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Flashcards in Failures Deck (49)
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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
  • Carry out ECAM actions in nessesary
  • CM1 call for the "Emergency Evacuation Checklist"
  • 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


  • 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


  • 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


  • 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


  • 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


  • 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


  • 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


  • 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


  • 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


  • 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


  • 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


Stabilizer Jam


  • Manual pitch trim is avaiable as mechanical connection to the stabilizer.  May be possible to use when ELAC's have detected a stabilizer jam, albeit heavier than normal.
  • If it is usable then trim for neutral elevators.
  • Alternate Law.
  • If jammed, gear extension should be delayed until CONF 3 and Vapp are achieved.
  • If mechanical connection has caused the jam, ELACS may not know, therefore normal law will remain but the procedure stays the same.


Aileron faults


  • Lateral handling is not adversely affected even if both ailerons fail, as the systems automatically compensate by using the spoilers.
  • Fuel consumption up by 6%


Spoiler Faults

(F/CTL (GND) SPLR (1+2) (3+4))

  • Depends on whether it has failed retracted or extended.
  • If retracted, handling should not be adversley affected.
  • CONF 3, do not use speedbrake if 3 + 4 are affected.
  • If fully extended:
    • A/P may not have sufficient authority to control the aircraft.
    • Fuel burn increases significantly + 55%.
    • Find a compromise speed which reduces buffet.
    • CONF 3


Rudder Jam


  • Main indication of jammed rudder is undue and adverse pedal movement during roll manoeuvres caused by yaw damper orders being fed back to the pedals when they are no longer sent to the rudder.
  • Crosswinds from the side the rudder is deflected should be avoided and a crosswind limit of 15kts applies.
  • Control on the ground will be required by differential braking until sterrin ghandle can be used at 70kts. 
  • Landing distances are increased, do not use autobrake.


Flaps and or slats fault/locked


  • Firstly, if on approach, select the speed and level the aircraft and get a heading.
  • You need to establish a max operating speed that will avoid overspeeding the locked device.
  • Unless there is an obvious reason not to (i.e. wing tip brake on, alignment fault, or fault due to dual hydraulic failure) the flap lever can be recycled.
  • Increased fuel burn, increased landing distances
  • Always flap 3 unless, flaps looked at full then flap full, or flaps and slats locked at 0 then flap 1 should be used to engage the go-around mode.
  • Vapp may be below Vls - this is required due to tyre limiting speeds.
  • If Vls > Vfe next, then fly Vls, select the next config then track Vls down with selected speed.
  • Use autopilot down to 500ft.
  • For the go-around, maintain flap/slat config.  Fly Vmo - 10kts.


SEC Fault

(F/CTL SEC 1 (2) (3) FAULT)

  • Each SEC controls either 1 or 2 spoilers per wing.
  • SEC 1 and 2 also provide back up for the ELAC's.
  • SEC 1 provides spoiler position to the FAC's, therefore do not use speedbrake if SEC 1 is affected.
  • Dual SEC failure will lead to a loss of a reverser and loss of autobraking.
  • If all SEC's are lost, in addition to the above, flight controls revert to alternate law. 
  • DIRECT LAW will occur at slat extension due to routing of of LGCIU data to the ELACS via the SEC's.


ELAC Fault


  • In normal ops, ELAC 1 controls the ailerons and ELAC 2 controls the elevators and stabiliser.
  • Failure of one will result in failover to the remaining computer.
  • Provided no uncommanded manoeuvres then you can attempt a reset.
  • Failure of both ELAC's leads to the loss of ailerons and hence alternate law.  One of the SEC's will take over the elevators and stabiliser.


FCDC Faults

(F/CTL FCDC 1(2) (1+2) Fault)

  • Single failure has no immediate effect
  • If both fail, ELAC's and SEC's can no longer supply data to the EIS.
  • F/CTL ECAM warnings are no longer generated.
  • Warning lights in overhead panel are valid.
  • Normal law with all protections just no indications and the stall warning system becomes active.


Fuel Leak


  • You need to determine the cause of the fuel leak.
  • Firstly add up fuel used and fuel remaining and see if they add up to fuel at engine start.
  • Other indications of a fuel leak include fuel imbalance or excessive fuel flow from an engine.
  • Get the cabin crew to check the wing and engine.
  • Follow the QRH.
  • Don't use reverse thrust.
  • Fuel flow rates (G-EZTA):
    • 1 Engine - (FL100, 66T, 280kts) - 2500kg/hr, 1250kg/30 mins, 208kg/5 mins 
    • 2 Engines = 200kg/ 5 mins


Gravity Fuel Feeding

  • Turn on the ignition in case of fuel interruption.
  • Aviod negative G.
  • If above FL300 for more than 30 mins then fuel has been aerated and maintain FL.  If not, then fuel gravity feeding ceiling is FL300 if the aircraft exceeded FL300, FL150 if it didnt.
  • Look at the QRH for more guidance.


Loss of Braking Memory Items

  • Full reverse thrust.
  • Release brake pedals.
  • Anti-skid/NW off.
  • Apply brake pedals again to a max 1000psi
  • If still no braking then use successive applications of the parking brake to bring the aircraft to a stop.