6) Engine Failure on Take off after V1 or if call is GO
a. TOGA
b. Vr, +climb gear up
c. Take off heading, in trim conditions auto pilot on
d. 400’ Primary ECAM actions
e. Inform ATC, request RW heading, and lower altitude
f. When on Bleed page, ask PNF to turn the APU on.
g. Status Page : NO OEBS, NO COMPUTER RESETS, NO ENGINE RELIGHT (if engine flame out this is when you will apply paper checklist for ENGINE RELIGHT) After TO Check list and than read STATUS
h. Ask ATC that you request Radar vectors, confirm if same runway and same wx.
i. Ask PNF to prepare the FMGS for arrival, once complete, either you brief or ask him to do the briefing as well and than approach checklist.
j. At an appropriate time inform CC and Dispatch that you are returning back. Tell CC due to Technical problems and dispatch for the abnormalities. Make a PA for guests as well.
k. Once Approach checklist is complete inform ATC that you are ready for the approach.
Hi,
I personaly do not agree on a few things :
f) Better starting the APU when on the ELEC page. APU bleed is only a good idea in case of engine flameout, if you had a damage or a fire, you must first close the crossbleed before applying any apu bleed.
g) The sequence is no OEBs, no Computer resets, no normal checklists. At this point you have a normal checklist, the after takeoff. Read after take off checklist, this is not the moment for the engine relight. QRH comes after ECAM actions complete.
i) Transfer control to the PNF and prepare yourself the approach. You wouldn't want to fly an approach single engine that you have not prepared nor briefed?
10) All LOC intercept must be on HDG mode.
Why ?
17) Abandoning Approach
a. If a fault occurs after established on finals or whenever the checklist cannot be completed by 1000’ AGL abandon approach, inform ATC that you are abandoning approach.
b. Select HDG, and initiate climb and request RV or further instructions.
c. Any abnormalities below 500’ AGL continue and land.
b) If you do not select TOGA, your FPL will not be sequenced and you will mess up all your fuel predictions.
c) If you are talking about Low Vis Ops, the gate is the alert height, or 100 ft RA. Below 1000 ft and above the AH a go around is mandatory for all the reasons described in FCOM 4.
19) Anytime Recoverable failure, try to recover it once committed to land that is below 1000’ AGL, recover the system and than turn the pump off.
You mean getting into a hyd checklist below 1000 ft with landing distance procedure apply? Did not really understand this one.
20)So in case of flaps locked use config 1 in case of slats jammed use config 2 before leaving the facility for approach.
Again why? In good weather conditions that might be ok, but if you have bad weather with icing conditions (sim weather) I do not think that it is a great choice. Configure the airplane based on your distance to threshold. Before leaving the facility be sure that the both of you are aware of what is coming next with the slats/flaps jammed cklist, that you have read your approach cklist and you have activated the approach phase.
32) Anytime PFD failure on takeoff, continue takeoff with ISIS, turn the other A/P On and than ECAM actions.
If PFD fails, you have no ECAM actions. You get your PFD back in 1 second on the ND. If it doesn't, transfer controls, and push the PFD/ND xfr switch. You have it back. Read Display unit failure paper checklist when you have time. If you get a DMC1 fail, that's another story.
33) Anytime there is A/P failure immediately engage the other one.
I would say try to figure out what happens. Hand fly a few seconds ?
39) Under following conditions ECAM actions can be started below 400’ AGL
a. Reverser unlocked
b. Exceedenses (Engine Parameters)
c. Damage (Both N1 & N2 will have amber crosses)
d. Stall (Engine Stall)
e. Oil pressure (Genuine low oil pressure)
If as a Captain you judge that it is the safest course of action it is ok, but be very very careful on retarding THR levers at low altitudes.
I would add :
59) Review sidestick interference effects and sidestick priority logics. This can get you out of troubles if you get a sidestick interference at low altitude and low speed.
60) Packs off take off, when selecting packs off, one or more remain on. Options : Try again; take off with packs on if perf permit; Select bleeds off; start APU and APU bleed ON.
61) When you get IR or ADR failures, before touching anything related to these failures, ask yourself if what you are about to do makes sense. Like A/C dispatched with ADR 2 INOP. As per MEL ADR ref FO on 3. During flight you get IR 3 FAULT. If you go on and select IR 3 off, your FO loses his air data reference. the ECAM is an electronic QRH, it gives priorities but does not think for you.
Cheers !
