Depressurisation
PRESS Page, If outflow valve is open try to manually close it
• Perform a quick or Emergency descent depending on conditions
• When cabin altitude is under control assess the situation:
- There is no requirement to land within a given time scale
- If continuing to destination, Normal Fuel Required must be available unless the requirements of In-flight Reduction of Normal Fuel Required can be met.
Smoke in cockpit or cabin
ECAM actions • QRH paper check list "Smoke/Fumes/avionics smoke" • Anticipate diversion • Immediate actions of the QRH • Communicate with the Cabin crew • Source of smoke not immediately identified: - Before continuing the check list: i. Divert ii. Descend - Boxed items at any time for Smoke Removal (manual control of cabin pressure can't be selected in emergency electrical conf) - Search for the source of smoke i Air Conditioning ? ii Cabin equipment ? iii Avionics/Electrical equipment ?
Uncontrollable engine fire
- Mayday Mayday Mayday Dragon xxx
- Divert to nearest airport
- Fly at VMO
- Request emergency services
- Evacuate on the runway after landing
Critically ill passenger
• Mayday Mayday Mayday Dragon xxx
• Activate IOC alert phase
• Prepare divertion
- locate the 2 closest Airports
- check weather
• Coordinate with SP to find doctor on board
• New Cabin, SP contacts Medlink directly
• Old Cabin, send message to Medlink (MED), messages will be routed through IOC
• Wait for Medlink decision to divert and airport chosen
• Advise OPS of decision and brief the SP
• Divert
Note:
If Medlink have been contacted and a course of action recommended, their advice should be followed and takes priority over the advice of any on-board medical person.
Weather deterioration at destination
• Check weather at Alternate airports
• Send ACARS to IOC to request current holding time at destination
• MCDU
- Enter routing from destination to alternate
- Update Fuel Pred page with diversion fuel
- Check holding Fuel at destination
• Update destination weather and trend
• Passing the last En Route Alternate decide to divert or continue
Weather deterioration at alternate
• Find a suitable alternate
• Compute the diversion fuel to that alternate
• Assess Fuel at destination, extra available
• If Fuel at destination close to diversion
- Drop the alternate if conditions are satisfied
- Contact IOC
- Divert
Destination runway blockage
• Send IOC Alert Phase • Check weather at Alternate airports • Check Fuel remaining • MCDU - Enter routing from destination to alternate - Update Fuel Pred page with diversion fuel • Talk to IOC to get their decision • Hold/Divert depending on conditions
Flaps/Slats jammed on Take off
• Speed pull, keep current speed: Wrong VFE displayed
• Continue on SID until above MSA
• ECAM actions / After TO Check list / Status
• Join a holding pattern
• QRH LANDING WITH FLAPS OR SLATS JAMMED:
• CTWO:
- Go Around procedure and calls
- Extra Fuel Burn
- High pitch attitude increasing the risk of Tailstrike
VLS and Overspeed warning are computed according to actual Slats/Flaps position
VFE and VFE next give a False information as they are computed on Lever position
What is the minimum certified altitude for AP use in case of system failure?
- No restriction for engine failure, autoland can be performed on a Cat 2/3A ILS.
- 500 ft AGL In case of other failure, however it has not been certified in all configurations and its performance cannot be guaranteed. If the A/P is used in such circumstances, remain vigilant and be prepared to disconnect the A/P.
In Flight Engine failure above Engine Out Long Range Cruise
• Thrust Lever MCT • AUTO-THRUST OFF • FCU from Left to Right: - Speed M 0.82/300KTS or GD Pull - ALT from PROG / PERF Page Pull - HDG 30° Right Pull • Talk to ATC / Contingency Procedure • ECAM actions • Assessment of the failed engine: If no damage IOC, contact Engineering prior to start, unless the risk to flight safety is greater by delaying the attempted start.
Dual FMGC failure
• AP, A/THR managed modes inop: Fly the aircraft
• Automatic RESET/RESYNCH occurs first:
‐ ND shows “MAP NOT AVAIL”
‐ MCDU shows “PLEASE WAIT” in the scratchpad with FM FAULT light illuminated
‐ Autotuning of NAVAIDs (VOR, DME, ADF) is lost
• FMGS recovers:
‐ Database cycle may have switched
‐ FM position Bias is lost, position returns to MIX IRS
‐ Autotuning of VOR/DME is restored
‐ FMGS tuning of the ILS and ADF is not possible.
‐ Lateral and vertical managed modes cannot re-engage.
‐ “CAB PR LDG ELEV FAULT” ECAM message displayed.
‐ “REENTER WEIGHT/CG” MCDU message is displayed.
- QRH Check list: Loss of FMS data on Descent/Approach
• Autoreset unsuccessful (DUAL LATCH):
‐ Both FMGCs inoperative: FM and FG capability are lost
‐ Both NDs display “MAP NOT AVAILABLE”
- MCDU NAVAID tuning is not available
‐ AP/FD and A/THR are lost
‐ ECAM: CAB PR LDG ELEV FAULT, AUTO FLT AP OFF, AUTO FLT A/THR OFF, AUTO FLT FM 1+2 FAULT
PROCEDURE
‐ TUNE NAVAIDs using RMPs
‐ RESET FMGCs in turn using QRH Computer reset table
‐ FLY raw data (FDs OFF and TRK/FPA)
‐ SET FM source to NORM to allow NAV B/UP
‐ SELECT NAV B/UP prompt on both MCDU DATA pages
‐ SET destination Landing elevation on Cab/Press panel
‐ SELECT MCDU PERF page and enter CI
‐ Engage relevant speed/Mach target and vertical modes
‐ NAV accuracy check: Consider a position update if MIX IRS and actual positions differ by more than 20 NM.
Flaps/Slats jammed on approach
• Speed pull, keep current speed or back GD if S/F at 0
• Cancel the approach and join a hold
• ECAM actions
• QRH LANDING WITH FLAPS OR SLATS JAMMED
• CTWO:
- High pitch attitude increasing the risk of Tailstrike
- Go-around procedure and calls
• At 500 ft or higher disconnect the Autopilot
• At acceleration altitude, Select speed to control the acceleration
• Diversion, consider
Fuel available and increased consumption
Cruise limited at 20 000 ft.
In case of failure impacting the fuel consumption how can you compute the new Trip fuel ?
- The FMS will not take into account the failure in its predictions, you must refer to the fuel penalty factor table located in QRH In Flight Performance section.
- If 2 or more failures impact consumption, add the fuel penalty factors
Use Fuel Flow on Engine Parameters:
FOB - (Fuel Reserve + Alternate) / FF = Time Left
When do you Reject Take-Off between 100 knots and V1?
- Loss of thrust.
- Red ECAM warning
- Amber ECAM caution ENG or F/CTL
Double hydraulic failure
Procedure
- Use FD and A/THR
- ECAM action then QRH Summary
- Manœuvre with care to avoid high hydraulic demand
- Declare EMERGENCY situation to ATC
- QRH for VAPP / LDG DIST / SLATS or FLAPS Abnormal
- Approach briefing:
Selected speed
LDG GVTY extension
Approach: configuration, flap lever position
Landing: Reverse, Braking and Steering
Go Around: Speed, Gear and Slats/Flaps configuration
Slats/Flaps abnormal configurations?
• Slats/Flaps abnormal configuration can have 3 causes:
- Double hydraulic failure, B+G or Y+G
- Double SFCC failure
- Jamming, operation of the WTB
• Flaps/Slats failure have the following consequences:
- Aircraft handling is affected (Speed selected, ALTN law)
- Fuel consumption is increased
- Attitude reference in approach is modified
- Approach speeds and landing distance are increased
- High pitch attitude increasing the risk of Tailstrike
- Go Around is affected since S/F can’t be retracted
• Double hydraulic failure:
- ALTN law
- VLS on PFD is correct, computed on actual S/F position
- VFE, VFE next are computed on Lever position
- Maneuvering speeds are computed on Lever position
• SFCC fault:
- SFCC double Flap or double Slat channel fault:
- ALTN law without protections
- SPD LIM Red on PFD: VLS VFE F S speed not displayed
- Aural stall / Overspeed Aural and ECAM msg provided
- Total SFCC failure (SFCC double Flap and Slat channel):
- ALTN law without protections
- AP and ATHR are lost
- SPD LIM Red on PFD: VLS VFE F S speed not displayed
• S/F jammed:
- Normal law available with AP and ATHR
- VLS on PFD is correct, computed on S/F position
- VFE and VFE next are computed on Lever position
- Maneuvering speeds are computed on Lever position
- αPROT and αMAX protections are available
Unreliable Altitude/Speed
• Unreliable Altitude: - Disregard ALT, IAS/TAS, WIND, V/S and FPA - Use: . GPS altitude . GS on ND . RA . CAB ALT
• Unreliable speed: - Disregard IAS/TAS and WIND - Use: . GPS ground speed . BIRD
How do you use the QRH summaries to deal with a failure ?
Summaries are divided into four sections: CRUISE, APPROACH, LANDING and GO-AROUND
- ECAM actions and STATUS must be done first
- Refer to Summary CRUISE section to assess the situation and select an appropriate runway for landing
- Increased fuel consumption
- Landing performance computation
- Review STATUS page for approach preparation
- Refer to APPROACH, LANDING and GO-AROUND sections to support the preparation.
- Prepare the FMGCs
- Use QRH Summary for the approach briefing
- Crosscheck STATUS page and FMGES
- Refer to APPROACH section to perform the approach
- Review LANDING and GO-AROUND sections once the aircraft is in final configuration
- PM check STATUS that all APPR PROC actions are completed
Double ILS receiver failure / ground transmitter failure
• Double receiver failure:
- Red LOC/GS flags are displayed
- ILS scales are removed
- AP trips off and FDs revert to HDG/VS mode
• ILS ground transmitter failure:
- AP/FD remains ON (failure commonly transient)
- ILS scales and FD bars are flashing
Single FMGC failure
- AP, if engaged on affected side, will disconnect
- Restore the AP using the other FMGC
- Use same range as opposite ND to recover Flight plan
- QRH for a FMGC reset
Double ADR/IRS Fault
• AP and A/THR are lost
• Flight controls revert to ALTN LAW
• Use ADR/IRS pushbutton to switch off the faulty Equipment
QRH
What happen when you switch off the 3 ADRs to fly the Back-up Speed Scale?
Flying: ‐ AP/FD and A/THR are inoperative ‐ ALTN LAW ‐ High angle-of-attack and overspeed protections are lost ‐ STALL warning remains operative
• Systems:
‐ Cabin pressure must be controlled manually
• When the ADRs are turned off, ECAM alert NAV ADR 1+2+3 FAULT is displayed:
- ECAM actions
- QRH procedure “ALL ADR OFF”
VOLCANIC ASH
• Avoid by routing upwind side of the volcano
• Entering the ash cloud:
- Smoke or dust in the cockpit
- Acrid odour similar to electrical smoke
- Engine malfunction, rising EGT
- St Elmo fire, bright white or orange glow in engine
inlets, sharp beams from landing lights at night
• Procedure in the QRH: - 180 ° turn - Protecting the engines: . A/THR OFF . Decrease engines thrust . Maximize engine bleed (packs high, Wing + Engine AI) . Start the APU - Protecting Crew and passengers: . Oxygen masks ON/100% . Oxygen for passengers, consider
• Monitor flight parameters:
- Monitor EGT and fuel flow
- Monitor and crosscheck IAS
• Consider a diversion to the nearest appropriate airport
Loss of Com in Chinese Airspace
• VMC: Land at the nearest suitable airport • IMC: - Try blind transmissions - Continue to destination - Fly over airport NDB - Commence descent at Flight Plan ETA - Do the Instrument Approach Procedure - Land within 30 minutes
