Pre-takeoff fault resolution
FCTM sequence of procedures (know this order)
1Memory items
2OEB
3Sensed ECAM
4Not-Sensed ECAM
5QRH
After aircraft acceptance — fault appears
aComplete OEB/ECAM/ABN procedure as required (OEB takes priority over ECAM — see sequence above)
bConfirm ALL switches & Reset button positions are correct
cApply as required: reset of computers, FCIs/OEBs, FCOM ABN (notes & layers), Engineering/MCC advice
Step (c) is where the System Reset Table applies — see "Reset rules" and "Reset table" tabs. Engineering can advise, but crew can only perform resets authorised by ECAM/OEB or the reset table.
Malfunction resolved?
YES → Continue operation
NO → Next decision ↓
Was Dispatch Page update triggered after engine start?
NO (before engine start) → Is dispatch allowed under MEL?
YES (after engine start) → Consult MEL. (m) procedures only at destination or if returning to stand. Comply with (o) procedures. Coordinate with Line Maintenance/MCC, Ops & Dispatch.
Is dispatch allowed under MEL?
NO → Return to stand
YES → Are (m) procedures required?
If no (m) → Apply MEL and Crew Deferral Procedure
If yes (m) → Only if annotated (m-CD) can crew do it. Otherwise engineer required.
After applying MEL & crew deferral
Final gate: Is it safe to continue?
YES → Continue operation
NO → Return to stand
Resource contacts
Line Maintenance (homebase) — VHF frequency as per local procedures
MCC (outstations) — Satcom: DIRECTORY > SAFETY > MCC
Fleet Technical Pilots — 24/7 via CDM/VPNC
Crew deferral process — 7 conditions
All 7 must be satisfied to defer without an engineer.
1Item identified in MEL. If not covered, no dispatch unless non-airworthiness item.
2All dispatch requirements and (o) procedures can be satisfied.
3No (m) procedure — unless annotated (m-CD) (flight crew can accomplish).
4Crosscheck. All MEL actions crosschecked and confirmed by all crew.
5Multiple inoperative items. PIC checks tech log — interrelationship, effect on ops/workload → go/no-go.
6Tech log entry in stabilised cruise. Defect, MEL ATA number, time, signature, licence number. Text: "deferred in accordance with MEL ATA Number…"
7Consult maintenance if any doubt to confirm correct deferral.
Communication and recording
Contact maintenance
Inform of crew deferral decision. Obtain info on cascading failures (AHM/maintenance docs). Request MEL reference for release. Ask if deferral should not be allowed (restricted flight cycles/calendar days).
Tech log entry
Enter defect per normal procedures. Identify defect and MEL reference. No ADD entry required by flight crew.
If CB/reset button pulled: "CB Number/RESET button ____ (Name/No) PULLED OUT AND NOT COLLARED."
System reset table — general rules
WARNING — when can crew attempt a reset?
Only when:
1 The ECAM/OEB procedure requests a system reset, OR
2 The reset is permitted in the system reset table.
One reset at a time — unless indicated differently in the applicable reset procedure.
Engineering advice alone does NOT authorise a reset outside these two gates.
Two reset methods
Associated cockpit control (e.g. pushbutton):
OFF → wait 3 seconds → ON
Reset button:
PULL → wait 1 second → PUSH
What the table provides
Lists all systems crew can reset. Provides conditions to perform the reset. Describes precautions and potential effects.
Note: Flight crew should report any in-flight reset to maintenance.
Key rules and distinctions
Interview scenario
Engineering advises a reset not in the reset table
Engineering tells you to reset a system that is not listed in the system reset table and not requested by ECAM/OEB. What do you do?
You cannot perform it. The FCOM WARNING is explicit — crew may only attempt a reset when ECAM/OEB requests it OR it is permitted in the system reset table. Engineering advice alone does not create a third gate.
Gold-standard answer: "I'd acknowledge engineering's recommendation and explain that the reset isn't permitted by the ECAM procedure or the system reset table, so it's outside my authority as crew. I'd ask if there's an alternative action within my authority, or whether we need to return to stand for them to action it directly. I value their expertise, but the FCOM defines the boundary of what I can do from the flight deck."
New dispatch message after engine start (no ECAM procedure)
Crew deferral process is NOT applicable. Consult MEL. (m) items apply only at next departure. Comply with (o) procedures. Coordinate with Line Maintenance/MCC/Ops/Dispatch. May be better to return to gate if departing homebase.
FCTM sequence of procedures — OEB before ECAM
The FCTM defines the priority order: Memory Items → OEB → Sensed ECAM → Not-Sensed ECAM → QRH. OEB always takes priority over ECAM. The flight crew should apply any OEB that affects an ECAM alert. All are READ & DO type — PM reads and does, PF initiates.
FCTM tasksharing for resets (cockpit controls & reset buttons)
PF and PM must crosscheck before any action on: ENG MASTER levers, IR MODE selectors, all guarded controls, RESET/POWER SUPPLY buttons. Method: PM indicates control → PF verifies and confirms → PM operates. Crew must restrict resets to those listed in the FCOM. Must not apply reset procedures from memory — always refer to the FCOM.
Red vs black guarded controls (FCTM)
Red guarded controls: irreversible effects — crosscheck is critical.
Black guarded controls: effects are reversible if inadvertently operated.
STOP ECAM — when and why
Stop ECAM actions before reading STATUS page to: ensure Acceleration Flow Pattern is complete (flaps/gear retracted), perform any pending normal checklists, and consider system resets. Also stop when both crew need to crosscheck (e.g. ATC comms, config change, baro setting). System resets via RESET/POWER SUPPLY buttons may not be requested by ECAM — it's crew responsibility to consider them at this stage.
Dispatch page update only (no ECAM)
Only update dispatch page after aircraft acceptance. No ECAM procedure — go straight to MEL assessment.
Captain's discretion before pushback
After aircraft acceptance, workload permitting, Captain may elect to carry out crew deferral before pushback, in coordination with MCC. After pushback — crew deferral process applies.
When engineer is required
MEL does not allow relief, OR item has an (m) procedure (not m-CD). Also consult engineer for effects of multiple deferred items.
Failures after takeoff
Handled by FCOM procedures. MEL used only as supplementary information for decision-making.
Reset vs MEL — where resets sit in the flow
Resets are step (c) of initial fault resolution — before MEL/crew deferral. Try to resolve first (ECAM/ABN → switches/resets → computer resets). Only if malfunction persists → MEL assessment.
Cockpit control vs reset button timing
Cockpit control: OFF → 3 seconds → ON
Reset button: PULL → 1 second → PUSH
One reset at a time unless the procedure says otherwise.
Smoke detection reset threshold
Consider SDS reset only if: ≥2 dispatch messages triggered, OR ≥1 ECAM alert triggered. A single dispatch message alone does not warrant an SDS reset.