ADR disagree

If all ASIs agree, assume angle of attack sensor disagreement, hence expect spurious stall warnings.

Otherwise, diagnose as per unreliable speed.

ADR Fault

In the case of a single failure, just switch to the hot spare.

For dual failures, gravity gear extension will be required if the failed ADRs are #1 and #3.

Triple failures additionally result in loss of automatic control of cabin pressurisation.

Ditching due All Engine Failure

The landing configuration is Config 2, Gear Up. The target landing attitude is 11°. Approach speed may be found on the back of the normal checklist or in QRH:ABN/ENG.

Systems configuration:

At splashdown, All Masters: Off.

Forced Landing due All Engine Failure

The landing configuration is Config 2, Gear Down (gravity extended). Approach speed may be found on the back of the normal checklist or QRH:ABN/ENG.

Systems configuration:

At touchdown, All Masters: Off.

Initial actions following All Engine Failure

Target speeds are 300kt or M.77 for CEOs; 270kt or M.77 for NEOs.

Systems configuration:

There will be a slow depressurisation underway, so be prepared to deploy oxygen masks.

Relight configuration is Thrust Levers: Idle, Master Switches: On, Start Selector: IGN.

Starter Assist Relight following All Engine Failure

Initial speed should be 220kt, then adjusted to Green Dot from QRH/OPS — Operating Speeds.

The APU may be started using emergency power once below FL250, and it may be used to power the starter motors once below FL200.

Systems configuration:

Procedure: One master switch on. If the engine has not lit after 30 seconds, that master switch off, then the other one on. Repeat as necessary.

Windmill Relight following All Engine Failure

Target speeds are 300kt or M.77 for CEOs; 270kt or M.77 for NEOs.

Systems configuration:

Procedure: Both masters off for 30s, then both on. If no relight within 30s, repeat procedure.

Air Conditioning Smoke

The air conditioning should be suspected as the source of smoke if it is coming from vent outlets.

To determine which pack is faulty:

Alternate Law

Issues:

Asymmetric Braking

Brake progressively. Expect swing towards the working brake.

Avoid crosswinds >10kt from the side with the working brake.

If the only working thrust reverser is on the side with the working brake, do not use it.

Asymmetric Take-Off

Rotate at approximately 3° per second to an initial target attitude of 12½°, then target airspeed between V2 and V2 + 15.

Do not exceed a bank angle 15° when more that 3kt below manoeuvring speeds (S, F or GD depending on configuration) or until confident that the FD guidance is correct.

Select TOGA once flight mode has blended in.

Avionics, Electrical or Undetermined Smoke

Power down non-essential equipment, which may be the source of the smoke:

The generators should be reinstated at 2000ft QFE or 3 minutes before landing. The landing will be in Direct Law, and therefore Config 3.

Cabin overpressure due total loss of pressure control

Reduce Δp by:

Rudder Travel Limiter Failure

The limiter may fail in such a way that full rudder travel is not available. If this occurs, the crosswind limit is 15kt, and differential braking may be required.

DC Essential Bus Fault

To recover comms:

To shut down the engines, use the fire buttons.

Direct Law

Issues:

Disruptive Passengers

Dual FAC fault

Lost systems:

The control law will be alternate law with mechanical yaw control.

Anticipate recovery of full rudder authority when flaps extended.

Dual FCDC fault

Flight control ECAM warnings are unavailable so monitor the overhead panel.

The PFDs indicate that protections are unavailable, but they are actually still active. The stall warning system is also active.

Dual FCU Fault

On the PFDs, the flight path vector and ILS deviation scales are displayed and the QNH is set to 1013.

On the NDs, the needles are VOR 1 and ADF. On the A321, the 20nm arc map is displayed; on all other airframes the 80nm rose map is displayed. Disregard the weather radar.

Do not enter the MDA in the MCDU — PM makes the standard calls using the ISIS.

Dual FWC failure

All ECAM warnings are unavailable, so monitor overhead panels and systems pages.

The auto callouts and cabin communications are also lost.

Dual LGCIU failure

Inoperative systems:

Inhibit GPWS to prevent spurious warnings and gravity extend the gear.

Dual RA Failure

Control law is Normal Law until gear extension, then Direct Law.

Approach mode is unavailable. If flying an ILS, initially use LOC/FPA, then revert to raw data in the final stages of the approach to prevent excessive roll rates.

When approaching the ground, the AP/FD behaviour may not be reliable, so consider early reversion to manual flying.

There will be no automatic callouts.

Dual Channel FADEC Fault

Engine indications are lost. If all other parameters are normal then keep the engine running at idle. Otherwise shut it down.

EIU fault

Engine related ECAMS are not available, so monitor system pages.

Engine starting is not possible. The associated reverser is lost. Ignition is continuous.

Emergency Electrical — Overview

The control law is Alternate Law.

The inop systems affecting flying are the fuel pumps, the ISIS probe heat and both RAs. The autopilot, flight directors and autothrust are not available, although the flight path vector is.

The inop systems affecting landing are 3 spoilers per wing, the reversers, the anti-skid and the nosewheel steering. Landing speeds are also increased to prevent RAT stall.

Engine Relight

Check inside the relight envelope (refer to QRH:ABN/ENG).

Systems Config:

Procedure: Master Switch: On. If no light off occurs within 30 seconds of fuel flow, Master Switch: Off.

Thrust Lever Angle Sensors Disagree

On the ground, if one thrust lever angle (TLA) sensor detects an angle indicating takeoff thrust and the other detects greater than idle thrust, takeoff thrust is set. Otherwise, idle thrust is set.

When airborne, the largest TLA, limited to CLB is assumed to be correct, and the autothrust manages the thrust. When slats are extended, idle thrust is set.

Dual Bleed Failure

Recovery of an engine bleed is impossible if an engine fire, start valve fault, or bleed air leak has caused the associated side of the pneumatic system to be locked out. The APU bleed is also unusable if the left side is affected.

If both engine bleeds are potentially recoverable, or if directed to do so by ECAM, attempt an immediate reset by cycling any recoverable bleeds after shutting the cross bleed valve and turning the wing anti-ice off.

If no bleeds are immediately recovered, descend.

If possible, at FL200, supply a single pack from the APU bleed. Another, engine bleed reset can then be attempted.

Otherwise, level off at FL100/MEA and, if appropriate, attempt another engine bleed reset. If no bleeds are recovered, use RAM air once Δp<1psi.

Engine Fire (Airborne)

Systems config:

Procedure: Fire Button: Push, wait 10 seconds then Agent 1: Deploy. If the fire button is still lit after 30 seconds, Agent 2: Deploy.

Emergency Electrical — Initial Actions

Attempt to restore normal power by cycling the main generators; if that is ineffective, split the systems with the BUS TIE PB and try again.

If normal power cannot be restored, ensure the emergency generator is online and cycle FAC 1 to recover rudder trim and characteristic speeds. Due gravity fuel feeding, select Eng Mode Sel: Ign and avoid negative G; a descent may also be required.

The APU may be started using emergency power once below FL 250 and 45 seconds have elapsed since the failure.

Engine Fire on the Ground

Stop the aircraft and set the parking brake.

Procedure:

Cross confirmation is not required.

Consider evacuation.

Engine Stall

Indications:

Procedure:

Excess Cabin Altitude

Apply the CAB PR EXCESS CAB ALT ECAM even if CAB PRESS SD page is normal.

Don masks and establish communications. If above FL160, commence an emergency descent; otherwise commence a a normal descent.

When all checklists complete, check the outflow valve position. If its position is abnormal, attempt manual control.

Approach with Frozen Horizontal Stabiliser

Configure to Config 3 with gear up, reduce speed to Vapp, then select gear down.

Fuel Leak

Symptoms

Diagnosis

Close crossfeed and turn off centre tank pumps. Compare wing tank depletion after 30 minutes. If Δdepletion ≥ 300kg, suspect an engine or wing leak — shut down engine to differentiate. Otherwise, suspect centre tank or APU feeding line leak.

Containment

Engine or Pylon
Shut the engine down (crossfeeding is OK)
Wing
Do not crossfeed
Centre tank
Use centre tank fuel when <3000kg in one wing tank
APU
Turn off APU

In all cases, do not use reversers.

Gravity Gear Extension

Turn gravity gear extension crank 3 turns clockwise, then select gear lever down. Expect spurious L/G LGCIU and BRAKES SYS ECAMS.

Dual Hydraulics Failure

Systems lost due lack of fluid are not recoverable. Systems lost due low reservoir air pressure may be recoverable at lower altitudes. Systems lost due to overheat (reservoir or electric pump) may be recoverable when cooled (FAULT light off).

If the Yellow Engine Driven Pump has failed, it may be replaced with the Yellow Electric Pump, although this cannot support the PTU. If the Blue Electric Pump has failed it may be replaced with the RAT.

If the flight must be continued with a single hydraulic system then gravity gear extension will be required. If the green system is not available, the frozen flap or slat procedure will also be required, in which case the landing will be Direct Law.

If only the Yellow system remains, aircraft response will be sluggish, so extend the gear at 200kt. Maintain configuration for go-around and fly max speed − 10kt.

If only the blue system remains, the horizontal stabiliser will be frozen, so extend the gear when Config 3, VAPP. Maintain configuration for go around and fly a speed close to VAPP. Only accumulator braking is available for landing.

Green Hydraulics Failure

If lost due to reservoir overheat, the Green hydraulic system may be recoverable when cooled, indicated by the fault light extinguishing. If due to low reservoir air pressure, it may be recovered at lower altitudes.

Gravity gear extension will be required, hence anticipate high fuel burn for diversion. Landing distances are slightly increased due to loss of two spoilers per wing and one reverser.

Yellow Hydraulics Failure

If lost due to failure of the Yellow Engine Driven Pump, the Yellow hydraulic system may be recovered with the Yellow Electric Pump. If due to reservoir or electric pump overheat, it may be recoverable when cooled, indicated by the associated fault light extinguishing. If due to low reservoir air pressure, it may be recovered at lower altitudes.

Landing distances are increased due to loss of two spoilers per wing and one reverser. Nosewheel steering is also lost.

Ensure there is sufficient accumulator pressure for the parking brake to be effective.

Blue Hydraulics Failure

If lost due to reservoir or electric pump overheat, the Blue hydraulics system may be recoverable when cooled, indicated by the associated fault light extinguishing. If due to low reservoir air pressure, it may be recovered at lower altitudes.

If lost due to lack of fluid, emergency electrical generation is lost.

Use of the RAT is not recommended unless a second system is lost.

Landing with Abnormal Gear

Land on a hard, preferably foamed, runway using all available gear. Do not use autobrake or reversers.

If the nose gear is unavailable, move the CG aft. Balance braking against elevator authority, and lower the nose before it is lost. Shut down engines before nose contact.

If one main gear is unavailable, crossfeed to empty the associated wing tank. Anti-skid and spoilers should be disarmed. Shut down engines at touchdown.

If both main gear are unavailable, shut down the engines in the flare, and touch down with a pitch angle >6°.

Frozen Flaps and/or Slats

Initially, fly a speed between VLS and the VFE for the actual configuration. The VFE on the PFD is based on flap lever position, so if the failure occurred during retraction, consider reselecting the previous flap lever position.

Landing configuration will be Config 3 unless flaps are frozen at >3 (use Config Full), or if both slats and flaps are frozen at 0 (use Config 1).

If VLS < VFE NEXT, select speed 5kt below VFE NEXT and select next configuration when passing VFE NEXT. Otherwise track VLS as surfaces extend.

Anticipate an unusual landing picture.

For go-around, maintain flap/slat configuration and fly a speed 10kt below VFE.

Single Engine Failure

Symptoms

A rapid decrease in EGT, N2 and FF, followed by a decrease in N1.

Diagnosis

Diagnose damage if accompanied by loud noises, vibration, buffeting or abnormal indications (e.g. zero N1 or N2, hydraulic fluid loss). Otherwise diagnose a flame-out.

Containment

Single Engine Operations

Wing anti-ice is only available if no fire button has been pushed, and the engine bleed must supply no more than one pack while it is in use. Opening the cross bleed to use it will also reduce single engine gross ceiling by 1200ft. The APU bleed cannot support wing anti-ice.

A fuel imbalance will develop. Balancing is not required for <1500kg difference, and fuel balance limitations will never be exceeded if there is less than 5900kg of fuel on board. Crossfeeding may still be required to prevent fuel starvation.

Directional control may be lost if operating at max power and low speeds.

Only Cat 3 Single is available for the approach. The A319 autopilot cannot fly single engine FINAL APP, NAV/VS or NAV/FPA approaches. Full flap should only be selected once on final descent. Consider manual thrust if flying manually.
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