Unserviceabilities with Unusual Symptoms ..
Our refuelling trucks will not fit under the aircraft when aircraft is a top config 1 and therefore this one creates all sorts of problems for us.
I've asked management about it on several occasions and got no formal response.
I've asked management about it on several occasions and got no formal response.
A320/321
Solution is for the fuelling company to modify their trucks, or use a separate, towed platform or set of stairs to access the fuel coupling, while the truck is kept away from under the wing.
However, our company told us to retract flaps and slats when coming onto stand. Then, after refuelling, if the air temperature is above 30 degrees, they told us to extend to Config one using the Yellow pump and PTU. However, this requires one of you to be outside to watch that the wings are clear.
As if we haven't got enough to do during the turnaround.
I personally think that the problem only occurs if the air temp is above 30 degrees AND the sun is shining onto the slat surfaces. @ Feather44, does this alert happen at night?
Use of only the Blue electric pump would just extend the slats, preventing the problem with minimum incursion below the wings, but it does bring up a flap fault. This disappears when engines are started and the flaps move to position selected, but company obviously not keen on this method.
However, our company told us to retract flaps and slats when coming onto stand. Then, after refuelling, if the air temperature is above 30 degrees, they told us to extend to Config one using the Yellow pump and PTU. However, this requires one of you to be outside to watch that the wings are clear.
As if we haven't got enough to do during the turnaround.
I personally think that the problem only occurs if the air temp is above 30 degrees AND the sun is shining onto the slat surfaces. @ Feather44, does this alert happen at night?
Use of only the Blue electric pump would just extend the slats, preventing the problem with minimum incursion below the wings, but it does bring up a flap fault. This disappears when engines are started and the flaps move to position selected, but company obviously not keen on this method.
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Older, but funnier ones.
HP Herald, taking of on a seriously rainy day. After a while I felt sure I caught a glimpse of water in my horizon. Yep, there it is again. The vaguum system was hauling air in via an old penny sized wire gauze filter. Air and rain.
Believing my eyes was the first thing, especially when it started to foam. They'd just shampoo'd the aircraft.
The heavy brass giro, with its sculpted edges suddenly bit into the high water. It toppled in a crescendo of foam.
HP Herald, taking of on a seriously rainy day. After a while I felt sure I caught a glimpse of water in my horizon. Yep, there it is again. The vaguum system was hauling air in via an old penny sized wire gauze filter. Air and rain.
Believing my eyes was the first thing, especially when it started to foam. They'd just shampoo'd the aircraft.
The heavy brass giro, with its sculpted edges suddenly bit into the high water. It toppled in a crescendo of foam.
Psychophysiological entity
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British Eagle taxiing and losing fuel during tight turns. And I don't mean a cupful. Can't believe it now, but this aircraft always dumped fuel if it was 'tanked'. Gallons would slosh out. I hasten to add, I was a new sprog, and my opinion didn't count back then.
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A320 series - on ground, different FMAs showing on each PFD (one side shows ALT blue, the other CLB). Changing the ND scale changes the FMAs.
Both FMGCs reset with no cure. Aircraft de powered to no effect.
In the end both SDACs (many CBs) were reset with the aircraft powered. Problem solved.
Both FMGCs reset with no cure. Aircraft de powered to no effect.
In the end both SDACs (many CBs) were reset with the aircraft powered. Problem solved.
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A320 series
Problem: Loss of Altitude Scale on one PFD and loss of one FD (we had 2FD2 on FMA). One AP, Autothrust and CAT 3 inoperative on ECAM status. No ECAM caution/warning generated.
Solution: Check Baro Reference setting on affected side. In our case the Baro Ref had reverted to 745Hpa due to a FCU failure mode. After re-setting the QNH everything went back to normal. For some reason this was not picked up by the FWC (apparently it was an intermittent fault, after a couple of minutes we got the ECAM caution 'FCU1 fault', which kept disappearing and reappearing until we used emergency cancel).
Problem: Loss of Altitude Scale on one PFD and loss of one FD (we had 2FD2 on FMA). One AP, Autothrust and CAT 3 inoperative on ECAM status. No ECAM caution/warning generated.
Solution: Check Baro Reference setting on affected side. In our case the Baro Ref had reverted to 745Hpa due to a FCU failure mode. After re-setting the QNH everything went back to normal. For some reason this was not picked up by the FWC (apparently it was an intermittent fault, after a couple of minutes we got the ECAM caution 'FCU1 fault', which kept disappearing and reappearing until we used emergency cancel).
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Cessna 152.
It used to yaw badly in flight, various attempts to cure it failed, eventually fault made itself apparent. It was a late 152 with the landing lights in the wing and the Perspex window had worked itself loose, at certain speeds the window would vibrate across opening the leading edge up and causing the aircraft to yaw, on landing it would do the reverse so all appeared normal, it was only when it decided to stick open was the fault finally identified and fixed.
It used to yaw badly in flight, various attempts to cure it failed, eventually fault made itself apparent. It was a late 152 with the landing lights in the wing and the Perspex window had worked itself loose, at certain speeds the window would vibrate across opening the leading edge up and causing the aircraft to yaw, on landing it would do the reverse so all appeared normal, it was only when it decided to stick open was the fault finally identified and fixed.
B777, at night over NOPAC. crew get a caution, more cautions, warnings, and more cautions, more warnings, APLT dies, ATR dies, stuff is dropping like flies to pyrethrum. The crew by now are quite awake, thinking of what malaise could cause the issues... Flt attendant calls up from fwd galley, asking if the crew are happy with the purser being under the floor in the E&E bay, pulling breakers.
Purser had been told by maintenance that to reset IFE system, he just had to cycle the 3 breakers under the IFE display. There were 3 breakers, within an inch of the display.... but "under" takes on new meanings in the mind of the recipient. Purser was confronted with a bunch more than 3 CBS. It was fortunate that he didn't get right through his CB smorgasbord, There were a number of breakers that were around a ways that would have been... bad to pull.
2 weeks later, having investigated this particular entertainment, I'm driving a night horror, and over the "water, big water, wet water..." to paraphrase a recent food stamp recipient prez, the topic comes up with my crew, as there is an IFE fault. I suggest politely that as I am going off to rest, please don't contact maintenance by Satcom for the purser on the IFE matter, it has recently ended badly. Purser has already asked to do so, and I have said, no, as other than the power cycling in the purser's manual there is no procedure that can be applied by maintenance. Relief crew nod understanding. I go to first class. to watch about 1 hr later the purser enter the cockpit, come back, and lift the hell hole trapdoor, and start to enter the hole. At which time I popped my own CB. I put a CC behind the door and to the right of the hole, had the Purser stay where he was, asked to enter the cockpit, and then got the relief guys to look at what the geek squad was up to. The purser was advised to stay at the rear of the aircraft and to think about his career prospects for the next 10 hours. Which is what he did. After landing there was a bit of a discussion on the law, on maintenance, and comms. Never happened again, the grapevine was pretty efficient if the message was clear enough.
I also brought my own coffee onboard for a while.
Purser had been told by maintenance that to reset IFE system, he just had to cycle the 3 breakers under the IFE display. There were 3 breakers, within an inch of the display.... but "under" takes on new meanings in the mind of the recipient. Purser was confronted with a bunch more than 3 CBS. It was fortunate that he didn't get right through his CB smorgasbord, There were a number of breakers that were around a ways that would have been... bad to pull.
2 weeks later, having investigated this particular entertainment, I'm driving a night horror, and over the "water, big water, wet water..." to paraphrase a recent food stamp recipient prez, the topic comes up with my crew, as there is an IFE fault. I suggest politely that as I am going off to rest, please don't contact maintenance by Satcom for the purser on the IFE matter, it has recently ended badly. Purser has already asked to do so, and I have said, no, as other than the power cycling in the purser's manual there is no procedure that can be applied by maintenance. Relief crew nod understanding. I go to first class. to watch about 1 hr later the purser enter the cockpit, come back, and lift the hell hole trapdoor, and start to enter the hole. At which time I popped my own CB. I put a CC behind the door and to the right of the hole, had the Purser stay where he was, asked to enter the cockpit, and then got the relief guys to look at what the geek squad was up to. The purser was advised to stay at the rear of the aircraft and to think about his career prospects for the next 10 hours. Which is what he did. After landing there was a bit of a discussion on the law, on maintenance, and comms. Never happened again, the grapevine was pretty efficient if the message was clear enough.
I also brought my own coffee onboard for a while.
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Flight director disagree.
I have never seen this before on an airbus!
AP2 engaged.Modes are v/s and loc with gs armed. Aircraft is cleared to 2000ft and further with the glide.
F/o PFd GS* as glideslope captures at approx 2300ft.Ap1 engaged as plan is practice autoland.
Capt Pfd Alt* as approaching fcu altitude as GS* not annunciated.
AP1 now master autopilot so aircraft attempts to acquire fcu alt and not the glideslope.
Glideslope is now showing fly down so both autopilots and fd disengaged and a manual approach and landing flown.
Does anybody have any ideas as to why this happened?
Double rad alt fail will cause neither fd to arm in gs on the minibus but never seen it as a failure just on one side!
I have never seen this before on an airbus!
AP2 engaged.Modes are v/s and loc with gs armed. Aircraft is cleared to 2000ft and further with the glide.
F/o PFd GS* as glideslope captures at approx 2300ft.Ap1 engaged as plan is practice autoland.
Capt Pfd Alt* as approaching fcu altitude as GS* not annunciated.
AP1 now master autopilot so aircraft attempts to acquire fcu alt and not the glideslope.
Glideslope is now showing fly down so both autopilots and fd disengaged and a manual approach and landing flown.
Does anybody have any ideas as to why this happened?
Double rad alt fail will cause neither fd to arm in gs on the minibus but never seen it as a failure just on one side!
U/S: N1 C/B tripped
