The ECAM (Electronic Centralized Aircraft Monitoring) system
is made up of two primary components, two SDAC’s (System Data Acquisition
Concentrators) and two FWC’s (Flight
Warning Computers). A loss of only one SDAC or only one FWC will not result in
any loss of function. The second computer can handle all functions alone. The
SDAC’s receive data from sensors and will send signals to 3 DMC’s (Display
Management Computer) which generate the screen image. The SDAC’s also send
signals to the FWC. The FWC will generate various warning/caution messages.
The E/WD (Engine/Warning Display) is the display that shows
normal engine readings and ECAM messages. The SD (System Display) is directly
below the E/WD and normally shows system pages or status. For information on
switching screens in case of failures see EFIS later in this section.
ECAM uses color to indicate the importance of the indication–
RED: Immediate
action required
ORANGE (AMBER): Awareness
but no action required
GREEN: Normal
operation
WHITE: Titles
and remarks
BLUE (CYAN): Actions
to be carried out or limitations
PURPLE (MAGENTA): Special
messages (i.e. inhibition messages)
Note: pulsing green or amber indications are approaching
limits
If a FWC fails the Master Caution and Master Warning lights
will indicate the failure (along with a warning from ECAM) by the upper or
lower light in both the Master Caution and Warning light being out. If the #1
FWC fails then the captains upper lights would be out and the F/O’s lower
lights would be out. If #2 FWC fails the reverse lights will go out.
Loss of both FWC’s will result in a loss of most warning
capability. The dual failure of the FWC’s will result in an amber caution with
no aural.
ECAM system pages are controlled through the ECAM control
panel. Captains will be using the mnemonic FHED to check systems prior to
departure.
F FUEL, balance,
configuration, quantity
H HYD, Hydraulics
quantity (pointers in boxes)
E ENG, Engine oil
quantity (min. 12.5 qts.)
D DOOR/OXY, Doors
armed, O2 pressure (note: overwing slides always armed)
Note: Press FUEL, HYD, ENG and then press ENG again to
return to default DOOR/OXY page.
|
Upper
ECAM (E/WD) |
|
|
Primary
Failures underlined “ECAM
Actions” ELEC DC BUS
1 FAULT |
starred Affected
Systems *ELEC |
|
Lower
ECAM (SD) |
|
|
Procedures Status |
Inop
Systems Status |
Work in a “Z” fashion from upper left, upper right, lower
left, lower right.
When an ECAM warning occurs the first pilot noting it should
read the title.
Appropriate systems page will be shown on lower ECAM (SD) to
help identify problem area(s). Please note that the top displayed underlined
system will control the lower SD display.
Then the PF should call “ECAM Action”. The PM should read
the full line of action items. Confirm all major actions before continuing to
next, such as thrust lever movement, engine master switch, engine fire pb
selection or IDG disconnect and have the PF guard good control. Repeat response
as you complete action. As you complete the items listed in cyan (blue) (think
“Blue to Do”) they will be automatically cleared from the screen. Continue
until you reach the next underlined item. Read through any boxed item (note: boxed
items indicate failure of a primary system that will cause the loss of another
system or systems on the aircraft which will be listed as secondary or *starred
systems). When reaching the next underlined title or the end of the
procedure then proceed with clearing ECAM. Be sure to do ALL applicable blue
action items between underlined titles before proceeding.
If there are too many steps to all be on the screen ECAM
will put a green down arrow to indicate that there is screen “overflow”. As you
complete the items and they are cleared the overflow items will automatically
scroll up onto the screen. If there are too many items that can’t be cleared
then press the CLEAR pb for the next page.
Note: you may not
be able to clear all blue items. In some cases ECAM will not have a way to know
that you have done an item, such as “contact ATC”. Some may not apply such as
during Engine Failure ECAM will give a choice of damage or no damage
procedures.
When all action items are finished for an underlined item
and you are at the end or the next underlined item the PM asks, “Clear ECAM”?
PF will reply, “Clear ECAM” if ready to continue. Be sure that no further cyan
messages remain for any underlined item that can be eliminated before clearing.
Some blue action items the computer cannot get feedback from, and these will
remain on the screen. ALWAYS CONFIRM AN ECAM CLEAR. The SD will automatically
display the affected underlined system if there are additional failures.
If the problem stops while doing action items some action
items may clear or change automatically. For example, if an engine fire goes
out while running ECAM you will see the ECAM ENGINE FIRE go away, the red FIRE
pb on the FIRE panel and the red FIRE light on the engine panel will go out and
the LAND ASAP will change from red to orange.
When ECAM is cleared the next procedure will appear
(additional primary failures are listed in the “stack” on the right) or if all
procedures are done then ECAM will automatically present the first page of the
affected systems on the SD. Affected systems (secondary failures) are listed in
amber on the top right of the screen with an *asterisk in front of them
(*F/CTL). After reviewing the screen you will clear it and the next system
screen will be shown. After each screen you should ask and confirm ready to
clear the screen. Continue until all amber is cleared and only green memo
messages are left.
Example: PM will then review all affected equipment shown in
amber on Flight Control side. When done PM will ask, “Clear Flight Control”?
PF will reply, “Clear Flight Control” if ready to continue.
When all the affected system screens have been cleared the
status page will come up automatically. If Status or Inop Systems takes up more
than one page on ECAM there will be a green down arrow to indicate to “scroll”
to the next page. In this case you will clear ECAM to scroll to the rest of the
procedure. After using clear to see additional Status or INOP Systems pages you
can press the STS key to see the first Status or INOP Systems page again.
Status page will contain items such as procedures, limits,
etc.
PM will then read all status items line by line. When done
the PM will ask “Clear Status”?
The PF will reply, “Clear Status” if ready to finish.
If PF needs to stop ECAM say “Hold ECAM”, when ready to
continue say “Continue ECAM”.
Pilot verbiage during ECAM is Challenge, Response, Response.
For example:
PM: Green Engine 1 Pump, OFF, (push off Green Engine 1 pb) OFF
A red LAND ASAP suggests landing at nearest suitable airport
(more severe).
An amber LAND ASAP suggests the pilot should consider the
seriousness of the situation and suitability of the airport before landing
(less severe).
Landing Distance Procedure – If the procedure directs you to
do the landing distance procedure (LDG DIST PROC) then you will look in the QRH
under Miscellaneous for: Landing Configuration, Approach Speed, and
Landing Distance Corrections for Failures (for the model aircraft). Current
QRH pages are A319 – 50, A320 – 51, A321 – 52
Find the appropriate equipment failure(s) in the table and
note the actual flap lever position for landing. Please note that the actual
flap and/or slat positions may not match the flap lever position depending on
what procedures you are accomplishing. Now note any speed increment to be
added. Finally note any landing distance multiplier. If there are multiple
failures and you need to apply more than one equipment failure you may need to
adjust your multiplier. If the multipliers all have asterisks just take the
highest multiplier. If any of the multipliers don’t have asterisks then
multiply the multipliers together and use the resulting number as the total
multiplier. Instructions are shown on QRH pg. 53.
Now find the performance section for the model you are in
(i.e. for A319 use A319 Performance) and find the LANDING DISTANCE WITHOUT
AUTOBRAKE – CONFIGURATION FULL table. ALWAYS use the Config Full table, even if
landing with less for the procedure. Find the applicable distance. Apply any
needed corrections. Please note that this is a reference distance only, if you
have autobrake available you should use it!
Use the multiplier from the earlier table and multiply it by
the corrected reference distance and this will be the minimum distance runway
needed for this procedure.
Finally, take the speed increment from above and add it to
VLS and add any wind correction (see QRH pg. 55, 56 or 57 for tables) and put
the resulting VAPP in the MCDU PERF APPR page under the LSK 5L. When using
speed increments ALWAYS USE SPEED SELECT on approach. Do not use managed speed
when speed increments have been applied. Use the VAPP set in the PERF APPR to
remind you what speed to select when on approach.
If time permits Chapter 21 expanded procedures will assist
in finding the distance multipliers and speed increments.
Note: If ECAM directs to recycle Flaps/Slats – speed
select below 200 kts. and select flaps 2
ECAM action should not be taken (except to cancel audio
warning through the MASTER WARN light) until:
Ø The flight
path is stabilized and
Ø The
aircraft is higher than 1,000 AFE
Note: There are times that ECAM may direct the pilot to do a procedure that is not what you should do. Examples are if an ECAM directs to turn off the last available source of hydraulic power (no power to flight controls is a bad thing in any circumstance) or opening the fuel X-feed for fuel imbalance when in fact you have a major fuel leak. As always Captain, it is your aircraft and you have the final decision. Exercise your emergency authority as needed (but always with discretion!).
EFIS (PH 13.1.1,
13.2.2, 13.2.4, 13.2.8)
A white diagonal line across the display means that the DMC (Display Management Computer) has failed. The CRT itself is still working. Just switch to the standby DMC on the switching panel to restore the displays as normal.
A failure of the DU Display Unit (display blank) means that
you will have to swap screens to view all information. The PFD has priority
over the ND and the EW/D has priority over the SD. This means that if the PFD
display fails then the PFD will automatically display on the ND display
screen. However, if the ND fails the
PFD will remain on its normal screen. If you wish to view the ND you can press
the PFD/ND XFR switch. In the same way the EW/D has priority over the SD. If
the SD needs to be displayed use the ECAM/ND XFR switch on the switching panel
to bring that screen up on the CAPT or F/O ND as selected. A failure of both
the ECAM screens (EW/D and SD) will require use of the ECAM/ND XFR switch on
the switching panel to view the EW/D screen on the ND display and by pressing
the required system pb on the ECAM Control Panel you can view the SD info on
the ND as needed.
The ND has two brightness controls, outer and inner bezel
control knobs. The outer ND bezel controls brightness of the radar and terrain
on the ND. The inner knob controls the brightness of all the other normal ND
display symbols. Note that if the PFD/ND XFR button is used the outer bezel is
disabled and only the inner knob is available for brightness control.
STS in a white box will show on the bottom of the EW/D if
there are any systems downgraded to remind the crew of any status information.
If there is a system advisory message when the SD has failed the EW/D will
flash a white ADV at the bottom of the screen to notify the crew to select the
SD for viewing.
The current airspeed is indicated by a fixed yellow
reference line. A yellow speed trend arrow will appear from the speed reference
line to indicate the anticipated airspeed in 10 seconds.
Green Dot is a (gasp!) green dot on the speed scale and is
available only when aircraft is clean (flaps 0). It shows best lift over drag
speed (L/D) and is also called VFTO
(Final Takeoff speed). Green dot is used during normal
takeoff and the engine-out maneuver and gives best angle of climb speed.
On the altitude scale the Landing Elevation is a blue line
and is based on barometric information. The Landing Elevation is available only
in QNH (below 18,000’) and on approach.
Ground Reference display on the altitude scale is a red
ribbon and is based on radar altimeter information. Radar altimeter readout
comes on screen in green below 2500’ AGL and goes amber (if DH is entered) when
100’ above DH (CAT II/III). If an MDA has been entered the altitude (note: this
is the normal altitude readout, not the radar altimeter readout) will turn
amber below the MDA (CAT I / RNAV).
Magenta means managed and Blue means selected. For example
if the commanded speed is by pilot action (speed select) the speed target index
(speed pointer) will be blue. If the commanded speed is controlled by the FMGC
(speed engage) the speed pointer will be magenta.
When a new altitude is selected the new target altitude will
appear above (during climb) or below (during descent) the altitude scale. The
new target altitude will move onto the scale once it is within the altitude
scale range (about 600’).
Takeoff Warning (PH 13.1.1)
Ø Slats/Flaps
Ø Pitch Trim
Ø Speed
Brakes
Ø Sidestick
Fault
Ø Hot Brakes
Ø Door Not
Closed
-the
following are only triggered when takeoff power is set
Ø Parking
Brake On
Ø Flex Temp
Not Set (not displayed if thrust levers set in TOGA detent)
Altitude Alert
(PH 13.1.3)
Altitude alert (tone and pulsing yellow altitude windows) is
inhibited when:
Ø Slats are
out and landing gear selected down
Ø Landing
gear locked down
Ø Captured
on glide slope
The tone is also inhibited when on autopilot and capturing a
normal set target altitude, but pulsing yellow window is still effective.
Windshear
prediction and detection (PH 13.2.5, 13.3.8, 18.8.x)
Windshear prediction is radar based and is available below
1500’ AGL. It looks out to 5 nm ahead of aircraft. A warning message reading
WINDSHEAR AHEAD will appear on PFD and ND. Color of the warning will be red or
amber depending on level of warning. Levels include Advisory (display only) and
the Warning and Caution messages have an aural warning alert as well.
Predictive warnings are inhibited during takeoff after 100 kts. until 50’ AGL
and then again inhibited on landing once below 50’ AGL. Windshear prediction
uses the normal weather radar and there is only one radar installed. If the
normal radar is turned off the windshear prediction will still operate normally
if set to Auto. Prediction means that a possible windshear is ahead of you.
Predictive windshear will not warn for CAT (Clear Air Turbulence), system must
have precipitation to work.
Note: Predictive windshear is inhibited during takeoff
after 100 kts up to 50’!
Windshear detection is controlled by the FAC’s and is based
on GNADIRS information. Windshear detection means that you are IN a windshear.
Windshear detection (when slats/flaps selected) is available 5 seconds after
takeoff until 1300’ AGL and is again available on landing from 1300’ AGL until
50’ AGL.
A red WINDSHEAR warning is shown on the PFD and an aural
WINDSHEAR alert is given three times during windshear detection.
Note: Windshear detection is NOT available until 5 secs. after takeoff!
GNADIRS (PH 13.3.5, 13.3.6, 13.4.1)
The Global Navigation Air Data Inertial Reference System (say that five times fast!) provides the FMGS with the data input it needs to navigate the aircraft. The FMGC decides which signals are most accurate and provide a “synthetic” (best guess) aircraft position after weighing all available data. The FMGC can also estimate the accuracy of its synthetic position due to available sensors and data. This information will be used during RNAV approaches. The IRU’s have laser ring gyros that provide a stable reference signal as well as provide attitude information. Be very careful NOT to just turn off the IRU because it gives a bad nav signal. It may still be giving good attitude information and can be selected to attitude information only (ATT). The FMGC can track IR drift and predict aircraft position even when GPS or ground based (VOR/DME) signals are lost.
GNADIRS also provides the aircraft with needed air data
information such as altitude, mach, temperatures, airspeed, etc. Failure of an
associated air data reference DOES NOT fail the IR! The failed ADR can be
turned off by deselecting its pb and still maintain all IR and GPS functions.
There are two independent GPS receivers called MMR’s (Multi
Mode Receiver). The MMR’s process position data and send it to the GNADIRU’s.
MMR1 sends data to ADIRU1 and MMR2 sends data to ADIRU2. Both MMR’s can send
data to ADIRU 3 as needed for backup purposes if ADIRU 1 or 2 fail.
The system is very accurate and reliable with a high degree
of redundancy using three ADIRU units and multiple navigation signal inputs
from GPS and IR. The FMGC also takes VOR/DME signals (PH 13.3.1, 17.3.1) into
account along with the GNADIRS data to compute aircraft position. The third
GNADIR is basically a standby that can be selected if #1 or #2 fail.
Ø Steady, IR
lost
Ø Flashing,
may be available in ATT only, NAV lost
White ALIGN light:
Ø Steady, in
align mode (normal)
Ø Flashing
§
align fault
§
No entry in 10 mins.
§
1° difference in lat. & long. from shutdown position
Enhanced GPWS provides all normal aural GPWS functions as
well as the enhanced terrain avoidance features. The enhanced function is
database (computer) driven but it is shown in a radar format. Please note that
the radar is NOT being used for terrain detection but the DISPLAY will override
the weather radar image display when the terrain on ND pb (TERR ON ND) is
selected. If the TERR ON ND pb is not selected and a warning is generated the
terrain display will come on automatically and override weather radar display.
The Terrain “sweep” is a distinctive middle to the sides to make it obviously different
from the normal radar. The enhanced terrain feature can be shut off using the
TERR pb on the overhead without losing any of the normal GPWS functions.
Standby Nav, remote tuning (PH 13.4.3, 3B.5.1)
When normal radio navigation is not available you can use
the backup nav mode, Standby Nav (STBY NAV), also known as remote tuning.
Select Rose VOR for the ND. Press the guarded NAV button on the RMP and the
green light will come on indicating that you are now using Standby Nav. To use
VOR nav press the VOR button. Then tune the VOR frequency with the normal
selector knob in the STBY/CRS window. Press to transfer the freq to active and
now you can select the course on the STBY/CRS window using the inner knob of
the selector. All autotuning is disabled during Standby Nav. Number 1 VOR will
be displayed on Capts. ND in Rose VOR. Number 2 VOR will be displayed on F/O’s
ND in Rose VOR.
To tune an ILS first select Rose LS on the ND. Then press
the LS button on the FCU. Then press the guarded NAV button on the RMP. Then
press the LS button in the STBY NAV area of the RMP. Now tune the ILS frequency
by using the normal RMP selector to tune the freq. in the STBY/CRS window. Then
press the transfer button to make the frequency active. Now you can select the
ILS course using the inner knob of the selector. Number 1 ILS will be displayed
on Capt”s. PFD when in LS and F/O’s ND when on Rose LS. Number 2 ILS will be
displayed on F/O’s PFD when on LS and Capt’s. PFD when on Rose LS
Note: the ILS STBY NAV will display onside tuning on the
PFD and offside tuning on the ND. This allows comparison of the signals during
approach.
Note: If the STBY NAV is being used during the electrical
emergency configuration only RMP 1 has power.
RADNAV Nav,
manual tuning: Select the RADNAV key on the MCDU. Enter the VOR
ident on LSK 1R or 1L and the course on LSK 2R or 2L. Select VOR Rose for the
ND. To manually tune an ILS use the same technique by putting the ILS ident on
LSK 3L and ILS course on 4L then select ILS Rose for the ND. Press the LS pb to
see DME on PFD.
Note:
when ROSE VOR is selected with a VOR manually tuned the CAPT ND will show VOR1
and F/O ND will show VOR2. However, when ROSE LS is selected with an ILS
manually selected the CAPT ND will show ILS2 and the F/O ND will show ILS1.
Communications (PH 13.5): Comms are monitored by ECAM for “stuck
mike”.
All RMP’s will tune any radio. ACP’s may be switched in case
of failure using Audio Switching panel on overhead.
When you come to a railroad crossing you should Stop, Look,
Listen but when using the Airbus RMP and ACP you should Tune, Talk, Listen. The
Airbus has a very flexible setup for tuning radios but it takes a little
getting used to. First of all any RMP (Radio Management Panel) can tune any
radio in the aircraft. This means that if you lose two RMP’s you can still tune
any radio with the third RMP. While this redundancy is great you have to be
able to keep track of it all!
Further the ACP (Audio Control Panel) allows the pilot to transmit
or listen on any radio or interphone. Again there are three installed.
The pilots will have their own RMP and ACP on the center
pedestal on their side with the third “standby” on the overhead. For the pilots
the RMP is mounted above the ACP. Fortunately Airbus helped us out a little bit
by lining up all the functions for each radio in a “stack”. The table below is
greatly simplified to show you the “stack” for each radio and includes controls
on both the RMP and ACP.
|
VHF 1 |
VHF 2 |
VHF 3 |
|
Tune |
Tune |
Tune |
|
Talk |
Talk |
Talk |
|
Listen |
Listen |
Listen |
When using the RMP or ACP you must realize that every
control is independent. For example you can tune on VHF 2 while listening on
VHF 1 while transmitting on VHF 3. On the RMP a green triangle light will
indicate which radio is being tuned and on the ACP a triple bar green light
will indicate which radio is set to transmit. On the RMP only one radio may be
tuned at a time, selecting VHF 1 for tuning will deselect the prior selection.
The ACP transmit is the same way, only one radio may be selected for transmit
from that ACP at one time.
On the ACP the pilot will select “up” or “out” the radios or
interphones to listen to. You may select as many as you wish and set
independent volume control on each. Please note that you must select out a
radio to listen to even if you have pressed to tune or talk on it, the audio is
NOT automatically selected when you use the RMP.
Note: ACARS is set on RMP 3 (standby on overhead) and VHF 3
cannot be set to use any other radio.
US
Airways A319/320 ECAM Landing Distance Procedures
When during an ECAM procedure you are given: LDG DIST PROC……….APPLY
Or APPR SPEED……VREF+
you may use the following table to complete the Landing Distance Procedures.
Note: complete instructions on QRH page 53
|
A319 – go to QRH page 50 A320 – go to QRH page 51 A321 – go to QRH page 52 |
|
Find failure(s) in table Note the corresponding FLAPS LEVER POSITION, APPR SPD INCREMENT and LDG DIST multiplier factor. Note: For multiple failures: Ø Multiply landing distance factors from table together unless all have asterisk (*), if all have asterisk (*) then only use highest factor. Ø Only SINGLE or PRIMARY failures should be combined. Ø All SECONDARY failures are taken into account. Ø Use lowest LDG CONFIG. Use highest APPR SPD INCREMENT for VAPP . Note: complete instructions on QRH page 53 |
|
Find QRH Blue Performance Tab for aircraft model Find LANDING DISTANCE WITHOUT AUTOBRAKE, CONFIG FULL table on next page: A319 – go to QRH page A319 Perf-3 A320 – go to QRH page A320 Perf-3 A321 – go to QRH page A321 Perf-3 Apply corrections from table below distance table Note:ALWAYS use CONFIG FULL table regardless what position the flaps lever or flaps will be. Determine reference landing distance from table. Take resulting landing distance factor and multiply by reference landing distance from LANDING DISTANCE WITHOUT AUTOBRAKE, CONFIG FULL table. Resulting answer is minimum runway distance required for procedure |
|
Take resulting APPR SPD INCREMENT from above and go to: A319 – go to QRH page 55 A320 – go to QRH page 56 A321 – go to QRH page 57 Use the lower ABNORMAL/EMERGENCY CONFIGURATION (failure) table. |
|
Find Gross Weight at top of table. Note the corresponding VREF for the weight. Add the Approach Speed Increment from above to the VREF. Now add any wind corrections as directed by table. Resulting speed is the VAPP and should be inserted on MCDU PERF APPR page. |