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When the ECAM displays a warning or caution it is of primary importance , that task sharing
is respected and secondly, to remember not to rush. The first priority, as always, is to ensure
a safe flight path. Task sharing is important but ensure that monitoring and cross checking
procedures are maintained.
FCOM 3.02.01(Abnormal and Emergency Procedures - Introduction) details procedures for
the use of ECAM in the event of a failure, however the key points are :
· PF - fly, navigate and communicate-- in that order (golden rule).
· PNF - deal with the failure on command of PF
· Both pilots to identify failure and confirm by reference to SD, E/WD.
· PNF to request clear, PF to confirm before CLR is pressed.
In addition remember the following points :
· In the case of multiple failures complete all required actions (blue) associated with the first
red or amber title. Request clearance to press CLR and then deal with next failure. The
second drill is then carried out until its red/amber title can be cleared, before starting on the
third etc. Don’t leave the red or amber title on the E/WD when all actions associated with
that failure have been completed. Clear each one as it is dealt with. When all necessary
actions are complete there will be no amber or red displayed on the lower part of the E/WD.
· Read the ECAM carefully, as it is possible to misread drills particularly the countdown for
fire bottle discharge.
· Although the A320 overhead panel is uncluttered, misidentification of switches or pb’s is
possible. When action on overhead panel pb’s or switches is required by ECAM,
identification of the correct panel is aided by reference to the white writing etched on the
side of each system panel.
· When carrying out system pb selection, verify on SD that the required action has occurred
e.g. switching off an hydraulic pump changes the indications on the SD.
· Cross check by both pilots before movement of engine controls or fire buttons.
· When reviewing secondary failures (FCOM 1.31.25 [Indicating/Recording Systems - ECAM
Sequence]) follow the same discipline of request and confirmation before action on CLR
pb.
· Certain procedures may be modified by OEB, check that this is not the case before reading
and analyzing status. The status page is then reviewed by both pilots. A green overflow
arrow indicates further pages of status messages. Status page can be recalled at any time
and is very useful as an aid for descent and approach planning. Don’t be in too much of a
hurry to clear it.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.03.31 Page 5
REV 21 MAY 98
ABNORMAL OPERATION BRIEFINGS
ECAM
CHAP03\31
USE IN CASE OF FAILURES (CONT’D)
05 - TRAINEES’ ACTIONS (END)
· Following certain failures, or after multiple failures, the STATUS page may contain an
excess of information. In order to extract the information essential for landing the aircraft
safely use of the following guide :
CONFIG - flap/slat setting, approach speed increment, landing distance
factor and control law for landing.
GEAR - when to lower gear and whether normal or gravity lowering
BRAKES - normal, alternate or alternate without anti-skid
(1000 psi max brake pressure, accumulator provides pressure).
REVERSE - availability.
(NOTE : If a reverser is inoperative on status page,
do not select that reverser on landing; as the reverser will not
deploy but reverse idle is selected. This is higher than modulated
idle and will produce increased forward thrust.)
When dealing with failures in mono ECAM display the same principles discussed above are
valid but disciplined use of the ECAM control panel is even more important.
· There is no automatic display of SD associated with the failure - confirmation of the failure
will require the relevant system page pb being pressed and held. This is also true when
reviewing secondary failures.
· STATUS page is only displayed when STS pb is pressed and held. In order to view page
two or three of status messages the STS pb must be released for less than 2 seconds and
then pressed and held again.
Dealing with failures when in mono ECAM display requires discipline and practice.
ECAM advisory mode (FCOM 1.31.20 (Indicating/Recording Systems - Indications on SD))
requires the crew to monitor a parameter and does not necessarily require action. FCOM
3.02.80 (Abnormal and Emergency Procedures - Miscellaneous) contains recommended
actions in the event of certain advisory conditions.
OEBs (FCOM 3.07.10) are issued by AIRBUS and contain information which may have
　
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