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    A320 Emergency Descent Notes

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    Shimeon
    The emergency descent procedure should only be initiated if cabin altitude and rate of climb are excessive and uncontrollable, even if not confirmed on displays. The procedure involves two steps - applying memory items then performing the read-and-do actions from the ECAM or QRH. During descent, autopilot and autothrust are recommended, speed brakes should be extended above high flight levels, and TCAS should remain in TA/RA mode with collision avoidance having priority.

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    A320 Emergency Descent Notes

    Uploaded by

    Shimeon
    164 views3 pages
    The emergency descent procedure should only be initiated if cabin altitude and rate of climb are excessive and uncontrollable, even if not confirmed on displays. The procedure involves two steps - applying memory items then performing the read-and-do actions from the ECAM or QRH. During descent, autopilot and autothrust are recommended, speed brakes should be extended above high flight levels, and TCAS should remain in TA/RA mode with collision avoidance having priority.

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    The emergency descent procedure should only be initiated if cabin altitude and rate of climb are excessive and uncontrollable, even if not confirmed on displays. The procedure involves two steps - applying memory items then performing the read-and-do actions from the ECAM or QRH. During descent, autopilot and autothrust are recommended, speed brakes should be extended above high flight levels, and TCAS should remain in TA/RA mode with collision avoidance having priority.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    164 views3 pages

    A320 Emergency Descent Notes

    Uploaded by

    Shimeon
    The emergency descent procedure should only be initiated if cabin altitude and rate of climb are excessive and uncontrollable, even if not confirmed on displays. The procedure involves two steps - applying memory items then performing the read-and-do actions from the ECAM or QRH. During descent, autopilot and autothrust are recommended, speed brakes should be extended above high flight levels, and TCAS should remain in TA/RA mode with collision avoidance having priority.

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    © All Rights Reserved
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    of 3

    EMERGENCY DESCENT

    FCTM PR-AEP-MISC

    THE EMERGENCY DESCENT SHOULD ONLY BE INITIATED ON POSITIVE CONFIRMATION


    THAT CABIN ALTITUDE AND RATE OF CLIMB ARE EXCESSIVE AND UNCONTROLLABLE.

    However, the flight crew must rely on the CAB PR EXCESS CAB ALT warning, even if not confirmed on the
    CAB PRESS SD page. The CAB PR EXCESS CAB ALT warning can be triggered by a cabin pressure sensor,
    different from the one used to control the pressure and display the cabin altitude on the SD.

    The flight crew should perform the actions of the EMER DESCENT in two steps:
    - First step: Apply the memory items.
    - Second step: Perform the read-&-do procedure (ECAM or QRH).

    During the first step, the PM should focus on monitoring the FMA to ensure that the PF had correctly
    established the aircraft in descent.

    During the second step, the PF should refine the settings.

    To initiate the emergency descent, the use of autopilot (AP) and autothrust is highly recommended. At
    high flight levels, the flight crew should extend the speed brakes while monitoring the VLS. This is in
    order to avoid the activation of the angle of attack protection which may result in the retraction of the
    speed brakes and in AP disconnection.

    Note: With IDLE thrust, high speed and speed brake extended, the rate of descent is
    approximately 7000ft/min. Descent from FL 390 to FL 100 takes approximately 4 min and 40 NM.

    The flight crew should be aware that the MORA if displayed on ND is the highest MORA value within a
    radius of 40 NM around the aircraft.

    The flight crew should suspect structural damage in case of a loud bang, or high cabin vertical speed. If
    the flight crew suspects structural damage, apply both of the following:
    - Set the SPEED/MACH pb to SPEED, to prevent an increase in the IAS, or to reduce the speed.
    This action minimizes the stress on aircraft structure
    - Carefully use the speed brakes, to avoid additional stress on aircraft structure.

    If the cabin altitude goes above 14 000ft, the flight crew must press the MASK MAN ON pb. When it is
    obvious that the cabin altitude will exceed 14 000ft, the flight crew could press the MASK MAN ON pb,
    before the cabin altitude reaches 14 000 ft.

    The TCAS mode selector must remain on the TA/RA position. Avoidance of collision has the priority,
    even if it requires one temporary interruption of the descent maneuver. The TA/RA TCAS mode enables
    a maximum protection against collision.

    Finally, subsequent to an emergency descent, once the oxygen masks are removed, the flight crew
    should perform all of the following:
    - Close the oxygen stowage mask compartment.
    - Press the PRESS TO RESET oxygen control slide, to deactivate the mask microphone, and to cut
    off the oxygen.
    Below FL 100, the flight crew should limit the rate of descent to approximately 1 000 ft/min, except
    during the approach phase.

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