F.06 EMERGENCY ELECTRICAL CONFIGURATION (00:20)
CONSIDERATIONS INSTRUCTION
OPERATIONAL CONSEQUENCES GRAVITY FUEL FEEDING
CONSIDERATIONS
EFIS, ECAM, AUTO FLIGHT and FMGS availability following failure.
ECAM procedure and status page APPR PROC considerations with RAT.
Navigation aid tuning by RMP.
QRH use for approach and landing data.
Specific procedure for go around (EMER GEN recovery).
Task sharing and communications.
Communications (ATC, cabin).
Raw data approach.
Direct law approach and landing.
Fuel gravity feeding considerations.
Cockpit lighting.
When all engine driven generators have been lost, the workload is
immediately greatly increased. It is important that task-sharing procedures are understood and adhered to.
Remember the golden rules and fly the aircraft.
The Autopilot is not available and CM1 must take control as only the following is available:
CMI PFD (FPV but no FD) CM1 ND (after RAT extension) Upper ECAM
CMI MCDU and FMGC 1 FCU
INSTRUCTION
Before the trainees get settled select the NAV button on the CM1 RMP and change the frequencies of the previously used radio aids so they will have to tune them for the approach.
Depending on the simulator you will have a selection of GEN 1 fail plus GEN 2 fail OR GEN 1+2 fail OR a selection for Emergency Electrical configuration.
Before inserting the failure point out that at the moment of failure only the CM1 PFD and Upper ECAM will remain and that as the RAT extends and starts to produce power the ND will come back into view.
The Emergency Electrical Configuration is due to the loss of all AC BUSSES (AC BUS 1+2).
This malfunction can be caused by:
- either the loss of all AC GEN,
- or the loss of one engine and the failure of the opposite and APU generators,
- or the loss of both engines.
With such a combination of malfunctions, the RAT extends and then, the CSM-G comes on line which takes about 5 sec during which the electrical network is powered by batteries only.
The red FD on the CM1 indicates that the FD information is unavailable so it should be switched off which will give the heading or track index in blue on the horizon. The FPV is available if selected.
Although the ECAM advises a landing as soon as possible, it would be unwise to attempt an approach at a poorly equipped airfield in marginal weather, but prolonged flight in this configuration is not recommended.
This is a serious emergency and ATC should be notified using appropriate phraseology (MAYDAY) so that greater separation between you and other traffic can be arranged.
It is important to identify the failure that has occurred - it is possible for pilots to confuse emergency electrical configuration with an all engine failure. The ECAM procedure is a lengthy and complicated procedure. To view the system pages you must press and hold the system button. On release of the button the Upper screen reappears. To view an overflow page release the STS button and repress.
Brief that on an A320 the loss of both engine d riven generators is probably due to a Bus problem. If the APU is started (depleting the battery to do so) it most likely wont be able to be connected to the Bus. The electrical
architecture of the other SA aircraft (A318, A319, A21) is different, so if the APU is available start it and use the APU GEN.
The line on the ECAM which says GEN 1+2….OFF then ON means that GEN 1 is selected off and 3 seconds later selected on and then GEN 2 is selected off and 3 seconds later is selected on.
The both generators should not be both switched off at the same time.
All probe heating is lost, except CM1 Pitot and AOA, so if a discrepancy occurs between airspeed indications on CMI PFD and on STBY, disregard STBY indication.
The preparation time including the understanding of the status necessarily takes some time and should not be rushed. Do not freeze the simulator during this period so the CM1 has to face the dual challenge of understanding the situation and of the preparation for landing.
An exception is with two FO’s where freezing the simulator allows them both time to study the problem with out having to fly from the CM1 position.
They are two types of RAT. The “old” RAT and the “new” (or Sundstrand) RAT. The new RAT remains operational at all normal approach speeds. You can see which RAT is fitted to your simulator by reading the ECAM. If the minimum RAT speed is 140 knots then you have an “old” RAT.
EVENT OLD RAT NEW RAT
AC BUS 1 + 2 LOSS 5 seconds Batt only then RAT extends + CSM-G on line
LDG gear DOWN BATT ONLY CSM-G
IAS < 125 knots BATT ONLY BATT ONLY RAT stalls IAS < 50 KNOTS BATT ONLY AC ESS lost BATT ONLY AC ESS lost
If the flying time has to be extended refer to FLT ON BAT ONLY proc in QRH.
At gear extension, (depending on the RAT) the RAT stalls and electrical power supply is battery only, limited to approximately 25 minutes. Do not lower the gear earlier than necessary in order to conserve battery life.
Brief that on battery power the ND will be lost and the ILS will only be visible on the CM1 PFD (which is where it should normally be looked at!)
OPERATIONAL CONSEQUENCES
Characteristic speeds are lost in final approach if on BATT power.
Navaids must be tuned on RMP1 with the “old” RAT as FMGS is lost on BATT.
All types of approaches are flown manually with raw data (no AP, FD or A/THR).
The flight control law is initially ALTN and then DIRECT once landing gear is down.
The BSCUs are lost. Therefore there is no NWS, no ANTI SKID but alternate braking available up to 1000 psi. The reversers are lost.
RA 1 + 2 are lost with their associated auto callouts so the FO should make the call outs.
FCOM 3.02.24 outlines the available systems left after this failure.
GRAVITY FUEL FEEDING
Gravity Fuel Feeding procedure may be unclear in the Trainees minds. When the fuel is delivered to the airport from the refinery it is put into (usually)
underground storage, and before it can be put on board an aircraft must sit undisturbed for five hours. This time is for the de-aeration of the fuel. The aeration is caused by the movement during transportation and is similar to the small air bubbles that appear in a glass when a beer or a fizzy soft drink is poured. In the aircraft the fuel is forced by pumps into the engine and any remaining aeration is forced along by more fuel. If the fuel pumps are lost and the fuel arrives at the engine by gravity a parcel of aerated fuel may arrive at the engine causing a problem. Consequently, if the aircraft has been high enough for long enough the fuel will be de-aerated and flight can continue with no fuel pumps. However if the flight has not been flown at a high level for long enough, or not at all, there is a restriction on the level for the rest of the flight.