A300 flight crew reported an AFT/BULK CARGO COMPARTMENT SMOKE indication in cruise. The flight crew requested priority handing and immediately descended. The decision was made to divert and make a precautionary landing.
Synopsis
A300 flight crew reported an AFT/BULK CARGO COMPARTMENT SMOKE indication in cruise. The flight crew requested priority handing and immediately descended. The decision was made to divert and make a precautionary landing.
Narrative
In cruise at FL370; we received an AFT/BULK CARGO COMPARTMENT SMOKE indication. We agreed on what the aircraft was saying; noted no smoke indications in the cockpit and no erratic engine; electric; or hydraulic indications. The jet was flying normally with the smoke indication. We complied with the ECAM and QRH. The Captain told me to keep flying; while he ran the ECAMs and QRH. He said we would land ASAP; go as fast as we could until 15 miles. He directed me to discharge the first agent; which we did after confirming the switch. Then; the Captain asked me what was the closest field was. ZZZ1 and ZZZ were within 20 miles of each other in distance; so we elected to proceed to ZZZ. Next; he requested priority handling and asked for an immediate descent; while I requested we proceed direct to ZZZZZ. We received this approval; hacked the clock; and flew at our max speed (5 kts. below the zipper) until 15 mile base. 7-8 minutes after the first indication; we received the same Master Warning and ECAM notifications; probably because of the discharged agent. As the Captain set the landing elevation to 10;000 ft. and turned off the bulk isolation valve; we got the excess cabin altitude warning. Both the ECAM page and the overhead panel showed a cabin altitude of 10;000 ft. and we could tell the difference in ambient cockpit air; we donned the masks; completed the ECAMs and QRH; and briefed our plan to each other. We continued to ZZZ; advised ATC we would be fast below 10;000 ft.; and slowed in accordance with our plan. We landed out of a visual backed up by the ILS; stopped on the runway; and asked the Fire Crews to externally assess the thermal temperature aft of the gear well by the aft and bulk compartments. They noted no heat signature; so they followed us to the gate. During the flight; we continued to look for fire or smoke indications; but noted none.We suspect a faulty smoke indication sensor/loop; because we never had indications; and the aircraft apparently had the same situation on Date.This may not have been preventable. Both aft/bulk sensors were replaced at the previous occurrence one month prior. And everything tested normally.
Second reporter narrative
Cruise flight at FL370. Master Warning Chime activated and ECAM alerted us to AFT BULK/LOWER CARGO SMOKE. ECAM directed us to activate the fire suppression bottle and directed us to the CARGO COMPT SMOKE checklist in the QRH. Completed the checklist and then determined that ZZZ was our best airport. We were 20 miles closer to ZZZ1 but we discussed that by the time we got the weather for ZZZ1 we would be closer to ZZZ. We notified Center of our problem requested direct ZZZZZ (fix on the XXL ILS) requested priority handling and increased our speed slightly. It was nearly 200 miles to ZZZ. The FO (First Officer) had hacked a clock and we monitored the time since the first warning. Approximately 5 minutes after the initial warning we got the same warnings. Then approximately 10 minutes later we got a Cabin Altitude Warning. Even though the checklist warned this would happen; the cabin altitude was neatly 10;000 ft. We donned our masks because we didn't know if the cabin altitude would rise further. Uneventful cruise and descent and landing into ZZZ with the exception of exceeding 250 KIAS below 10;000 ft. that we advised ATC to expect. 15 miles on right base to final I directed the FO to slow and fly a normal approach and landing. We had notified ZZZ Approach that we would be stopping on the runway and asked the Fire Crews to look us over with emphasis on the lower cargo area aft of the gear. After communicating with the Fire Commander he confirmed that an IR heat scan was negative. They followed us to the gate. After arrival at the gate they boarded the aircraft and searched the lower cargo compartments for signs of fire/smoke which were negative.Maintenance advised a similar event happened on this aircraft on Date.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.