EMERGENCY ELECTRICAL CONFIGURATION

QRH (CFM)

ELEC EMER CONFIG SUMMARY

CRUISE

MAX SPD……………………………………………………………………………………………………………… 320KT
ALTN LAW : PROT LOST
ONLY CAPT PITOT AND AOA HEATED
FUEL:
CTR TK UNUSABLE.
FUEL GRAVITY FEEDING
COM: VHF1, HF1  , ATC1, RMP1, only
NAV: ILS1, VOR1, GPS1 (if MMR is installed) only
For Landing Performance assessment, Refer to QRH PER-C, or use the LDG PERF application of FlySmart with Airbus.

APPROACH

CAT 2 INOP
MINIMUM RAT SPEED 140 KT
SLATS FLAPS SLOW
FOR LANDING…………………………………………………………………………………………………………….USE FLAP3
When L/G down: USE MAN PITCH TRIM (DIRECT LAW).

LANDING

FLARE: Only 2 spoilers per wing. Direct law
SPOILERS: Only 2 per wing
NO REVERSER
BRAKING:
ALTERNATE without antiskid
MAX BRK PR 1000 PSI
NO NOSEWHEEL STEERING

GO-AROUND

When L/G uplocked:
ALTN LAW : PROT LOST

FCOM

LAND ASAP
MIN RAT SPEED……………………………………………………………………………………………………….140 KT
CAUTION
The RAT is capable of supplying the EMER GEN down to 125 kt, except during flare.
GEN 1 + 2……………………………………………………………………………………………………. OFF THEN ON
 IF UNSUCCESSFUL:
BUS TIE………………………………………………………………………………………………………………….OFF
L2 Setting BUS TIE pb-sw to OFF segregates both generator channels.
L1 GEN 1 + 2……………………………………………………………………………………………….OFF THEN ON
L2 Note: If any generator reset is successful, reset both FAC’s.
L1 EMER ELEC PWR (IF EMER GEN NOT IN LINE)……………………………………………….. MAN ON
ENG MODE SEL……………………………………………………………………………………………………… IGN
L2 Engines are fed by gravity only.
L1 VHF1/HF1  /ATC1……………………………………………………………………………………………………..USE
L2 Only VHF 1, HF 1 and ATC 1 are supplied in the electrical emergency configuration.
Note: FMGC 1, which is lost temporarily, can be regained by flight crew passing through the
MCDU MENU page.
L1 FUEL GRVTY FEED
L2 Engines are fed by gravity only. Avoid negative Gs.
L1 PROC: GRVTY FUEL FEEDING
L2 Apply GRVTY FUEL FEEDING procedure (Refer to PRO-ABN-28 GRVTY FUEL FEEDING).
L1 FAC 1………………………………………………………………………………………………………….. OFF THEN ON
L2 The rudder trim is recovered, although no indication is available.
L1 BUS TIE……………………………………………………………………………………………………………………..AUTO
L2 Setting BUS TIE pb-sw to AUTO enables the APU to take an available electrical channel.
L1 APU (IF AVAIL)………………………………………………………………………………………………………… START
L2 APU start is not available for 45 s after the loss of both engine generators. This 45 s delay prevents any interference with emergency generator coupling. If the APU is available, the APU may be started when below FL 250.

BLOWER + EXTRACT…………………………………………………………………………………………………OVRD
L2 Cooling air is supplied by the air conditioning system and exhausted overboard through the extract valve.
L1 FUEL CONSUMPT INCRSD
FMS PRED UNRELIABLE
L2 Note: On IAE powered aircraft, the warning “EPR MODE FAULT N1 DEGRADED MODE” is displayed.
L1

ASSOCIATED PROCEDURES

FLT CTL ALTN LAW
(PROT LOST)

 For A319/A320/A321 aircraft:
MAX SPEED………………………………………………………………………………………………………. 320 KT
L2 Speed limited due to loss of flight control normal laws.

FCTM

INTRODUCTION TO EMERGENCY ELECTRICAL CONFIGURATION

The procedure discussed in this section is the EMERGENCY ELECTRICAL CONFIGURATION.
Whilst it is very unlikely that this failure will be encountered, it is useful:
• To refresh on the technical background
• To recall the general guidelines that must be followed in such a case
• To outline the main available systems, according to the electrical power source.

TECHNICAL BACKGROUND

The emergency electrical configuration is due to the loss of AC BUS 1 and 2. The RAT extends automatically. This powers the blue hydraulic circuit which drives the emergency generator. The emergency generator supplies both AC and DC ESS BUS.
Below 125 kt, the RAT stalls and the emergency generator is no longer powered. The emergency generation network is automatically transferred to the batteries and AC SHED ESS and DC SHED ESS BUS are shed.
Below 100 kt, the DC BAT BUS is automatically connected and below 50 kt, the AC ESS BUS is shed.

GENERAL GUIDELINES

As only PFD1 is available, the left hand seat pilot becomes PF. Once a safe flight path is established, and the aircraft is under control, ECAM actions will be carried out. This is a serious emergency and ATC should be notified using appropriate phraseology (“MAYDAY”). Although the ECAM displays LAND ASAP in red, it would be unwise to attempt an approach at a poorly equipped airfield in marginal weather. However, a prolonged flight in this configuration is not recommended.
AP/FD and ATHR are lost. The flight is to be completed manually in alternate and then, when gear down, in direct law. Crews should be aware that workload is immediately greatly increased. As only the EWD is available, disciplined use of the ECAM Control Panel (ECP) is essential, (Refer to OP-040 ECAM HANDLING). Consideration should be given to starting the APU as indicated by the ECAM and taking into account the probability to restore using the APU generator. A clear reading of STATUS is essential to assess the aircraft status and properly sequence actions during the approach. The handling of this failure is referred to as a “complex procedure”. A summary for handling the procedure is included in the QRH, which will be referred to upon completion of the ECAM procedure. The ELEC EMER CONFIG SYS REMAINING list is available in QRH. When landing gear is down, flight control law reverts to direct law. The approach speed must be at least min RAT speed (140 kt) to keep the emergency generator supplying the electrical network. The BSCU are lost. Consequently, the NWS and anti skid are lost. Alternate braking with yellow hydraulic pressure modulation up to 1 000 PSI will be used. Additionally, reversers are not available. RA 1+2 are lost with their associated call out. Call out will be made by PM. Approaching 50 kt during the landing roll, all CRTs will be lost.