View Full Version : A-320 dry crank

3rd Sep 2010, 18:31
Hi! Does anybody know a dry crank procedurу for A-320? Where does it described?

3rd Sep 2010, 19:07
Yes there is, described in AMM

Hope this helps

4th Sep 2010, 01:59
fcom 1.70.80

A dry cranking cycle ventilates the engine to remove fuel vapors after an unsuccessful start attempt on the ground.
The flight crew can manually select cranking, by setting the ENG MODE selector to CRANK and the MAN START pushbutton to ON (MASTER switch OFF). The flight crew can stop the cranking by setting the MAN START pushbutton to OFF.

4th Sep 2010, 05:42
In a Manual Start dont forget to have FCOM 2.70 out for the dry crank procedure in case theres a starting problem. Manual starts are passive monitoring and wont auto crank in case of an aborted start.

This means you need 2 damn books out for such a start - 3.04.70 and 3.02.70. Airbus couldnt justve stuck them next to each other could they. :ugh:

4th Sep 2010, 06:22
Remember the duty start cycle times

4th Sep 2010, 11:40
Also the cooling times on the starter

4th Sep 2010, 15:43
And before starting which manual starter your starting the start with.

4th Sep 2010, 17:35
It`s the same as the "Tailpipe Fire" Drill. Surely you know this?!

4th Sep 2010, 18:19
Are you sayin use the Tailpipe Fire drill for a dry crank after an aborted manual start?

Um.... I dont think so. Surely you know this?!

4th Sep 2010, 19:29
Manual starts are passive monitoring and wont auto crank in case of an aborted start.

Slasher why would you want auto cranking when dry motoring an engine???
The worst case would be the engine would not 'crank' start rotation.

When it comes to carrying out a dry crank procedure the 'Tailpipe fire' is pretty good, other than there would be no need to retard thrust levers and the engine is presumed at zero rpm everything else is correct.

The context of this thread has been to dry crank the engine.


5th Sep 2010, 17:05
Slasher - I was merely answering the original post! The need to dry crank an engine is not restricted to failed engine starts. There are numerous engineering situations where I have seen it required. Many operators have the Tail-pipe fire C/L in the QRH or cockpit checklist and that may be more convenient for ready access. So. please do not draw spurious conclusions where none are stated or even intended!

5th Sep 2010, 22:15
Then address it to the original post Meik. How the hell is
anyone suposed to know who your talking to?