4. Monitor FMA.
5. Once the ATC Clearance has been obtained the Descent / Cruise strategy may be changed to any of the options ( Standard, Obstacle, Fixed speed) given in the FCOM, considering terrain / MEA / MORA.
6. Use of Auto Pilot ensures that crew has enough time to monitor the flight deck and carry out other functions.
7. On PF's Command, the PNF carries out ECAM actions. Timely selection of Continuous Relight can result in the engine to relight. Before carrying out any irreversible action the PNF must have his hand/ finger on the lever / switch for the PF to cross check that the related lever/ switch is the affected control, required to be actioned e.g. before selecting fuel lever off OR pulling of Fire handle, the consent of the PF is essential e.g. PNF "Selecting fuel lever #2 OFF" PF checks that Eng. 2 is the affected engine and that the PNF is holding Eng.2 fuel lever (related lever / switch ). PF "Checked, select fuel lever #2 off ". Once the failed engine fuel lever is off and if relight is not possible the failed Engine Throttle is advanced to the same TLA as the live engine. Throttles may not retard on LVL/CH engagement if one TLA is already sensed at idle.
8. Engine Fail C/L must be called for by the PF, because the relight option does not appear on ECAM.
9. “No Damage” is ascertained by checking - no limits exceeded / Engine Oil Qty/ Vibration level / N1 & N2 turning.
10. The engine relight in flight proc. should be followed, after evaluating the cause of engine failure and bearing in mind that a relight may further damage the engine if the cause of engine failure is not established.
The engine is most likely to start only below F/L 300 hence start attempts are more meaningful below this Altitude. The APU may be started during descent to F/L 300 in order to have the APU sharing the Elec. Load with live engine. Starter limits must be observed during starter assisted start attempts.
If APU bleed is not available or altitude is above 20,000 ft. the live engine bleed may be used for a cross bleed engine start. The pressurisation may be affected during the time the PACKS are off. If engine starts, the failed equipment is reset to ON position. The engine is allowed to operate for one minute at idle and then Thrust is increased gradually, simultaneously monitoring engine parameters for normal indication. As the thrust is increased the rudder trim is adjusted to keep the control wheel centralized / Trapezoidal index centered.
In case engine parameters are observed to be abnormal, the engine must be shut down, to avoid damage.
If unable to start the failed Engine, the S.E. Proc. is applied and affected Equipment is selected off.
BOTH ENGINE FLAME OUT
(NO ECAM WARNING)
To distinguish from both Gen. failure 中國(guó)航空網(wǎng) 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(15)
