@A318/A319/A320/A321: Chapter 05 - Time Limits - Maintenance Checks

@A318/A319/A320/A321
TROUBLE SHOOTING MANUAL
CHAPTER 05 - TIME LIMITS - MAINTENANCE CHECKS

TABLE OF CONTENTS
REFERENCE SUBJECT
CHAPTER 05
05-50-00 UNSCHEDULED MAINTENANCE CHECKS
05-50-00 PB 201 UNSCHEDULED MAINTENANCE CHECKS - FAULT ISOLATION
PROCEDURES
05-50-00-810-801-A Identification of the Cause of In-Flight Airframe Vibrations and/or Noises
05-50-00-991-00200-A Vibration Reporting Sheet
05-50-00-991-00100-A Process for the Identification of the Vibration Source
05-50-00-991-00300-A Decision Tree
05-50-00-991-00400-C Decision Table
05-50-00-991-00500-A Example of How to Use the Decision Tree
05-50-00-991-00600-C Example of How to Use the Decision Table
05-50-00-810-802-A Hard/Overweight Landing
05-50-00-810-803-A Airframe Bird or Hail Strike
05-50-00-810-804-A Tire Burst or Tread Throw or Wheel Failure or Flat Spot
05-50-00-810-805-A Lightning Strike
05-50-00-810-806-A Engine Bird Strike or Slush Ingestion
05-50-00-810-807-A Tail Runway Impact
05-50-00-810-808-A NLG Towing Overload or Overrun
05-50-00-810-809-A NLG Steering Angle of more than 95 deg.
05-50-00-810-810-A Leaving Runway or Taxiway
05-50-00-810-811-A Dust Storm/Volcanic Ash Conditions in Flight or on the Ground
05-50-00-810-812-A Impact on Engine Cowls
05-50-00-810-813-A Fluid Spillage
05-50-00-810-814-A Abnormal Pax/Crew Door Movement
05-50-00-810-815-A Significant MLG Vibration at Touch-Down
05-50-00-810-816-A Landing Gear Extension at more than the Geardown Limiting speed
05-50-00-810-817-A Flap/Slat Extension at more than the Flap/Slat Limiting Speed
05-50-00-810-818-A Flight Excessive Load Factor due to Turbulence or Maneuver or in Excess
of VMO/MMO
05-50-00-810-819-A Engine Failure
05-50-00-810-820-A Overweight Taxiing
05-50-00-810-821-A Very High Winds on Ground
05-50-00-810-822-A Leaks - Permitted Values
05-50-00-810-823-A Lateral Jerk at Take-off
05-50-00-991-00800-A Decision Table
05-50-00-810-825-A Brake Emergency Application or Overheat
05-50-00-810-826-A Engine Windmilling (After Engine In-flight Shut-down)
BKP T.O.C. Page 1

Feb 01/12
Revision n˚: 31
@A318/A319/A320/A321
UNSCHEDULED MAINTENANCE CHECKS - FAULT ISOLATION

PROCEDURES
** On A/C ALL
Task 05-50-00-810-801-A
Identification of the Cause of In-Flight Airframe Vibrations and/or Noises
1. Possible Causes
2. Job Set-up Information

A. Referenced Information
REFERENCE DESIGNATION
27-10-00-810-835-A Vibrations Felt in the Forward Cabin and Cockpit
27-10-00-810-840-A Aileron Oscillations
27-20-00-810-802-A Airframe Vibration due to the Rudder
27-30-00-810-849-A Vibrations Felt Along the Cabin and in the Cockpit
27-30-00-810-850-A Vibrations Felt in the Rear Cabin
27-54-00-810-801-A Flap Vibration
32-20-00-810-803-A Vibrations Felt during Climb because of Incorrect Clearance of the NLG Aft
Doors
52-11-00-810-826-A Vibrations and Noise in the FWD Passenger/Crew Door Area
52-13-00-810-826-A Vibrations and Noise in the Aft Passenger/Crew Door Area
53-35-00-810-801-A Vibration and/or Noise felt in Mid Cabin
(Ref. Fig. 05-50-00-991-00200-A - Vibration Reporting Sheet)
(Ref. Fig. 05-50-00-991-00100-A - Process for the Identification of the Vibration Source)
(Ref. Fig. 05-50-00-991-00300-A - Decision Tree)
(Ref. Fig. 05-50-00-991-00400-C - Decision Table)
(Ref. Fig. 05-50-00-991-00500-A - Example of How to Use the Decision Tree)
(Ref. Fig. 05-50-00-991-00600-C - Example of How to Use the Decision Table)
3. Fault Confirmation
A. How to Use the Vibration Reporting Sheet (VRS)
NOTE : It is necessary to print all of paragraph 3.A. to use the Vibration Reporting Sheet during flight.
The Vibration Reporting Sheet is divided into four main parts.

A description of the four parts of the VRS is given in the paragraph that
follows.
The flight crew must complete these parts when time is available and as permitted by flight conditions.
NOTE : When flight conditions make it necessary, the flight crew will try to stop the vibrations for passenger
comfort. Almost always, it will be sufficient to decrease the speed and change the altitude.
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(1) Record the flight conditions when the vibrations occur.
These include:
. the aircraft weight
. the flight phase
. the speed
. the altitude
. the aircraft configuration (Landing Gear, Slat/Flaps position).
(2) When the vibrations occur, observe and record:
. their intensity
. their direction
. the area where they occur
. if noise is related to the vibrations.
These last two parameters give very important and necessary data for the identification of the
vibration source. The flight crew must also do a check of the ECAM flight control page to find
possible oscillations on the flight control surfaces.
It is also possible to feel vibrations in the cabin. Thus, the flight crew must speak to the cabin crew
to make sure their assessment is correct (aircraft area where the vibration is strongest for example)
and for better reporting.
(3) Parameter and flight condition changes (AP ON) that have an effect on the vibrations
NOTE : Vibrations can be caused by flight control surfaces. A parameter change with AP ON can supply
information to identify the surface that is the source of vibrations.
During cruise, the flight crew can extend the speed brakes by a few degrees to monitor the vibration
intensity variation.
When there is an acceleration, turn, climb or descent during the usual flight flight sequence (with AP
ON), the flight crew must also monitor the effect on the vibrations and record all vibration intensity
variations.
(4) Parameter and flight condition change (AP OFF, FDs ON) that stops the vibrations
This section can be completed when:
. The parameter and flight condition change (AP ON) did not stop the vibrations,
or
. Initial reporting did not make it possible to find the source of vibrations.
When permitted by flight conditions and airline policy (*), the flight crew can disconnect the
AutoPilot (AP) to try to identify the source of vibrations. The flight crew will then apply small and
smooth flight control inputs to obey FD bar orders.
NOTE : Vibrations can be caused by flight control surfaces. The vibrations will possibly stop when the
load on these surfaces increases.
This must be done in the sequence given on the VRS (pitch, yaw then roll):
. Apply small and smooth inputs on the sidestick to obey the FD orders (pitch or roll).
. If the vibrations do not stop, apply small rudder trim inputs of +/- 1.5˚ MAX (yaw).
. Do not use the rudder pedals.
. When the vibration reporting is completed, connect the autopilot again immediately (if the autopilot
was ON before this procedure).
NOTE : (*)In RVSM airspace, the flight crew must keep the AP ON for altitude capture and level flight
at the cleared FL.
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B. Find the Cause of the Vibrations and/or noises
NOTE : If the vibrations occurred in this configuration:

. vibrations along the cabin and in the cockpit and
. elevator control with SECs in operation and ELACs not in operation,
no trouble shooting is necessary (elevator oscillations are wider in SEC mode than ELAC mode).
(1) Use this procedure to find the cause of the vibrations.
(Ref. Fig. 05-50-00-991-00100-A - Process for the Identification of the Vibration Source)
(a) Vibration reporting sheet.
If vibrations occur, the airline must record the related data on the vibration reporting sheet.
You must use this sheet to start all trouble shooting procedures related to vibrations.
NOTE : The more accurately the airline records the data on this sheet, the easier the trouble
shooting will be.
(b) Decision tree.
(Ref. Fig. 05-50-00-991-00300-A - Decision Tree)
Refer to the decision tree and the data on the vibration reporting sheet to find:
. the source of the vibrations
. the type of corrective actions that are necessary.
If you cannot find the cause of the vibrations with this tree, use the decision table.
(c) Decision table.
(Ref. Fig. 05-50-00-991-00400-C - Decision Table)
The decision table is made to help the operator to find the possible causes of the vibrations.
Each line of the table is related to one of the parameters shown on the vibration reporting sheet.
If this parameter is applicable (there is data for it in the vibration reporting sheet), you must
highlight all the figures on the line for the parameter.
When all the applicable lines are highlighted, add all the highlighted figures in each vertical
column.
Record the total on the TOTAL line.
The highest totals show the most probable sources.
NOTE : Items with a value of less than 20 are not important.

(d) Example of how to use the decision tree and the decision table.
(Ref. Fig. 05-50-00-991-00500-A - Example of How to Use the Decision Tree)
(Ref. Fig. 05-50-00-991-00600-C - Example of How to Use the Decision Table)
4. Fault Isolation
A. Corrective Action Types
(1) Type 1
(a) The cause of vibrations is incorrect rigging of the elevator and/or too much play at the elevator
trailing edges:
. do the procedure: vibrations felt in the rear cabin (Ref. TASK 27-30-00-810-850-A).
(2) Type 2
(a) The cause of vibrations is the elevator servocontrol oscillation:
. do the procedure: vibrations felt along the cabin and in the cockpit (Ref. TASK
27-30-00-810-849-A).
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(3) Type 3
(a) The cause of vibrations is too much play at the aileron trailing edges:
. do the procedure: vibrations felt in the forward cabin and cockpit (Ref. TASK
27-10-00-810-835-A).
(4) Type 4
(a) The cause of vibrations is the aileron servocontrol oscillations:
. do the procedure: aileron oscillations (Ref. TASK 27-10-00-810-840-A).
(5) Type 5
(a) The cause of vibrations is too much play at the rudder trailing edge:
. do the procedure: vibrations felt in the rear cabin and along the fuselage (Ref. TASK
27-20-00-810-802-A).
(6) Type 6
(a) The cause of vibrations is the incorrect condition of the flap (1):
. do the procedure: flap vibration (Ref. TASK 27-54-00-810-801-A).
(7) Type 7
(a) Not applicable
(8) Type 8
(a) The cause of vibrations is too much play in the NLG aft door gimbal joints:
. do the procedure: vibrations felt during climbs caused by incorrect clearance of the aft nose
landing-gear doors (Ref. TASK 32-20-00-810-803-A).
(9) Type 9
(a) The cause of vibrations is the seal of the belly fairing panels 191 and 192BT:
. do the procedure: vibration and/or noise felt in mid cabin (Ref. TASK 53-35-00-810-801-A).
(10) Type 10
(a) The cause of vibrations is the seals of the belly fairing panels 191 and 192DT:
(11) Type 11
(a) The cause of vibrations is the seals of the belly fairing panels 191 and 192ET:
(b) The cause of vibrations is the seal of the belly fairing panels 191 and 192LB:
(12) Type 12
(a) The cause of vibrations is the forward passenger/crew door cover plates:
. do the procedure: vibrations and noise in the forward passenger/crew door area (Ref. TASK
52-11-00-810-826-A).
(13) Type 13
(a) The cause of vibrations is the aft passenger/crew door cover plates:
. do the procedure: vibrations and noise in the aft passenger/crew door area (Ref. TASK
52-13-00-810-826-A).
(14) Type 14
(a) Not applicable.
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@A318/A319/A320/A321
** On A/C ALL
NOTE FOR FLIGHT CREWS (Print also the complete paragraph 3.A.)
When permitted by time and flight conditions, the flight crew must complete the VRS correctly. This
will help the maintenance personnel to find the post−flight corrective actions.
− All fields with the mark (*) are mandatory.
− Vibration observations (start or stop) must be done in relation to the normal flight sequence (in
stabilized flight or after a parameter change made to obey the flight plan).
In each box, please tick the applicable division.
NOTE: FOR MAINTENANCE PERSONNEL, REFER TO TSM TASK 05−50−00−810−801 FOR
DATE:
FAULT ISOLATION PROCEDURE.
(1) FLIGHT CONDITIONS WHEN VIBRATIONS OCCURRED
GROSS WEIGHT: ALT: *SPEED: (kts)
ENG VIBRATION PARAMETERS: #1 #2
*FLIGHT PHASE: CLIMB CRUISE DESCENT APPROACH
AIR TURBULENCE: YES NO L/G: UP DOWN
*SLAT/FLAP POSITION: 0 1 2 3 FULL
FLT N°:
(2) OBSERVATIONS WHEN VIBRATIONS OCCURRED
−*FLIGHT CONTROL OSCILLATION IS VISIBLE ON ECAM: YES NO
*−> IF YES, ON: RUDDER AILERON RH LH ELEVATOR RH LH
−*AFFECTED AREA:
COCKPIT FWD CABIN MID CABIN AFT CABIN
SPECIFIC LOCATION:
A/C IDENT:
− * AUDIBLE NOISE (except rumbling) Y N RUMBLING NOISE Y N
− VIBRATION INTENSITY : LIGHT MODERATE STRONG
− VIBRATION FELT IN : LATERAL VERTICAL UNKNOWN
(3) PARAMETER CHANGE (AP ON) THAT HAS AN EFFECT ON VIBRATIONS (VIBRATIONS
START OR STOP)
THRUST Y N ALTITUDE Y N TURN Y N AIRBRAKES Y
EXTENSION N
(4) PARAMETER CHANGE (AP OFF, FDs ON) THAT HAS AN EFFECT ON VIBRATIONS
F/O:
If permitted by time and flight conditions, the flight crew can apply flight control inputs (with AP
OFF, which is not permitted in RVSM airspace in level flight or during cleared FL altitude capture)
to identify the vibrations source. The flight control inputs must be small and smooth and applied on:
−The sidestick for pitch and roll to obey FD orders
−The rudder trim (+/− 1.5° MAX) for yaw. Do not use the rudder pedals.
VIBRATIONS WERE STOPPED BY SMALL FLIGHT CONTROL INPUT ON:

1−PITCH Y N 2−YAW Y N 3−ROLL Y N
− GENERAL CREW COMMENTS (FREQUENCY, SOURCE, NOISE, SPEED CHANGE

EFFECT, VIBRATIONS STOP AT END OF CLIMB, VIBRATIONS START AT START OF
CAPT:
DESCENT, AP STATUS,..., OTHER COMMENTS):
N_TS_055000_2_ABM0_01_02
BKP FIGURE 05-50-00-991-00200-A SHEET 1 Page 5

Vibration Reporting Sheet 05-50-00 PB201 Feb 01/12
Revision n˚: 31
@A318/A319/A320/A321
** On A/C ALL
"A320 VIBRATION REPORTING

SHEET"
SOURCE IDENTIFIED
"DECISION TREE"
SOURCE NOT IDENTIFIED
"DECISION TABLE"
CORRECTIVE ACTION
N_TS_055000_2_AAM0_01_00

Process for the Identification of the Vibration Source 05-50-00 PB201 Feb 01/12
Revision n˚: 31
@A318/A319/A320/A321
** On A/C ALL
ON THE LOWER ECAM

DU, ON THE F/CTL YES TYPE 4 CORRECTIVE
PAGE, THE AILERON
POSITION INDICATION ACTION
OSCILLATES
NO
ON THE UPPER ECAM

DU, THE WARNING YES TYPE 4 CORRECTIVE
F/CTL AIL SERVO ACTION
FAULT IS SHOWN
NO
ROLL INPUTS YES TYPE 3 CORRECTIVE

STOP VIBRATION ACTION
NO
ON THE LOWER ECAM

DU, ON THE F/CTL YES TYPE 2 CORRECTIVE
PAGE, THE ELEVATOR
POSITION INDICATION ACTION
OSCILLATES
NO
PITCH INPUTS YES TYPE 1 CORRECTIVE

STOP VIBRATION ACTION
NO
RUDDER/RUDDER TRIM YES TYPE 5

INPUTS STOP
CORRECTIVE ACTION
VIBRATION
NO
REFER TO THE IS RUMBLING NOISE YES REFER TO

DECISION TABLE ONLY ON COCKPIT TASK 21−26
NO
N_TS_055000_2_ACM0_01_00

Decision Tree 05-50-00 PB201 Feb 01/12
Revision n˚: 31
BKP
S 250 0 1 1 1 1 4 1 3 1 0 1 1
250 S 280 1 3 4 3 2 0 3 1 3 4 3 3
SPEED (KTS)
280 S 320 3 2 2 2 3 0 3 1 3 4 3 4
** On A/C ALL
S 320 4 1 1 1 2 0 3 1 3 4 3 4
ALTITUDE FL300 0 0 0 0 1 0 0 0 0 0 0 0
CLIMB 3 1 4 0 3 0 6 3 1 0 1 1
FLIGHT PHASE CRUISE 3 3 3 5 3 0 0 0 3 6 3 3
DESCENT 2 1 0 0 0 0 0 0 1 0 1 1
APPROACH 0 1 3 1 0 6 0 3 1 0 1 1
CLEAN 4 2 1 2 4 0 4 2 3 4 3 3
SLATS/FLAPS POSITION
EXTENDED 0 1 2 1 1 10 0 2 1 0 1 1
ELEVATOR OSCILLATIONS YES 0 15 0 0 0 0 0 0 0 0 0 0
ON ECAM
AILERON OSCILLATIONS 0 0 0 15 0 0 0 0 0 0 0 0
Decision Table
YES
ON ECAM
YAW 0 0 0 0 8 0 0 0 0 0 0 0
PITCH 10 0 0 0 0 0 0 0 0 0 0 0
INPUT FLIGHT CONTROLS ROLL 0 0 10 0 2 0 0 0 0 0 0 0
NOT TRIED 0 0 0 0 0 0 0 0 0 0 0 0
FIGURE 05-50-00-991-00400-C SHEET 1

NO EFFECT 0 0 0 0 0 0 10 0 0 0 0 0
THRUST 2 0 0 0 2 0 0 0 0 0 0 0
ALTITUDE 2 0 0 0 2 0 0 0 0 0 0 0
NOT APPLICABLE
NOT APPLICABLE
FLIGHT PARAMETER TURN 0 0 5 0 1 0 0 0 0 0 0 0

CHANGE
AIRBRAKES
3 0 0 0 0 0 0 0 0 0 0 0
EXTENSION
COCKPIT 0 2 1 1 3 1 6 0 0 0 3 0
FWD 1 1 2 2 1 1 0 0 0 0 3 0
AFFECTED AREA
MID 2 1 3 3 1 3 0 6 6 6 0 3
AFT 4 2 0 0 2 1 −10 0 0 0 0 3
VERTICAL 1 0 0 0 0 0 0 0 0 0 0 0
FELT IN
LATERAL 0 0 0 0 1 0 0 0 0 0 0 0
LIGHT 0 1 0 0 1 0 1 0 0 0 0 0
VIBRATION INTENSITY MODERATE 1 0 1 0 1 0 0 0 0 0 0 0
@A318/A319/A320/A321
STRONG 1 0 1 0 0 0 0 0 0 0 0 0
AUDIBLE NOISE YES 0 0 0 0 0 0 0 20 20 20 20 20
(EXCEPT RUMBLING) NO 20 20 20 20 20 20 20 0 0 0 0 0
TOTAL
2 4
1 ELEV 3 AIL 5 6
05-50-00 PB201
CORRECTIVE ACTION TYPE
ELEV OSC AIL OSC RUD FLAPS 7 8 9 10 11 12 13 14
NLG
FLIGHT CONTROLS BELLY FAIRING PAX DOOR
DOOR
N_TS_055000_2_ADQ0_01_01
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BKP
DECISION TREE
A320 VIBRATION REPORTING SHEET
** On A/C ALL
When permitted by time and flight conditions, the flight crew must complete the VRS correctly. This ON THE LOWER ECAM
DU, ON THE F/CTL
will help the maintenance personnel to find the post−flight corrective actions. YES TYPE 4
− All fields with the mark (*) are mandatory. PAGE, THE AILERON
CORRECTIVE ACTION
− Vibration observations (start or stop) must be done in relation to the normal flight sequence (in POSITION INDICATION
OSCILLATES
NO
FAULT ISOLATION PROCEDURE. ON THE UPPER ECAM
(1) FLIGHT CONDITIONS WHEN VIBRATIONS OCCURRED DU, THE WARNING YES TYPE 4
DATE:
F/CTL AIL SERVO CORRECTIVE ACTION
GROSS WEIGHT: ALT: 310FL *SPEED: 290 (kts)
FAULT IS SHOWN

NO
AIR TURBULENCE: YES NO L/G: UP DOWN ROLL INPUTS YES TYPE 3

STOP VIBRATION CORRECTIVE ACTION
(2) OBSERVATIONS WHEN VIBRATIONS OCCURRED NO
FLT N°:
ON THE LOWER ECAM
DU, ON THE F/CTL
FIGURE 05-50-00-991-00500-A SHEET 1

Example of How to Use the Decision Tree
*−> IF YES, ON: RUDDER AILERON RH LH ELEVATOR RH LH YES TYPE 2
PAGE, THE ELEVATOR
CORRECTIVE ACTION
POSITION INDICATION
−*AFFECTED AREA: OSCILLATES
NO
SPECIFIC LOCATION:

PITCH INPUTS YES TYPE 1
− VIBRATION INTENSITY : LIGHT MODERATE STRONG STOP VIBRATION CORRECTIVE ACTION
A/C IDENT:

NO
START OR STOP)
RUDDER/RUDDER TRIM *
EXTENSION N YES TYPE 5
INPUTS STOP
CORRECTIVE ACTION
VIBRATION
F/O:
OFF, which is not permitted in RVSM airspace in level flight or during cleared FL altitude capture) NO
@A318/A319/A320/A321
−The sidestick for pitch and roll to obey FD orders REFER TO THE
−The rudder trim (+/− 1.5° MAX) for yaw. Do not use the rudder pedals. DECISION TABLE

THE VIBRATION SOURCE IS
05-50-00 PB201
− GENERAL CREW COMMENTS (FREQUENCY, SOURCE, NOISE, SPEED CHANGE INDENTIFIED. REFER TO TYPE 5
EFFECT, VIBRATIONS STOP AT END OF CLIMB, VIBRATIONS START AT START OF CORRECTIVE ACTION FOR
DESCENT, AP STATUS,..., OTHER COMMENTS): MAINTENANCE ACTIONS TO BE
PERFORMED.
CAPT:
N_TS_055000_2_AEM0_01_02
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BKP
DECISION TREE
** On A/C ALL
When permitted by time and flight conditions, the flight crew must complete the VRS correctly. This ON THE LOWER ECAM
DU, ON THE F/CTL YES TYPE 4
− All fields with the mark (*) are mandatory. PAGE, THE AILERON
CORRECTIVE ACTION
− Vibration observations (start or stop) must be done in relation to the normal flight sequence (in POSITION INDICATION
OSCILLATES
NO
FAULT ISOLATION PROCEDURE. ON THE UPPER ECAM
(1) FLIGHT CONDITIONS WHEN VIBRATIONS OCCURRED DU, THE WARNING YES TYPE 4
DATE:
F/CTL AIL SERVO CORRECTIVE ACTION
GROSS WEIGHT: ALT: 240FL *SPEED: 315 (kts)
FAULT IS SHOWN

NO
AIR TURBULENCE: YES NO L/G: UP DOWN ROLL INPUTS YES TYPE 3

STOP VIBRATION CORRECTIVE ACTION
(2) OBSERVATIONS WHEN VIBRATIONS OCCURRED NO
FLT N°:
ON THE LOWER ECAM
FIGURE 05-50-00-991-00500-A SHEET 2

Example of How to Use the Decision Tree
DU, ON THE F/CTL YES
*−> IF YES, ON: RUDDER AILERON RH LH ELEVATOR RH LH TYPE 2
PAGE, THE ELEVATOR
CORRECTIVE ACTION
POSITION INDICATION
−*AFFECTED AREA: OSCILLATES
NO
SPECIFIC LOCATION:

PITCH INPUTS YES TYPE 1
− VIBRATION INTENSITY : LIGHT MODERATE STRONG STOP VIBRATION CORRECTIVE ACTION
A/C IDENT:

NO
START OR STOP)
RUDDER/RUDDER TRIM YES
EXTENSION N TYPE 5
INPUTS STOP
CORRECTIVE ACTION
VIBRATION
@A318/A319/A320/A321
F/O:
OFF, which is not permitted in RVSM airspace in level flight or during cleared FL altitude capture) NO
REFER TO THE
−The rudder trim (+/− 1.5° MAX) for yaw. Do not use the rudder pedals. DECISION TABLE
05-50-00 PB201
− GENERAL CREW COMMENTS (FREQUENCY, SOURCE, NOISE, SPEED CHANGE
EFFECT, VIBRATIONS STOP AT END OF CLIMB, VIBRATIONS START AT START OF THE VIBRATION SOURCE IS
DESCENT, AP STATUS,..., OTHER COMMENTS): NOT INDENTIFIED BY THE
"DECISION TREE":
CAPT:
USE THE "DECISION TABLE".
N_TS_055000_2_AEM0_02_02
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Feb 01/12
BKP
** On A/C ALL

NOTE FOR FLIGHT CREWS (Print also the complete paragraph 3.A.) S 250 0 1 1 1 1 4 1 3 1 0 1 1
When permitted by time and flight conditions, the flight crew must complete the VRS correctly. This
250 S 280 1 3 4 3 2 0 3 1 3 4 3 3
SPEED (KTS)
− All fields with the mark (*) are mandatory. 280 S 320 3 2 2 2 3 0 3 1 3 4 3 4
− Vibration observations (start or stop) must be done in relation to the normal flight sequence (in
S 320 4 1 1 1 2 0 3 1 3 4 3 4
In each box, please tick the applicable division. ALTITUDE >FL300 0 0 0 0 1 0 0 0 0 0 0 0
CLIMB 3 1 4 0 3 0 6 3 1 0 1 1
FAULT ISOLATION PROCEDURE.
CRUISE 3 3 3 5 3 0 0 0 3 6 3 3
FLIGHT PHASE
(1) FLIGHT CONDITIONS WHEN VIBRATIONS OCCURRED DESCENT 2 1 0 0 0 0 0 0 1 0 1 1
DATE:
GROSS WEIGHT: ALT: 240FL *SPEED: 315 (kts) APPROACH 0 1 3 1 0 6 0 3 1 0 1 1
CLEAN 4 2 1 2 4 0 4 2 3 4 3 3
ENG VIBRATION PARAMETERS: #1 #2 SLATS/FLAPS POSITION
EXTENDED 0 1 2 1 1 10 0 2 1 0 1 1
*FLIGHT PHASE: CLIMB CRUISE DESCENT APPROACH ELEVATOR OSCILLATIONS
YES 0 15 0 0 0 0 0 0 0 0 0 0
ON ECAM
AIR TURBULENCE: YES NO L/G: UP DOWN
AILERON OSCILLATIONS
YES 0 0 0 15 0 0 0 0 0 0 0 0
ON ECAM
(2) OBSERVATIONS WHEN VIBRATIONS OCCURRED
YAW 0 0 0 0 8 0 0 0 0 0 0 0
PITCH 10 0 0 0 0 0 0 0 0 0 0 0
FLT N°:
INPUT FLIGHT CONTROLS ROLL 0 0 10 0 2 0 0 0 0 0 0 0
*−> IF YES, ON: RUDDER AILERON RH LH ELEVATOR RH LH NOT TRIED 0 0 0 0 0 0 0 0 0 0 0 0
NO EFFECT 0 0 0 0 0 0 10 0 0 0 0 0
−*AFFECTED AREA:
COCKPIT FWD CABIN MID CABIN AFT CABIN THRUST 2 0 0 0 2 0 0 0 0 0 0 0
NOT APPLICABLE
NOT APPLICABLE
ALTITUDE 2 0 0 0 2 0 0 0 0 0 0 0
SPECIFIC LOCATION: FLIGHT PARAMETER
TURN 0 0 5 0 1 0 0 0 0 0 0 0
−
CHANGE
* AUDIBLE NOISE (except rumbling) Y N RUMBLING NOISE Y N AIRBRAKES
FIGURE 05-50-00-991-00600-C SHEET 1

3 0 0 0 0 0 0 0 0 0 0 0
Example of How to Use the Decision Table

− VIBRATION INTENSITY : LIGHT MODERATE STRONG
EXTENSION
A/C IDENT:
COCKPIT 0 2 1 1 3 1 6 0 0 0 3 0
FWD 1 1 2 2 1 1 0 0 0 0 3 0
AFFECTED AREA
(3) PARAMETER CHANGE (AP ON) THAT HAS AN EFFECT ON VIBRATIONS (VIBRATIONS MID 2 1 3 3 1 3 0 6 6 6 0 3
START OR STOP)
AFT 4 2 0 0 2 1 −10 0 0 0 0 3
EXTENSION N VERTICAL 1 0 0 0 0 0 0 0 0 0 0 0
FELT IN
LATERAL 0 0 0 0 1 0 0 0 0 0 0 0
(4) PARAMETER CHANGE (AP OFF, FDs ON) THAT HAS AN EFFECT ON VIBRATIONS LIGHT 0 1 0 0 1 0 1 0 0 0 0 0
F/O:
OFF, which is not permitted in RVSM airspace in level flight or during cleared FL altitude capture) VIBRATION INTENSITY MODERATE 1 0 1 0 1 0 0 0 0 0 0 0
to identify the vibrations source. The flight control inputs must be small and smooth and applied on: STRONG 1 0 1 0 0 0 0 0 0 0 0 0
−The rudder trim (+/− 1.5° MAX) for yaw. Do not use the rudder pedals.
AUDIBLE NOISE YES 0 0 0 0 0 0 0 20 20 20 20 20
(EXCEPT RUMBLING) NO 20 20 20 20 20 20 20 0 0 0 0 0
TOTAL 36 29 27 29 32 21 17 3 9 14 9 13
2 4
− GENERAL CREW COMMENTS (FREQUENCY, SOURCE, NOISE, SPEED CHANGE CORRECTIVE ACTION TYPE 1 ELEV 3 AIL 5 6
EFFECT, VIBRATIONS STOP AT END OF CLIMB, VIBRATIONS START AT START OF ELEV OSC AIL OSC RUD FLAPS 7 8 9 10 11 12 13 14
DESCENT, AP STATUS,..., OTHER COMMENTS):
NLG BELLY FAIRING PAX DOOR
FLIGHT CONTROLS
CAPT:
DOOR
@A318/A319/A320/A321
MOST PROBABLE VIBRATION SOURCE IS IDENTIFIED.

REFER TO TYPE 1 FOR MAINTENANCE CORRECTIVE ACTIONS.
NOTE: WHEN THE RESULTS IN THE TOTAL COLUMN ARE THE SAME,
DO ALL THE RELATED CORRECTIVE ACTIONS.
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Task 05-50-00-810-802-A
Hard/Overweight Landing
1. Possible Causes

AMM 05-51-11-200-004 Inspection After Hard/Hard Overweight Landing for Aircraft without Enhanced
DMU/FDIMU Load Report 15
A. Not Applicable
4. Fault Isolation
A. After a hard/overweight landing:
(1) Do the procedure: Inspection after Hard/Overweight Landing (Ref. AMM 05-51-11-200-004).
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Task 05-50-00-810-803-A
Airframe Bird or Hail Strike
1. Possible Causes

AMM 05-51-14-200-001 Inspection of the Airframe after a Bird or Hail Strike in Flight
AMM 05-51-14-200-002 Inspection of the Airframe after a Hail Strike on Ground
A. Not Applicable
4. Fault Isolation
A. After a bird or hail strike:
(1) Do the procedure: Inspection of the Airframe after a Bird or Hail Strike in Flight (Ref. AMM
05-51-14-200-001).
(2) Do the procedure: Inspection of the Airframe after a Hail Strike on Ground (Ref. AMM
05-51-14-200-002).
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Task 05-50-00-810-804-A
Tire Burst or Tread Throw or Wheel Failure or Flat Spot
1. Possible Causes

32-42-00-810-925-A Trapped pressure in a brake on NORM or ALTN braking system, or brake
dragging
AMM 05-51-15-200-001 Inspection after a Tire Burst or Tread Throw or Wheel Failure
AMM 10-11-00-555-015 Procedure for the Installation of Wheel Chocks on Aircraft
AMM 24-41-00-861-002 Energize the Aircraft Electrical Circuits from the External Power
AMM 24-41-00-862-002 De-energize the Aircraft Electrical Circuits Supplied from the External Power
AMM 32-41-00-210-002 Inspection/Check of the Wheels and Tires
AMM 32-42-00-720-002 Functional Test of the Tachometers and the Anti-Skid System with the Normal
Braking System ON
ASM 32-42/02
AMM 32-42-57-000-001 Removal of the Tachometer
AMM 32-42-57-400-001 Installation of the Tachometer
A. Do a visual inspection of the wheels and tires .
WARNING : LET THE BRAKES AND THE WHEELS BECOME COOL BEFORE YOU GO NEAR THE
LANDING GEAR. DO NOT APPLY A LIQUID OR GAS FIRE EXTINGUISHER DIRECTLY ON A
HOT WHEEL OR BRAKE UNIT. THIS COULD CAUSE AN EXPLOSION.
(1) If the visual inspection shows a tire burst or tread throw or wheel failure, go to para. 4.A.
(2) If the visual inspection shows flat spot on MLG tire(s), go to para. 4.B. and 4.C
4. Fault Isolation
A. After Tire Burst or Tread Throw or Wheel Failure
CAUTION : DURING THE FUNCTIONAL TEST OF THE TACHOMETERS, MAKE SURE THAT THE
OPERATION OF THE BRAKE PISTONS IS CORRECT AND AGREES WITH EACH STEP GIVEN
IN THIS TEST: INCORRECT OPERATION OF THE BRAKE PISTONS CAN BE CAUSED BY A
BAD OR A CROSSED CONNECTION OF THE TACHOMETERS DURING INSTALLATION, AND
CAN CAUSE UNSATISFACTORY BRAKING AND/OR A TIRE BURST DURING AIRCRAFT
OPERATION.
(1) On the POST FLIGHT REPORT, do a check for a message related to the braking system.
If there is a message, do the trouble shooting procedure related to the message.
(2) Do the inspection of the aircraft after tire burst or tread throw or wheel failure (Ref. AMM
05-51-15-200-001).
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(3) Make sure that there is no trapped pressure in the wheel with a damaged brake
(a) Make sure that the whell chocks are in position (Ref. AMM 10-11-00-555-015).
(b) Energize the aircraft electrical circuits
(Ref. AMM 24-41-00-861-002).
(c) On the panel 110VU, make sure that the PARKING BRK control switch is OFF.
(d) Do a check of the position of the brake unit pistons. If some brake pistons are extended, do this
procedure: (Ref. TASK 32-42-00-810-925-A).
(4) Do the functional test of the tachometers (Ref. AMM 32-42-00-720-002).
. If the test is not OK, go to para. 4.B.(2) and 4.C.
B. After Flat Spot on MLG Wheel Tire
(1) Do the inspection/check of the wheels and tires for damage (Ref. AMM 32-41-00-210-002).
(2) Do the functional test of the tachometers:
. Make sure that the operation of the braking system is correct (Ref. AMM 32-42-00-720-002).
. If the test is not OK, do the subsequent step.
(a) Check of the connection of the normal-brake servovalves wiring
Make sure that there is no wiring cross connection on the normal brake servovalves (on the same
landing gear) between 15GG/17GG for the left MLG or 16GG /18GG for the right MLG.
1 If there is a wiring cross connection:
. disconnect the electrical connectors of the normal brake servovalves and connect them
correctly.
2 If there is no wiring cross connection:
. do the subsequent step.
(b) Check of the tachometer wiring connection.
1 Remove one tachometer (Ref. AMM 32-42-57-000-001), and do a visual inspection of its
electrical wiring.
Make sure that there is no wiring cross connection between the tachometers.
a If there is a wiring cross connection:
. remove the other tachometer and connect them correctly (Ref. AMM
32-42-57-000-001).
. install the tachometers (Ref. AMM 32-42-57-400-001).
b If there is no wiring cross connection:
. do the subsequent step.
(c) Check of the wiring connection to the BSCU
If the tachometer test results are not satisfactory with no wiring cross connection on the normal
brake servovalves and on the tachometers, then make sure that there is no cross connection
beteween:
. the connectors of the normal-brake servovalves (15GG), (16GG), (17GG), (18GG) and the
connectors of the BSCU (10GG) (Ref. ASM 32-42/02)
. the connectors of the tachometers (20GG), (19GG), (21GG), (22GG) and the connectors of
the BSCU (10GG) (Ref. ASM 32-42/02)
C. Test Confirmation
Do the functional test of the the tachometer of the damaged wheel to make sure that there is no wiring cross
connection (Ref. AMM 32-42-00-720-002).
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5. Close-up
A. Put the aircraft back to its initial configuration.
back to its initial configuration
(1) On the panel 110VU, set the PARKING BRK control switch to ON.
(2) De-energize the aircraft electrical circuits
(Ref. AMM 24-41-00-862-002).
(3) Remove the ground support and maintenance equipment, the special and standard tools and all other
items.
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Task 05-50-00-810-805-A
Lightning Strike
1. Possible Causes

AMM 05-51-18-200-001 Inspection after Lightning Strike
A. Not Applicable
4. Fault Isolation
A. After a lightning strike:
(1) Do the procedure: Inspection after Lightning Strike (Ref. AMM 05-51-18-200-001).
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Task 05-50-00-810-806-A
Engine Bird Strike or Slush Ingestion
1. Possible Causes

AMM 05-51-19-200-001 Inspection of the Engine after a Bird Strike or Slush Ingestion
A. Not Applicable
4. Fault Isolation
A. After an engine bird strike or slush ingestion:
(1) Do the procedure: Inspection of the Engine after a Bird Strike or Slush Ingestion (Ref. AMM
05-51-19-200-001).
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Task 05-50-00-810-807-A
Tail Runway Impact
1. Possible Causes

AMM 05-51-21-200-001 Inspection after a Tail Runway Impact
A. Not Applicable
4. Fault Isolation
A. After a tail runway impact:
(1) Do the procedure: Inspection after a Tail Runway Impact (Ref. AMM 05-51-21-200-001).
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Task 05-50-00-810-808-A
NLG Towing Overload or Overrun
1. Possible Causes

AMM 05-51-22-200-001 Inspection After a NLG Towing Overload or Overrun
A. Not Applicable
4. Fault Isolation
A. After a NLG towing overload or overrun:
(1) Do the procedure: Inspection after NLG Towing Overload or Overrun (Ref. AMM 05-51-22-200-001).
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Task 05-50-00-810-809-A
NLG Steering Angle of more than 95 deg.
1. Possible Causes

AMM 05-51-23-200-001 Inspection after NLG Steering Angle of more than 95 deg.
A. Not Applicable
4. Fault Isolation
A. After a NLG steering angle:
(1) Do the procedure: Inspection after NLG Steering Angle of more than 95 deg. (Ref. AMM
05-51-23-200-001).
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Task 05-50-00-810-810-A
Leaving Runway or Taxiway
1. Possible Causes

AMM 05-51-24-200-001 Inspection after Leaving Runway or Taxiway
A. Not Applicable
4. Fault Isolation
A. After a runway or taxiway leaving:
(1) Do the procedure: Inspection after Leaving Runway or Taxiway (Ref. AMM 05-51-24-200-001).
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Task 05-50-00-810-811-A
Dust Storm/Volcanic Ash Conditions in Flight or on the Ground
1. Possible Causes

AMM 05-51-25-200-002 Inspection after Flight through Dust Storm or Dust Contamination on Ground
AMM 05-51-25-200-003 Inspection after Flight through Volcanic Ash or Volcanic Ash Contamination on
Ground
A. Not Applicable
4. Fault Isolation
A. After a flight through dust storm/volcanic ash or dust/volcanic ash contamination on ground:
(1) Do the procedure: Inspection after Flight Through Dust Storm or Dust Contamination on Ground (Ref.
AMM 05-51-25-200-002) or Inspection after Flight Through Volcanic Ash or Volcanish Ash
Contamination on Ground (Ref. AMM 05-51-25-200-003).
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Task 05-50-00-810-812-A
Impact on Engine Cowls
1. Possible Causes

AMM 05-51-27-200-001 Inspection after Impact on Engine Cowls
A. Not Applicable
4. Fault Isolation
A. After an engine side loads:
(1) Do the procedure: Inspection after Impact on Engine Cowls (Ref. AMM 05-51-27-200-001).
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Task 05-50-00-810-813-A
Fluid Spillage
1. Possible Causes

AMM 05-51-28-200-002 Procedure after Fluid Spillage
A. Not Applicable
4. Fault Isolation
A. After fluid spillage in cargo compartment:
(1) Do the procedure: Inspection after Fluid Spillage (Ref. AMM 05-51-28-200-002).
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Task 05-50-00-810-814-A
Abnormal Pax/Crew Door Movement
1. Possible Causes

AMM 05-51-29-200-001 Inspection after Abnormal Movement of the Pax/Crew Door
A. Not Applicable
4. Fault Isolation
A. After an abnormal pax/crew door movement:
(1) Do the procedure: Inspection after Abnormal Pax/Crew Door Movement (Ref. AMM 05-51-29-200-001).
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Task 05-50-00-810-815-A
Significant MLG Vibration at Touch-Down
1. Possible Causes

AMM 05-51-31-200-001 Inspection after Significant MLG Vibration at Touch-Down
A. Not Applicable
4. Fault Isolation
A. After significant MLG Vibration at touch-Down:
(1) Do the procedure: Inspection after Significant MLG Vibration at touch down (Ref. AMM
05-51-31-200-001).
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Task 05-50-00-810-816-A
Landing Gear Extension at more than the Geardown Limiting speed
1. Possible Causes

AMM 05-51-12-200-001 Inspection after Landing Gear Extension at more than the Geardown Limiting
Speed
A. Not Applicable
4. Fault Isolation
A. After landing gear extension at more than the geardown limiting speed:
(1) Do the procedure: Inspection after Landing Gear Extension at more than the Geardown Limiting Speed
(Ref. AMM 05-51-12-200-001).
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Task 05-50-00-810-817-A
Flap/Slat Extension at more than the Flap/Slat Limiting Speed
1. Possible Causes

AMM 05-51-13-200-001 Inspection after Flap/Slat Extension at more than the Flap/Slat Limiting Speed
A. Not Applicable
4. Fault Isolation
A. After flap/slat extension at more than the flap/slat limiting speed:
(1) Do the procedure: Inspection after Flap/Slat Extension at more than the Flap/Slat Limiting Speed (Ref.
AMM 05-51-13-200-001).
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Task 05-50-00-810-818-A
Flight Excessive Load Factor due to Turbulence or Maneuver or in Excess of VMO/MMO
1. Possible Causes

AMM 05-51-17-200-001 Inspection after in Flight Excessive Load Factor due to Turbulence or Maneuver
or in Excess of VMO/MMO
A. Not Applicable
4. Fault Isolation
A. After in flight excessive load factor due to turbulence or maneuver or in excess of VMO/MMO:
(1) Do the procedure: Inspection after in Flight Excessive Load Factor due to Turbulence or Maneuver or in
Excess of VMO/MMO (Ref. AMM 05-51-17-200-001).
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Task 05-50-00-810-819-A
Engine Failure
1. Possible Causes

AMM 05-51-26-200-001 INSPECTION AFTER ENGINE FAILURE
A. Not Applicable
4. Fault Isolation
A. After engine failure:
(1) Do the procedure: Inspection after Engine Failure (Ref. AMM 05-51-26-200-001).
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Task 05-50-00-810-820-A
Overweight Taxiing
1. Possible Causes

AMM 05-51-41-200-001 Inspection after Overweight Taxiing
A. Not Applicable
4. Fault Isolation
A. After overweight taxiing:
(1) Do the procedure: Inspection after Overweight Taxiing (Ref. AMM 05-51-41-200-001).
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Task 05-50-00-810-821-A
Very High Winds on Ground
1. Possible Causes

AMM 05-51-42-200-001 Inspection after Very High Winds on Ground
A. Not Applicable
4. Fault Isolation
A. After the aircraft was in very high winds conditions on ground:
(1) Do the procedure: Inspection after Very High Winds on Ground (Ref. AMM 05-51-42-200-001).
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Task 05-50-00-810-822-A
Leaks - Permitted Values
1. Possible Causes

AMM 05-50-00-790-001 Fluid Leak Measurement - Maintenance Practices
A. Not Applicable
4. Fault Isolation
A. Permitted Values
To find all permitted fluid leak values:
(1) Do the procedure: Fluid Leak Measurement - Maintenance Practices (Ref. AMM 05-50-00-790-001) and
repair if necessary.
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Task 05-50-00-810-823-A
Lateral Jerk at Take-off
1. Possible Causes
. rudder sharp deflection
. sudden nose wheel deflection
. sudden differential braking
. Engine differential or slow acceleration
. Engine N1/EPR mismatch or thrust asymmetry
. external disturbance
27-26-00-810-801-A Failure of the Yaw Damper System
dragging
32-51-00-810-825-A Jerky Steering
32-51-00-810-836-A Sudden Steering Swerve
73-00-00-810-880-A Low Power or Slow/Hung Acceleration on Engine 1
73-00-00-810-881-A Low Power or Slow/Hung Acceleration on Engine 2
73-00-00-810-882-A Slow or Hung Acceleration and High EGT on Engine 1
73-00-00-810-883-A Slow or Hung Acceleration and High EGT on Engine 2
73-00-00-810-890-A Surge or Stall on Engine 1
73-00-00-810-891-A Surge or Stall on Engine 2
(Ref. Fig. 05-50-00-991-00800-A - Decision Table)
A. Find the cause of a lateral jerk at take-off.
(1) Decision Table
(Ref. Fig. 05-50-00-991-00800-A - Decision Table)
The decision table is made to help the operator find the possible cause of a lateral jerk at take-off.
Each line of the table is related to one parameter.
If a parameter is applicable, you must highlight all the figures on the line for the parameter.
When all the lines for the aplicable parameters are highlighted, add all the highlighted figures in each
vertical column.
Record the total on the TOTAL line.
The highest totals show the most probable causes.
4. Fault Isolation
A. Corrective Actions Types
NOTE : To make sure that the trouble is fully covered, do the corrective actions related to the two highest
totals.
E.g. if FLIGHT CONTROLS and EXTERNAL DISTURBANCE have the highest totals, the corrective
actions will be TYPE A and TYPE E.
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If BRAKING SYSTEM and ENGINES have the highest totals, the corrective actions will be TYPE C
and TYPE D.
(1) Type A
(a) The cause of the lateral jerk at take-off is a rudder sharp deflection.
. do the procedure (Ref. TASK 27-26-00-810-801-A).
(2) Type B
(a) The cause of the lateral jerk at take-off is a sudden nose wheel deflection.
. do the procedure (Ref. TASK 32-51-00-810-825-A) and (Ref. TASK 32-51-00-810-836-A).
(3) Type C
(a) The cause of the lateral jerk at take-off is sudden differential braking.
. do the procedure (Ref. TASK 32-42-00-810-925-A)
(4) Type D: 2 possibilities
(a) Engine differential or slow acceleration.
. do the procedure for CFM engines (Ref. TSM 71-00-00-810-807) , (Ref. TSM
73-00-00-810-866) and (Ref. TSM 77-00-00-810-852) .
. do the procedures for IAE engines (Ref. TASK 73-00-00-810-880-A), (Ref. TASK
73-00-00-810-881-A), (Ref. TASK 73-00-00-810-882-A) and (Ref. TASK 73-00-00-810-883-
A).
(b) Engine N1/EPR mismatch or thrust asymmetry.
. do the procedure for CFM engines (Ref. TSM 77-00-00-810-860)
. do the procedures for IAE engines (Ref. TASK 73-00-00-810-880-A), (Ref. TASK
73-00-00-810-881-A), (Ref. TASK 73-00-00-810-890-A) and (Ref. TASK 73-00-00-810-891-
A).
(5) Type E
(a) The cause of the lateral jerk at take-off is an external disturbance.
. no maintenance action is necessary.
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> 80KTS 3 1 1 0 5
A/C SPEED
< 80KTS 1 3 1 0 5
FROM LEFT 0 0 0 0 5
FROM RIGHT 0 0 0 0 5
WIND DIRECTION
FROM FRONT 0 0 0 0 2
Decision Table
FROM REAR 0 0 0 0 2
YES 0 0 0 0 5
A/C TAXYING NEARBY RUNWAY
NO 0 0 0 0 0
FIGURE 05-50-00-991-00800-A SHEET 1

ATA27 5 0 0 0 0
ECAM WARNING
ATA32 0 5 2 0 0
YES 0 0 5 0 0
ASYMMETRIC BRAKE
TEMPERATURE
NO 0 0 0 0 0
YES 0 0 0 5 0
N1/EPR ASYMMETRY OR
ASYMMETRIC ACCELERATION
NO 0 0 0 0 0
TOTAL
CORRECTIVE ACTION TYPE A B C D E

@A318/A319/A320/A321
NOSE
FLIGHT BRAKING EXTERNAL
WHEEL ENGINES
CONTROLS SYSTEM DISTURBANCE
STEERING
05-50-00 PB201
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Task 05-50-00-810-825-A
Brake Emergency Application or Overheat
1. Possible Causes

dragging
AMM 05-51-16-200-001 Inspection After Brake Emergency Application or Overheat
AMM 10-11-00-555-015 Procedure for the Installation of Wheel Chocks on Aircraft
AMM 24-41-00-861-002 Energize the Aircraft Electrical Circuits from the External Power
AMM 24-41-00-862-002 De-energize the Aircraft Electrical Circuits Supplied from the External Power
AMM 32-42-00-720-002 Functional Test of the Tachometers and the Anti-Skid System with the Normal
Braking System ON
ASM 32-42/02
AMM 32-42-57-000-001 Removal of the Tachometer
AMM 32-42-57-400-001 Installation of the Tachometer
A. Not Applicable
4. Fault Isolation
A. After a Brake Emergency Application or Overheat
WARNING : LET THE BRAKES AND THE WHEELS BECOME COOL BEFORE YOU GO NEAR THE
LANDING GEAR. DO NOT APPLY A LIQUID OR GAS FIRE EXTINGUISHER DIRECTLY ON A
HOT WHEEL OR BRAKE UNIT. THIS COULD CAUSE AN EXPLOSION.
CAUTION : DURING THE FUNCTIONAL TEST OF THE TACHOMETERS, MAKE SURE THAT THE
OPERATION OF THE BRAKE PISTONS IS CORRECT AND AGREES WITH EACH STEP GIVEN
IN THIS TEST: INCORRECT OPERATION OF THE BRAKE PISTONS CAN BE CAUSED BY A
BAD OR A CROSSED CONNECTION OF THE TACHOMETERS DURING INSTALLATION, AND
CAN CAUSE UNSATISFACTORY BRAKING AND/OR A TIRE BURST DURING AIRCRAFT
OPERATION.
(1) On the POST FLIGHT REPORT, do a check for a message related to the braking system.
If there is a message, do the trouble shooting procedure related to the message.
(2) Do the inspection of the aircraft after brake emergency application or overheat (Ref. AMM
05-51-16-200-001).
(a) If brake overheat occurs on one wheel only, on a right and/or left MLG, do the steps A.(3) and
A.(4).
(b) If brake overheat occurs on two wheels on a right and/or left MLG, do the step A.(3) only.
(3) Make sure that there is no trapped pressure in the wheel with a damaged brake.
(a) Make sure that the wheel chocks are in position (Ref. AMM 10-11-00-555-015).
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(b) Energize the aircraft electrical circuits
(Ref. AMM 24-41-00-861-002).
(c) On the panel 110VU, make sure that the PARK BRK control switch is at OFF.
(d) Do a check of the position of the brake unit pistons. If some brake pistons are extended, do this
procedure: (Ref. TASK 32-42-00-810-925-A).
(4) Do the functional test of the tachometers (Ref. AMM 32-42-00-720-002).
. If the test is not OK, go to para. 4.B. and 4.C.
B. If the functional test of the tachometer is not OK
(1) Do a check of the connection of the normal-brake servovalve wiring
Make sure that there is no wiring cross connection on the normal brake servovalves (on the same
landing gear) between:
. 15GG and 17GG for the left MLG
. 16GG and 18GG for the right MLG
(a) If there is a wiring cross connection:
. disconnect the electrical connectors of the normal brake servovalves and connect them
correctly.
(b) If there is no wiring cross connection:
. do the step B. (2)
(2) Do a check of the tachometer wiring connection
(a) Remove one tachometer (Ref. AMM 32-42-57-000-001) and do a visual inspection of its electrical
wiring.
Make sure that there is no wiring cross connection between the tachometers.
1 If there is a wiring cross connection:
. remove the other tachometer and connect them correctly (Ref. AMM
32-42-57-000-001).
2 If there is no wiring cross connection:
. install the tachometer (Ref. AMM 32-42-57-400-001).
. do the step B. (3)
(3) Do a check of the wiring connection to the BSCU
If the tachometer test results are not satisfactory with no wiring cross connection on the normal brake
servovalves and on the tachometers:
. make sure that there is no cross connection between:
. the connectors of the normal-brake servovalves (15GG), (16GG), (17GG), (18GG) and the
connectors of the BSCU (10GG) (Ref. ASM 32-42/02)
. the connectors of the tachometers (19GG), (20GG), (21GG), (22GG) and the connectors of the
BSCU (10GG) (Ref. ASM 32-42/02)
C. Test Confirmation
Do the functional test of the tachometer of the damaged wheel to make sure that there is no wiring cross
connection (Ref. AMM 32-42-00-720-002).
5. Close-up
A. Put the aircraft back to its initial configuration.
(1) On the panel 110VU, set the PARK BRK control switch to ON.
(2) De-energize the aircraft electrical circuits
(Ref. AMM 24-41-00-862-002).
BKP Page 2
05-50-00 PB201 Feb 01/12
Revision n˚: 31
@A318/A319/A320/A321
(3) Remove the ground support and maintenance equipment, the special and standard tools and all other
items.
BKP Page 3
05-50-00 PB201 Feb 01/12
Revision n˚: 31
@A318/A319/A320/A321
** On A/C ALL
Task 05-50-00-810-826-A
Engine Windmilling (After Engine In-flight Shut-down)
1. Possible Causes

AMM 05-51-34-200-001 Inspection after Engine Windmilling (After Engine In-Flight Shut-Down)
A. Not Applicable
4. Fault Isolation
A. After engine windmilling (after engine in-flight shut-down)
(1) Do the procedure: Inspection after Engine Windmilling (After Engine In-flight Shut-down (Ref. AMM
05-51-34-200-001).
BKP Page 1
05-50-00 PB201 Feb 01/12
Revision n˚: 31

@A318/A319/A320/A321: Chapter 05 - Time Limits - Maintenance Checks

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@A318/A319/A320/A321: Chapter 05 - Time Limits - Maintenance Checks

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@A318/A319/A320/A321

TROUBLE SHOOTING MANUAL

CHAPTER 05 - TIME LIMITS - MAINTENANCE CHECKS

BKP T.O.C. Page 1

UNSCHEDULED MAINTENANCE CHECKS - FAULT ISOLATION

2. Job Set-up Information

The Vibration Reporting Sheet is divided into four main parts.

NOTE : If the vibrations occurred in this configuration:

NOTE : Items with a value of less than 20 are not important.

NOTE: FOR MAINTENANCE PERSONNEL, REFER TO TSM TASK 05−50−00−810−801 FOR

ENG VIBRATION PARAMETERS: #1 #2

*FLIGHT PHASE: CLIMB CRUISE DESCENT APPROACH

AIR TURBULENCE: YES NO L/G: UP DOWN

*SLAT/FLAP POSITION: 0 1 2 3 FULL

−*FLIGHT CONTROL OSCILLATION IS VISIBLE ON ECAM: YES NO

*−> IF YES, ON: RUDDER AILERON RH LH ELEVATOR RH LH

− VIBRATION INTENSITY : LIGHT MODERATE STRONG

− VIBRATION FELT IN : LATERAL VERTICAL UNKNOWN

VIBRATIONS WERE STOPPED BY SMALL FLIGHT CONTROL INPUT ON:

− GENERAL CREW COMMENTS (FREQUENCY, SOURCE, NOISE, SPEED CHANGE

DESCENT, AP STATUS,..., OTHER COMMENTS):

BKP FIGURE 05-50-00-991-00200-A SHEET 1 Page 5

"A320 VIBRATION REPORTING

SOURCE NOT IDENTIFIED

BKP FIGURE 05-50-00-991-00100-A SHEET 1 Page 6

ON THE LOWER ECAM

ON THE UPPER ECAM

ROLL INPUTS YES TYPE 3 CORRECTIVE

ON THE LOWER ECAM

PITCH INPUTS YES TYPE 1 CORRECTIVE

RUDDER/RUDDER TRIM YES TYPE 5

REFER TO THE IS RUMBLING NOISE YES REFER TO

BKP FIGURE 05-50-00-991-00300-A SHEET 1 Page 7

FIGURE 05-50-00-991-00400-C SHEET 1

FLIGHT PARAMETER TURN 0 0 5 0 1 0 0 0 0 0 0 0

ENG VIBRATION PARAMETERS: #1 #2

AIR TURBULENCE: YES NO L/G: UP DOWN ROLL INPUTS YES TYPE 3

(2) OBSERVATIONS WHEN VIBRATIONS OCCURRED NO

FIGURE 05-50-00-991-00500-A SHEET 1

− * AUDIBLE NOISE (except rumbling) Y N RUMBLING NOISE Y N

− VIBRATION FELT IN : LATERAL VERTICAL UNKNOWN

VIBRATIONS WERE STOPPED BY SMALL FLIGHT CONTROL INPUT ON:

ENG VIBRATION PARAMETERS: #1 #2

AIR TURBULENCE: YES NO L/G: UP DOWN ROLL INPUTS YES TYPE 3

(2) OBSERVATIONS WHEN VIBRATIONS OCCURRED NO

FIGURE 05-50-00-991-00500-A SHEET 2

− * AUDIBLE NOISE (except rumbling) Y N RUMBLING NOISE Y N

− VIBRATION FELT IN : LATERAL VERTICAL UNKNOWN

USE THE "DECISION TABLE".

A320 VIBRATION REPORTING SHEET

FIGURE 05-50-00-991-00600-C SHEET 1

Example of How to Use the Decision Table

MOST PROBABLE VIBRATION SOURCE IS IDENTIFIED.

2. Job Set-up Information

2. Job Set-up Information

2. Job Set-up Information

2. Job Set-up Information

2. Job Set-up Information

2. Job Set-up Information

2. Job Set-up Information

2. Job Set-up Information

2. Job Set-up Information

2. Job Set-up Information