a320 engine damage
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a320 engine damage
hi,the engine1(2) fail ecam asks "if damage",then eng fire pb push,and agent 1 fire.Wondering what are the indications to the pilot in the cockpit,about the eng damage status other than the obvious,i.e a bad bird hit,a severe eng stall.also are the loss of primary eng indication(amber crossed) an indication for eng damage.hoping for some insights. thanking you
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no n2, zero oil qty, severe vibration (indicated or felt)
Regarding the "IF DAMAGE" line:
I think this is a point at which both pilots should monitor each parameter of the engine and then agree if there is, or not, engine damage.
This takes several seconds and both pilots have to concentrate in the engine parameters, or else do it by turns (PNF and then PF, for instance).
I find this part the most annoying of the procedure for that reason, because it is where the CRM is most difficult. Also, you need to know if there is damage or not in order to know when you can declare the engine as secured, which now is important in the procedure (we can delay push for alt till we have secured the engine).
Regarding the "IF DAMAGE" line:
I think this is a point at which both pilots should monitor each parameter of the engine and then agree if there is, or not, engine damage.
This takes several seconds and both pilots have to concentrate in the engine parameters, or else do it by turns (PNF and then PF, for instance).
I find this part the most annoying of the procedure for that reason, because it is where the CRM is most difficult. Also, you need to know if there is damage or not in order to know when you can declare the engine as secured, which now is important in the procedure (we can delay push for alt till we have secured the engine).
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besides that has been listed yet, you'll have a severe damage or better defined as an engine separation if all amber crosses are displayed instead of values such as N1,EGT,N2...it's very similar to FADEC fail but you don't have anymore bleed pressure
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FCOM 3.2.70 P11 (Eng 1/2 Fail) suggests the following as indicators of damage:
Loud noise
Increase in vibs or buffet
Repeated or uncontrollable (engine) stalls
Abnormal indications eg loss of hyd fluid (or oil quantity)
No N2
NB A windmilling engine will give about 3% N2 but no oil pressure at V2+10 so no oil pressure is not necessarily an indication of damage.
mcdhu
Loud noise
Increase in vibs or buffet
Repeated or uncontrollable (engine) stalls
Abnormal indications eg loss of hyd fluid (or oil quantity)
No N2
NB A windmilling engine will give about 3% N2 but no oil pressure at V2+10 so no oil pressure is not necessarily an indication of damage.
mcdhu
n77 not sure if yours is a typo:
but the FCTM quotes
No point accelerating away from the airfield until you know the engine is secure.
Sahi, hopefully this may be of help.
http://www.airbus.com/fileadmin/medi...TECH-SEQ07.pdf
not correct
FCTM in Eng failure after V1 states that:
Priority must be given to the control of aircraft trajectory, and acceleration phase should not be delayed for the purpose of applying the ENG FAIL ECAM procedure
FCTM in Eng failure after V1 states that:
Priority must be given to the control of aircraft trajectory, and acceleration phase should not be delayed for the purpose of applying the ENG FAIL ECAM procedure
Priority must be given to the control of aircraft trajectory. Once the PF has stabilized the flight path, the PNF confirms the failure and the PF orders ECAM actions. The flight crew should delay the acceleration for securing the engine.
Sahi, hopefully this may be of help.
http://www.airbus.com/fileadmin/medi...TECH-SEQ07.pdf
