The first person to notice an ECAM reads it. For example: “AIR PACK ONE FAULT”. As we all know, the first rule and the last rule is to fly the aircraft, fly the aircraft, fly the aircraft. WHEN the flight path and configuration are properly established, AND WHEN you’re not in a critical stage of flight, AND WHEN you are at least 1000 feet A.G.L. (or OCA…whichever is higher), THEN the captain normally assigns the flying duties to the first officer…and the ECAM drill begins. This does not preclude canceling an audio warning by pressing the Master Warning Button when BOTH pilots are aware of the message.

When transferring of control of the aircraft, be explicit. “YOU’VE GOT THE AIRCRAFT” … “I’VE GOT THE AIRCRAFT”. Not ‘You got it’, or ‘Take it’. When the first officer is squared away and comfortable in flying the aircraft, he’ll state “ECAM ACTION”. (Again, be explicit.) There is no reason to be in such a hurry to execute ECAM actions that the control of the aircraft suffers. Never…Ever!!!

The captain, then, starts with the left side of the E/WD, reading the FIRST UNDERLINED FAULT. (There may very well be more than one underlined fault. We handle one fault at a time.) He/she reads the fault AND confirms the system fault on the S/D. The system of the top underlined fault automatically is displayed on the S/D. The captain will make a brief description of the fault to the first officer.

The captain runs the Challenge-Response-Response drill as described earlier. This applies to the ‘Blue Items’ associated with that fault. As each blue item is accomplished, it will disappear. Depending on the fault, there may be no blue items. In that case, the captain merely reads the fault, confirms and verbalizes the fault on the S/D, and then states, “CLEAR ECAM?” (More on that, later.) Or, a blue item may be listed, such as “ATC ADVISE”. The aircraft’s ECAM system doesn’t know that you’ve advised ATC. So, that blue item will not disappear when you key the mic button. Or, another example of a blue item that doesn’t require a specific action is: “IF REV UNLOCKED AND IF BUFFET: MAX SPEED … 240 KTS”. Simply read that blue line item and go on to the next blue item. Again, some blue items might not apply. Another example, for ENG FAIL 1(2), you’ll see “If Damage” and “If No Damage”. One will apply; one will not.

When ALL blue items FOR THAT FAULT are accomplished, the captain will ask, “CLEAR ECAM?” Always be sure that all blue items that can be eliminated, are eliminated. Then, after the first officer has confirmed that all blue items for that fault have been satisfied, he/she will state, “CLEAR ECAM”.

At this point in this treatise, I need to mention that you may see, under the underlined fault, a ‘boxed’ item. In most cases, this simply means that the fault you’re dealing with has caused a problem in a secondary system. Example: The underlined fault is HYD B RSVR OVHT. Then, underneath this underlined fault is a boxed item that says, ‘B SYS LO PR’. If you’ll look to the right, you’ll see an asterisked item *F/CTL. ECAM is simply telling you that, because of your blue system overheat, your flight controls are affected.

In one other case, though, you’ll have a boxed item that says, “SHUT DOWN”. This is associated with an engine fire or an engine failure that can’t/shouldn’t be relit. It’s telling you that you’ll have to execute the SHUT DOWN procedure. In any case, when you see a boxed item, don’t stop and treat it as a separate fault. Read through it and move on.

Now, the captain goes on to the next underlined fault and treats it just as he/she treated the first fault. As he/she goes on to the next underlined fault, the S/D automatically follows with a system schematic and a depiction of that fault.

One other point to mention, as an example in the case of an ENG FIRE fault, as you work through the blue items, the whole fault may disappear. This means the fire is out. For example, you do the first blue item… THR LEVER (affected) …………….. IDLE. Then, you do the second blue item… ENG MASTER (affected) ……………. OFF. Then, the whole fault disappears. That’s because the fire went out after shutting the engine master off.

AFTER ALL FAULTS HAVE BEEN ADDRESSED, the captain will move his/her attention to the right side of the E/WD. This area shows secondary failures, and there may very well be more than one secondary failure listed. The captain will verbalize the first secondary failure, note the affected system on the S/D (Yes, ECAM now automatically displays that system schematic on the S/D.), discuss how that system is affected, and states, “CLEAR FLIGHT CONTROLS?” …or … “CLEAR ELECTRIC?” … or whatever. The first officer, upon being satisfied with the description of what’s failed, will respond, “CLEAR FLIGHT CONTROLS”. As the captain hits the ‘clear’ button, the S/D automatically shifts to the schematic for the next system that has a secondary failure.

Do this drill until only green memos remain (if there are any green memos) … or, you may see a big red or amber “LAND ASAP”. The captain reads the memos or LAND ASAP (as applicable) to the first officer. There may be a green arrow. This means there are more memos to be read. To access these, simply hit “CLR” to scroll down.

Next, the PM will move his/her attention to the left side of the S/D. Here are referenced limitations, approach procedures…or, other procedures such as “L/G…Gravity Extend”, or “GPWS FLAP MODE…OFF”. (Note: If ‘other procedures’ are referenced in this section, generally, you can find the procedure in the QRH. Otherwise, you’d see it on ECAM to begin with. Again, if in doubt, Chapter 21 will direct you to the QRH as necessary.)

In this section (the left side of the S/D) you may also see “LDG DIST PROC … APPLY”. Here is how you do that: In the QRH ALPHABETIC INDEX (in the front), under ‘Miscellaneous’, you’ll see “Landing Configuration, Approach Speed, and Landing Distance Corrections for Failures” for the A319/A320/A321. For the A320 (for the simulator), it’ll be QRH page 51. On this page, find the appropriate equipment failure(s) and the FLAP LEVER POSITION (not necessarily actual flap position). From this, note the speed increment additive(s) and the landing distance multiplier(s). If you have multiple failures, you’ll have several additives/multipliers. And, UNLESS ALL THE ADDITIVES/MULTIPLIERS HAVE AN ASTERISK, YOU’LL NEED TO COMBINE ALL THE MULTIPLIERS. (If you’re confused with this, QRH page 53 explains it all.) If ALL the multipliers have an asterisk, use just the highest landing distance factor, i.e. don’t multiply the multipliers. Similarly, the airspeed ADDITIVES (not multipliers) are ADDED UNLESS ALL faults have the asterisk. IF ALL FAULTS HAVE THE ASTERISK, WE TAKE ONLY THE HIGHEST OF THE SPEED CORRECTIONS AND USE THAT FIGURE.

In short, we ADD speed, MULTIPLY landing distance corrections. All speed increments are added unless all faults have the asterisk. If all faults have an asterisk, we take the highest additive and use only that. With landing distance, we multiply the multipliers, unless all faults have an asterisk. If all faults have an asterisk, we take only the highest multiplier…and use that in our calculations. Again, QRH page 53 explains all this.

You’ll need to jot these figures down and go to the PERFORMANCE section of the QRH. (Example: A320 Perf-2. Again, the instructions on page 53 tell you to do this.) You’ll want the page entitled “LANDING DISTANCE WITHOUT AUTOBRAKE”. Note: You’ll always use the Configuration Full table, even if you’re landing with a flap setting other than config full. Also, as stated previously, even though the chart says ‘WITHOUT AUTOBRAKE’, use the autobrake if it’s available.

Find the landing distance from the “LANDING DISTANCE WITHOUT AUTOBRAKE” chart, THEN apply your landing distance multiplier that you got from QRH page 51 (for the A320). Keep in mind, this is the actual landing distance for a perfectly flown approach, crossing the threshold at approximately 50 feet on speed, minimal flare, touchdown on the 1000 foot marks, and maximum braking. (No safety margin…no FAR Part 121 buffers. See POH page 21-3, section 21.1.3.)

You’re almost finished. Last, go to QRH page 56 (for the A320) and look at the bottom half of the page where it says “A320 ABNORMAL/EMERGENCY CONFIGURATION (failure)”. (Again, the instructions on QRH page 53 tell you to do all this.) From this chart, you’ll obtain your approach speed. You will put this figure in the MCDU PERF page, LSK 5L. YOU’LL PUT THE SPEED IN THE MCDU AS A REMINDER ONLY, BECAUSE YOU’LL FLY THE APPROACH IN SELECTED SPEED, NOT MANAGED SPEED. NEVER FLY THE APPROACH IN MANAGED SPEED WHEN A NON-NORMAL DICTATES THAT SPEED INCREMENTS BE APPLIED!)

Take your time with this section of the S/D. It’s okay to treat one line at a time, or read through all items listed on the left side of the S/D, then go back and treat them individually. Remember, however, that anytime you pause in the checklist flow, the PF needs to be told of this. The captain asks, “Hold ECAM?” And the first officer will state “Hold ECAM”. Continuing…”Continue ECAM?” And the first officer will state, “Continue ECAM.” This maintains both pilots in the checklist loop. An example of “Hold ECAM?” is when the captain does the LDG DIST PROC calculations.

Next, the captain will go to the right side of the S/D. Here are shown all the inoperative systems. The captain will read to the first officer in a slow and deliberate manner each inoperative system. When this has been completed and the first officer understands what he/she has heard, the captain will ask, “Clear Status?” The first officer will reply, “Clear Status.”

Continuing, the captain goes to Chapter 21 in the POH. Here, detailed information can be reviewed with the first officer.

Last, and this is where he/she demonstrates his/her leadership skills, the captain will consult with the first officer, ATC, perhaps the flight attendants, the dispatcher, maintenance control…each entity as applicable…to determine a plan of action. What to do and how to do it… Once the captain formulates a plan, he/she will:

Advise ATC,
Advise company,
Advise flight attendants, and
Advise the passengers.

“Advise, Advise, Advise, Advise!”

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