ECAM, failures and QRH Flashcards
A/C enters EMER ELEC CONFIG on take off roll, losing both ND’s, PFD1, and lower ECAM, what are some immediate implications of this failure?
Reversers inop, alternate braking no antiskid (max psi 1000), nose wheel steering inop.
Name some consequences of a DC ESS BUS FAULT?
AP 1 and ATHR inop, VHF 1 and ACP1/2 fail use AUDIO SWTG to recover, engines shut down on ground with fire pb’s. Cat 2 only, status may initially say cat 3.
What are the implications of the loss of both slat channels and F/CTL SLATS FAULT ECAM?
AP’s, FD’s and A/THR inop. Alternate law, direct law with gear down.
What is the fuel burn with the gear locked down?
Trip * 180%
QRH
What are the implications of a Green Hydraulics failure?
Gravity gear extension
Slats/flaps slow
Alternate brakes with antiskid
Cat 3 single
Early landing clearance required.
For G/A - cannot raise gear, extra fuel burn, slow flap/slat retraction.
On selection of flap 2 on approach the wing tip brakes are activated, what are your actions and considerations?
Pull speed
Cancel approach, climb above safety alt and hold before ECAM
Need early LDR in case of need for diversion.
Need to find Vmo (use config Vfe)
VLS is calculated from actual config
There is a speed table in QRH
If flaps extended there will be a fuel penalty
G/A speed will be Vmo - 10kts. This may be higher than the Vmo on speed band.
What are the 4 levels of braking depending on failures?
Normal braking
Alternate braking with antiskid
Alternate braking without antiskid
Parking brake
FCOM
How is antiskid downgraded on the alternate braking system
The antiskid is deactivated either
Electronically (antiskid switch turned off, power failure, BSCU failure) or
Hydraulically (G + Y fault or low pressure, brakes supplied by accumulator)
Is autobrake available on the alternate system?
No
Double engine failure - initial actions, where to go, distance available
Follow QRH drill rather than ECAM
EMER ELEC POWER MAN ON
With fuel remaining:
fly 300kts optimum relight speed, this gives 2nm per 1000ft
With no fuel remaining:
Fly 215/220kts then green dot from QRH, this gives 2.5nm per 1000ft
Recycle FAC1 to regain characteristic speeds
Below FL250 start APU and commence assisted start attempts
Suitable runway/emergency landing/ditching
Prepare cabin
Oxy masks if required
Final approach 1.2nm/1000ft
QRH
What would your actions be on encountering severe turbulence?What are the turbulence penetration speeds?
Seats belt signs on
Cabin crew and passengers be seated immediately
Fly speeds 250kt to FL200, 275kts above then M.76
Keep autopilot and autothrust on, disconnect autothrust if changes become excessive (recommended settings in QRH)
Aim for increases in speed rather than decreases as they are easier to recover from. Can use small amounts of speed brake if required, be careful as this will reduce your aerodynamic margins including a large increase in VLS.
Do we have to manually select alternate brakes?
No, if green hydraulic pressure is lost then the yellow hydraulic system takes over automatically to supply the brakes.
You can select the alternate braking system manually by selecting the nws/anti-skid switch to off (obviously you also lose nws and anti-skid).
FCOM brakes and anti skid controls
If you have a RA 1 + 2 failure, can you intercept the localiser and glideslope? What other considerations should you make?
No, ILS APPR mode cannot be engaged, LOC mode is available via the FCU LOC pb. Still Cat 1 intercept LOC with AP and follow the glideslope with FPA or VS.
At landing gear extension, flight controls revert to direct law in pitch, as well as in roll (Refer to PRO-ABN-27 F/CTL DIRECT LAW) so AP will disconnect and landing distance increases (work out LD required beforehand). This will be easiest to manage if fully configured and in Vapp before L/G selection.
QRH
Above 100kts reject take off for?
Any RED ECAM F/CTL SIDESTICK FAULT ENG FAIL ENG REVERSER FAULT ENG REVERSE UNLOCKED ENG 1(2) THR LEVER FAULT
FCTM
When can a predictive windshear warning be ignored? What about a reactive windshear warning?
When a predictive windshear alert (“WINDSHEAR AHEAD” or “GO AROUND WINDSHEAR AHEAD”) is triggered, if the flight crew makes a positive verification that no hazard exists, then the alert may be disregarded, as long as:
There are no other signs of possible windshear conditions, and
The reactive windshear system is operational.
Known cases of spurious predictive windshear alerts have been reported at some airports, during either takeoff or landing, due to the specific obstacle environment.
However, always rely on any reactive windshear (“WINDSHEAR”).
FCOM, QRH
