A320 engine stall In flight QRH procedure
Dream 747,
Should the engine start surging or stalling but performance still available then that is when you would instead follow the checklist and bring the thrust of #1 (in this case) back slowly, if if was good at 40% N1 and that happens to be above 5 degrees TLA then the FMGC will NOT detect an EO condition unless it goes below idle thrust which would indicate an engine failure as opposed to an EO condition (FCOM SOP-ABN ENG 1(2) FAIL) as you say and you could carry on with your other flight management decisions leaving it where it is. FF + FQ should be engaged and the FMGC will give you accurate predictions for fuel over destination.
I would suggest that it should only be at this point that you would have sufficient information to decide on putting the other one in MCT or not.
But you're correct saying that if you had #2 in MCT and the other one goes above 5 degrees TLA then #2 would now be giving you full MCT, unless by this point the FWC had detected and ENG 1(2) FAIL in which case the moving #1 wouldn't make any further difference.
Does that help?
Should the engine start surging or stalling but performance still available then that is when you would instead follow the checklist and bring the thrust of #1 (in this case) back slowly, if if was good at 40% N1 and that happens to be above 5 degrees TLA then the FMGC will NOT detect an EO condition unless it goes below idle thrust which would indicate an engine failure as opposed to an EO condition (FCOM SOP-ABN ENG 1(2) FAIL) as you say and you could carry on with your other flight management decisions leaving it where it is. FF + FQ should be engaged and the FMGC will give you accurate predictions for fuel over destination.
I would suggest that it should only be at this point that you would have sufficient information to decide on putting the other one in MCT or not.
But you're correct saying that if you had #2 in MCT and the other one goes above 5 degrees TLA then #2 would now be giving you full MCT, unless by this point the FWC had detected and ENG 1(2) FAIL in which case the moving #1 wouldn't make any further difference.
Does that help?
Join Date: Sep 2004
Location: France
Age: 47
Posts: 161
Likes: 0
Received 0 Likes
on
0 Posts
MCDHU:
Troubleshooting does not always necessitates a level off. Have you thought having an engine surge during climb while below MSA ?
Why would you level off and disconnects the autothrust to check the engine health at low power setting for a speed of 210 kts?
Have you thought of keeping climbing at a higher speed ( to reduce your rate of climb) and checking the faulty engine from idle to climb power? By doing so you will only increase or reduce your rate of climb when retarding or advancing the lever.
No need to level off , no need to check the engine health at 210 kts as it is not relevant as for the continuation of the flight , or you just get a partial picture of your engine , which undoubtedly calls for innovation like mentionned , autothrust off.
Troubleshooting does not always necessitates a level off. Have you thought having an engine surge during climb while below MSA ?
Why would you level off and disconnects the autothrust to check the engine health at low power setting for a speed of 210 kts?
Have you thought of keeping climbing at a higher speed ( to reduce your rate of climb) and checking the faulty engine from idle to climb power? By doing so you will only increase or reduce your rate of climb when retarding or advancing the lever.
No need to level off , no need to check the engine health at 210 kts as it is not relevant as for the continuation of the flight , or you just get a partial picture of your engine , which undoubtedly calls for innovation like mentionned , autothrust off.
Join Date: Mar 2000
Location: Sunrise Senior Living
Posts: 1,338
Likes: 0
Received 0 Likes
on
0 Posts
Sure Citation, there are many ways of doing it. I would most certainly climb above MSA (EO SID for example). My suggestion is only one way, yours is another good way.
Mcdhu
Mcdhu
Join Date: Nov 2006
Location: Tropics
Posts: 359
Likes: 0
Received 0 Likes
on
0 Posts
Just a quick revisit to this topic, interestingly that the QRH engine vibration procedure at one point tells you to put the affected engine into idle detent before increasing the thrust slowly assuming icing is a suspect. So does the engine stall procedure requires the affected engine to be reduced to idle before continuing with the range check.
But the engine vibration procedure requests that the auto thrust be turned off.
But the engine vibration procedure requests that the auto thrust be turned off.
I'm not certain that your question is about symptoms of vibration or symptoms of engine stall.
Stall is a more serious symptom and should be addressed by itself. It makes sense to me that retarding (to clear if possible) and then advance slowly to recover thrust is a generic process.
Obviously a QRH etc. for a specific aircraft takes precedence
Stall is a more serious symptom and should be addressed by itself. It makes sense to me that retarding (to clear if possible) and then advance slowly to recover thrust is a generic process.
Obviously a QRH etc. for a specific aircraft takes precedence
Join Date: Dec 2013
Location: Russia
Age: 44
Posts: 8
Likes: 0
Received 0 Likes
on
0 Posts
Hi guys, it might be not above mentioned question but for clarification,
In case of EO condition the Prog Page will show EO MAX REC alt,
And we have to set LRC Ceiling by FCOM procedures for Standard Strategy, and check the LRC Ceiling already from QRH/PER-E Ceiling not from MCDU.
Whats opinion about compare btw EO MAX REC alt and LRC from QRH/PER-E ?
Does EO MAX REC alt consider temperatures from ADR to calculate correct alt or not ?
Which speed at an EO MAX REC alt will be manage, and necessary for speed SET ON FCU ACCORDING TO PER OEI CRT.
Many thanks for possible response ........
In case of EO condition the Prog Page will show EO MAX REC alt,
And we have to set LRC Ceiling by FCOM procedures for Standard Strategy, and check the LRC Ceiling already from QRH/PER-E Ceiling not from MCDU.
Whats opinion about compare btw EO MAX REC alt and LRC from QRH/PER-E ?
Does EO MAX REC alt consider temperatures from ADR to calculate correct alt or not ?
Which speed at an EO MAX REC alt will be manage, and necessary for speed SET ON FCU ACCORDING TO PER OEI CRT.
Many thanks for possible response ........
