ABNORMAL OPERATIONS
FIRE PROTECTION
A318/A319/A320/A321
FLIGHT CREW TRAINING MANUAL
This is why a diversion must be immediately anticipated (as indicated by LAND ASAP). Then, after the immediate actions, if the smoke source cannot be immediately identified and
isolated, the diversion must be initiated before entering the SMOKE ORIGIN IDENTIFICATION AND FIGHTING part of the procedure.
IMMEDIATE ACTIONS
These actions are common to all cases of smoke and fumes, whatever the source.
Their objectives are:
? avoiding any further contamination of the cockpit/cabin,
? communication with cabin crew
? flight crew protection.
SMOKE ORIGIN IDENTIFICATION AND FIGHTING
The crew tries to identify the smoke source by isolating systems. Some guidelines may help the crew to identify the origin of smoke:
? If smoke initially comes out of the cockpit's ventilation outlets, or if smoke is detected in the cabin, the crew may suspect an AIR COND SMOKE. In addition, very shortly thereafter, several SMOKE warnings (cargo, lavatory, avionics) will be triggered. The displayed ECAM procedures must therefore be applied.
? Following an identified ENG or APU failure, smoke may emanate from the faulty item through the bleed system and be perceptible in the cockpit or the cabin. In that case, it will be re-circulated throughout the aircraft, until it completely disappears from the air conditioning system.
? If only the AVIONICS SMOKE warning is triggered, the crew may suspect an AVIONICS SMOKE.
? If smoke is detected, while an equipment is declared faulty, the crew may suspect that smoke is coming from this equipment.
According to the source he suspects, the crew will enter one of the 3 paragraphs:
1. IF AIR COND SMOKE SUSPECTED...
2. IF CAB EQUIPMENT SMOKE SUSPECTED...
3. IF AVNCS/COCKPIT SMOKE SUSPECTED...
Since electrical fire is the most critical case, he will also enter paragraph 3 if he doesn't know the source of the smoke, or if the application of paragraph 1 and/or 2 has been unsuccessful.
In this part of the procedure, the flight crew must consider setting the Emergency Electrical
Configuration, to shed as much equipment as possible. This is in order to attempt to isolate the smoke source.
If at least one battery is charging when one side and then the other side of the electrical system are shed, the DC1, DC2, and BAT bus bars become inoperative for the remainder of the flight.
Therefore, the procedure for attempting to partially shed the electrical system was removed from the smoke procedure. This change in the procedure is to enable the flight crew to recover the normal electrical configuration for landing, particularly to recover normal braking.
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