A320 Status page understanding difficulty

[Gwolf90]

Hello all,

i had a doubt regarding the ECAM STATUS page. In the fcom in DSC-31-20, there is a section about BLANK LINES. I don’t understand the explanation or the example at all. Please help

[Uplinker]

Yes, it is confusing.

They are basically saying that the different blocks of information are separated by a full height blank line - if you look on the diagram of the STATUS page above, it gives a MAX SPD..........250/ .85 then a full height blank line, then the next block, starting APPR PROC

What they mean is that each block is separated from the others by a full height blank line, so everything before the next full height blank line applies to the current block. Confusingly, they seem to use a half height blank line to separate actions or information which are part of each block, but not in the next block !

So, on the top diagram, the CAT 1 ONLY and the SLATS SLOW applies to the APPR PROC block, not the next block.

[Gwolf90]

Yes, it is confusing.

They are basically saying that the different blocks of information are separated by a full height blank line - if you look on the diagram of the STATUS page above, it gives a MAX SPD..........250/ .85 then a full height blank line, then the next block, starting APPR PROC

What they mean is that each block is separated from the others by a full height blank line, so everything before the next full height blank line applies to the current block. Confusingly, they seem to use a half height blank line to separate actions or information which are part of each block, but not in the next block !

So, on the top diagram, the CAT 1 ONLY and the SLATS SLOW applies to the APPR PROC block, not the next block.

There’s a half line also? I dont see any mention of it in the fcom. Also I was more confused with the picture on the next page. The one with the ENG SHUTDOWN.

It says in that, that by some weird logic,
“ldg dist proc…..apply” is related to “in severe ice accretion.”

I never knew this, and countless times in the sim , I’d open up the qrh to calculate the distance and I’d only see “With ice accretion”.

If i could understand the Status page properly then I’d never have to have such confusion.

[vilas]

There’s a half line also? I dont see any mention of it in the fcom. Also I was more confused with the picture on the next page. The one with the ENG SHUTDOWN.

It says in that, that by some weird logic,
“ldg dist proc…..apply” is related to “in severe ice accretion.”

I never knew this, and countless times in the sim , I’d open up the qrh to calculate the distance and I’d only see “With ice accretion”.

If i could understand the Status page properly then I’d never have to have such confusion.
Nothing weird. OEI inop Landing distance procedure is connected to ice accretion. Only with ice accretion there's addition to App Speed and therefore landing distance is given with that addition. Without ice accretion one engine and two engine landing distance remains same and normal landing distance without failure needs to be checked.

[Uplinker]

You (the OP), might be over thinking it ? The STATUS page usually seems reasonably logical to me. Read and do.

[vilas]

The example given by OP shows he doesn't have proper understanding. The fact is that the failure of engine does not cause increase in LDR. It's only when there's addition to Vapp then LDR increases. And with OEI it only happens when there's ice accretion on wings and it's not possible to symmetrically deice because the crossbleed has to be shut(due to whatever the reason). So for better control there is addition to approach speed which increases the landing distance.

[lurkio]

Maybe if we instructors actually explained it when running through the engine fire/failure ECAM then the rest would understand it. Takes 2 minutes to properly explain the differences and after that they should remember it. Too much rush in your average TR course these days and little things like this get missed.

[pineteam]

The example given by OP shows he doesn't have proper understanding. The fact is that the failure of engine does not cause increase in LDR. .
Hi Vilas,

Actually, even so it's negligible, there is a small increase in the actual Landing distance with one engine failure. About 45 meters with the numbers I ran. I guess it's because of the loss of one reverser.

[vilas]

Hi Vilas,

Actually, even so it's negligible, there is a small increase in the actual Landing distance with one engine failure. About 45 meters with the numbers I ran. I guess it's because of the loss of one reverser.
LDR without failure gives you credit of 50mtrs for each thrust reverser, so only take 50mtrs instead of normal 100mtrs. It's not a penalty. Only thrust reverser inop is not considered a separate failure.

[pineteam]

I see! Thanks Vilas. :ok:

[CrazyStuntPilot]

The technical status of the aircraft is grouped into "blocks" on the status page. This is designed to help you separate what is a limitation (top left, usually blue) vs. a procedure vs. Information (bottom left, green), etc. In the attached picture, you can see the various groups and how they are separated. These groups are separated by a line, but that does not mean they aren't logically related.
https://cimg3.ibsrv.net/gimg/pprune.org-vbulletin/1819x973/screenshot_20220521_070045_2c3bbf4acc21f6ef577c7b5fcb2561fe9 3bb3cb8.jpg

In regards to the SHUT DOWN: it is confusing but remember, the status is a READ not a READ & DO. Landing distance computation comes later, during assessment. Reviewing the FCOM is not required if it delays landing but it can clear things up in this case.

[Uplinker]

Just to clarify; STATUS is read and do, but obviously you only perform the 'do' parts at the appropriate points in the flight, not necessarily straight away.

For example on the screen you show there is the line GREEN ENG 1 PUMP............ON. This should only be done as you actually start the approach, so as to preserve the green hydraulic fluid.
Further down though there is LDG DIST PROC.........APPLY (if green hyd does not come back). It would be best to have done this before starting your approach - indeed, you need to know the LDR before you choose a runway to approach, just in case the green hyd does not come back on line, so this would need to be done well before you get to the approach phase.

But; GPWS LDG FLAP 3................ON, could be done now, so as to reduce tasks during the approach and not risk missing it later.

[CrazyStuntPilot]

Just to clarify; STATUS is read and do, but obviously you only perform the 'do' parts at the appropriate points in the flight, not necessarily straight away.

For example on the screen you show there is the line GREEN ENG 1 PUMP............ON. This should only be done as you actually start the approach, so as to preserve the green hydraulic fluid.
Further down though there is LDG DIST PROC.........APPLY (if green hyd does not come back). It would be best to have done this before starting your approach - indeed, you need to know the LDR before you choose a runway to approach, just in case the green hyd does not come back on line, so this would need to be done well before you get to the approach phase.

But; GPWS LDG FLAP 3................ON, could be done now, so as to reduce tasks during the approach and not risk missing it later.

I don't think this debate about reading or doing the Status page helps the OP. The Handling of the Status page in regards to the displayed actions or procedures is explained quite well in the FCTM AOP. It also explains when to compute the landing performance.

[vilas]

STATUS is reviewed called it read if you like to get the overall picture of actions required. GPWS FLAP3 is also not done. It comes under what Airbus calls deferred procedures that are done during approach preparation. It doesn't make sense doing just one thing while everything else awaits. First ECAM which includes STATUS is completed decision is made and then everything is applied. Incidentally when a procedure appears in ECAM it needs to applied first before moving on but when a procedure appears in STATUS it is applied only after completing STATUS.

[Frusciante]

I am confused as well.

If you look at DC ESS BUS FAULT, it says the same thing as ENG SHUTDOWN but if you look at the QRH Distance table there are two cases with and without ice acc. So in this case it does not apply only to ice acc.

[CrazyStuntPilot]

I am confused as well.

If you look at DC ESS BUS FAULT, it says the same thing as ENG SHUTDOWN but if you look at the QRH Distance table there are two cases with and without ice acc. So in this case it does not apply only to ice acc.
Quick guess here, but without ice accretion the distance is increased due to SPLR 3 inoperative. With ice accretion, the distance is increased due to SPLR 3 inoperative and also the increased VAPP due to the inoperative wing anti ice (minimum speed VLS + 10kt).

[Uplinker]

From my copy of the Airbus FCTM, (which might be out of date):
STATUS READ
The procedures associated with the STATUS should be previewed to evaluate the associated workload. They should be performed at the appropriate flight phase.
OK, but I would suggest that things like LDG DIST PROC.............APPLY (in the event of a Green Hyd failure for example) is something one would want to know to inform one's options during DODAR - before starting the approach ?
Not much point continuing to the shortish runway at one's base airfield only to find out when starting the approach there that you actually need a longer runway.
.

[vilas]

From my copy of the Airbus FCTM, (which might be out of date):

OK, but I would suggest that things like LDG DIST PROC.............APPLY (in the event of a Green Hyd failure for example) is something one would want to know to inform one's options during DODAR - before starting the approach ?
Not much point continuing to the shortish runway at one's base airfield only to find out when starting the approach there that you actually need a longer runway.
.
How do you calculate the LDR without any airfield data? Wind, braking action, LW etc? You need to decide the airport get the ATIS, only then you can find LDR.

[vilas]

I am confused as well.

If you look at DC ESS BUS FAULT, it says the same thing as ENG SHUTDOWN but if you look at the QRH Distance table there are two cases with and without ice acc. So in this case it does not apply only to ice acc.
When the LD increases due to failure and given with or without icing then take it as applicable. But in case ENG SHUTDOWN LD increase is only due to icing and not due to engine failure. So if icing is not there then use LD without failure. No confusion.

[vilas]

Airbus loosely uses the term Landing Performance for LDR without failure and Landing Distance when used with a failure.

[Uplinker]

How do you calculate the LDR without any airfield data? Wind, braking action, LW etc? You need to decide the airport get the ATIS, only then you can find LDR.

Blimey, this is hard work ! Seriously ? :)

........You ask ATC to get the current weather and runway state of your destination airfield plus a couple of others, (or you listen to a few ATIS yourself if they are within range), to give you options as part of DODAR, (other mnemonics are available). That's what we always do in the Sim and no TRE has ever told us not to.

If you descend all the way down and approach an airfield, but only then - when getting the ATIS - you find the runway is too short for your particular failure, you have wasted time, fuel and potential energy.

[CrazyStuntPilot]

In the picture I posted above, you also have a fuel penalty. To take it into account, just like Vilas said with one more step:

Complete ECAM actions
Review FCOM proc(s) time permitting
When workload allows, recall status and:

Note if there is a fuel penalty (FUEL CONSUMPT INCRSD is displayed) and load your FPLN for the destination/diversion as accurately as possible to determine FMS EFOB. Use the QRH to determine the fuel penalty factor and the real EFOB (if FUEL CONSUMPT INCRSD is displayed)
Determine Landing Perf (if LDG DIST PROC APPLY is displayed)

Decide
Communicate

[vilas]

In the picture I posted above, you also have a fuel penalty. To take it into account, just like Vilas said with one more step:

Complete ECAM actions
Review FCOM proc(s) time permitting
When workload allows, recall status and:

Note if there is a fuel penalty (FUEL CONSUMPT INCRSD is displayed) and load your FPLN for the destination/diversion as accurately as possible to determine FMS EFOB. Use the QRH to determine the fuel penalty factor and the real EFOB (if FUEL CONSUMPT INCRSD is displayed)
Determine Landing Perf (if LDG DIST PROC APPLY is displayed)

Decide
Communicate


FIrst you will have to select a diversion/destination. To do that go to DATA>CLOSEST AP>EFOB WIND. That will give you four airports EFOB without fuel penalty. Pick the one you want, minus it from FOB to get Burn off. Apply fuel penalty factor to get real BO. Minus it from FOB and you get landing weight at diversion. Now calculate the landing distance. Then if it's suitable now select it as destination.

[Amadis of Gaul]

Yes, it is confusing.

They are basically saying that the different blocks of information are separated by a full height blank line - if you look on the diagram of the STATUS page above, it gives a MAX SPD..........250/ .85 then a full height blank line, then the next block, starting APPR PROC

What they mean is that each block is separated from the others by a full height blank line, so everything before the next full height blank line applies to the current block. Confusingly, they seem to use a half height blank line to separate actions or information which are part of each block, but not in the next block !

So, on the top diagram, the CAT 1 ONLY and the SLATS SLOW applies to the APPR PROC block, not the next block.

I especially love our ENG SHUTDOWN checklist that as long as there are no reverser or icing issues has you go through 4 pages just to do either 1 thing (crossbleed shut) or 2 things (crossbleed shut and APU bleed open). It's just beautiful!