CLEAR Item is validated by ticking the box.
On an ECAM procedure, what’s the difference between the Condition Lines that are Sensed by the ECAM, from those that are not-sensed?
[FCOM/DSC/31-CDS/40/10]
Condition Lines: appears in white, AND the subsequent lines:
- If sensed by the ECAM: appears in:
* Grey, as long as the condition is not true.
* ‘It’s applicable color’, as soon as the condition is true
- If NOT sensed by the ECAM: are preceded by a “□” (square), in order to validate the condition. Therefore, the subsequent lines will be displayed in:
- Grey, as long as the condition is not validated.
- ‘It’s applicable color’, as soon as the condition is validated.
On an ECAM procedure, what’s the difference between the Action Lines that are Sensed by the ECAM, from those that are not-sensed?
[FCOM/DSC/31-CDS/40/10]
Action Lines:
- Sensed by the ECAM: preceded by a “-” (dash), AND:
* In blue, when the Action is not completed.
* In white, when the Action is completed.
- NOT Sensed by the ECAM: preceded by a “□” (square), AND:
- In blue, when the Action is not validated.
- In white, when the Action is validated.
What does it mean when the ECAM displays:
Procedure & Limitations:
LDG PERF AFFECTED
[FCOM/DSC/31-CDS/40/10]
VAPP increase and landing distance penalty (regardless it is).
What does it mean when the ECAM displays only:
Procedure & Limitations:
LDG DIST AFFECTED
[FCOM/DSC/31-CDS/40/10]
- No VAPP increase but landing distance penalty at 1.15 or above, or
- No VAPP increase but multiple failures affecting the landing distance.
What does it mean when the ECAM displays:
Procedure & Limitations:
LDG DIST AFFECTED
And, on the STATUS page:
ON DRY RWY ONLY : LDG DIST AFFECTED < 15%
[FCOM/DSC/31-CDS/40/10]
- Single failure
- No VAPP increase
- Landing distance penalty below 1.15. The penalty applies to the In-Flight Landing Distance. The In-Flight Landing Distance with failure is shorter than the Factored In-Flight Landing Distance without failure.
How do you handle deferred procedures?
[FCOM/DSC/31-CDS/40/50 - HANDLING ECAM PROCEDURES - DEFERRED PROC]
After the flight crew clears the ECAM procedure from the EWD, the EWD displays the checklist menu, if there are any applicable deferred procedures.
The flight crew selects the appropriate item in the checklist menu, in order to read the deferred procedures and to assess the most appropriate time in the flight to perform the actions.
When the flight crew has reviewed all the actions, the flight crew clears the deferred procedure from the EWD with the CLEAR pb and checklist menu appears.
When the flight crew has to perform the deferred procedure, the flight crew displays the checklist menu to select and to display the deferred procedure on the EWD.
What’s the difference between the LIMITATIONS displayed on the EWD and the ones displayed on the lower part of the PFD?
[FCOM/DSC/31-CDS/20/20]
In flight, the lower part of the PFD displays the limitations that have a direct impact on the flight performance of the aircraft.
When actioning an abnormal operation, what’s the correct sequence of procedures?
[FCTM/AOP/30/30-1 - MANAGEMENT OF ABNORMAL OPERATIONS]
SEQUENCE OF PROCEDURES
In most situations, the following sequence is the basic one that should be applied by the flight crew. However, this sequence may not cover all operational situations. Therefore, in all cases, the flight crew should exercise their judgment and adapt the sequence of actions to the real conditions.
In the case of abnormal or emergency situations, the flight crew should apply the procedures in the following sequence, as appropriate:
- MEMORY ITEMS
- OEB
- Sensed ECAM
- Not-sensed ECAM
- QRH.
Note:
1. In the case a procedure is available in both the ABNORMAL PROC menu of the ECP and the QRH (e.g. SMOKE/FUMES), the flight crew should preferably select and apply the Abnormal Not-Sensed procedure in order to update the EWD/PFD limitations and STATUS page, in accordance with the current technical status of the aircraft (e.g. LAND ASAP memo will appear on EWD/PFD in the case of SMOKE/FUMES Abnormal Not-Sensed procedure).
- The flight crew should apply the QRH procedure if:
- The conditions in the cockpit are not adequate to perform the ECAM actions (e.g. heavy smoke)
- The flight crew considers it is more convenient in time critical situation (e.g. emergency evacuation procedure).
What’s the rule in regards “completing a procedure”?
[FCTM/AOP/30/30-1 - MANAGEMENT OF ABNORMAL OPERATIONS]
ONE PROCEDURE AT A TIME
When the flight crew applies a procedure, they must complete the procedure, unless:
- An action requests to apply/consider another procedure
- The flight crew needs to update their situation assessment due to an unexpected abnormal or emergency situation (e.g. smoke detected by the cabin crew or volcanic ash encounter).
Can you name some of the situations/aspects that the flight crew needs to take into account before making a decision?
(Quick answer)
DiCO
STS
Wx
RR (RVSM & RNP)
[FCTM/AOP/30/30-1 - MANAGEMENT OF ABNORMAL OPERATIONS]
SITUATION ASSESSMENT
When convenient, the flight crew should assess the situation, taking into account the following aspects:
- Operational aspects:
* LAND ASAP or LAND ANSA
* Aircraft limitations
* Weather conditions
* Performance penalty for all flight phases
* Reduced Vertical Separation Minimum capability (RVSM)
* Required Navigation Performance (RNP) capability
* Approach and landing capability.
- Dispatch aspects at destination
- Commercial aspects.
This list is not exhaustive. The operator or the flight crew should consider any other relevant aspects.
What controls must be crosschecked by both pilots before action is taken?
Mnemonic:
G - Guarded sws
E - ENG Master
A - ADIRS Mode Selector
R - Reset buttons
[FCTM/AOP/30/30-1 - MANAGEMENT OF ABNORMAL OPERATIONS - HANDLING OF COCKPIT CONTROLS]
In flight, the PF and PM must crosscheck before any action on the following controls:
- ENG MASTER lever
- IR MODE selector
- All guarded controls
- RESET/POWER SUPPLY buttons.
The flight crew must crosscheck the above-listed controls, in order to prevent any inadvertent action by the flight crew with irreversible effects (e.g. when the flight crew operates red guarded controls). If the flight crew inadvertently operates a black guarded control, the subsequent effect is reversible. The flight crew must restrict the reset of systems to those listed in the FCOM.
What happens when a red guarded control is operated?
[FCTM/AOP/30/30-1 - MANAGEMENT OF ABNORMAL OPERATIONS - HANDLING OF COCKPIT CONTROLS]
The action has irreversible effects.
If the flight crew operates a black guarded control, the subsequent effect is reversible.
How does the PM perform any action requested by a procedure on the overhead panel?
[FCTM/AOP/30/30-1 - MANAGEMENT OF ABNORMAL OPERATIONS - HANDLING OF COCKPIT CONTROLS]
HANDLING OF OVERHEAD PANEL CONTROLS
To perform any action requested by a procedure, the PM should indicate the related panel and control and announce in sequence:
1. The name of the system
2. The name of the control, or RESET/POWER SUPPLY button
3. The action.
E.g. “AIR, XBLEED, CLOSE”.
After the selection of a control, the PM should check the SD page, in order to verify that the selected action was performed (e.g. The closure of the cross-bleed valve should change the indications that appear on the SD page).
What are all the steps of the ECAM Actions?
[FCTM/AOP/30/30-3/30-3-1 - HANDLING OF ECAM/QRH/OEB]
The ECAM actions are divided into several steps, which are clearly identified on the WD and SD pages. The PM must:
- “READ & DO” the ECAM procedures, identified as procedure action lines on the WD;
- Analyze the operational impact on the affected system via the SD page;
- Read the STATUS page, including associated deferred procedures.
What are the steps when an ECAM procedure requests the flight crew to apply an ECAM Abnormal Not-Sensed procedure or QRH procedure?
[FCTM/AOP/30/30-3/30-3-1 - HANDLING OF ECAM/QRH/OEB]
If an ECAM procedure requests the flight crew to apply an ECAM Abnormal Not-Sensed procedure or QRH procedure, the flight crew should:
- Keep the procedure displayed on the ECAM
- Apply the requested procedure
- When the requested procedure is completed, tick the action line (e.g. FIRE/SMOKE…APPLY).
When performing an ECAM Action, what does the flight crew do before reading the STS page?
Mnemonic: AACE
[FCTM/AOP/30/30-3/30-3-1 - HANDLING OF ECAM/QRH/OEB]
STOP ECAM
When necessary, the flight crew should stop the ECAM actions when they need to perform actions which require acknowledgement, check, or crosscheck from both flight crewmembers (e.g. communication to ATC, request of configuration change, baro setting). Then, they should continue with ECAM actions.
In all cases, the flight crew must stop the ECAM actions before reading the STATUS page, in order to:
- Ensure that the Acceleration Flow Pattern is performed (i.e. in the case of failure after takeoff, to ensure that the flaps and the landing gear are retracted)
- Perform any normal C/L, if applicable.
The flight crew must perform the pending normal C/L at this stage as it is a good compromise between the necessary application of ECAM procedures and system analysis and the delay in the check of systems status. - Consider any system reset.
The ECAM procedure may request the computer/system reset by switching OFF then ON the associated computer/system via the usual cockpit control (e.g. PRIM). However, some systems can be reset only via the RESET/POWER SUPPLY buttons. This action may not be requested by the ECAM procedure. It is the flight crew responsibility to consider any computer/system reset via RESET/POWER SUPPLY button at this stage (provided the system reset is permitted, Refer to FCOM/Rules for Computer Reset), in order to recover the operation of the affected system. If the reset is successful, the STATUS page will disappear. The flight crew must not apply the system reset procedure from memory. They must refer to the FCOM. In flight, the flight crew should restrict the system resets to the ones listed in the operational documentation - Consider activation of the ENG RELIGHT IN FLIGHT procedure after an engine failure with no damage. The flight crew should consider performing the ENG RELIGHT IN FLIGHT procedure at this stage. if the relight is successful the STATUS page will disappear.
What’s the purpose of the STS page?
[FCTM/AOP/30/30-3/30-3-1 - HANDLING OF ECAM/QRH/OEB]
STATUS PAGE
The purpose of the STATUS page is to provide an overview of the technical status of the aircraft in all flight phases. Therefore, it is important that the flight crew checks the whole STATUS page information, in order to correctly assess the situation and subsequently make appropriate decision.
What do you do if you are performing the ENG 1(2)(3)(4) FIRE ECAM Actions, and suddenly the warning disappears?
[FCTM/AOP/30/30-3/30-3-1 - HANDLING OF ECAM/QRH/OEB]
IF THE ECAM WARNING (OR CAUTION) DISAPPEARS WHILE APPLYING THE PROCEDURE
If an ECAM warning disappears, while a procedure is being applied, the warning can be considered no longer applicable. Application of the procedure can be stopped.
How does the PF request a Not-Sensed ABN Proc.?
[FCTM/AOP/30/30-3/30-3-1 - ECAM NOT-SENSED PROCEDURE]
When the PF knows the name of the abnormal not-sensed procedure, the PF should directly order it: “SELECT (Title) ABN PROC”.
If he/she doesn’t know, then requests by stating: “Check ECAM Not-Sensed”
Can the flight crew stop a Not-Sensed ECAM Procedure before finishing it?
[FCTM/AOP/30/30-3/30-3-1 - ECAM NOT-SENSED PROCEDURE]
The flight crew can stop any abnormal not-sensed procedure if the conditions for its application disappear.
Can the flight crew anticipate a Deferred Proc., i.e. to apply a FOR LANDING: DEFFERED PROC. before the APPROACH CL?
[FCTM/AOP/30/30-3/30-3-1 - ECAM NOT-SENSED PROCEDURE]
The deferred procedures are integrated in the C/L menu and have to be applied in the displayed order.
What actions should be performed by the flight crew after ECAM Actions completed?
[FCTM/AOP/30/30-3 - ECAM/QRH/OEB ACTIONS COMPLETED]
When the ECAM actions are completed, the flight crew should:
- Resume the Normal Operation Tasksharing rules
- If time permits, review the FCOM for additional information on the affected procedure(s). However the flight crew should not prolong the flight to refer to the FCOM
- Assess the situation.
- When convenient, recall the STATUS page, in order to assess the situation:
- Check any fuel penalty factor, and check the remaining fuel at destination or diversion airport
- Check any landing distance penalty, and compute the landing distance at destination or diversion airport
- Consider all the operational, maintenance and commercial aspects.
- Make the decision
- Inform the ATC, the cabin crew, the passengers, and airline operations as required.
Does the display of an ADV requires any specific crew action?
[FCTM/AOP/30/30-4 - HANDLING OF ADVISORY]
Under normal FWS operation, the ADVISORY (i.e. green pulsing parameter) indicates that a monitored parameter of an aircraft system starts to deviate from its usual operating range, but does not reach its abnormal range and associated ECAM alert level. The ADVISORY enables the flight crew to monitor the drifting parameter. However, as long as the parameter does not reach the abnormal indication associated to the triggering of the ECAM alert, no specific crew action is required.
Is there any callout to be announced when an ECAM ADV is triggered?
[FCTM/AOP/30/30-4 - HANDLING OF ADVISORY]
TASKSHARING RULES
The flight crew should use the following task-sharing method:
- The flight crewmember that first notices an advisory announces “ADVISORY on XYZ system”.
- Then, the PF requests the PM to monitor the drifting parameter. If time permits, the PM can refer to the FCOM, in order to:
- Check the advisory triggering conditions in various advisory situations
- Be informed of the associated ECAM alert that may subsequently trigger, should the parameter keep on excessively drifting and reach the ECAM alert level.
You are flying over a GPS jamming/spoofing region. Some ECAM alerts comes and goes intermittently. Some of them inclusive has ECAM actions to be performed. What can you do?
[FCTM/AOP/30/30-5 - FLUCTUATING CAUTION]
Any fluctuating caution can be deleted via the EMER CANC pb.
What are the Golden Rules?
Mnemonic: FAFA
F - Fly, Navigate, Communicate
A - Automation
F - FMA
A - Action
[FCTM/AOP/40 - GOLDEN RULES FOR PILOTS]
F - Fly, Navigate, Communicate:
Fly
With reinforcement to: Fly the Aircraft, Fly the Aircraft, Fly the Aircraft…
Navigate
“Know where … ” statements:
- Know where you are…
- Know where you should be…
- Know where you should go…
- Know where the weather, terrain, and obstacles are.
Communicate
- PF & PM
- Pilots & ATC
- Pilots & Cabin crew
- Pilots & Ground crew
Ensure good communication by use standard phraseology and the applicable callouts.
A - Automation
Use the appropriate level of automation at all times.
Determine and select the appropriate level of automation that can include manual flight.
Note:
The decision to use manual flight must be agreed between both pilots and must be based on an individual assessment of the pilot. This assessment should include aircraft status (malfunctions), pilot fatigue, weather conditions, traffic situation, and if the PF is familiar with the area.
F - FMA
Understand the FMA at all times.
A - Action
Take action if things do not go as expected.
If the aircraft does not follow the desired vertical or lateral flight path, or the selected targets, and if the flight crew does not have sufficient time to analyze and solve the situation, the flight crew must immediately take appropriate or required actions, as follows:
- The PF should change the level of automation:
*From managed guidance to selected guidance, or
*From selected guidance to manual flying.
- The PM should perform the following actions in sequence:
- Communicate with the PF
- Challenge the actions of the PF, when necessary
- Take over, when necessary.
If the altitude indication is not reliable, can the flight crew still rely on the bird?
[FCTM/AS/BIRD]
RELIABILITY
The bird is computed from IRS data and is affected by inertial errors. During the approach, the flight crew may detect a small track error, usually up to +/- 2 °.
The bird is also computed from static pressure information.
Therefore, if the altitude information is not reliable, the flight crew must consider the bird as not reliable.
What does a solid amber circle on the ND means?
[FCTM/AS/TCAS/10 - TCAS]
INTRUDER CLASSIFICATION
TA: Traffic Advisory
Type of collision threat: no threat.
Flight crew response: no evasive maneuver
What does a solid white diamond on the ND means?
[FCTM/AS/TCAS/10 - TCAS]
INTRUDER CLASSIFICATION
Proximate Traffic
Type of collision threat: considered as no threat.
Flight crew response: no evasive maneuver
What does a solid red square on the ND means?
[FCTM/AS/TCAS/10 - TCAS]
INTRUDER CLASSIFICATION
RA: Resolution Advisory
Type of collision threat: collision threat.
Flight crew response: stay out of the red area (VS scale).
At what height are RAs inhibited?
What about TAs?
[FCTM/AS/TCAS/10 - TCAS]
RAs are inhibited if the aircraft is below:
- 900 ft AGL in descent
- 1100 ft AGL in climb.
TAs are inhibited if the aircraft is below:
- 400 ft AGL in descent
- 600 ft AGL in climb.
What must the PF do if the VS indicator remains in the red range?
[FCTM/AS/TCAS/20 - RESOLUTION ADVISORY]
If for any reason during an RA, the aircraft vertical speed does not reach the green area of the vertical speed scale, the PF should disconnect the AP, and override the FD orders, in order to lead the aircraft vertical speed out of the red area of the vertical speed scale.
If necessary, the PF must use the full speed range between Vαmax and VMAX.
What’s the main reason of disconnecting the FD during a TCAS maneuver?
[FCTM/AS/TCAS/20 - RESOLUTION ADVISORY]
BASIC TCAS PROCEDURE
The PF disconnects the AP and requests the disconnection of the FDs, and smoothly and promptly follows the green area of the vertical speed scale within 5 s.
Note:
The flight crew must disconnect the FDs as soon as the APs are disconnected, in order to:
- Ensure that autothrust is in SPEED/MACH mode
- Avoid possible confusion between FD bar orders, and TCAS aural alerts and vertical speed orders.
Can the AP remain engaged during a go-around triggered by a CLIMB RA?
[FCTM/AS/TCAS/20 - RESOLUTION ADVISORY]
MANAGEMENT OF CLIMB RA DURING APPROACH IN CONF 3 OR FULL
If any CLIMB RA (for more information, Refer to FCOM/Aural Alerts) is generated when the aircraft is in approach in CONF 3 or FULL, for both the AP/FD TCAS and the Basic TCAS procedures:
- The flight crew perform a go-around and follow the SRS orders
- The AP and FD can be kept engaged during the go-around
- During the go-around, the flight crew check that the vertical speed remains out of the red area of the vertical speed scale, and take over if necessary. For example, the flight crew should take over if the vertical speed gets back to the red area of the vertical speed scale when the aircraft intercepts the AFS CP selected altitude.
If you have an engine failure during climb out, how do you deselect auto-derate?
[FCTM/PR/NP/SOP/140]
CLIMB THRUST
If an engine failure occurs during an auto-derated climb, auto-derated climb thrust is deselected when the flight crew selects MCT.
What are some of the indications of entering a volcanic ash cloud?
[FCTM/PR/NP/SP/10/10-4]
VOLCANIC ASH, SAND, OR DUST
The following may be indications that the aircraft is flying in a volcanic ash cloud:
Dust in the cockpit
- An acrid odor, similar to electrical smoke
- St. Elmo’s fire (i.e. a bright white and blue glow appears on the wings)
- Bright white or orange sparks in the engine inlets
- Sharp and distinct beams from the landing lights
- Multiple engine malfunctions (e.g. increased EGT, decreased power, stall, or flameout)
- Airspeed fluctuations
- Reduced visibility.
What’s the harm of flying into sand/dust?
[FCTM/PR/NP/SP/10/10-4]
VOLCANIC ASH, SAND, OR DUST
Sand and dust can also degrade the engine and damage the aircraft surfaces.
If it is not possible to avoid these airports, operators should Refer to FCOM/Preliminary Cockpit Preparation.
If the aircraft encounters sand or dust after take off, or during the flight, minimize the time spent in the sand or dust cloud.
What happens after an AUTO FLT FMS 1+2 FAULT?
[FCTM/PR/AEP/AUTOFLT]
AUTO FLT FMS 1+2 FAULT
If all FMCs fail:
- All FMS data and functions are lost on both sides (FMS 1 and FMS 2)
- The ND still displays a trajectory (BACKUP TRAJ function)
- The AP/FD and A/THR remain available as these functions are managed through the PRIMs but the AP reverts to SPEED/V/S/HDG mode.
A FMS computer reset should be carried out as described in FCOM.
When does the BACKUP TRAJ function kick in?
[FCOM/DSC/31-CDS/20/30/150]
BACKUP TRAJ
The BACKUP TRAJ function is active if:
- The two active FMCs fail (in a short period of time), or
- The three FMCs fail.
The BACKUP TRAJ function enables the recovery of data within a circular area of 80 NM radius around the aircraft when it becomes active. However, all data related to a terminal area procedure is recovered, regardless of the distance.
When in BACKUP TRAJ, the flight crew can still change the ND mode and range.
Note:
The BACKUP TRAJ function automatically deactivates when at least one FMC provides a valid flight plan to the CDS.
How would you reset the FMCs after a AUTO FLT FMS 1+2 FAULT?
[FCOM/PRO/ABN/ABN-RESET/AUTO_FLT]
It is possible to perform an FMC A(B)(C) reset in the event the alert AUTO FLT FMS 1(2)(1+2) FAULT is triggered on the ECAM.
Refer to Manual FMC reset.
[FCOM/DSC/22-FMS/30/22FMS80C]
MANUAL FMC RESET
In some cases, it may be necessary to manually reset the FMCs.
The flight crew should reset only one FMC at a time.
The flight crew uses the three FMC reset buttons on the overhead panel.
[FCOM/PRO/ABN/ABN-RESET/AUTO_FLT]
PROCEDURE
In flight:
FMC-A ……… PULL
After 3 s
FMC-A ……… PUSH
After 10 s
FMC-B ......... PULL
After 3 s
FMC-B ......... PUSH
After 10 s
FMC-C ......... PULL
After 3 s
FMC-C ......... PUSH
After ENG start, you observe on the CM1 MFD the label displaying FMS1 - C.
What can you do?
[FCOM/DSC/22-FMS/30/22FMS80C]
MANUAL FMC RESET
FMC IN ABNORMAL CONFIGURATION
Before engine start, if all FMCs are operative, the three FMCs automatically ensure the normal operation configuration:
FMC-A on FMS 1
FMC-B on FMS 2
FMC-C in standby.
After engine start, the flight crew may detect that the three FMCs are operative, but in an abnormal configuration (e.g. FMC-C on FMS 1, and FMC-A in standby). In this case, the flight crew can restore the normal operation configuration by resetting one of the FMCs that is not in the correct configuration.
Example: FMC-C is on FMS 1, FMC-B on FMS 2, and FMC-A in standby, and all three FMCs are operative. When the flight crew resets FMC-A, FMC-A takes over FMS side 1, and FMC-C returns to standby.
[FCOM/DSC/22-FMS/30]
ONE FMC FAULT
Using the example above, the labels on each MFD would be:
- CM1’S MFD: FMS 1 - C
- CM2’s MFD: FMS 2
After an AUTO FLT FMS 1+2 FAULT, the FMS MAN reset was unsuccessful. What options are left?
[FCTM/PR/AEP/AUTOFLT]
AUTO FLT FMS 1+2 FAULT
If unsuccessful,
- The NAVAID is tuned via the RMP.
- The navigation function is recovered through the ISIS.
The aircraft position computation is now based on GPIRS position. The navigation source and the position are displayed on the lower part of the SND.
Each large line represents 5 NM lateral deviation. B-RNAV capability is lost.
[Own summary - ISIS operation]
ISIS:
WPT: the white needle will behave as VOR/LOC, showing the deviation to each side (after selecting DIR TO). The WPTs will dump after the airplane overheads them.
FIX: the magenta needle will point to the WPT like an ADF. There is no need to press DIR TO to display the needle. The needle will always point to the FIX, and the FIX won’t be dumped after the airplane overheads it.
Only 1 FIX can be inserted.
Up to 10 WPTs can be inserted.
Both needles can be displayed at the same time.
The LS pb is only used on the “PFD” display.
You can also set a FIX on the “PFD” display. A blue diamond will display on the compass underneath.
Both displays do not exchange data. Hence, if you switch positions (bring the PFD down), the upper “ND” will not have WPTs or FIX stored, and vice-versa.
FMS Reset mitigation (approach): build a RTE from the FAP (by inserting WPTs), using the FAP, the RWY THR, the WPTs on the MISAP (including the WPT used for HLD), and then set the HLD WPT as a FIX, so it never dumps, and the needle keeps pointing to it for the HLD.
After a FCU malfunction detected by the crew, the flight crew selects the FCU BKUP page on the MFD.
How should the crew operate the FCU BKUP page, when flying with the AP off?
PM uses the page on his/her side.
BTV is not AVAIL, since the ZOOM function is not AVAIL.
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_
[FCTM/PR/AEP/AUTOFLT]
AUTO FLT EFIS/AFS CTL PNL FAULT
The FCU and FCU BKUP are exclusive (i.e. when one is active, the other is in standby).
The use of the MFD FCU BKUP is based on the same principles as the FCU use i.e.:
- Displayed as required and used on the PF side if the AP/FD is engaged or on the PM side when the aircraft is hand flown
- Each data inserted in the MFD FCU BKUP page will be checked on the associated peripheral.
The ZOOM function is not available.
EFATO.
How do you recognize an ENG damaged, and an ENG not damaged?
[Own summary]
OEI after V1: callout: “GO”
P.n.: do not rotate until established on the RWY CL (even if beyond VR, provided there is enough stop margin). P.n.: If TOGA is required, apply TOGA either if still on the RWY (keep RWY CL), or after established on the RWY TRK (preferably with AP ON). P.n.: “Bird ON” (push the HDG/TRK pb), then “pull RWY TRK’.
CAUTION: be careful not to switch the FDs off when “Bird ON” is requested, instead of pushing the HDG/TRK pb.
By switching the FDs off, SRS disengages, and ATHR reverts to SPEED.
[FCTM/PR/AEP/ENG/10 – ENG Failure After V1]
- Yaw (Rudder): center Beta Target (minimize sideslip, optimizing CLB performance)
If Beta Target cannot be centered by applying full rudder, then accelerate the ACFT. - Bank: track the RWY CL.
- AP: if rudder pedal deflection is maintained after AP engagement, the AP may disengage. Hence, apply rudder trim until no pressure is felt on the rudder pedal.P.n.: to find the Rudder Trim sw without
looking, put your hand on the space
between the foot rest (pedestal), then
bring forward.
Suspect DAMAGE if:
Mnemonic: 1,2,3,A,E,I,O,U
- 1,2,3: N1(2)(3) rotor mismatch/absence
- A: ACFT vibration/buffeting
- E: EGT red line (rapid increase)
- I: ‘I’draulic loss
- O: Oil pressure/temperature
- U: Uncontrolled ENG stall*
Without damage if:
Rapid decrease of N1+2+3 + EGT + FF.
- [FCTM/PR/AEP/ENG – ENG Stall]
What is it?
Disruption of the airflow. The blades of the compressors are no longer able to compress the air from the front to the rear. The high pressure air at the end of the compressor reverses the flow, and exits to the front of the ENG.
Might be caused by:
Disturbance of the airflow (e.g. wake turb., or lighting strike).
Symptoms:
Very loud bangs, usually compared to a shotgun fired a few meters away.
[OMA 8.3.20.3.6.2 Non-Standard EOP (Turning)]
Initiate ACC when:
- Established on the final HDG, and at or above the MIN EO ACC; or
- Above the applicable MSA (not required to be on final HDG); or
- The ACFT meets the specific requirements described in the applicable Non-Standard EOP.
[FCTM/PR/AEP/ENG/10 – ACC Segment]
The ENG Out MAX ACC ALT must not be exceeded.
The ENG Out MAX ACC ALT corresponds to the maximum altitude that can be achieved with one ENG out and the other engine(s) operating at takeoff thrust for a maximum of 10 min.
[FCTM/PR/AEP/ENG/10]
In case of FLX TKOF: at G-Dot, reduce to CLB, then back to MCT.
[FCTM/PR/AEP/ENG – ENG ABN Response] Except if a procedure requires an ENG shutdown, it is usually preferable to keep the ENG running.
What are the three possible cases of ALL ENGs failure?
[FCTM/PR/AEP/ENG/10-1]
ALL ENGINES FAILURE - MANAGEMENT OF THE SITUATION
INTRODUCTION
All engines failure is a situation where the aircraft entirely or partially loses engine thrust, and is no longer able to maintain level flight. In most cases, the Flight Warning System (FWS) detects an all engines failure condition and displays the ENG ALL ENGINES FAILURE ECAM alert. However, in some cases, the FWS does not detect the all engines failure condition. When there is partial loss of thrust (no engine flame out) to one or more engines, the thrust parameter may remain slightly above the ECAM alert threshold.
[FCTM/PR/AEP/ENG/10-1]
MANAGEMENT OF ALL ENGINES FAILURE SITUATION
The following situations of all engines failure can be encountered:
- All engines are detected failed: The FWS triggers the ENG ALL ENGINES FAILURE ECAM alert
- Part of them are detected failed: The FWS triggers the ENG (1)(2)(3)(4) FAIL ECAM alert(s)
- No engine is detected failed, in that case no ECAM alert is displayed.
A partial loss of THR on all ENGs (no engine flameout) is also an “ALL ENGs failure” condition. What’s the ECAM ENG 1(2)(3)(4) FAIL alert threshold?
[PRO/ABN/ENG/10 ENG 1(2)(3)(4) FAIL]
ENG failure is detected when N2 < 61% (EA) / N3 < 50% (RR)
Suddenly, loss of thrust is detected on all ENGs, and the following ECAM action is triggered: ENG (x) FAIL (single ENG failure).
What are your actions?
[Own summary]
Immediate Actions:
Mnemonic: SSS
S - Safe FP
S - Safe SPD
S - SOS (ATC)
- Safe flight path … establish
OBST clearance/diversion - Safe SPD … OPT Relight SPD / OPT Gliding SPD
OPT Relight SPD: (EA) 260 kts / (RR) 250 kts
At 260 (250) kts, it takes about 18 min & 100 nm to DES from FL400 to the GND Hence, Gliding DIST (no wind) = 2.5 nm/1000 ft. V/S ≈ 2200 fpmOPT Gliding SPD (no relight): G-dot
In G-dot SPD the DES angle is minimum. - ATC … notify [NITS] When time permits
_______________________________
ECAM Actions:
1. ENG (x) FAIL
- “AUTO RELIGHT IN PROGRESS”
- IF ENG (x) DAMAGED … Fire pb & Agent
- CC … ADV (“we are facing issues on some ENGs, cancel the service, keep everybody seated, I come back to you shortly”).
- If ENG (x) NOT DAMAGED: ENG (x) RELIGHT … consider
Then,
2. Select ENG RELIGHT
In flight, AUTO start abort does not operate. Crew must perform the start sequence & initiate corrective actions: ENG master … OFF
ENG relight … monitor (N2[3], FF, EGT)
ENG must relight within 30s after fuel flow increases.
MAX EGT: 865° (EA) / 850° (RR)
_______________________________
ALT Checkpoints:
- FL300 (EA) / FL280 (RR): windmilling relight is possible
The FADEC selects a starter-assisted start (Start Valve opens) when N2 < 11% / N3 < 6%. assisted ENG relight.
- FL200: APU start ceiling
RECOM SPD FOR START ASSIST: GDOT
Flying at GDOT ensures the FADEC to select a starter-assisted ENG relight.
- FL100: if at least 2 ENGs have NOT been relighted*, select:
- FORCED LDG, or
- DITCHING
*Scenario: since the ECAM was triggered on only 1 ENG, the crew will never have 2 ENGs relighted at FL100.
_______________________________
FORCED LDG / DITCHING:
CAB& CKPT … prepare
NITS to the CAB Crew.
Specify the AVAIL time to:
- secure loose equipment;
- prepare survival equipment;
- lock belts & shoulder harnesses.
ALT Checkpoints:
- 2000 RA: “THIS IS THE CAPT, ATTENTION CREW AT STATION”
- 500 RA: “THIS IS THE CAPT, BRACE BRACE”
- Touchdown: ALL ENGs & APU Master sw … off
EVAC: “THIS IS THE CAPT, EVACUATE EVACUATE”
For ditching: Mandatory
For forced LDG: if RQRD. If not:
“THIS IS THE CAPT, CAB CREW REVERT TO NORMAL OPERATIONS”.
Suddenly, loss of THR is detected on ALL ENGs, with no ECAM being triggered.
What are your actions?
[Own summary]
Immediate Actions:
Mnemonic: SSSS
S - Safe FP
S - Safe SPD
S - SOS (ATC)
S - Select Forced LDG/Ditch
- Safe flight path … establish
OBST clearance/diversion - Safe SPD … OPT Gliding SPD
OPT Gliding SPD (no relight): G-dot
In G-dot SPD the DES angle is minimum. - ATC … notify [NITS] When time permits
- Select:
- FORCED LDG, or
- DITCHING
_______________________________
FORCED LDG / DITCHING:
CAB& CKPT … prepare
NITS to the CAB Crew.
Specify the AVAIL time to:
- secure loose equipment;
- prepare survival equipment;
- lock belts & shoulder harnesses.
ALT Checkpoints:
- 2000 RA: “THIS IS THE CAPT, ATTENTION CREW AT STATION”
- 500 RA: “THIS IS THE CAPT, BRACE BRACE”
- Touchdown: ALL ENGs & APU Master sw … off
EVAC: “THIS IS THE CAPT, EVACUATE EVACUATE”
For ditching: Mandatory
For forced LDG: if RQRD. If not:
“THIS IS THE CAPT, CAB CREW REVERT TO NORMAL OPERATIONS”.
Suddenly, a loss of THR is detected on ALL ENGs, along with the ECAM ENG ALL ENG FAILURE.
What are your actions?
[Own summary]
Immediate Actions:
- Safe flight path … establish
OBST clearance/diversion - Safe SPD … OPT Relight SPD / OPT Gliding SPD
OPT Relight SPD: (EA) 260 kts / (RR) 250 kts
At 260 (250) kts, it takes about 18 min & 100 nm to DES from FL400 to the GND Hence, Gliding DIST (no wind) = 2.5 nm/1000 ft. V/S ≈ 2200 fpmOPT Gliding SPD (no relight): G-dot
In G-dot SPD the DES angle is minimum. - ATC … notify [NITS] When time permits
_______________________________
ECAM Actions:
ENG ALL ENG FAILURE:
LAND ASAP
- RAT MAN ON … press
- When below FL200:
- APU … start
- CC … ADV (“we are facing issues on some ENGs, cancel the service, keep everybody seated, I come back to you shortly”).
- OXY masks (> FL100) … use
- Fuel QTY … check
- “IF ENG RELIGHT CAN BE ATTEMPETED:”
ALL ENG masters … off
- “APPROACHING FL300 (EA)/ FL280 (RR)
ENG START SEL … IGN START
- “AFTER 30 s” (auto countdown):
ALL ENG masters … ON
Remember: For unassisted starts (WINDML), ALL ENG masters may be switched on.
- “IF NO RELIGHT” (auto countdown):
ALL ENG masters … off 30s, then on
- “BELOW FL200, IF WINDML RELIGHT NOT SUCCESSFUL:”
- “WHEN APU AVAIL:”
- ALL ENG masters … off WING
- A-ICE … off
- OPT SPD: GDOT
Flying at GDOT ensures the FADEC to select a starter-assisted ENG relight.
- APU BL … on
“AFTER 30 s” (auto countdown):
- ENG masters … on (2 at a time)
- COMMERCIAL 1+2 … off
In flight, AUTO start abort does not operate. Crew must perform the start sequence & initiate corrective actions: ENG master … OFF
ENG relight … monitor (N2[3], FF, EGT)
ENG must relight within 30s after fuel flow increases.
MAX EGT: 865° (EA) / 850° (RR)
_______________________________
IF at least 1 ENG relights:
Request ECAM: ENG RELIGHT IN FLIGHT (multiple ENGs)
If the flight crew applies the “Relight on Multiple Engines” section of the ENG RELIGHT IN FLIGHT ECAM procedure after some steps of the ENG ALL ENGINES FAILURE ECAM procedure, the flight crew may have to validate some steps already performed.
***If at least one engine relights, the A/THR and the AP are available.***
_______________________________
ALT Checkpoints:
- FL300 (EA) / FL280 (RR): windmilling relight is possible
The FADEC selects a starter-assisted start (Start Valve opens) when N2 < 11% / N3 < 6%. assisted ENG relight.
- FL200: APU start ceiling
RECOM SPD FOR START ASSIST: GDOT
Flying at GDOT ensures the FADEC to select a starter-assisted ENG relight.
- FL100: if at least 2 ENGs have NOT been relighted:
The ECAM ENG ALL ENG FAILURE will provided the actions for:
- FORCED LDG, or
- DITCHING
Additionally:
- SLATS 1 … reset Only Slats are AVAIL. During the reconfiguration of the ELEC network, the SLAT SYS 1 is lost. As a consequence, the Slats are lost. To recover the Slats, the flight crew must reset the SLAT SYS 1 using the SLAT 1 RESET pb.
- FLAP LVR (EXTN 4 MIN) … CONF 3 P.n.: Differently from the normal procedure, set the flap lever straight to CONF 3 (takes 4 min for deployment)
_______________________________
FORCED LDG / DITCHING:
CAB& CKPT … prepare
NITS to the CAB Crew.
Specify the AVAIL time to:
- secure loose equipment;
- prepare survival equipment;
- lock belts & shoulder harnesses.
ALT Checkpoints:
- 2000 RA: “THIS IS THE CAPT, ATTENTION CREW AT STATION”
- 500 RA: “THIS IS THE CAPT, BRACE BRACE”
- Touchdown: ALL ENGs & APU Master sw … off
EVAC: “THIS IS THE CAPT, EVACUATE EVACUATE”
For ditching: Mandatory
For forced LDG: if RQRD. If not:
“THIS IS THE CAPT, CAB CREW REVERT TO NORMAL OPERATIONS”.
Is it possible to get an ENG ALL ENG FAILURE and ELEC EMER CONFIG alert at the same time?
The ENG ALL ENG FAILURE alert inhibits the ELEC EMER CONFIG alert.
What’s the MAX SPD on a ALL ENG FAILURE situation?
[FCTM/PR/AEP/ENG/10-1]
- AP/FD & ATHR are lost;
- Alternate Law (MAX SPD 310 kts);
If you lose ADR1 in flight, and then you face an ENG ALL ENG FAILURE, what happens to your IAS indication?
Can you XFR CTL to the CM2, or use the ADR3 switch?
[FCTM/PR/AEP/ENG/10-1]
- ADIRS 2+3 are lost;
- “CM2 screens” (PFD+ND) are lost
During the BFR START C/L, when re-setting the SURV system, you observe the TCAS & WXR are selected on SYS 2.
Now in flight, you face a ENG ALL ENG FAILURE situation.
What are your thoughts?
[FCTM/PR/AEP/ENG/10-1]
- VHF1, RMP1, VOR1, LS1, TCAS1, WX1 available
On a ENG ALL ENG FAILURE situation, how does the CM2 (PM) action the ECAM if the only remaining screens are PFD1, ND1, MFD1 and EWD?
[FCTM/PR/AEP/ENG/10-1]
EWD remains AVAIL.
PM (CM2) can display the SD pages on CM1 MFD by pressing the MAIL BOX pb on CAPT KCCU keyboard.
On ground, after LDG in ELEC EMER CONFIG, or ALL ENG FAILURE, and with the APU off, how would you use your communication equipment?
COMMs on BATs ONLY:
When APU is not running & the RAT does not deliver electrical power (i.e. due to low SPD, approximately below 120 kt), the only COMM AVAIL is:
VHF1, RMP1,
Audio CTLs on RMP 2 (although RMP 2 display is black),
ATC communication on both sides (frequencies tuning on RMP 1 only), and
PA, CAB and INT on both sides.
COMMs with BAT OFF (EVAC phase):
PA & CAB communication are AVAIL, via the handset. Hence, you lose contact with ATC and the fire services on GND.
