Ecam Actions
Kristin Klodzinski
But if you follow the ECAM actions, you find yourself with the PTU struggling to power the Green circuit...which is normal because there should be an item in the ECAM actions telling you to turn off the PTU first.
you are correct - the first item "PTU - OFF" is indeed missing from the HYD G+Y SYS LO PR ECAM procedure, which leads to the PTU trying to power the green system when the yellow ELEC pump is switched on.
I played around a little more with the Hydraulic failures and found the following, combining a G HYD SYS LEAK with a B HYD PUMP FAIL: The ECAM "HYD G+B SYS LO PR" never triggered, because somehow the PTU was able to transfer power from the yellow system to a completely empty green system (also without overheating!):
Actually, the PTU should turn off automatically if either the yellow or the green system are at a low level to prevent overheating the remaining system (This could then trigger the "HYD PTU FAULT" ECAM).
An electronic centralised aircraft monitoring (ECAM) or electronic centralized aircraft monitoring is a system that monitors aircraft functions and relays them to the pilots. It also produces messages detailing failures and in certain cases, lists procedures to undertake to correct the problem.[1]
ECAM is similar to other systems, known as Engine Indicating and Crew Alerting System (EICAS), used by Boeing, Bombardier, COMAC, Dornier, Embraer, Saab, and Xi'an, Centralized Fault Detection System (CFDS) on McDonnell Douglas, or Engine Warning Display (EWD) on ATR, which display data concerning aircraft systems and also failures. Airbus developed ECAM, such that it not only provided the features of EICAS, but also displayed corrective action to be taken by the pilot, as well as system limitations after the failures. Using a colour-coded scheme the pilots can instantly assess the situation and decide on the actions to be taken. It was designed to ease pilot stress in abnormal and emergency situations, by designing a paperless cockpit in which all the procedures are instantly available.
ECAM is a series of systems designed to work in unison to display information to the pilots in a quick and effective manner. Sensors placed throughout the aircraft, monitoring key parameters, feed their data into two System Data Acquisition Concentrator (SDACs) which in turn process the data and feed it to two Flight Warning Computers (FWCs). The FWCs check for discrepancies in the data and then display the data on the ECAM displays through the three Display Management Computers (DMCs). In the event of a fault the FWCs generate the appropriate warning messages and sounds. More vital systems are routed directly through the FWCs such that failures in them can still be detected even with the loss of both SDACs. The whole system can continue to operate even with a failure of one SDAC and one FWC.
Failures are classed by importance ranging from level 1 failures to level 3 failures. In the event of simultaneous failures the most critical failure is displayed first. The warning hierarchy is as follows:
Seemingly on a random basis, when loading the A320 (default state cold and dark) and then firing up the systems, the lower ecam page is stuck at the flight ctrl page ( it should display the doors page) and i have to manually select the page i want to see (e. g. the engine page for engine start which should be automatically switched to when turning the ignition switch into the ign/start position). After having finished engine startup and other pre-taxi settings and having taxied for a while, the lower ecam suddenly swaps to the wheels page as it should be and from then on everything works normally.
If FSUIPC is used, and the option to extend battery life indefinitely is turned on, the shutdown to cold & dark if C&D is set as the default state does not work correctly when the Airbus is loaded, thus giving rise to the stuck F/CTL page.
Electronic Centralised Aircraft Monitor (ECAM) is a system that monitors aircraft functions and relays them to the pilots. It also produces messages detailing failures and in certain cases, lists procedures to undertake to correct the problem.
History
ECAM is similar to another system, known as Engine Indicating and Crew Alerting System (EICAS), used by Boeing and others, which displays data concerning aircraft systems and also failures. Airbus developed ECAM, such that it not only provided the features of EICAS, but also displayed corrective action to be taken by the pilot, as well as system limitations after the failures. Using a colour coded scheme the pilots can instantly assess the situation and decide on the actions to be taken. It was designed to ease pilot stress in abnormal and emergency situations, by designing a paperless cockpit in which all the procedures are instantly available. This reduces the required cockpit crew to two pilots. This development means that in modern aviation flight engineers are no longer necessitated.
Note the two fields with green text on the bottom half of the display, separated by a white line. During abnormal conditions, the left portion may show "ECAM actions," but I do not know what the logic behind the right portion is when it shows, for example, "LAND ASAP." Not sure what the logic is during normal conditions, either.
Memos appear in the lower part of the E/WD. They are normally in green, but may beamber in abnormal situtations.
Memos list functions or systems that are temporarily used in normal operations.Each chapter of the "Warning and Cautions" section of this manual lists memo messages.
If there are too many ECAM messages for the amount of space available in the lower partof the E/WD, a green arrow appears at the bottom of the display, pointing down to showthat the information has overflowed off the screen. The pilot can scroll down to viewadditional messages by pushing the CLR pushbutton on the ECAM control panel (on thepedestal, just below the lower ECAM DU).
During the takeoff and landing phases, the right side of the memo area displays specific T.O.INHIBIT or LDG INHIBIT (magenta) memos.
Takeoff and landing memos are displayed, as follows, during the related flight phases:
Our friends at ipadecam.co.uk developed software for a320 pilots to practice all their failure management and technical knowledge. The software is so good you would think you would have to pay for a subscription to access it. But no, the app is completely free to use.
There is one other competitor to read ECAM or iPad ECAM as they are also called and there are many in the aviation world that will be well aware of who that company is. That company does charge a subscription to access their app.
The website is well presented and the app has fantastic explanations on each part of the a320, a330, and Boeing 737, however, in our view the perfect solution to aid your studying or type rating is read ECAM.
Read ECAM does almost everything its competitor does, you can visualize and interact with immersive scenarios. Find content quickly and easily through an intuitive multi-functional menu system and practice over 200 interactive abnormal and emergency scenarios.
On their website, you can follow a simple step by step guide on how to use this software offline on your iPad. We spoke to their director and they are developing a new iPad app with updated graphics and visuals!
If you would like a different way to study and practice then why not have a look at our new online training overview page where you can see some of the main training aids Aviation Insider has to offer: -content-overview/
Reserved for use by VTCS, not generated by the VTSS. This reason code indicates that the VTCS detected an Interface Control Check (IFCC) during the ECAM-T request. Warm start recovery for the specific request should be performed.
Explanation: There is a communications error between the VTSS and the RTD. Possible cause of this condition could be that an MVC is mounted on an RTD, and the RTD drops ready due to a drive or cable problem.
Explanation: The RTD did not mount the MVC within an internal VTCS timer of 15 minutes and as a result there is a cartridge request timeout. This timeout could indicate one of the following conditions or some other reason for the timeout:
User Response: A service call is usually not necessary for a timeout if the mount does occur and there are no other reported errors. Have your site's support services investigate possible problem conditions such as an LMU error(s) or mount failure by reviewing the SYSLOGs to determine whether you should contact StorageTek Hardware Support.
User Response: Eject the MVC cartridge and examine it for any visual defect that may be preventing it from mounting. If you find a problem with the physical cartridge, have your site's support services examine it for further diagnosis, or contact StorageTek Hardware Support.
Explanation: The real tape cartridge is not an MVC, which could indicate that the MVC has somehow been erroneously re-initialized by another job. If the mount resulted from a migration request, a new volume will be selected and the request will be re-tried. If the mount resulted from a recall request and the MVC had been previously used and known to be valid, the request will be re-tried from another copy of the VTV. An ECAM CC5 RC114 is issued only when all re-tries fail.
If the MIR is invalid, then the MVC should be drained with eject. If all VTVs are successfully drained off the MVC, run MVCMAINT to set INVLDMIR OFF for the MVC and the cartridge analyzed by the customer's tape analysis utility (e.g., FATAR). Then, if the cartridge is to be returned for service as an MVC, issue a second MVCDRAIN without eject.
System Action: The system issues message SLS6687I indicating an MVC was mounted for a migrate request and the cartridge was in a read only state. A new volume is selected and the migrate request(s) is re-tried.
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