Disclaimer:
▪︎This content is Not an official document and does not represent the views of Airbus or any other aviation authority.
▪︎The information provided may be incorrect or misinterpreted and should not be relied upon for decision-making.
▪︎Always refer to official documents and consult with a qualified aviation professional before making any decisions based on the information provided in this blog post.
▪︎The information provided in this blog post is based on personal study and review.
According to the FCTM, there is a guideline on how to manage abnormal operations.
Memory items or OEB precede ECAM actions since these are considered exceptional cases due to system adjustments, etc.
Following the ECAM actions, the next procedures to be followed are in the QRH.
Handling of ECAM
While Hanlding ECAM, when STATUS page appears,
Consider
the acceleration flow pattern,
any normal C/L,
system reset,
or any additional procedure, as applicable.
Acceleration Flow Pattern
For example, during Engine Failure Practice in the Simulator,
The Crew secures the Engines first, then accelerates the aircraft.
(Considering a maximum of 10 minutes of takeoff thrust in case of an engine failure)
So usually, after securing the engine, they stop the ECAM and wait for the engine out acceleration altitude.
When reaching the engine-out acceleration altitude, they push to level off to accelerate.
and complete the normal checklist, considering any reset procedures and
Consider application of the ENG RELIGHT procedure after an engine failure with no damage.
The flight crew should consider performing the ENG RELIGHT procedure at this stage.
since If the relight is successful the STATUS page will disappear.
We need to refer to the Engine relight procedure in the QRH. It varies with the aircraft,
but basically, it involves opening the crossbleed valve and switching on the engine master switch,
as all other procedures would already have been completed by ECAM actions associated with the engine failure.
then continue with the rest of the ECAM procedures, ECAM actions would be completed.
QRH
The first thing to refer to after ECAM actions is the QRH procedures.
We can find related procedures according to the ECAM title.
For example, if there was an engine failure, we can find procedures for one engine inoperative straight in approach or one engine inoperative circling approach, depending on the type of approach they are going to perform.
And don't forget the Miscellaneous section, as there are overweight procedures included.
So, after ECAM actions, the best practice, I think, is to simply find the related ECAM title section in the QRH and review it, along with the Miscellaneous section.
It would serve as a good reminder to consider whether the aircraft is in an overweight status or not.
Of course, pilots would need to check the landing weight later when calculating the landing performance, but if they find out later that the aircraft is overweight, they would need to switch back and forth between the EFB and QRH again.
Also, this is the timing for QRH summary review when they need to do so.
FCOM
When the ECAM/QRH/OEB actions are completed,
if time permits, review the FCOM. In the FCOM,
there is additional information that cannot be found in the ECAM or QRH.
For example, in the case of an engine failure, the ECAM also shows the engine shutdown procedure.
In the Engine shutdown procedure, there is information about APU bleed usage.
If the ENG 1 FIRE pb-sw is pushed, APU bleed must not be used.
If the ENG 2 FIRE pb-sw is pushed, APU bleed may be used, provided the X BLEED rotary selector is set at SHUT.
FLIGHT CONTROLS LAW RECONFIGURATION
There is one more thing to consider when reviewing the FCOM.
In some failures, there are some failure conditions that will lead to alternate law.
Most of the failures which lead to alternate laws will eventually transition to direct law when the landing gear is down,
or when the landing gear is down and the autopilot is off (or when the autopilot is on).
This means that after lowering the landing gear,
a direct law ECAM message will appear, requiring additional time to review.
Considering that by the time the landing gear is down, the aircraft will be close to the runway, a
nd there might not be enough time to read all the ECAM messages and apply the procedures.
So, at this stage reviewing FCOM, it is a good idea to review direct law,
in case the ECAM shows that alternate law would be active.
PERFORMACE CALCULATION
After finishing the Acceleration stage, reset procedures, reviewing STATUS pages, ECAM actions,
QRH procedures, and reviewing FCOM, it is now time to consider the aircraft's performance.
This involves assessing whether the aircraft has incurred a fuel penalty due to system or flight control failures,
determining if the aircraft can safely land on a certain airport's runway with its current weight, and assessing whether the company can provide support at the intended landing airport, among other considerations.
The fuel penalty calculation can be found in the QRH.
Calculate the fuel penalty and decide whether the aircraft can reach its destination with the current fuel
or if it needs to divert to the nearest suitable airport.
Finally, the crew must calculate the landing distance at the chosen airport
then make a decision and inform ATC and cabin crew, company if possible.
and follow the additional company procedures if there is one.