experienced by the crew of 9M-XXM. Additionally, the flight crew training manual is not routinely referenced in-flight, unlike the quick reference handbook or ECAM guidance. Reliance on electronic centralised aircraft monitoring The FCTM describes the ECAM as a main component of Airbus aircraft that provides information in response to most failure situations. The captain attributed the lack of ECAM guidance before takeoff as an indicator that the aircraft systems were operating correctly, despite two aural chimes associated with master cautions. The captain further stated that they had never experienced a chime with no associated ECAM message and that their response was to continue normal procedures. This behaviour is consistent with a reliance on ECAM to identify and resolve abnormal system situations. The crew reported that the lack of ECAM guidance once airborne was a hindrance to resolving the situation. In the absence of ECAM or engine/warning display messages the FO searched the quick reference handbook and FCOM in an attempt to diagnose the problem. The FO carried out part of an UNRELIABLE AIRSPEED CHECKLIST and part of an ADR FAULT procedure before incorrectly using the ADIRS rotary switches in an attempt to rectify the situation. The operating philosophy and of the flight crew indicate a high expectancy that ECAM guidance would be available to resolve most abnormal situations, including that being experienced out of Sydney. In those rare situations where this guidance is not available, it could reasonably be expected that the risk of misidentification and/or inappropriate attempts to resolve the situation would increase. Air traffic control support A review of the ATC response to this occurrence identified that the controllers carried out several that reduced the risk to both the occurrence aircraft and other aircraft in the area. They were the first to notice and alert the crew to the tracking problem, and provided assistance to identify that the aircraft’s main heading indicators were erroneous. Additionally, ATC quickly resolved a possible conflict with another aircraft lined-up and ready to depart on the parallel runway. Subsequently, coordination with several ATC units and the availability of continuous radar coverage provided the crew with a safe diversion alternate and vectoring from Sydney all the way to final approach in Melbourne. The captain reported that ATC had prevented the situation becoming a emergency’ and that in many ways they had the day’. ‘dire ‘saved
experienced by the crew of 9M-XXM. Additionally, the flight crew training manual is not routinely referenced in-flight, unlike the quick reference handbook or ECAM guidance. Reliance on electronic centralised aircraft monitoring The FCTM describes the ECAM as a main component of Airbus aircraft that provides information in response to most failure situations. The captain attributed the lack of ECAM guidance before takeoff as an indicator that the aircraft systems were operating correctly, despite two aural chimes associated with master cautions. The captain further stated that they had never experienced a chime with no associated ECAM message and that their response was to continue normal procedures. This behaviour is consistent with a reliance on ECAM to identify and resolve abnormal system situations. The crew reported that the lack of ECAM guidance once airborne was a hindrance to resolving the situation. In the absence of ECAM or engine/warning display messages the FO searched the quick reference handbook and FCOM in an attempt to diagnose the problem. The FO carried out part of an UNRELIABLE AIRSPEED CHECKLIST and part of an ADR FAULT procedure before incorrectly using the ADIRS rotary switches in an attempt to rectify the situation. The operating philosophy and of the flight crew indicate a high expectancy that ECAM guidance would be available to resolve most abnormal situations, including that being experienced out of Sydney. In those rare situations where this guidance is not available, it could reasonably be expected that the risk of misidentification and/or inappropriate attempts to resolve the situation would increase. Air traffic control support A review of the ATC response to this occurrence identified that the controllers carried out several that reduced the risk to both the occurrence aircraft and other aircraft in the area. They were the first to notice and alert the crew to the tracking problem, and provided assistance to identify that the aircraft’s main heading indicators were erroneous. Additionally, ATC quickly resolved a possible conflict with another aircraft lined-up and ready to depart on the parallel runway. Subsequently, coordination with several ATC units and the availability of continuous radar coverage provided the crew with a safe diversion alternate and vectoring from Sydney all the way to final approach in Melbourne. The captain reported that ATC had prevented the situation becoming a ‘dire emergency’ and that in many ways they had ‘saved the day’.
ao-2015-029-final-report.docx