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A330 EMERGENCY ELECTRICAL CONFIGURATION Cargo smoke detectors

CVR
HF1
3 LEVELS Cargo vent
- emergency generator running with source: green hydraulic system All MCDU
- emergency generator running with source: RAT hydraulic power All FMGC
- batteries only (emergency generator not running)
CHECKLIST MANAGEMENT
EMERGENCY ELECTRICAL GENERATOR Since the ECAM SD (lower screen) is lost the checklist has to completed
Comes online when both AC buses are lost due to double engine failure using the EWD (upper screen); this ECP control panel switching to bring
and APU (gen) not running or due to major electrical fault (eg. Short up different displays.
circuit ON AC bus 1 & 2).
Note that the APU is unlikely to restore power to both main AC buses if LAND RECOVERY SWITCH ON
the latter is the case (-buses, themselves faulty). The emergen is driven Reconnects certain AC and DC busbars (AC LAND RECOVERY and
by the green hydraulic system if it is available. Otherwise driven by the DC LAND RECOVERY) which were shed when the emergency electrical
RAT – which deploys in the case of a double engine failure. generator started.
The emergen is a 115/200 Volt, 3-phase generator with 8.6 kVA capacity This results in shedding some equipment now not useful and connecting
(only 3.5 kVA if powered by the RAT and below 260 kts IAS – further equipment which relates to the approach and landing.
load-shedding occurs). Note the main engine generators are 115 kVA.
SYSTEMS WHICH ARE SHED WITH LAND RECOVERY ON
The emergen feeds the: AC ESSENTIAL BUS and DC ESSENTIAL - HF 1
BUS plus, if powered by the green hydraulic system, the: - AP 1
AC ESS SHED BUS and DC ESS SHED BUS is also powered. The - ADR 3
emergen cannot be manually switched off. The aircraft automatically - the remaining fuel pump (L PUMP 2 or R PUMP 2)
disconnects it on final approach when the slats are out of UP. - flaps are lost if engine 2 has failed and IDG 1 has failed.
- no autobrake (as only 1 PRIM is available)
Activation of the emergen is a major emergency and a mayday is - radar
required. The ECAM displays LAND ASAP in RED. Prolonged flight in - APU aft fuel pump
the emergency electrical configuration is not recommended. Though
neither is rushing a landing, especially in marginal weather. SYSTEMS WHICH COME ONLINE WITH LAND RECOVERY ON
- SFCC (slats only) (slat/flaps slow)
LOST SYSTEMS WITH EMERGEN RUNNINNG - LGCIU 1
F/CTRL = ALT LAW - ILS 1
PRIM 2 + 3 (remaining is PRIM 1, SEC 1 and SEC 2) The landing gear is manually extended (gravity drop) so that there is no
RA 1 + 2 spurious load on the green hydraulic system (which may cause the
AP 2 emergen to trip off). The gear doors remain open. The landing cannot be
VHF 2 + 3 retracted. The flight law is DIRECT LAW. The landing is in FLAP3 with a
Half spoilers 5 kt increment. A small increment in landing distance.
Reversers Engine anti-ice is on regardless of cockpit switch position – a fuel flow
ADR 2 increase of 1.5% applies.
CAT 2 The landing is with pedal braking and no antiskid.
R rain repellent
DME 2 In addition, when the emergen is powered by the green hydraulic
VOR 2 (VOR 1 and ADF 1 are only on the DDRMI) system (not the RAT) the following systems come online:
GPS 2 RMP 2 ADF 2 ATC 2 - BSCU 1
Selcal - WHC
RADAR 2 - Left landing light
PFD 2 - Left windshield anti-ice
ND 2 - the flight control system is in DIRECT LAW when the landing
R FMGC gear extends
R MCDU The landing is with pedal braking with antiskid
Lower ECAM screen
Pitch trim - ANYTIME: When the emergen is powered by the RAT only there is:
Rudder trim No AP
R windshield anti-ice No pitch trim
R landing light No rudder trim
Manual pressurisation control A right roll tendency due to the R outboard aileron floating
Nosewheel steering up.
Most fuel pumps At slat extension the emergen disconnects and the landing is completed
IR 2 only runs for 5 more minutes on batteries – so getting on the ground is a priority. This leaves the RAT
The AP drops out but AP 1 may be re-engaged to hydraulically power the flight controls only. The emergen cannot be
FD’s may or may not be available. reactivated after this disconnection except by:
* on the ground after engines shutdown
The captain has to be pilot flying (no instruments on the F/O’s side). * in flight after slat retraction and then pressing the MAN ON switch (ie.
Flying the aircraft is a full time task. after a go-round).
ENGINE ANTI-ICE COMES ON AND STAYS ON The standby airspeed probe is not heated so if there is discrepancy
between it and the Captain’s airspeed – use PFD 1 airspeed.
If the emergen is powered by the RAT only then the following
systems are also lost:- AC POWER RESTORATION
Wing anti-ice In the unlikely event that main AC power is restored, the emergen will
WHC 1 continue to run. The LAND RECOVERY switch must still be selected on
CAPT AOA & STBY AOA to restore the shed AC and DC busbars which were lost when the
ND1 emergen first started.
Autobrake and anti-skid
L landing light QRH SUMMARY
All DME, all ATC and all radar The SUMMARY of affected systems is available in the QRH.
Standby altimeter Page 1.01 and 1.02
FCMC
FCDC 1 Basically the pilot puts the gear` down and runs the slats then lands.

“EMERELEC” (NOV 07) NOT AN OFFICIAL DOCUMENT


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“EMERELEC” (NOV 07) NOT AN OFFICIAL DOCUMENT
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