![]() ![]() Take off continued as there was no ECAM activation. SDR 510023347ĭuring take-off run, prior to airplane reaching V1, pilot monitoring observed, engine #1 oil quantity had dropped to 5.5 Quarts (within green band). P/No: D27310002000AQ.Īirbus A320-232 Engine oil quantity-turbine engine low pressure. Operational and independent inspections were performed with aircraft declared serviceable. The assembly was removed, inspected and reinstalled IAW AMM. Other connectors in the vicinity were found intact. During the course of troubleshooting, electrical connector 12CA2 was found disconnected. On selection of Autopilot, flight crew noticed that FO side stick locking solenoid did not engage. Aircraft returned to serviceĪirbus A320-232 Control column section-sidestick loose connection. System tested and considered serviceable. Captains hand mic and Audio management unit replaced. AIS, RMP 1 and 2, and ACP all interrogated with no fault found and BITE tests passed. Post Flight report logged Com Single PTT stuck. Flight crew vacated runway and returned to bay. Prior to take off during lineup with runway, flight crew experienced total communication failure across all systems. No 2 wheel and brake assembly were replaced and the aircraft was declared serviceable.Īirbus A320-232 Communications system-communications failed. Engineer identified that the brake fan impeller blades had sheared and the resulting shrapnel had damaged and become embedded in several areas of the wheel and brake assembly. Engineering called and wheel assembly inspected. On arrival, flight crew noticed that the wheel temperature on the No2 wheel was high compared to the other wheels. During the course of troubleshooting fuel divider valve was flagged. SDR 510023403ģ unsuccessful inflight APU starts were attempted. P/No: 38E936.Īirbus A320-232 APU engine fuel and control-APU unserviceable. Diversion categorized as ETOP significant event. LH wing anti ice valve replaced and tested satisfactorily IAW TSM. Decision was made to divert to alternate due nature of defect and engineering requirements. SDR 510023390ĭuring flight ECAM reported WING ANTI ICE L HI PR. ![]() No odours were present in the cabin or cockpit and the aircraft declared serviceable.Īirbus A320-232 Airfoil anti-ice/de-ice system-anti ice valve unserviceable. Re-circulation filters were then replaced and APU bleed air operated with packs on. Engine Ground Run carried out on both engines with nil odours present. APU cooling fan duct and load control valve were removed and inspected for oil leaks and contamination with nil found. The odour was also present at engine shutdown. SDR 510023463Īfter 2nd engine start, both the cockpit and cabin had a strong foul odour that lasted for 3 minutes. P/No: EVT3454HC.Īirbus A320-232 Air distribution fan-recirculation fan contaminated. MEL applied and aircraft declared serviceable. On arrival, avionics extract fan was observed running louder than usual, however nil smoke or fumes. Avionics vent sys blower and extract override were selected and the fumes dissipated immediately with no further smells. A humming noise was detected coming from under the floor in the right rear of the flight deck. No smoke was visible and the fumes were not toxic nor did they cause any discomfort. In cruise, both flight crew detected fumes similar to electrical burning. Troubleshooting is still ongoing.Īirbus A320-232 Air distribution fan-fan noisy. Engine Ground Run was carried out with smell still evident. The LH pack was operated with no signs of smell in cabin or cockpit. Engineering were called and inspections carried out on LH/RH ACM inlet duct, mix chamber, internal plumbing of HP air source, with nil contamination evident. The smell was most noticeable at rows 24-30. ![]() On descent, cabin crew reported strong oil smell throughout the aircraft. Airbus A320-232 Air conditioning system-bleed air contaminated. ![]()
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