Preferably carry out during Radar Vectors or Hold. Engine restart in-flight / Single Engine operations procedure, as applicable.
Preferably carry out during Radar Vectors or Hold.
"Descent Preparation" Take out Relevant charts and review.
"Before Descent C/L"
"Approach C/L" etc.
* At Captain’s discretion, an alternative track (e.g RWY HDG /Sector of lower MSA/VMC terrain clearance) may be requested. Conditions permitting, an immediate VMC turn back may be considered. Slats/Flaps 15/15 configuration may be maintained, if required. Depending on the situation, the ‘Quick landing procedure’ (QLP) as described in the notes may be followed.
** With the failed engine throttle at idle, a relight would be indicated by an increasing N2, EGT (within limits) and Oil Pressure. However, the red LOP warning light will remain illuminated till the required pressure is achieved.
Notes:
1. Engaging Auto Pilot soon after T/O (minimum 250 ft AGL) and aircraft stabilized is recommended so that Capt/ PF can closely monitor the actions of PNF, take over actions on FCU and ATC communications. However flight path and thrust must be continuously monitored. A number of CFIT (Controlled flight into Terrain) accidents take place world wide even in good weather presumably due to the pilots preoccupation with some abnormal / emergency procedure and not adhering to the instrument departure / arrival procedure. It is emphasized here that maintaining the correct flight path is of utmost importance. Be aware of the terrain. The MSA must be respected at. Acceleration altitude in case of engine failure is at MSA*. The 10 minute restriction on take off power is sufficient time to climb to MSA and clean up the aircraft even in the most restrictive of cases. Exceptions, if any, for airports where special procedures are used will be promulgated separately.
2. No. 1 Auto Pilot is selected because it will operate irrespective of No.1 or No. 2 Engine Failure. However if it does not engage, select No 2 Auto Pilot.
3. Use manual throttle during manual flight so as to anticipate rudder requirement with throttle movement.
4. No hurry to shut down engine. PF must concentrate on maintaining the flight path & only when it is fully controlled and if applicable, he should retard throttle of affected engine. PF guards the live engine fuel lever when PNF is switching off the failed engine fuel lever.
5. “No Damage” is ascertained by checking - no limits exceeded / Engine Oil Qty/ Vibration level / N1 & N2 turning
6. Thrust is set prior to 100 kts. Hence loss of A/THR is not problematic and does not call for quick pilot action.
7. Crew member noticing thrust loss calls out clearly "engine fail 1/2". The ECAM activation may take some more time. N1, EGT & N2 winding down will be the first indication. 中國航空網 www.k6050.com 航空翻譯 www.aviation.cn 本文鏈接地址：Airbus ABNORMAL/EMERGENCY PROCEDURES 空客非正常/緊急程序(12)
