HYDRAULIC AND ELECTRICAL FAILURES CHANGE THE LANDING PLAN
A system title is the start of an operational assessment, not a complete description of the remaining aircraft. Identify which supply or circuit is affected and inspect the relevant users, remaining controls and STATUS. The SYS section develops the architecture; the crew's task is to translate it into handling and landing consequences. A stable cruise picture can conceal a major change that will matter only at gear extension, final configuration or rollout. Prepare those later transitions while the aircraft is established and there is room to review the applicable summary. [21, PDF pp. 233–234] [21, PDF pp. 245–249]
For hydraulic failures, the affected combination matters. The source's remaining-systems tables distinguish Green/Blue, Green/Yellow and Blue/Yellow losses and also distinguish aircraft effectivities. They do not support one universal statement that every dual failure produces the same law, steering or available surfaces. Use the applicable table and actual status to determine remaining flight controls, trim, high-lift movement, gear extension, brakes and reversers. A generic loss-of-two-systems exercise is incomplete until the two systems and installed standard have been named. [21, PDF pp. 245–249]
Recognise why a PTU recovery case differs from a reservoir problem. The PTU transfers mechanical power between Green and Yellow; it does not exchange hydraulic fluid. The FCTM explains that reservoir-level, temperature or pressurisation problems can require isolation to avoid further consequences. Therefore, an audible PTU or a recovered pressure indication is not by itself proof that continued coupling is the correct action. Follow the applicable ECAM response and assess the resulting users. Keep the fault mechanism distinct from the pressure symptom being observed. [21, PDF p. 245]
In an emergency electrical configuration, available equipment depends on the supplying source and the phase of flight. The manufacturer example connects RAT, Blue hydraulic power and emergency generation, with further changes as the source capability changes. Its speeds and detailed equipment lists belong to its stated standard and are not adopted as a generic V3 schedule. Anticipate the implications for displays, navigation, radio, control law, gear, braking and approach capability. Reconfirm the remaining systems rather than assuming that equipment observed earlier will stay available through rollout. [21, PDF pp. 233–234] [62, Electrical-system architecture and essential supplies]
Brief the actual abnormal approach around configuration order, permitted speed, gear-extension method, trim/handling, stopping capability and go-around limitations. Complete the relevant ECAM and summary work before beginning the approach when the situation permits. A longer, well-equipped suitable runway may be operationally preferable to a closer runway that cannot support the remaining capability. During training, record the state before and after each configuration change. The lesson should explain the transition that created the handling or equipment consequence, rather than treating all resulting indications as unrelated failures. [21, PDF pp. 70–73] [21, PDF pp. 245–249]