Airbus guarded switches colour
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Joined: Dec 2003
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From: Europe
Thats what me and my colleague came up with as well...
However on the 380 the AC ESS override is guarded red but reversible...
Equally you can stop fuel jettison, so even though close it's not conclusive...
Appreciate the input!
However on the 380 the AC ESS override is guarded red but reversible...
Equally you can stop fuel jettison, so even though close it's not conclusive...
Appreciate the input!
Joined: Feb 2015
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From: Middle East
for the A320, FCTM OP 040 ECAM HANDLING:
"in general, all guarded switches must be xchecked by pf & pm (except on grd) to prevent the flight crew from performing irreversible actions"
however, they don't say anything about the colours.
i will tend to agree with emach: Red- Action on this switch is irreversible. Black- Action on this switch is reversible.
"in general, all guarded switches must be xchecked by pf & pm (except on grd) to prevent the flight crew from performing irreversible actions"
however, they don't say anything about the colours.
i will tend to agree with emach: Red- Action on this switch is irreversible. Black- Action on this switch is reversible.
Last edited by Feather44; 4th April 2017 at 18:35.
Joined: Sep 2008
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From: Worldwide
For what it's worth, the FCTM for the A350 sheds a little light on the Airbus Guarded Switch philosophy:
"...The flight crew must crosscheck the above-listed controls, in order to prevent any inadvertent action by the flight crew with irreversible effects (i.e. when the flight crew operates red guarded controls). If the flight crew inadvertently operates a black guarded control, the subsequent effect is reversible."
This is from A350 FCTM, AOP-30, "HANDLING OF COCKPIT CONTROLS".
Effectively, on the A350 anyway, the red guarded switched are irreversible, black guarded are reversible.
This obviously isn't necessarily applicable to all airbus aircraft, but it certainly gives some insight into the general Guarded Switch philosophy, and does appear to hold up for the A330.
"...The flight crew must crosscheck the above-listed controls, in order to prevent any inadvertent action by the flight crew with irreversible effects (i.e. when the flight crew operates red guarded controls). If the flight crew inadvertently operates a black guarded control, the subsequent effect is reversible."
This is from A350 FCTM, AOP-30, "HANDLING OF COCKPIT CONTROLS".
Effectively, on the A350 anyway, the red guarded switched are irreversible, black guarded are reversible.
This obviously isn't necessarily applicable to all airbus aircraft, but it certainly gives some insight into the general Guarded Switch philosophy, and does appear to hold up for the A330.
Joined: May 2009
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From: FinalApproach
Joined: Mar 2000
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From: Sunrise Senior Living
I was told that the Eng and APU Fire Pbs were reversible. They are in the sim - without a "Systems Reset". There is nothing to that effect in the FCOM (unless you know differently) and one would have to be in a lot of trouble to even consider relighting a damaged engine.
Does anyone have any information which might confirm or contradict this assertion?
Does anyone have any information which might confirm or contradict this assertion?
Joined: Jan 2014
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From: N5109.2W10.5
Hi mcdhu,
I can't find the official incident report of BA 9 24 June 1982 but from memory and confirmed by wikipedia, No 4 engine failed first and the Fire Engine Checklist was completed as far as pulling the FCH and arming the bottles. After the remaining 3 engines had also failed (I guess that would count as "one would have to be in a lot of trouble to even consider relighting a damaged engine"), the first engine to be relit was No 4. Fortunately Flt Engineer Barry Townley-Freeman re-stowed the FCH (not in the QRH relight procedure) - so well done Barry.
I can't find the official incident report of BA 9 24 June 1982 but from memory and confirmed by wikipedia, No 4 engine failed first and the Fire Engine Checklist was completed as far as pulling the FCH and arming the bottles. After the remaining 3 engines had also failed (I guess that would count as "one would have to be in a lot of trouble to even consider relighting a damaged engine"), the first engine to be relit was No 4. Fortunately Flt Engineer Barry Townley-Freeman re-stowed the FCH (not in the QRH relight procedure) - so well done Barry.
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From: 5° above the Equator, 75° left of Greenwich