EasyJet A319 Complete Loss of Electric Power?
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That's what I'm asking myself yet that is the requirement I believe although you can select DIM for T/O and APP.
The idea is that integrated standy lighting (batt bus) needs to be selected on to read the standby instruments clearly but in the dark the overhead switch is hard to find so the AD directs that the Dome lights (also batt bus) remain on to facilitate finding the switch.
In practice though we're finding that the glare on the displays from the dome lights is distracting, not to mention a little disturbing on approach. (if the illness doesn't cure you the medicine just might?)
There is an airbus fix coming next year to automate the switching of the standby inst. lights but in the meantime we're stuck with the glare.
The idea is that integrated standy lighting (batt bus) needs to be selected on to read the standby instruments clearly but in the dark the overhead switch is hard to find so the AD directs that the Dome lights (also batt bus) remain on to facilitate finding the switch.
In practice though we're finding that the glare on the displays from the dome lights is distracting, not to mention a little disturbing on approach. (if the illness doesn't cure you the medicine just might?)
There is an airbus fix coming next year to automate the switching of the standby inst. lights but in the meantime we're stuck with the glare.
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I just can't fly at night with the dome light on... even dim. But then we have the ISIS which is lit anyway, so an immediate loss of power shouldnt leave us entirely in the dark!
And if you practice finding the switch in the dark, then it shouldnt be too much of a problem..?
And if you practice finding the switch in the dark, then it shouldnt be too much of a problem..?
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The problem is causing enough concern on the line I'm thinking of applying for an AMOC using a glow in the dark placard above the switch.
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low and slow phones
i've left my mobile on many times-and not always intentional.
what ever messages i received was whilst on ground and taxiing in.
has anyone else out there actually succeeded in making a call on your personal mobile whilst flying a transport category aircraft?
low and slow with gear and flaps out as one suggested-
okay but that is a long way from losing the radio in flight! you have to get very low and very slow from a cruise situation.
next flight, i will leave it on and take note of when the signal comes and goes.
perhaps i will call the chief pilot just before takeoff and have a chat with him during the takeoff and see how long we stay connected.
then i will start calling the agencies for a new job whilst descending to land.
all in the name of safety research!!!!
what ever messages i received was whilst on ground and taxiing in.
has anyone else out there actually succeeded in making a call on your personal mobile whilst flying a transport category aircraft?
low and slow with gear and flaps out as one suggested-
okay but that is a long way from losing the radio in flight! you have to get very low and very slow from a cruise situation.
next flight, i will leave it on and take note of when the signal comes and goes.
perhaps i will call the chief pilot just before takeoff and have a chat with him during the takeoff and see how long we stay connected.
then i will start calling the agencies for a new job whilst descending to land.
all in the name of safety research!!!!
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I've been using the dome light on 'dim' for many years for T/O & land, and I prefer it. It was originally recommended on earlier Airbus types when an emergency landing was anticipated, so that check-lists etc could easily be found and read. I did have a 'non normal' approach on that type where I used the dome light, found it a great help, and have used it ever since.
(Also on earlier types before the dome light was commonly used in flight, we had an incident where the c/c brought in teas to a completely dark flight deck, bumped into an invisible headrest and soaked the F/O. He then inadvertently kicked the rudder, disconnected the autopilot, spiral dive etc etc ...)
In the Old Days of R/W approach lights switched to 'dim' there was some point to dark F/Ds. Now with Cat 3 T/D lights, HIALs and so on a dim dome light is not intrusive in my opinion.
(Also on earlier types before the dome light was commonly used in flight, we had an incident where the c/c brought in teas to a completely dark flight deck, bumped into an invisible headrest and soaked the F/O. He then inadvertently kicked the rudder, disconnected the autopilot, spiral dive etc etc ...)
In the Old Days of R/W approach lights switched to 'dim' there was some point to dark F/Ds. Now with Cat 3 T/D lights, HIALs and so on a dim dome light is not intrusive in my opinion.
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Call me ignorant but I had a right big laugh on that Fo story with the trolley dolly spilling the tea etc... mwaaahahaha... Was she from essex by any chance?? hahahaha
Only messin'.
On topic: I like the night, turn off that bl@@dy light!!!!
Only messin'.
On topic: I like the night, turn off that bl@@dy light!!!!
The AAIB has issued 'Special Bulletin S9/2006 Airbus A319-111, G-EZAC' for those who are interested. It is a 7 page pdf file available here:
Last edited by MrBernoulli; 19th Dec 2006 at 10:25. Reason: Link now corrected.
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Re the Dome Lights - Airbus have convinced EASA the cure was worse than the disease. Dome light can go off on approach at Capt's discretion.
Re the AAIB report - the problem is particular only to the 320 srs with "enhanced" electrical distribution systems per the referenced OIT that wasn't originally distributed to Flt Ops.
(Should probably know what the term enhanced refers to but I don't - anybody?)
Re the AAIB report - the problem is particular only to the 320 srs with "enhanced" electrical distribution systems per the referenced OIT that wasn't originally distributed to Flt Ops.
(Should probably know what the term enhanced refers to but I don't - anybody?)
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Back to Basics reversion options
Automatics are fantastic but at the end of the day (or worse god forbid)it is so important to give control back to the guys & gals in the flight deck because humans think - act - respond -calculate - use experience & overcome to keep the a/c flying & get back safely.
Automatics simply respond to data & shut down or do whatever that fit's their programmed electronic brain at that particular moment - which is VERY VERY SCARY !!!
Keep safe folks, Mr B from the red barn is pretty smart & knows these things
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Communications...
Why is ACP #2 off of DC ESS?
They had no commications because:
ACP #1 .......... DC ESS
ACP #2 .......... DC ESS
ACP #3 .......... DC 1
VHF #1 .......... DC ESS
VHF #2 .......... DC 2 (This bus was still powered.)
VHF #3 .......... DC 1
HF #1 .......... AC ESS SHED or AC #1 (depending on
model and S/N)
HF #2 .......... AC 2 (This bus was still powered.)
All the above busses were cold, except as noted.
What do you guys think? If Airbus were to add a
DC ESS BUS FEED button to their system...so, you could 'force' (if necessary) the DC ESS to be fed off Battery 2.
This would give assured (if there is such a thing on the Airbus) sources of DC ESS. There are a lot of problems if this bus is lost.
PantLoad
They had no commications because:
ACP #1 .......... DC ESS
ACP #2 .......... DC ESS
ACP #3 .......... DC 1
VHF #1 .......... DC ESS
VHF #2 .......... DC 2 (This bus was still powered.)
VHF #3 .......... DC 1
HF #1 .......... AC ESS SHED or AC #1 (depending on
model and S/N)
HF #2 .......... AC 2 (This bus was still powered.)
All the above busses were cold, except as noted.
What do you guys think? If Airbus were to add a
DC ESS BUS FEED button to their system...so, you could 'force' (if necessary) the DC ESS to be fed off Battery 2.
This would give assured (if there is such a thing on the Airbus) sources of DC ESS. There are a lot of problems if this bus is lost.
PantLoad
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AFAIK there is no OEB or TR to the FCOM for the A319 as operated by EZY that states anything about leaving the dome light on.
The AD that is referred to has not been circulated withing EZY either that i can see.
Could someone post a link to the AD ?
Ta
ps could night vision be affected by having the dome light on at night ? say for a TCAS RA .
The AD that is referred to has not been circulated withing EZY either that i can see.
Could someone post a link to the AD ?
Ta
ps could night vision be affected by having the dome light on at night ? say for a TCAS RA .
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PantLoad
The AAIB report states:
"G-EZAC was fitted with an upgraded digital
Audio Management Unit (AMU) for all the RTF
communications. Unlike earlier versions, its operation
depended on a power supply from a single busbar
(DC ESS). Airbus advised that this meets present
certification standards."
Furthermore:
"It had been found that the contents
of a Static Read-Only-Memory (SRAM) component
could alter and that this would result in a GCU
‘Failsafe’ fault and isolation of the associated IDG
from the electrical system."
Conclusion:
Due to the failed SRAM, any IDG available was rejected finally
and associated buses were lost.
Now what about this to discuss:
Could they have used the RAT ?
The RAT powers AC ESS directly (via no BTC´s or so) and
additionally the DC ESS via the ESS TR.
It works as a bypass of the normal electrical system to guarantee
some essential electrical supply.
Of course:
There was no ECAM drill to ask for this, I know, and I dont know
what I would have done in this situation.
(Remark: I absolutely dont want to blame the crew for not trying it!!)
But here is the "green table" and I think, they could (??) have recovered
the AC ESS bus via this and as a result the DC ESS with all the radios.
Any electrical guru here ?
The AAIB report states:
"G-EZAC was fitted with an upgraded digital
Audio Management Unit (AMU) for all the RTF
communications. Unlike earlier versions, its operation
depended on a power supply from a single busbar
(DC ESS). Airbus advised that this meets present
certification standards."
Furthermore:
"It had been found that the contents
of a Static Read-Only-Memory (SRAM) component
could alter and that this would result in a GCU
‘Failsafe’ fault and isolation of the associated IDG
from the electrical system."
Conclusion:
Due to the failed SRAM, any IDG available was rejected finally
and associated buses were lost.
Now what about this to discuss:
Could they have used the RAT ?
The RAT powers AC ESS directly (via no BTC´s or so) and
additionally the DC ESS via the ESS TR.
It works as a bypass of the normal electrical system to guarantee
some essential electrical supply.
Of course:
There was no ECAM drill to ask for this, I know, and I dont know
what I would have done in this situation.
(Remark: I absolutely dont want to blame the crew for not trying it!!)
But here is the "green table" and I think, they could (??) have recovered
the AC ESS bus via this and as a result the DC ESS with all the radios.
Any electrical guru here ?
Last edited by CAT III DUAL; 20th Dec 2006 at 10:53.
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Why is ACP #2 off of DC ESS?
They had no commications because:
ACP #1 .......... DC ESS
ACP #2 .......... DC ESS
ACP #3 .......... DC 1
VHF #1 .......... DC ESS
VHF #2 .......... DC 2 (This bus was still powered.)
VHF #3 .......... DC 1
HF #1 .......... AC ESS SHED or AC #1 (depending on
model and S/N)
HF #2 .......... AC 2 (This bus was still powered.)
All the above busses were cold, except as noted.
What do you guys think? If Airbus were to add a
DC ESS BUS FEED button to their system...so, you could 'force' (if necessary) the DC ESS to be fed off Battery 2.
This would give assured (if there is such a thing on the Airbus) sources of DC ESS. There are a lot of problems if this bus is lost.
PantLoad
They had no commications because:
ACP #1 .......... DC ESS
ACP #2 .......... DC ESS
ACP #3 .......... DC 1
VHF #1 .......... DC ESS
VHF #2 .......... DC 2 (This bus was still powered.)
VHF #3 .......... DC 1
HF #1 .......... AC ESS SHED or AC #1 (depending on
model and S/N)
HF #2 .......... AC 2 (This bus was still powered.)
All the above busses were cold, except as noted.
What do you guys think? If Airbus were to add a
DC ESS BUS FEED button to their system...so, you could 'force' (if necessary) the DC ESS to be fed off Battery 2.
This would give assured (if there is such a thing on the Airbus) sources of DC ESS. There are a lot of problems if this bus is lost.
PantLoad
I believe the rationale behind powering the ACP2 through the DC ESS BUS is so the FO can still operate the radio in the emergency elec config (don't quote me on that tho!), however not much use in this case.
As for a DC ESS FEED button, well there is an AC ESS FEED button and this didn't work in this case. Would a DC ESS FEED button be just as useless?! In fact, it seems one of the recommendations is that the AC ESS FEED become automatic.
Cat III Dual,
I believe they tried to extend the RAT with no luck.
Cheers