A320 Emergency Electrical Config
Вставка
- Опубліковано 6 тра 2021
- Today we somehow end up in Emergency Electrical Config. Following the failure of both generators we run through the ECAM and follow up by taking a look at the QRH Emergency Electrical Config Summary.
Acronyms used in this video:
ECAM - Electronic Centralized Aircraft Monitoring
EWD - Engine/Warning Display
FAC - Flight Augmentation Computer
RAT - Ram Air Turbine
Trivia:
- Generator switching - Regarding the order of initial generator switching - We realise that this may seem a little contentious to some and appear almost at odds to ECAM logic. The AFM (Airplane Flight Manual) states ‘Turn off then on all generators one after the other’. Note: The AFM is not usually available to line pilots - this sits as a master document to the FCOM and is the one which the aircraft is certified via. It’s a great point of discussion all the same, and something we would like to encourage.
- During the summary we state that the centre tank fuel may be unusable - this varies between airframes dependant on whether the centre tank is fitted with Jet Pumps or of the conventional kind. Regardless, given no prior failures, if the aircraft has just departed there will be plenty of wing fuel available to return and if at destination, the fuel feeding sequence should have ensured that there is only wing tank fuel left. En-route or via ETOPS this may become a more pressing consideration.
- Throughout the FCOM, following abnormal procedures, Airbus frequently state CAT2 / CAT3 / CAT3 DUAL inoperative, for example. This can be slightly confusing - in the case of emergency electrical config CAT 2 inoperative simply implies the next best capability is actually CAT1.
- During the status page we note that landing is going to be carried out in Flap 3. Would you push the LDG FLAP 3 button on the overhead GPWS panel?
Interesting Stuff / Further Reading:
- We like this phrase from the FCTM which assists in the decision making process.
‘Although the ECAM displays LAND ASAP in red, it would be unwise to attempt an approach at a poorly equipped airfield in marginal weather. However, prolonged flight in this configuration is not recommended.’
- Landing distance is considerable - if the failure occurs shortly after departure and the overweight procedure is required the failure becomes very runway limiting.
- Given the complexity of the failure, disciplined use of the ECAM control panel is a must as only the central EWD remains.
Manual References:
A320 QRH/Abnormal and Emergency Procedures/ELEC
A320 FCOM/Systems/Electrical/Description/Operations/Abnormal Configurations
A320 FCTM/Procedures/Abnormal and Emergency Procedures/ELEC
Note: This video is published for familiarisation purposes with our simulator only and any views expressed within this video are our own. Some calls and checks have been omitted for brevity. Always refer to your company documentation or appropriate flight crew manual as the primary reference.
For bookings, further information and to learn about our simulators visit manchesterflightsim.com/
That sudden master warning when they were turning off then on the GEN 1 was terrifying ngl 💀
This is so cool! It even tells you what systems stop working and how to remedy the problem.
Lovely videos guys, keep them coming, very useful review for those of us who are waiting to go back flying.
Thanks, if there's anything you'd like us to focus on let us know and we can try and take a look at it👍
Nice Video guy, confirm the failure, then ask any OEB? If not -> ECAM actions. Reaching status any paper checklist or computer reset? If Not -> read status. An OEB sometimes requires immediate actions as you guys already know, so it must be actioned before ECAM in some cases. Good work love your video very professional.
Very good video .. liked and subscribed . Would love to see more of these A320 videos from you
Great stuff guys thank you for the upload
Thank for sharing. Great lesson!!
you guys make it look very easy
Great video, great channel, wow!
Thanks!
Great CRM guys
you made it look easy ❤
I think if this much goes belly up on your aircraft, it might be easier to list what does work.
That said, multiple redundancy systems are fun.
I didn't know that they have a gravity fuel feed now!
Neat
Very helpful
brilliant CRM
Great video can you do one with dual hydraulic please 🤙
Hi, I have a question regarding the video please : gravity fuel feeding procedure. When the ecam call for it, why you didn’t do all the procedure of gravity fuel feeding, and just stopped at the first line, I mean at flight level 300 more than 30 minutes and thats all. Ok, it’s true you were more than 30 minutes at flight level 320, but why don’t do all the procedure in that case ? Thank you
Airbus seems to have modified the systems. 1. Now L2 pump runs and X-feed opens. CL now has Max FLs as per the weight. 2. AP 1 should be available and not sure but also the ATHR. Manchester Sims would have to reenact the whole scenario. Just kidding. It’s an amazing video. Thanks whole heartedly. I’m not sure if it is the same for A320. My comments pertain to A330.
@@STPT-SaiBaba fantastic clarification, thanks a lot
Why you didn’t start the APU to recover elec ?
With autopilot now not available flight should not be continued at FL320 as the aircraft is now not RVSM compliant
basically, we do a Mayday call and let ATC sorted out for us at this point. But it's a good point!
@@julie654it’s just a small point, in the event of the aircraft being in the elec Emer config it would be low on the list of priorities. Great channel guys
@@tauruslitrow5024 thank you!
Good point, only the MAY DAY call SHOULD include the information that hand flying is in progress and that the ATC should expect inaccuracies. It is then up to ATC to manage your separation, it could be that there is no crossing traffic and that they want to let you go on with your drills, but even if there were other aircraft close by ATC would issue separation instructions to them rather that the MAYDAY aircraft.
Guys plase uploading more videos thank you
Would it be recommended to descend below the RVSM level to be safe?
Good thinking, but since they already declared mayday, I think they have priority in any FL.
why is the ditching on?
Hey guys,quick question: does anyone happen to know the font used on the cover of this video? I think it looks really slick and would love to use it for a project I'm working on related to aircraft operations. I've been searching for it, but so far, no luck. Any help would be greatly appreciated.
No problem. I'll look it up and get back to you 👍🏻
I think you'll find it quite similar to this b612-font.com/
@@manchesterflightsimcentre Thanks for helping me find the font! I really appreciate it.
@@manchesterflightsimcentre ヾ(≧▽≦*)o
wow, is that the sound when the 320 switches the source of electrical power available from ac bus 1 or 2 , maybe? ur simulator looks acts very realistic
It's perhaps a little amplifed by the recording, but you do get a bit of noise when the electrical supply changes. e.g. from one generator to another
The RAT cones out!
Is this simulator available for public hire?
Absolutely. Check out our simulators at manchesterflightsim.com or via the links in our about page
@@manchesterflightsimcentre maybe ill stick to fs2020 😂😂 anyway nice simulator there, know manchester airport isnt related but ill say it anyway, its a stunning airport lol, love a380s and 350's
GEN1+2 OFF then ON means that you switch them off and on together at the same time. You applied the procedure wrongly.
I agree... and VHF 1 USE doesn’t mean you call atc at this point, it’s a reminder of what radio and transponder you have available.
Thanks for the comment! We agree, it’s a reminder that VHF1/HF1/ATC1 should be supplied. However, it doesn’t seem unreasonable to make a radio call at this point if you need to.
We realise that the generator switching might seem a little contentious - please see the note in the info page. We’re happy to learn though and it’s a great point for discussion.
Hi Sir, I will have to disagree on the reset of the generators. It is indicated in the AFM that all generators are to be turned off and on (reset) one after the other. Cheers!
I’m having the same issue interpreting this. I’d contend that the statement ‘turn off then on all generators one after the other’ which is stated in my airline’s FCOM, could be interpreted either way as well and does nothing to clarify. As a comparative example, for 1 + 2 BLEED FAULT, each bleed gets its own seperate line (ENG BLEED 1: OFF THEN ON, ENG BLEED 2: OFF THEN ON). The fact that the GEN resets don’t get a line each like this suggests to me that there’s a difference and presents a case for them being turned off at the same time then on at the same time. It’s not enough to make me 100% sure though, so if you have any supporting info or docs I’d be most grateful!
Why no APU?
For the sake of demonstration we dispatched with it inoperative i.a.w. the MEL. Let’s say due to a starter failure for example. Airbus give this guidance ‘Consideration should be given to starting the APU as indicated by the ECAM and taking into account the probability to restore using APU generator’. In this scenario the loss of the AC buses was caused by failure of the generators so it would have been worth attempting an APU start had it been available.
Thanks for your Awesome Answer! ☺️👍🏻
Don’t start APU at very high levels.. air is very thin and u r going to consume the battery.. descend to FL 250 then start APU.
@@manchesterflightsimcentre I would consider a word with maintainance.. I mean, having apu unavailable and both generators fail at the same flight.. I know about a fellow who won't get a Christmas card.
@@manchesterflightsimcentre Well said 👍🏻
config
Clarifactory and refinary of mistakes are checked up here , anyone slothful going to pay cess and levy