Originally Posted by
readytocopy
Looking at the pictures, why did it take so long to put the gear up. A question to all the bus boys....losing one engine, is the climb performance that degraded that it can hardly climb as claimed by a few on this topic.
Good one G4G5.
The SOP for engine fire/power loss is to rotate normally at Vr to 12.5deg pitch then follow the command bars (SRS), retract the gear once a positive rate of climb is established and engage the autopilot above 100' once everything is nominal. Above 400', the ECAM actions are called for. I suspect the slightly delayed gear retraction may simply have to do with the crew ensuring that everything was under control, establishing the engine loss and climb-out drills in their minds and proceeding with same deliberately. Just a guess of course. Although we practise this exact failure in the sim it's an initial surprise when it actually happens and so slowing things down to ensure accuracy would be a good strategy.
From the photos I thought the climb performance of the aircraft was actually quite good...nothing like Hong Kong on a hot afternoon...
Ignition Override
The rudder input required for an engine failure at rotation is substantial depending upon speed. This is true for the A320 as well as the A340 & A330. Perhaps what is being referred to is the fact that, academically speaking, one can engage the autopilot without using rudder or trimming the aircraft and the autopilot will do the work, trimming and eventually straightening the gentle turn towards the dead engine. I've seen it demonstrated in the simulator and its impressive though not SOP. Rudder trim required is usually around 12 to 15deg, naturally easing off as speed reaches green dot.