A320 engine fail followed by THR LEVER FAULT on the other engine !!

[Omeish]

Hello everyone , what is the best course of action, and what is the recommended suggestional tychnech to be followed in case you started with an engine fail ( on one engine ) then later followed by Eng. THR LEVER FAULT ( on the remaining engine ) ???!

[mcdhu]

Not your day if EF followed by TL Fault.
My suggestion would be to engage A/Thr and do a flap less landing because as soon as you take F1, the engine will go to flight idle.

[seen_the_box]

It sounds like a particularly vicious and unrealistic sim scenario, but as mcdhu says, flapless approach is pretty much your only option, unless you fancy a glide approach!

[Fursty Ferret]

Might try this in the sim next time I'm in. You could fly VLS clean down to ~200 feet then go straight to flap 3 - as thrust comes back to idle you get a traditional flare with idle thrust to a flap 3 landing while decelerating with flap out.

I'd want a really long runway though...

[seen_the_box]

Why complicate it any further? Just land flapless. The reference distance for a 66t 320 landing flapless (slats and flaps at zero) is only 2000m, which is hardly extreme.

[Denti]

If you really want it interesting throw in a failed EIU, better think about a very steep descent on final...

[Escape Path]

Might try this in the sim next time I'm in. You could fly VLS clean down to ~200 feet then go straight to flap 3 - as thrust comes back to idle you get a traditional flare with idle thrust to a flap 3 landing while decelerating with flap out.

I'd want a really long runway though...

I reckon that would be way too busy for such low altitude. Perhaps not enough height for the aircraft to decelerate from VLS to Vfe flap 3, especially if the gross weight is high, as is the case in the sim. Plus there's a big change when you select conf 2; add that to the unusually high speed you're dealing with and the low altitude, it seems it's way too complicated.

It is indeed quite a wicked scenario, even for a sim...

[Romasik]

When I was young and really not very wise, used to set idle at top of desent and add thrust with reverser application after landing. Just a little higher and faster then normal profile and gear down at about 500' followed by final flaps. In fact varying gear and final flaps extension you can safely control touchdown speed. Selecting final flaps over the RW threshold was normal practice. And of course, I always had an option of adding power. It was in Africa though, where noboby cared about anything.
The bottom line: it flies perfectly this way. Well, not A320, but fundamentally no difference.

[phiggsbroadband]

Omeish you forgot to tell us where this occurred...


On the taxiway? At Take-Off? or in the Cruise?
.

[*Lancer*]

Taking flaps will introduce a pretty big balloon and low nose angle going into the flare, with no way out. Just set it up for a nice stable flap-less approach and landing.

[Lantirn]

Does anyone knows if alpha floor is working? Maybe you can have at least some thrust if you need it worst case scenario. Can't find any info on this.

[mcdhu]

Lantirn - try DSC-22-40-30: Alpha Floor Protection.

No alpha floor below 100'RA (Habsheim)
No alpha floor engine out with flaps/slats extended

[Lantirn]

Good one thank you

Edit:

Thinking again about this failure, you can recover some thrust by retracting the flaps and entering alpha floor. Should work, I will try it in the sim next time.

[Krueger]

I had my recurrent sim yesterday and I was presented with a similar situation. On take-off we had an engine 2 failure just before V1 and also an EIU failure on engine 1. So when you try to stop, you won't have auto-braking because engine 1 is stuck at take-off power. When you realize that you aren't decelerating you think of loss of braking, so you slam on the brakes. That won't prevent you from going off the runway. Luckily I glanced over the engine instruments once I felt no deceleration and was able to shut it down with the Master Switch. I barely prevented it to leave the tarmac but it's a nice one to have in the sim.:}

[Dale Hardale]

On take-off we had an engine 2 failure just before V1 and also an EIU failure on engine 1. So when you try to stop, you won't have auto-braking because engine 1 is stuck at take-off power
Well that sounds like a realistic and valuable training scenario (not).:ugh:

[Amadis of Gaul]

We had an instructor at my first airline who specialized in coming up with all sorts of off-the-wall stuff, most of it blatantly against the QRH. You just learn to humor people like that sometimes...

[IcePack]

Sometimes check airmen show their ignorance of aircraft design & certification, by coming up with senario's. These senario's being considered such a low proberbility of occurrence they are allowable. IMHO if given as a surprise just smile and tick that trainer as a ***
Now if you have been briefed that your crisis management is being assessed like a bomb explosion then fine but qrh out the window should be then ignored.

[Amadis of Gaul]

In his case, it wasn't ignorance, more like boredom. He'd been in the training department for well over two decades, flew the line as little as possible, and in general lived in his own little world. A very knowledgeable person, to be sure, just a little strange.

He's since passed away, unfortunately.

[whitelabel]

Mm I had a nice one as well. A thrust lever fault and shortly after that an auto thrust fail. What would you do?

[Lantirn]

You mean with the other failed?

Thrust lever fault with ATHR fault=You have to shut the affected engine down or you will climb as hell.

[Lotetu]

In the SIM after slats out the ATHR disconnected but after re engaging it was working normally.
Strange....