A318 G + B Hydro failures different to other A320 family A/C?
Thread Starter
Join Date: Apr 2012
Location: The friendly skies
Age: 27
Posts: 19
Likes: 0
Received 0 Likes
on
0 Posts
A318 G + B Hydro failures different to other A320 family A/C?
Hi everyone
Going through PRO-ABN, I've noticed for the dual hydro failure (G + B), there are a couple of A318 specific actions. I've attached the section concerned beneath.
Whilst I can understand the differences in aerodynamics might warrant the FL350 restriction for the A318 only (due to the low wing loading and loss of LAF with alternate law perhaps?) some of the items associated only with the A318 seem as though they should be universal. Pushing RAT MAN ON for example is applicable to all aircraft in the family for the B+Y LO PR procedure and I see no reason why this should differ for the G + B procedure, but apparantly it does?
Similarly it suggests only recovering the blue system electric pump, should an overheat condition have ceased, only for A318s. Once more, this was applicable to all aircraft in the family for the B + Y LO PR procedure and I don't know why this is different.
I'm also curious to know why it's only permitted to use SBRK on the A318.
Any help would be much appreciated.
Kind regards
Going through PRO-ABN, I've noticed for the dual hydro failure (G + B), there are a couple of A318 specific actions. I've attached the section concerned beneath.
Whilst I can understand the differences in aerodynamics might warrant the FL350 restriction for the A318 only (due to the low wing loading and loss of LAF with alternate law perhaps?) some of the items associated only with the A318 seem as though they should be universal. Pushing RAT MAN ON for example is applicable to all aircraft in the family for the B+Y LO PR procedure and I see no reason why this should differ for the G + B procedure, but apparantly it does?
Similarly it suggests only recovering the blue system electric pump, should an overheat condition have ceased, only for A318s. Once more, this was applicable to all aircraft in the family for the B + Y LO PR procedure and I don't know why this is different.
I'm also curious to know why it's only permitted to use SBRK on the A318.
Any help would be much appreciated.
Kind regards
Join Date: Jun 2007
Location: Wanderlust
Posts: 3,404
Likes: 0
Received 0 Likes
on
0 Posts
CReed
I checked from FCOM of an airline and I find the procedure is same for all variants. What is the source of your FCOM? Actually Hydraulic failures have simple logic of recovery using redundancies. Green and Yellow through PTU. With PTU loss Yellow through electrical pump. Blue loss is accepted for single failure since it is irreversible. But in dual case blue is recovered through RAT and in case of Green loss Yellow is recovered through Yellow election pump.
I checked from FCOM of an airline and I find the procedure is same for all variants. What is the source of your FCOM? Actually Hydraulic failures have simple logic of recovery using redundancies. Green and Yellow through PTU. With PTU loss Yellow through electrical pump. Blue loss is accepted for single failure since it is irreversible. But in dual case blue is recovered through RAT and in case of Green loss Yellow is recovered through Yellow election pump.
Last edited by vilas; 21st Aug 2017 at 23:16.
