A320 Abnormal Notes

Last Updated 20th June 2019

ABNORMAL SLATS / FLAPS CONFIG ELAC FAULT

EMERGENCY DESCENT SPLR FAULT

NAV ADR or IR 1 (2) (3) FAULT FUEL OUTER / INNER TK HI TEMP

FWS – FWC 1+2 FAULT HYD YELLOW ELEC PUMP LO PR / OVHT

PACK 1+2 FAULT LANDING WITH ABNORMAL L/G

FCU 1+2 FAULT L/G NOT DOWNLOCKED OR UPLOCKED

CAB PR SYSTEM L/G SHOCK ABSORBER FAULT

DC ESS BUS FAULT BOMB ON BOARD

ENG RELIGHT IN FLIGHT TAILSTRIKE

ELEC EMER CONFIG VOLCANIC ASH ENCOUNTER

HIGH ENGINE VIBRATIONS ADR 1+2+3 FAULT

FADEC A OR B FAULT ALL ADR OFF

FADEC OVHT IR ALIGNMENT IN ATT MODE

N1, N2, EGT OR FF DISCREPANCY NAV FM/GPS POS DISAGREE
ENG LO OIL PR LS TUNING DISAGREE
AVOID RAPID THRUST CHANGES SMOKE / FUMES REMOVAL

START FAULT CARGO SMOKE

THRUST LEVER DISAGREE / FAULT WING A.ICE FAULT

LANDING WITH SLATS / FLAPS JAMMED EMERGENCY EVACUATION

DISCLAIMER
ABNORMAL SLATS / FLAPS CONFIGURATION

EMERGENCY DESCENT

NAV – ADR or IR 1 (2) (3) FAULT

In case of ADR 1 fault, the predictive functions of the GPWS are inhibited and GPWS TERR FAULT
light comes on. As such, the GPWS TERR pb-sw should be switched OFF.
FWS – FWC 1+2 FAULT

That means in case of engine fire there will be no ECAM warning or alert. You will only see the red light
on overhead panel. Unlike other aircraft, engine fire is not a memo item since the procedure is to be
carried out through ECAM actions. However, in this case there will be no procedure on the ECAM. So,
what will you pick up next if you are not doing it by memory and there is nothing on ECAM? QRH right?
There is no such thing as engine fire inflight /on ground in QRH! You will have to go to FCOM –
Abnormal and Emergency Procedures – ENG – Engine Fire Inflight / On Ground.

PACK 1+2 FAULT

The rate at which the cabin altitude increases may be minimized by closing the FWD CARGO ISOL
VALVE, if the cargo freight permits.

Air from the cabin goes via the inlet isolation valve to the forward cargo compartment, driven either by
an extraction fan or by differential pressure in flight. A skin-mounted venturi discharges the air
overboard via the outlet isolation valve. The cargo ventilation controller controls the operation of the
inlet and outlet isolation valves and the extraction fan. When FWD ISOL VALVE is set to OFF, the
controller closes the isolation valves and stops the extraction fan, preventing the air from going out and
minimizing cabin altitude increase.

FCU 1+2 FAULT

Do not insert the MDA (MDH) value on the MCDU PERF APPR Page (because the PFD altitude is
referenced to STD, and not to the correct barometric value).

The weather radar image may be lost. If the image remains displayed it must be disregarded. In all
cases, red "WXR RNG" message is displayed.
CAB PR SYS
Manual Swapping

SYS 1+2 FAULT

DC ESS BUS FAULT

ENG RELIGHT IN FLIGHT

ELEC EMER CONFIG

HIGH ENGINE VIBRATIONS

FADEC A OR B FAULT

FADEC OVHT

N1, N2, EGT OR FF DISCREPANCY

ENG OIL LO PR
AVOID RAPID THRUST CHANGES

START FAULT

THRUST LEVER DISAGREE / FAULT

This alert is triggered when a discrepancy between both resolvers of a thrust lever is detected. What is
a resolver?
TLA (thrust lever angle) indicates the position of the thrust lever in control stand from a reference point,
usually this is 0 degrees when thrust lever is at idle and increases up to 40 deg when thrust lever is
advanced to take-off position. This thrust lever is connected by mechanical linkages to an electrical
resolver synchro sensor called thrust lever angle resolver. The resolver has a stator and rotor, the angle
of the rotor with respect to stator reference point changes as thrust lever is moved, this angle is called
thrust lever resolver angle (TRA). This resolver is connected to electronic engine control (EEC) to
control engine thrust for different positions of the thrust lever. Normally when thrust lever is at idle
(TLA=0) then TRA may be 38 deg. TRA may increase to 85 deg when thrust lever is at take-off position.
The exact values you can get in AMM. You have to rig the resolver to get correct angle when you install
a new resolver, adjustment nuts will be provided on the linkages to do this. AMM gives the correct
procedure. (courtesy: pprune.org)
So basically, in this case the TLA angle sensors are not in agreement. That means FADEC does not
know the exact TLA angle. That means it cannot give the exact required thrust. Therefore, in different
conditions it fixes the thrust to a fixed logical value e.g.
On Ground: If both TLA not at TOGA or FLX/MCT then it automatically selects Idle.
During Takeoff: If both TLA are above idle then it selects one of the takeoff’s thrust.
In Cruise: With no slats, if thrust lever is between Idle and MCT, it sets thrust for larger TLA power but
not more than CLB thrust.
In Approach: When slats are extended, it sets idle thrust on affected engine when TLA is at or below
MCT. Thrust will now be idle, even for go around. So, if you are doing a single engine approach and
this thrust lever disagree failure comes in then don’t select slats otherwise there will be no
thrust left.

In case of a THRUST LEVER FAULT, both resolvers fail. Since this is a case of failure and not
discrepancy, TLA angle is not known at all.
The same precaution as mentioned above also holds true in this case too.

LANDING WITH SLATS / FLAPS JAMMED

OR
ELAC FAULT

SPLR FAULT
APPR PROC: If one or more spoilers are fully extended:

In clean configuration, if VLS is above VFE NEXT, the flight crew should deselect A/THR, decelerate
to VFE NEXT, and select CONF 1 when below VFE NEXT. When established at CONF 1, the flight
crew can reengage the A/THR and use managed speed again.

FUEL OUTER / INNER TK HI TEMP

This caution may spuriously trigger due to interference from communication equipment. Therefore, the
flight crew should wait 2 min while the fuel temperature measurement is updated. After 2 min, if the
ECAM caution has not disappeared, then apply the procedure.

HYD YELLOW ELEC PUMP LO PR OR OVHT

LANDING WITH ABNORMAL L/G
At flare, touchdown and rollout: Engines should be shut down sufficiently early to ensure fuel is shut
off before the nacelles impact, but sufficiently late to ensure adequate hydraulic supplies for the flight
controls. Engine pumps continue to supply adequate hydraulic pressure for 30 s after engine shutdown.

L/G NOT DOWNLOCKED OR UPLOCKED

The active LGCIU changes when the landing gear is recycled. Perform the following actions:
• Move the landing gear lever up or down as required.
• Wait for the landing gear to uplock or downlock (as applicable) and for the landing gear doors to
close and simultaneously monitor the WHEEL page on the System Display (SD).
• Move the landing gear lever down or up (as required).
If the flight is continued (to destination or to alternate) with landing gear extended:
• Disregard FMS fuel predictions and refer to QRH/OPS Fuel Penalty Factors.
• Disregard FMS altitude and speed predictions. Time predictions are only valid in cruise.
• Do not use the managed speed mode (except in approach).
• Do not use the CLB and the DES autopilot modes.
• Refer to PRO-NOR-SUP-L/G- Flight with Gear Down.

L/G SHOCK ABSORBER FAULT

Shock absorber not extended after liftoff: In few cases, autothrust and autopilot may also be lost. If
WHEEL N.W. STEER FAULT is also displayed, then the nose wheels may be at maximum deflection.
(turned 90° from center). During landing, delay nose wheel touchdown for as long as possible.
Automatic roll out is not permitted in N.W. STRG FAULT.

BOMB ON BOARD
Meaning of “Maintain Cabin Altitude” in the QRH procedure according to FCOM:

Moreover, QRH procedure has limited information. Do consult FCOM for complete information and
better management of the situation (same for “Ditching”).

TAILSTRIKE
Recommended rate of climb is 500 ft/min and rate of descent limited to 1000 ft/min, except for the final
approach that must be performed normally.
VOLCANIC ASH ENCOUNTER
If EGT exceeds limits, it may become necessary to consider a precautionary engine shutdown. In this
case, restart when clear of the volcanic ash cloud. Switch off wing anti ice before engine restart. The
engine may accelerate very slowly, this is not a failure to start. Compressor and turbine blades may
have been eroded so avoid sudden changes in thrust. Fuel flow and EGT may increase.

ADR 1+2+3 FAULT

For go-around, max speed 215 knots in CONF 1+F, due to loss of flap auto retraction to CONF 1.

Check that outflow valve is fully open and cabin altitude is at airfield elevation before opening the doors.

ALL ADR OFF

Fly within the green area of the BUSS. For slats/flaps retraction, it is better to fly at the top of the green
area and for extending slats/flaps, it is better to fly straight and level at the bottom of the green area.

IR ALIGNMENT IN ATT MODE

For alignment through ADIRS panel, to enter heading e.g. 320°, dial 3, 2, 0, 0 then press ENT. Heading
will be displayed on the associated ND. “HDG–ATT MODE” will be displayed on CDU.

NAV FM/GPS POS DISAGREE

ECAM:
The complete procedure is not displayed on ECAM, it is in the QRH or FCOM.
LS TUNING DISAGREE

SMOKE / FUMES REMOVAL

• In case of fuel vapors cabin fans are turned on because the recirculating air ventilates the air
mixer bay and other fuselage area. This prevents fuel vapors from accumulating and the risk of
explosion. Passenger health is not affected. If fuel vapors are not an issue then cabin fans are
turned off to prevent smoke from entering the cockpit.

• In case of fire, do not shut down the packs or reduce ventilation in an attempt to smother the
fire. Do not deploy oxygen masks, if fire is suspected in the cabin.

• The most effective means of smoke removal is use of ram air. Therefore, descent is initiated to
FL 100 or the MEA-MORA, while the cabin altitude is increased to 10 000 ft or the MEA-MORA.

• In electrical emergency configuration, when the APU MASTER sw is ON, the battery contactors
will automatically close for a maximum of 3 min. This will enable the flight crew to manually
control the outflow valve that is powered by the DC BAT BUS.
CARGO SMOKE
• Expect the smoke warning to remain after agent discharge, even if the smoke source is
extinguished. Gases from the smoke source are not evacuated, and smoke detectors are also
sensitive to the extinguishing agent.

• For aircraft equipped with cargo ventilation, if warning has been displayed temporarily, and agent
has not been discharged, normal cargo ventilation may be recovered for livestock transportation.
See FCOM > ABNORMAL AND EMERGENCY PROCEDURES > SMOKE section.

WING A.ICE SYS FAULT

Condition: Wing anti-ice turned on after one engine shutdown or after loss of one bleed.
ECAM: Calls for opening of X BLEED.
Note: The affected pack has to be selected OFF due to precooler performance.

EMERGENCY EVACUATION
After shutting down the engines and pushing all (ENG & APU) fire push buttons, the use of agents is
according to requirement which is display of the message ENG or APU fire. However, Engine Agent
2 is not available, because squibs for fire bottle 2 for both engines are supplied by DC BUS 2 which
will not be powered in this case. Squibs for fire bottle 1 are supplied by the HOT BAT BUS.

If you have time, it is recommended to consult

FCOM after a failure for background & additional
information even though you’ve done the ECAM.
This will greatly help in decision making and
overall management of the situation. However,
don’t think you nailed it! Some information is
neither in ECAM nor FCOM, its in the FCTM e.g.
The AVIONICS SMOKE ECAM procedure should
be applied only IF SMOKE IS PERCEPTIBLE, if
not then consider a spurious warning and
therefore stop the AVIONICS SMOKE procedure.

Disclaimer: "A320 Abnormal Notes" are personal notes of the undersigned for training only. These notes do not sanction any
pilot to violate his/her Company's Standard Operating Procedures, Aircraft Manuals or Manufacturer's Recommendations.