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Failures Flashcards

1
Q

RA 1 + 2 FAULT

A
  • CAT 1 minima
  • ATC PAN call.
  • Landing distance procedure apply
  • FLAP 3, Vapp+10kts.
  • No GPWS, terrain awereness.
  • No low energy call outs.
  • Only LOC mode available, use selected mode for glide.
  • From normal to direct law with gear down, A/P will disconnect so FD’s off. Brief to confirm and clear ECAM.
  • Direct law landing and go-around.
  • Will revert to normal law on gear retraction.
  • Configer flap 1, 2 and 3, then gear. Emergency cancel L/G not down ECAM.
  • Stabilized approach.
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2
Q

LGCIU 1 + 2 FAULT

A
  • No positive confirmation of gear being dowlocked
  • QRH gravity gear extension
  • No gear retraction of G/A. Seek landing clearance before
  • Potentiale QRH abnormal gear
  • Fuel penalty applies???
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3
Q

FUEL leak

A
  • LAND ASAP
  • QRH fuel leak
  • Engine will be shut down.
  • Identify how much fuel you actually have available.
  • Time constraint.
  • Be careful opening the cross feed. Wait 5 to 10 minutes.
  • Don’t put too much heat on the brakes if possible.
  • Arrange fire department inspection on runway.
  • Brief no reverse reminder/trigger at 500ft stable
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4
Q

F/CTL SLATS/FLAPS LOCKED

A
  • SELECT speed
  • disctoniue the approach, think MSA before ECAM.
  • Landing distance increase, consider need for diversion.
  • Fuel penalty applies.
  • QRH SLATS/FLAPS JAM.
  • Selected speed approach and go-around.
  • CAT 1 due not using A/P blow 500’. ECAM will not tell.
  • Calculate Vapp and cross check with box.
  • Different visual picture.
  • Slats do not move any further when moving lever from flap 2 to flap 3.
  • Don’t change configuration on the go around.
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5
Q

WINDSHEAR reported on ATIS

A
  • Captain is PF
  • ## Brief the predictive (windshear ahead) and reactive windshear (windshear x3)Reactive is available in flap 1, avail for landing from 1300’-50RA, T/O 3s after lift off to 1300’.
  • Predictive windshear depends on type of weather radar. Available below 1800’ / 2300’ RA, 5nm ahead.
  • What are the threats of an escape maneuver? Changing configuration, Over speeding flaps, busting go-around altitude (request modified GA), forgetting
    to raise the gear.
  • PM to monitor speed and v/s.
  • When does the autopilot disengage? When the angle of attack value goes above Alpha prot.
  • Consider delaying the approach? How long does a microburst typically last? 15 minutes
  • Consider your alternates and fuel state? Can we commit to the airport?
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6
Q

A380 crossing traffic too close

A
  • ‘Cabin crew be seated immediately’ + Seat belt signs on
  • Selected speed M. 76.
  • Request diverting manoeuvre if able.
  • Call CM to assess casualities.
  • Divert if required.
  • PA to calm down pax.
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7
Q

FCU 1 + 2 FAULT

A
  • Loss of A/P, A/THRST and FD’s.
  • Use ND rose mode, same range as colleague.
  • Weather radar should be disregarded.
  • PAN CALL.
  • level off and determine altitude difference compared to the ISIS. (or simply fly based on the ISIS altimeter)
  • Write clearances on MCDU scratch pad!
  • QNH only on sby altimeter, do not set MDA in box.
  • Standard callouts based on sby altimeter.
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8
Q

ENG EIU FAULT

A
  • Loss of A/THRUST, Thrust lock every 5 seconds
  • WARNING: A SUBSEQUENT ENGINE FAILURE WILL NOT BE DETECTED!
  • Loss of reverser
  • ENG start lost
  • Approach idle only
  • CAT 2 ONLY
  • if engine anti-ice is required the igniters must be selected manually.
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9
Q

FUEL FQI FAULT

A
  • Reset in QRH

- FMGC fuel prediction page change FOB/FF+FQ to FF. This will give you the ‘extra fuel/time’.

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10
Q

AIR PACK 1 + 2 FAULT

A
  • Rapid decent to FL100 or MEA if higher

- If a pack fault light extinguished attempt to reinstate pack.

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11
Q

ELEC AC BUS 1 FAULT

A
  • Loss of A/P and A/THRUST.
  • Loss of screens CM1 and Upper ECAM, handover controls.
  • Regain screens and automatics on AC ESS Feed selection.
  • N/W STEER FAULT, think crosswind.
  • SLATS SLOW, think extra track miles.
  • Wx radar inop, avoid CBs in IMC.
  • GPWS inop, think terrain awareness.
  • CAT 2 ONLY.
  • LAV DET inop? Cc need to periodically check for signs of smoke/fire.
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12
Q

ELEC IDG 1(2) OVHT

A
  • Switch off, guarded switch, permanently disconnected (irreversible)
  • Start APU.
  • CAT 3 SINGLE
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13
Q

DECOMPRESSION

A
  • Masks on, establish comms, emergency decent
  • Second loop: refine selections (think MSA, enroute alternates)
  • ECAM or QRH
  • what about TCAS RA?
  • STALL??
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14
Q

TCAS RA

A

Without AP TCAS:

  • TCAS TA = TRAFFIC TRAFFIC: ‘TCAS I have control’.
  • TCAS RA= A/P off, FD’s off, follow the green.
  • PM Radio call: EZY12AB TCAS RA.
  • CLEAR OF CONFLICT = select automatics and basic modes, fly back to assigned level.
  • respect stall and GPWS warning

With AP TCAS:
- ‘TCAS blue, I have control’
-

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15
Q

ENG vibrations

A
  • QRH ADVISORY
  • QRH ENGINE VIBRATION CHECKLIST
  • Consider reducing thrust after identifying the correct engine and thrust lever.
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16
Q

Jammed stabilizer

A
  • QRH checklist
17
Q

ENG 1(2) THR LEVER FAULT

A
  • LAND ASAP amber.
  • On Take-off = TOGA/FLEX frozen.
  • When Slats zero = max THR CLB, in A/THR it regulates between IDLE and CLB.
  • SLATS out = CLB in manual THR.
  • CONF1 = goes to IDLE power as well for GA.
  • Brief SE GA and LDG.
  • If the opposite engine fails do not use flaps for ldg!
  • Consider relevant items from ENG SHUT DOWN in FCOM (ENG MODE SEL IGNITION, TCAS to TA, fuel imbalance monitor fuel x-food on).
  • expect THR LEVER FAULT ECAM again on Touch down.
18
Q

ELEC DC ESS BUS FAULT

A
  • No A/THRUST, only AP1 available.
  • Significant loss of comms.
  • Audioswitching required, only possible for 1 pilot.
  • Use ACP3 and VHF 2 or 3.
  • CM2 to switch on speaker, CM1 speaker inop.
  • WING ANTI-ICE Lost, think ice accretion.
  • CAT 2 ONLY.
  • HP fuel shutoff valves inop. Engines need to be shut down with engine fire pb’s
19
Q

ELEC AC BUS 2 FAULT

A
  • CAT 1 ONLY
  • Loss of FO’s screens and lower ECAM.
  • ILS 2 inop, consider further failure (NPA minimum)
20
Q

ELEC AC ESS BUS FAULT

A
  • CM1 screens + upper ECAM lost.
  • CAT 1 ONLY
  • No GPWS AND TCAS
21
Q

ELEC DC EMER CONFIG

A
  • Manual RAT Deployment, minimum Vapp 140kts
  • Comms only via VHF1 and RMP1
  • Center tank fuel unusable
  • CAT 2 ONLY
  • N. W. Steering inop, think crosswind.
  • 3 sets of spoilers inop, antiskid and reverser inop. You need a long runway.
  • APU fire detection inop. Engines one loop one agent.
  • static port heating inop, think unreliable airspeed/altitude.
22
Q

ENG 1(2) THR LEVER DISAGREE

A
  • LAND ASAP amber.
  • after reduction = max avail thrust is CLB.
  • slats = max thrust of larger TLA.
  • CONF 1 = IDLE power as well for GA.
23
Q

Dual FMGC fail

A
  • Loss of A/P, A/THRST and FD’s. Try to re-engage, if unsuccessful: FD’s off, Bird on. Thrust lock.
  • switch ND to rose mode
  • Turn away from terrain and climb above MSA.
  • PAN CALL, request vectors.
  • QRH reset available.
  • NAV backup and manual tuning.
  • Tuning an ILS will not show the associated DME.
  • CAT 1.
  • LDG ELEV set mannualy.
  • No DH Auto-callouts.
  • ## Vapp from QRH. Use ZFW from loadsheet + EFOB at DEST.
24
Q

Loss of braking

A
  • Apply full reverse
  • Release brakes, switch to alternate braking
  • Apply brakes, Max 1000psi (monitor)
  • Apply parking brake in short successions, Max 7 applications.
25
Q

HYD G RSVR LO LVL

A
  • CAT 3 single
  • no autobrake
  • LDG Gear gravity extension
  • no gear retraction on GA
  • Don’t heat up the brakes too much if possible
  • Ask for inspection on landing due hydraulic fluid leak
26
Q

FWS FWC 1 + 2 FAULT

A
  • CAT 1
  • no RVSM
  • no Alt alert function and no A/CALL outs
  • no MASTER WARNING / CAUTION or failure alerts
  • Use FCOM expanded checklist to handle failures
  • QRH reset
  • Scan SD and ECAM and overhead panel for possible failures

WIP: See FCOM

27
Q

Tyre burst on take-off

A
  • Do not raise gear
  • Ask ATC for debris
  • Calculate one brake release (QRH checklist)
  • Find longest runway possible being the least risk option
  • fuel penalty applies
  • do not raise the gear on G/A, consider changing standard callout.
28
Q

Gear not downlocked

A
  • L/G gravity extension
  • Landing with abnormal L/G
  • Consider increased fuel burn if gear is stuck out.
  • Consider retracting gear after gravity extension (non-standard)
  • Brief CM about potential angle of aircraft on landing not to evacuate unless she can’t contact us within 30s after landing
  • Consider holding at the FAF to save time/fuel.
  • prep for an emergency landing in NITS
  • Ask ATC to foam the runway
29
Q

ELEC EMER CONFIG

A
  • CM1 assumes controls as CM2 has no screens
  • Loss of both APs and A/THR (thrust lock)
  • Press and hold ELEC status page to confirm failure
  • Starting APU on Batteries only at or below FL250
  • MAYDAY
  • DIRECT LAW when gear down
  • N/W steering inop, think crosswind
  • RA 1 + 2 inop, brief pm to do auto call outs
  • Rat stall below 125 kts and switches to batteries
  • at 50 kts landing roll all screens lost (because AC ESS BUS is shed)
30
Q

Tailstrike on T/O

A
  • do not switch on the packs.
  • level off at safe altitude
  • QRH checklist
31
Q

Unreliable Airspeed

A
  • Memory items
  • Consider mayday + requesting unrestricted climb.
  • Use ballpark pitch + powers to level off ASAP.
  • FMGC GPS data page: Compare altimeters with GPS altitude. If correct, bird not affected and therefore available.
  • QRH UAS checklist (leads to the use of BUS)
  • GPS Groundspeed vs ADIRS Groundspeed gives hint on which speed might be correct (if any) for affected ADR identification.
  • To change config whilst flying the BUS: Extend: Go to lower part of the green.
    Retract: Higher part of the green.
32
Q

ENG FAIL in cruise

A
  • THR LVRs to MCT
  • A/THR off
  • Select speed M.78/300kts
  • Set EO recovery altitude + pull OPEN DES
  • ECAM/OEB actions

When V/S < -500 ft/min, select V/S -500 ft/min and A/THR on.

Note:
- REC MAX EO Cruise altitude = on MCDU PROG page.
- If engine with damage, there is no chance of a restart, consider changing to Obstacle Strategy: select speed green dot.

Easyjet (1 decks)

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