Professional Documents
Culture Documents
Parts of the FMGEC may fail or it may fail completely. Inoperative + "TERRAIN AHEAD" :
systems are displayed on ECAM and may include: adjust the flight path. Stop descent. Climb and/or turn as necessary
based on analysis of all
* AP 1 & 2 (only lost if FG function is lost) available instruments and information.
* FD 1 & 2 (turn them off!)
* A/THR (THR LK indication on PFD) + "SINK RATE" "DON'T SINK" :
* VLS & VMAX on PFDs Adjust pitch attitude, and thrust to silence the alert.
* FM functions on MCDU (including landing elevation feed to CPCs)
* GPWS Terrain function + "TO LOW GEAR" - "TOO LOW FLAPS" :
Correct the configuration, or perform a go-around.
ALTERNATIVE METHODS
+ "GLIDESLOPE" :
* FPV is available (provided by the IRs) Establish the aeroplane on the glideslope, or switch OFF the G/S
* Selected modes available mode pushbutton, if flight
* Navaid tuning is conducted through the RMPs below the glideslope is intentional (non precision approach)
* NAV backup mode may be available in the MCDUs (the FM SOURCE
Switch must be in NORM) FAM STUFF
* A reset of the FMGECs may be available Crew immediately:
* Landing elevation is set manually by the knob on the overhead panel - acknowledge alert
(take out of detent and set landing elevation (the figures are in - correct flight path or configuration to eliminate the cause of the alert.
thousands of feet, not hundreds) “terrain terrain pull-up” and “whoop whoop pull-up”. PF immediately take
* ILS CAT 1 available over controls and execute the recovery manoeuvre. (if S/O is PF, pilot on
watch takeover and execute manoeuvre).
NAV BACKUP MODE Only if: DAY VMC and it is immediately obvious to the PF that the
aircraft is not in a dangerous situation can the aircraft continue
Stores the existing flight plan in the MCDU. Gathers the aircraft position without the recovery manoeuvre.
from the onside IR. Recover to MSA, LSALT with maximum climb gradient unless the cause
The only functions available are; of the warning has been identified and the warning ceases.
- DIR TO
- F-PLN
- PROG
The flight plan still sequences. Any new waypoints must be entered as a
lat/long.
With an autostart and EGT approaching limit, the FADEC will stop fuel
into the engine well before the limit (750°) is reached. After a short delay
the less is introduced (7% less). If there is a further abort, 7% less fuel
again is introduced. The FADEC autostart gives up after 3 attempts to
start the engine. A manual start is then required procedurally.
COMMUNICATIONS FAILURE
TAILPIPE FIRE
On the ground.
It is not an “engine fire” so the engine fire extinguisher is strictly not used
(this does not go through the core of the engine). A tailpipe fire comes
from the core.
Fuel is removed from the engine with the ENG MASTER SWITCH.
PROCEDURAL ELEMENTS