Emergency Ops Useful Info Flashcards
Abnormal operation of slats/flaps
Control laws may change
Selected speed must be used
Approach attitudes change
Go around procedure may have to be modified
Approach and landing distance will increase.
If this happens during approach.
Pull speed
Delay approach to allow for completion of ECAM procedure.
Carry out QRH landing with slats/flaps jammed procedure.
Update approach briefing.
Auto pilot may be used to 500ft AGL
Consider tail strike
Go around speeds and configuration
Use of selected speed in a go around is a must.
Increased fuel consumption.
Overspeed red and black strip computed from actual flap/slat position. If not there use tabulated speeds.
Hydraulic systems unique systems
Green: Emer gen, NwS, L/G (separated by priority valve).
Flaps and slats
Normal brakes
Blue: Altn brake/park brake
Slats, BCM
Yellow: Flaps, BCM.
If you lose DC essential bus
Ac says cat III single but you are only permitted to do cat I approach.
This is due to LHS W/S heat being out of operation.
Fire push buttons must be used to shut down engines on the ground.
Speaker needs to be turned up on Pm side as RMP 1 is U/S
Some electrical failures can lead to the loss of the AP 2 pb light, LG lights, brake pressure indicator panel.
Make sure this is on on the FMA or in the respective status page.
Tripped CB on the ground
Can be reset with co-ordination of maintenance. NOT TO BE DONE with any Fuel pump CBs.
With landing gear stuck down fuel consumption is increased by a factor
of 1.8 (roughly 2).
Emergency ELEC Approach considerations
Delay selection of land recovery until SLaT/Flap extension required.
A/THR not available
APPR mode not available as RAs both inop.
LOC mode is available.
AP1 and FD 1 become unavailable when land recovery pressed. (FPV is available).
Anti skid available when land recovery bus pressed as it repowers BSCU 1.
Consider higher intercept of GP to give more time to stabilise aircraft.
If both gens have been deliberately switched off by the crew (in case of smoke) consider turning them on for landing.
Direct law when gear selected down so take flap 3 before gear.
Altn gear extension required.
Smoke non required Memory actions
Masks if required: on/100% emergency
Vent extract: OvRD
Cabin Fans: Off
Galley: Off
Signs: on
Smoke procedure memory actions
Masks if required: on/100% emergency
Vent extract: OvRD
Cabin Fans: Off
Galley: Off
Signs: on
Decel light
Means auto brake is working to 80% at least of selected rate. Might not come on if on a contaminated runway with autobrake working properly due to effect of anti skid.
Level 1 caution
No aural warning… crew awareness.
Level 2 caution
Has aural warning
ECAM actions apply
(Awareness then action)
Level 3 warning
Aural warning. Immediate action required.
Do not press the IDG push button switch
Until GEN FAULT light comes on.
Do not press for more than 3 seconds as this could cause damage to the disconnect solenoid.
Engine out cat II and Cat III autoland approaches
Only approved with conf 3
Should a single FMGC fail
Autopilot will work on the unaffected side. ATHr remains operative. Might need to reengage auto pilot. tHR lock could appear.
An aircraft can be dispatched with FM2 U/S
In the case of a dual FMGC fail
AP both sides lost. Try to reengage just incase. ATHr May still work depending on the nature of the failure.
NaV tuning and automatic pressurisation are now no longer available.
Only 4 buttons available on the MCDU. DIR FPLN PROG and MCDU MENU.
GPWS TERR is Lost
CAT 1 only approach available.
Queued faults on ECAM are
Queued on the RHS of the EWD. Asterisks mean secondary failures. Overflow arrow indicates additional procedures which cannot be displayed.
Pressing the CLR button allows downward scrolling.
When flying with the BUsS
DO NOT use the speed brakes.
When the BUSS is active.
AP FD and A/THR are inoperative
Alternate law applies
Stall warning remains operative
Cabin pressure must be controlled manually.
FPV might be available once all ADRs are switched off.
Altitudes are based on GPS data.
Vertical speed indications are no longer available.
When above FL 250 and experiencing unreliable speed indications
Keep one ADR on to prevent BUSS activation.
When altitude unreliable with unreliable airspeed
Disregard
Altitude
IAS/TAS
Wind
V/S
Can use
Ground speed
GPS altitude
RA
Cabin alt (if depressurised)
If TOGA is selected on approach in clean configuration.
SRS mode will not engage.
The aircraft will continue to accelerate down the glide.
YOU MUST disconnect the AP turn off the FD and pitch up to 15 degrees before carrying out the GO AROUND as normal.
During a baulked landing if the aircraft is on the runway when TOGA thrust is applied.
The pilot might get a master config warning.
This is to be disregarded.
If carrying out an approach with a stabilator jam where other failures will result in reversion to direct law on gear down selection….
Make sure to select gear down after flap 3 conf to allow for the auto trim to set the trim into a neutral position when the aircraft reverts to direct law.
In the event of a go around man pitch trim needs to trim forward (down) to counter the pitch up due to the increase engine thrust.
Upon landing the spoilers will not extend until….
Weight on wheels is detected and the Thrust is selected to idle.
Times to initiate a slightly earlier flare.
Tailwind
Upslope runway
High elevation airfield
Steeper than normal 3.0 degree slope.
Delaying the selection of idle on landing will.
Leave the autothrust engaged, hence, it will continue to target Vapp.
GA with one engine in-operative. Pitch to…
12.5 degrees.
Once reversers are selected.
You are committed to a landing.
Emergency Reset table contents.
A-ICE: Windshield Heating Computer
AIR: Engine Bleed, Pack Controller.
APU: Electronic Control Box
AUTO FLT: A/THR, FCU, FMGEC, MCDU (Multipurpose Control Display Unit).
BRAKES: Brake Steering Control Unit.
CAB PR: Cabin Pressure Controller.
COM: CIDS, Audio Control Panel, RMP, PAX Satcom System, ELT,
COND: Zone Controller.
DATALINK: Air Traffic Service Unit, Aircraft Information Network System, Cabin Information Network System.
DOOR: Proximity Switch Control Unit.
EIS: DU, DMC
ELEC: Ground Power Control Unit, Battery Control Limiter, Commercial/Galleys.
ENG: Engine Interface, Vibration Management Unit.
F/CTL: PRIM and SEC, SFCC Flaps, SFCC Slats.
FUEL: Fuel Control Monitoring Computer.
FWS: Flight Warning Computer, System Data Aquisition Concentrator.
L/G: LGCIU
MISC: Vacuume System Controller
Smoke: Smoke Detection Control Unit.
VENT: Avionics Ventilation Controller
Hydraulic G/Y and G/B Failure
No A/P (FDs and A/THR remain)
Spd Brake: Do not use.
CAT 2 Inop
Altn Law: Protection lost.
Increased fuel consumption (30%)
After G/A x 1.8 (2.34 total)
Slats/Flaps of lost system jammed other slow.
Alternate gear extension (no retraction in GA)
No NWS
Reduced spoilers
Reduced elevator.
All Rev avail
Braking alternate (G&Y fail)
B Accumulator pressure only (G&B fail).
RAT is extended.
Hydraulic System Y&B Fail
No A/P (FDs and A/THR remain)
CAT 2 inop
GPWS Flap mode: OFF
Landing FLAP2
No STABILIZER
Altn Law: Protection lost.
Slats/Flaps Slow
Reduced Spoilers
Reversers Available
No NWS
Altn Gear extension
Increased Fuel Consumption (0-15%)
x 1.8 (2.07 total) when landing gear locked down.
Cat I only emergency failures
Dual hydraulic
DC bus fail
Emer elec config
Capt W/S heat
