A320
Confusion; Human-Machine Interface
Aircraft Equipment Problem Critical
Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action
Aircraft
[In cruise] got ECAM alert: BCL1; immediately followed by BCL2; losing ess DC power. Also had multiple ECAM warning/advisories including ELECT: DC EMERG CONFIG. Followed ECAM through many pages; leading to deployment of the RAT. The RAT cleared most of the ECAM's and re-powered the ess DC bus; so we were out of the emergency elect configuration. Had some ECAM warning/advisories left; including BCL1/2 fail; Engine 1 A-C FADEC supply; APU no battery start; APU no fire detect; Number 1 RSVR inoperative; Number 1 Engine no start. Elect Page showed DC battery bus unpowered. After ECAM complete and malfunctions stabilized; we contacted Maintenance Control thru a patch. All agreed with crew assessment that we were no longer in an emergency situation. All agreed with crew decision to continue to destination. Following discussion with Maintenance Control; we called a deadheading A320 pilot up to the cockpit to put fresh eyes on the problem. He also concurred with crew actions and decisions so we proceeded to destination. During approach brief; all ramifications of the thrust reverser inoperative and possible radio problems were discussed. We used the longest runway; and before the RAT died; briefed Tower/Ground that we might have radio problems and received clearance to our gate. Approach and touchdown went normally; but after touchdown things got complicated and weird. I believe we had additional electrical problems that were not apparent to us; specifically with LGCIU's and/or ground proximity switches such that the aircraft thought it was still in the air. After touchdown and engines to idle; it appeared to go to flight idle (600-700pph); the ground spoilers did not deploy; after the RAT died; we lost comms; and the airplane went through multiple rapid BIT checks; including fire/detect cycles including lights and alarms; etc; etc. It is my belief that the only braking we had was accumulator pressure. I say this because at the gate with the parking brake set; we had zero normal brake pressure and the accumulator was near zero too--indicating that was what we were using for braking. At the gate; the engines would not shut down normally. With master switches to off; the FF would go to zero; then back to idle as the engines went into an auto-start. Engines had to be shut down with the fire buttons. The airplane thought it was still flying; and it was not something we expected. There were no FAA violations; and all is well that ends well. But something very unusual happened to this airplane.
Master caution and multiple ECAMs came on and autopilot disengaged. Captain flew and First Officer did ECAMS. Failure drove to deploy RAT; after RAT deployed most ECAMS disappeared. Both engine AC generators working but essential busses powered by RAT. Electrical page showed Amber Bat Bus. Engine Reverser 1 inoperative; Eng 1 start inoperative; APU no bat start; no APU fire detected and min RAT speed 140 on status page. Autopilot was working and engaged. The Captain contacted Dispatch and Maintenance Control who brought a Duty Manager into the loop. All agreed to continue to our destination. [We] landed [on the runway] using selected speed 140. Contacted ground and told them we had elec issues. Taxiing to gate lost radios; ACP and RMP's blinking. At gate had to use QRH: Engine fails to shut down checklist on both engines (fire light switches to shut down).
A320 flight crew experiences an ECAM alert for BCL1; immediately followed by BCL2; losing essential DC power while in cruise. Many pages of ECAM's are complied with until finally the RAT is deployed; which cleared most of the ECAM's and repowered the ess DC bus. Flight continues to destination but after touchdown the ground spoilers would not deploy; after the RAT died; communications were lost; and the airplane went through multiple rapid BIT checks; including fire/detect cycles including lights and alarms. The engines would not shut down normally at the gate and the fire buttons had to be used.