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Smooth Airperator
9th Mar 2017, 21:09
Occasionally on MSN >6000 we get an ECAM status page showing
CAT3 SINGLE ONLY with CAT3 DUAL listed under inoperative systems, this without any kind of ECAM warning or caution. Only in the air. Anyone shed some light as to why this might be happening and how, technical speaking, Airbus pilots must treat this when determining landing requirements for an LVO approach?

tubby linton
9th Mar 2017, 21:27
Going back to some of the early three digit msn A320F it was due to an ADR disagree.
The next time it happens look at the cfds and select current leg report.
If the aircraft has decided you are Cat3 single then that is what you will get.
See also:
http://www.pprune.org/tech-log/562939-a320-cat-3-single-only-no-ecam.html

top operator
11th Mar 2017, 02:39
This can happen on the ground also. On the ground, if you hard tune an ILS in the Rad Nav page then clear the ILS it removes the status. I can't remember why this works, it was explained to me one day but I can't recall the logic!

Fursty Ferret
11th Mar 2017, 09:58
If the aircraft says Cat 3 single then plan for Cat 3 A approach. The reason you don't get an ECAM caution is because there's no associated ECAM message or actions for the specific failure - as others have said it is often down to an ADR disagree, and one of the reasons we review the status page before starting an approach.

CFDS will give you a rough idea in flight if you're curious with more detailed reporting on the ground.

speedbird787
12th Mar 2017, 07:28
This happens on ground as well....Park brakes on...Press brake peddals..Check status...cat 3 single only

PilotJames
12th Mar 2017, 12:46
Now then that's an interesting one. I wonder why it does that as the brake pedals don't do anything when the park brake is applied?

PilotJames
12th Mar 2017, 12:49
I had one the other day
NAV LS tuning disagree. A disagree between MMR1 and MMR2 which is a joint GPS/ILS box.
On the ground we had no caution but inop CAT 2 (interesting one as you can't arm the approach pb).
The caution came up at 1500 feet, once out of TO inhibit.
Easy way to solve it is to hard tune the ILS in the rad nav page.

Escape Path
19th Mar 2017, 00:48
This one actually goes away by itself when you're preparing the approach and select the runway for arrival. At least that's how it's happened to me the 2 or 3 times I've got it.

You prepare for a Cat 3 approach with DH.

TSIO540
19th Mar 2017, 13:53
CFDS will give you a rough idea in flight if you're curious with more detailed reporting on the ground.

Our manuals only allow CFDS on the ground with both engines off and the park brake set.

Soft Altitude
20th Mar 2017, 18:33
As previously mentioned, it happens usually when ADRs disagree. I have been showed a trick which worked in flight ( don't know the technicalities behind it though ) : engage AP 2, reset FAC 1, then engage AP1, reset FAC 2. That can rid you of the CAT 3 SINGLE ONLY on the memo. Of course it goes without saying that if you have CAT 3 SINGLE ONLY memo, you will of course be able to shoot a CAT 3 SINGLE ONLY approach.
Happy landings.

PilotJames
21st Mar 2017, 13:34
Anyone able to expand on what speedbird said regarding pressing the brake pedals and CAT 3 single.
Not noticed this myself, can't say I've tried.

PENKO
21st Mar 2017, 14:42
I have been showed a trick which worked in flight ( don't know the technicalities behind it though )

Tricks and Airbusses....bad idea! Especially if you 'don't know the technicalities'...

FlyingStone
22nd Mar 2017, 00:59
As previously mentioned, it happens usually when ADRs disagree. I have been showed a trick which worked in flight ( don't know the technicalities behind it though ) : engage AP 2, reset FAC 1, then engage AP1, reset FAC 2. That can rid you of the CAT 3 SINGLE ONLY on the memo. Of course it goes without saying that if you have CAT 3 SINGLE ONLY memo, you will of course be able to shoot a CAT 3 SINGLE ONLY approach.
Happy landings.

This is a VERY bad idea. Read the final report of the Air Asia crash and hopefully you will see it yourself as well.

Doing some random non-approved resets in flight on a very complex and computer-driven aircraft. What could possibly go wrong....

Escape Path
22nd Mar 2017, 18:04
I'd avoid resetting a flight control computer (ELAC, SEC, FAC) unless requested by ECAM/QRH at all costs. Especially in flight!

TURIN
22nd Mar 2017, 23:59
WHEN you reported this fault after arrival, in the tech log not on a scrap of paper pinned to the table, what did the engineer/mechanic sign it off with? There should be a TSM/AMM reference for the fix.

Or am I missing something?

Fursty Ferret
23rd Mar 2017, 11:02
QRH gives green light to computer resets in flight, with the caveat that you do it one at a time...

There's also a difference between pulling the CB for a computer (bad idea) and using the push button control.

Escape Path
23rd Mar 2017, 18:56
QRH gives green light to computer resets in flight, with the caveat that you do it one at a time...

Yes that's right, but that's in the event of a failure, not just randomly resetting computers and autopilots for the sake of it.

CaptainMongo
24th Mar 2017, 14:23
Exactly. We operate SOP. We are pilots not engineers. We use the Airbus approved manual to operate the aircraft safely, we don't write nor rewrite, nor selectively quibble the clear meaning of the manual.

"The PIC had seen the engineer resetting the FAC CB on the ground. Having experience of witnessing and performing FAC CB reset, the PIC might consider that he “fully understand the consequences”. Resetting the FAC CB on the ground and in flight has different consequences. The FAC CBs were not included in the list of the CB allowed in OEB and TDUs to be reset in flight. The consequences of resetting FAC CBs in flight are not described in Airbus documents. It requires good understanding of the aircraft system to be aware of the consequences."

QZ8501. 162 dead.

vilas
25th Mar 2017, 10:36
Yes! just follow the procedures. Cockpit is not a place to allow creativity to run wild.