A320 Status page understanding difficulty
 

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

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.

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.

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

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.

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.

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.

I see! Thanks Vilas. :ok:

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....fe93bb3cb8.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.

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.

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.

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).

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.

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.

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