Emergency Key Points Flashcards
With which failure CAN you open the cross bleed to use APU bleed air to safeguard pressurisation and human comfort?
Engine 2 fail
Or
Pack 2 fail
This is because the APU bleed air is fed into the engine 1 side of the cross bleed valve. If there is a fail with engine 1 or pack 1 debris will enter the system if the cross bleed is opened.
NB - only a consideration if there has been a fire or damage.
Which failures go straight to the QRH?
NB - there is 8
- Dual hydraulic failure
- ECAM if occur separately
- Smoke
- Lav, cargo and avionics have ECAM
- Fumes/smell of any kind
- Emergency descent
- called AFTER the initial actions
- Abnormal Valpha prot. OEB
- Unreliable airspeed
- Fuel imbalance
- done as a QRH checklist
- Cabin over pressurisation
What is the big picture stuff for a Dual FMGC failure and how would you deal with the Navaid/comms?
If AP won’t reset
= no RVSM so must descend.
= no auto land, need good weather
MANUAL FLYING
ATHR lost, so THR LOCK initially
Back up nav - select manual tuning on BOTH RMPs.
There is a QRH reset!
What is the big picture stuff for a DC ESS BUS FAULT and how would you deal with the Navaid/comms?
No AP
= no RVSM so must descend.
= no auto land, need good weather
MANUAL FLYING
ATHR lost, so THR LOCK initially
Back up nav on RMP 1 only
- still have to select manual tuning on BOTH RMPs
Gravity gear extension
GPWS lost = threat!
Most comms systems lost
- ACP 3 only
- VHF 2 use
- audio switching to FO for FO to talk
- only FO’s loudspeaker available to listen on
- use FO hand microphone
What is the big picture stuff for operating an aircraft in ELEC EMERG CONFIG?
No AP
= no RVSM so must descend.
= no auto land, need good weather
MANUAL FLYING
ATHR lost, so THR LOCK initially
NWS and Antiskid inop, alternate braking only
= use differential braking for steering on gnd
Fuel pumps U/S, centre tank fuel unusable
= time critical
CM1 becomes PF, only his DUs available
No RA so PM makes all calls themselves
If you have a problem with the outflow valve not opening what can you do?
Consider the lag time for the valve to open, look at cabin V/S as an indicator for the valve opening.
If it still is closed/ not working cycle the manual v/s pb off for 10 seconds and on to swap between the two systems.
Loss of comms - what is the standard procedure?
Squawk 7600
Continue heading, level and speed for 7 mins then continue with flight plan.
Land at destination as close to ETA as possible.
Transit blind your actions in case
NB - must do whole STAR, eg for Lorel 4C must do BUSTA LOREL then downwind
