A320 Eng fail followed by fuel pump fail
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A320 Eng fail followed by fuel pump fail
Hi folks,
Just looking for some thoughts and ideas on the above.
You have an Engine failure with damage and subsequent shutdown which is quickly followed by the failure of pumps 1 & 2 on the failed engine side.
What are the considerations and actions with regard fuel management.
Thanks
Just looking for some thoughts and ideas on the above.
You have an Engine failure with damage and subsequent shutdown which is quickly followed by the failure of pumps 1 & 2 on the failed engine side.
What are the considerations and actions with regard fuel management.
Thanks
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Scary one!
The damage has to be huge! Structural integrity is at risk, and a huge fuel leak is more than likely.
Isolate the engine. Have someone to take a look at it. Maybe it's just gone (all amber croases in the ECAM and the fire warning).
LAND ASAP but don't fly at high speed, minimize loads, manoeuver with care, cross your fingers, make softest possible landing, put nose down quickly after MLG, have full emergncy services ready
The damage has to be huge! Structural integrity is at risk, and a huge fuel leak is more than likely.
Isolate the engine. Have someone to take a look at it. Maybe it's just gone (all amber croases in the ECAM and the fire warning).
LAND ASAP but don't fly at high speed, minimize loads, manoeuver with care, cross your fingers, make softest possible landing, put nose down quickly after MLG, have full emergncy services ready
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Hi Flaperon75,
Use the fuel from the tank on the good engine side.
If you really need the fuel on the failed engine side, then:
Procedures, Abnormal, 28 - Fuel - GRVTY FUEL FEEDING
"IF NO FUEL LEAK AND FOR AIRCRAFT HANDLING:
If no fuel leak, and for flight with only one engine running (this engine being fed by gravity), apply the following :
FUEL X FEED ON
BANK ANGLE 1° WING DOWN ON LIVE ENGINE SIDE
The fuel from the wing tank on the engine running side is used.
RUDDER TRIM USE
Use rudder trim to maintain constant course and neutral stick.
WHEN FUEL IMBALANCE REACHES 1 000 kg (2 200 lb):
BANK ANGLE 2° or 3° WING DOWN ON LIVE ENG SIDE
Use fuel from the opposite wing tank, until fuel imbalance is reduced to 0."
Use the fuel from the tank on the good engine side.
If you really need the fuel on the failed engine side, then:
Procedures, Abnormal, 28 - Fuel - GRVTY FUEL FEEDING
"IF NO FUEL LEAK AND FOR AIRCRAFT HANDLING:
If no fuel leak, and for flight with only one engine running (this engine being fed by gravity), apply the following :
FUEL X FEED ON
BANK ANGLE 1° WING DOWN ON LIVE ENGINE SIDE
The fuel from the wing tank on the engine running side is used.
RUDDER TRIM USE
Use rudder trim to maintain constant course and neutral stick.
WHEN FUEL IMBALANCE REACHES 1 000 kg (2 200 lb):
BANK ANGLE 2° or 3° WING DOWN ON LIVE ENG SIDE
Use fuel from the opposite wing tank, until fuel imbalance is reduced to 0."
Last edited by rudderrudderrat; 16th Jul 2012 at 19:58. Reason: typo
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rudderrrudderrat - great answer thanks for that!
I wasn't sure whether you would go straight into the gravity fuel feed procedure or hold off and use the pumps on the good side until you were forced to gravity feed. What you're saying makes good sense.
I wasn't sure whether you would go straight into the gravity fuel feed procedure or hold off and use the pumps on the good side until you were forced to gravity feed. What you're saying makes good sense.
You may have limitations regarding fuel balance, but just remember that with one side full, and the other empty, the Airbus is still completely maneuverable as per FCOM.
EF with damage. The aircraft is in a relative safe state unless there is noticeable vibration or hydraulic/control issues though you may have fumes in the cabin.
If You have reason to believe the aircraft is not in a safe state, land. Nothing so far in your list of failures will prevent an immediate return to land.
If your up there that long that you need to consider the gravity feed procedure, you may want to reconsider your options and ensure that your course of action is reasonably sound as you probably have been airborne for quite awhile with an amber LAND ASAP.
EF with damage. The aircraft is in a relative safe state unless there is noticeable vibration or hydraulic/control issues though you may have fumes in the cabin.
If You have reason to believe the aircraft is not in a safe state, land. Nothing so far in your list of failures will prevent an immediate return to land.
If your up there that long that you need to consider the gravity feed procedure, you may want to reconsider your options and ensure that your course of action is reasonably sound as you probably have been airborne for quite awhile with an amber LAND ASAP.
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You may have limitations regarding fuel balance, but just remember that with one side full, and the other empty, the Airbus is still completely maneuverable as per FCOM.
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Bula - I agree that you would want to be landing asap.
In the interest of thinking ahead though, it may just be worth discussing and briefing, worst case scenario, what your options would be. So that if you ended up going around off the first approach and your fuel started getting low, or the imbalance started getting high, you have already planned that gravity fuel feed may then become a neccessity.
In the interest of thinking ahead though, it may just be worth discussing and briefing, worst case scenario, what your options would be. So that if you ended up going around off the first approach and your fuel started getting low, or the imbalance started getting high, you have already planned that gravity fuel feed may then become a neccessity.
That is true. But beware briefing too much for the sake of briefing. The gravity feed QRH is a straight forward item and there are a thousand other what ifs in this scenario.
Oh the what ifs....... Over briefing can be just as detrimental as underbriefing. Personally I would look at my fuel situation and if needed, state that in the event of a missed approach we may need to consider gravity feeding. Anything more would be surperfluous in my humble opinion.
Oh the what ifs....... Over briefing can be just as detrimental as underbriefing. Personally I would look at my fuel situation and if needed, state that in the event of a missed approach we may need to consider gravity feeding. Anything more would be surperfluous in my humble opinion.
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Gravity feed
Hi guys
What if there Is a situation where the L inner tank pumps failed followed by engine 1 failure and if the fuel in the right inner tank is insufficient to proceed to a suitable airfield would it be possible to cross-feed fuel from the L inner tank which is gravity feeding.
What if there Is a situation where the L inner tank pumps failed followed by engine 1 failure and if the fuel in the right inner tank is insufficient to proceed to a suitable airfield would it be possible to cross-feed fuel from the L inner tank which is gravity feeding.
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What if there Is a situation where the L inner tank pumps failed followed by engine 1 failure and if the fuel in the right inner tank is insufficient to proceed to a suitable airfield would it be possible to cross-feed fuel from the L inner tank which is gravity feeding.
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There are two issues getting mixed up. First is fuel imbalance as rightly pointed out by Bula you can land with one tank full and the other empty. So you do not risk gravity feeding live engine for imbalance. If you need fuel from the dead engine only then gravity feed should be used.
