Failures COPY Flashcards
What are the emergency descent memory items?
- PF Loop:
- Put oxygen masks on
- Select a lower altitude on the FCU and pull
- Select a heading off track
- Select and pull current speed
- If damage, push Mach/Speed button
- Read the FMA’s
- Select and use speed speedbrake slowly if required
- Refine, altitude, heading and speed
- PNF Loop:
- Put oxygen masks on
- Seat belt signs on
- Ignition mode selector to ignition
- Set squak to 7700
- Make a mayday call
- Consider oxygen masks if cabin altitude is past 14,000ft
What is the unreliable speed checklist?
- AP/ATHR off
- FD’s off
- Below thrust reduction altitude select TOGA and 15o nose up
- Above thrust reduction altitude select CLB and 10o nose up
- Above FL100 select CLB and 5o nose up
- If flaps full select flap 3
- Check speedbrake retracted
- Landing gear up
Primary method of recognition is to check the aircraft attitude with the thrust and the displayed performance. Use the GPS monitor page, repsect the stall warning. You can use the FPV is the altitude information is good.
Once the speed is stable you can then continue with the QRH and trouble shoot the ADR’s.
How would you proceed with an evacuation?
- Make sure the parking brake is set
- “ATTENTION. CABIN CREW AT STATIONS”
- Carry out ECAM actions in nessesary
- CM1 call for the “Emergency Evacuation Checklist”
- CM1 “MAYDAY MAYDAY MAYDAY, EZY123 EVACUATING”
- CM2 Reads checklist, CM1 confirms by reading out
- After checklist complete - “EVACUATE. UNFASTEN YOUR SEATBELTS AND GET OUT”
- Press the EVAC COMMAND PB
- Commander duties after:
- Get High Vis Jackets
- Take loading form
- Is the last person to leave the cockpit. Proceeds to the cabin and helps with Pax evacuation
- Last person to leave the aircraft preferably by the rear door if able
- Take command on the ground until emergency rescue units arrive
Excess Cabin Altitude
(CAB PR EXCESS CAB ALT)
- Should be relied upon even if other sources don’t say so.
- Get an oxygen mask on.
- Initiate a descent according to emergency descent.
- Once descent is initiated check the position of the outflow valve, and if not fully closed, then close it.
Cabin overpressure
- No ECAM so go into the QRH ABN 21 procedure.
- Involves turning off packs and using avionics confirguration to dump cabin air overboard.
Pack Fault
(AIR Pack 1(2)(1+2) Fault)
- Pack valve disagrees with the selected poisition.
- If dual pack failure start a descent to FL100 or MEA.
- Attempt to reinstate pack if fault light goes out.
Emergency Electrical Configuration
(ELEC EMER Config)
- Due to loss of AC Bus 1 & 2.
- Ensure that the emergency generator is on line and deploy manually if required.
- Get the APU running if you can, have to wait 45 secs and and be below FL250.
- This powers the blue hydraulic system that then in turn powers the emergency generator.
- Emergency generator supplies both AC and DC ESS Buses.
- Below 125kts the RAT stalls and power is automatically transferred to the batteries. The AC and DC SHED ESS buses are shed.
- Below 100kts the DC BAT Bus is automatically connected.
- Below 50kts the AC ESS Bus is shed.
- As only PFD1 is available CM1 becomes PF
- Notable loses are fuel pumps (ignition on), anit-skid, three fifths of spoilers.
- Landing distances and speeds are increased greatly
Battery Only
(ELEC ESS BUSSES ON BAT)
- Power is only available for 30 minutes
- Similar to emer elec config but without FAC1 and FMGC1
- Attempt to bring the emer generator online
IDG low/high oil temperature
(ELEC IDG 1 (2) OIL LO PR/OVHT)
- The IDG should be disconnected.
- Assuming the associated engine is running, press the IDG button until the GEN FAULT light comes on.
- DO NOT press the button for more than 3 seconds.
- Use APU Generator if available.
- Loss of CAT III Dual capability
Generator Fault
(ELEC (APU) GEN (1)(2) FAULT)
- Try to reset the generator by turning it off then on.
- Use the APU
- CAT III Dual capability lost
- Split bus architecture - when apu generator connected, redundancy not there for a CAT III Dual
AC Bus 1 Fault
(ELEC AC BUS 1 FAULT)
- Some or all of the equipment on AC bus 1 becomes unavailable, including TR1.
- DC Bus 1 is powered by DC Bus 2 via the battery bus.
- Power must be re-routed to the AC ESS bus which is done automatically on all our aircraft
- Once the AC ESS Bus is powered, it power the DC ESS bus via the ESS TR.
- Notable lost equipment:
- Blue Hydraulic system
- Spoiler 3
- RA1 - (Loose CAT III)
- Half the fuel pumps
- Nose Wheel Steering
- CM1 Windshield heat
AC Bus 2 Fault
(ELEC AC BUS 2 FAULT)
- Some or all of the equipment on AC Bus 2 becomes unavilable including TR2.
- DC Bus 2 is powered from DC Bus 1 via the battery bus.
- The majority of the equipment has a redundant backup
- Systems lost:
- FO’s PFD and ND
AC ESS Bus fault
(ELEC AC BUS FAULT)
- It may be possible to recover the bus by transferring its power source to AC BUS 2 with AC ESS FEED button.
- Majority of this equipment has a redundant backup.
- Lost systems:
- Captains PFD and ND
- Downgrade to CAT I
- Landing distances unchanged
AC Essential Shed Bus
(ELEC AC ESS BUS SHED)
- Major issue is the loss of the pax oxygen masks
- Capt AoA
- Capt ND
- Landing distances unchanged
DC Bus 2 Fault
(ELEC DC Bus 2 Fault)
- F/O’s static probe sensor is lost, so ADR 3 should be selected to FO side.
- FCU 2 is lost, check baro ref on FCU and PFD agree.
- Landing distance increases up to 35% due to the loss of three ground spoilers per side and one reverser.
- Autobrake is not available.
- Slats and flaps slow.
- Engines in approach idle
- FAC 2 is lost, all speeds now provided by FAC 1
- FO window heat and wipers
- Only flight computers remaining are ELAC 1, SEC 1 and FAC 1
DC Essential Bus Fault
(ELEC DC ESS BUS FAULT)
- Of particular importance, audio cards connecting VHF2 and VHF3 are lost in addition to VHF1 therefore all comms are lost.
- FCU 1 is lost as is GPWS and should be turned off.
- Landing distances increased due to the loss of reverser 2 and the the loss of the Blue Hydraulic System.
- Wing anti ice lost so if ice accretion takes place approach speeds need to be increased.
- Slats and flaps slow due to loss of SFCC1.
- Landing capability is CAT II due to the loss of AUTOTHRUST.
DC BUS 1 + 2 Failure
(ELEC DC BUS 1+2 FAULT)
- Both channels of the BSCU are lost - no anti-skid.
- 3 spoilers from each side and both reversers - STOPPING PROBLEM
- Center tank pumps lost therefore fuel unusable
- Slats and flaps are slow
DC Emergency Configuration
(ELEC DC EMER CONFIG)
- Defined as the loss of DC BUS 1 + 2, DC ESS BUS, DC BAT BUS
- The check assumes that DC ESS BUS can be recovered by deploying the RAT with thwe EMER ELEC PWR button.
- Severe increase in landing distance
Elevator faults
(F/CTL L (R) (L+R) ELEV Fault)
- Single elevator fails, SEC’s use remaining elevator to proivde pitch control. Speed brake not to be used.
- Dual elevator fail, only mechanism for pitch control is MAN PITCH TRIM.
- Long approach
- Don’t attempt to flare, leave power on