A320 SE taxi using Eng 2
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A320 SE taxi using Eng 2
This issue came up in a recent sim. Should you taxi of the runway after an Eng 1 fail (no fire) or call for a tow? There is no procedure in the FCOM for SE taxi using Eng2 but you assume it would be feasible via the PTU. This sim had the NWS on the green system. Any enlightened information welcome.
Have a think:
If you say "No, I won't do that." - the runway is blocked until a tug can remove the aircraft.
If you say "Yes, I'll have a go." - then you either taxi off successfully (hooray for everyone
) or the nose wheel steering proves not up to the challenge, in which case you apply the brake and the aircraft is slightly turned on the runway, but other than that situation one applies.
Unless you completely stuff up the point at which you give it away and apply the brakes (in the VERY unlikely event the nose wheel steering/differential braking isn't good enough) there is quite a bit to win and nothing to lose by taxiing off.
If you say "No, I won't do that." - the runway is blocked until a tug can remove the aircraft.
If you say "Yes, I'll have a go." - then you either taxi off successfully (hooray for everyone
) or the nose wheel steering proves not up to the challenge, in which case you apply the brake and the aircraft is slightly turned on the runway, but other than that situation one applies.Unless you completely stuff up the point at which you give it away and apply the brakes (in the VERY unlikely event the nose wheel steering/differential braking isn't good enough) there is quite a bit to win and nothing to lose by taxiing off.
Join Date: Aug 2004
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Hi,
There is a supplementary information regarding TAXI with ENG#2, but only to the A319, the reason is because in Heatrow there are some parking positions where when operating the A319, the Port engine must be shutdown, just because of the distance to jetty.
Airbus states that is acceptable for exceptional cases to have ENG#1 shutdown instead of ENG#2, but one has to ensure that the nose wheel steering reamains available, the green HYD SYS remains pressurized, this is achieved provided the PTU is available (FCOM DSC-29 HYD)
The procedure is the:
APU - Start
Not less than 3 min after reverse operation ENG#1 Shutdown ( in your case is already Shutdown)
Ensure on SD that GREEN SYS is pressurized.
Even this is an special procedure for the A319 you could do this in the remain variations i.e. A320/321 , the system operation is the same.
Of course this not recommended to do on daily basis, just in exceptional cases.
There is a supplementary information regarding TAXI with ENG#2, but only to the A319, the reason is because in Heatrow there are some parking positions where when operating the A319, the Port engine must be shutdown, just because of the distance to jetty.
Airbus states that is acceptable for exceptional cases to have ENG#1 shutdown instead of ENG#2, but one has to ensure that the nose wheel steering reamains available, the green HYD SYS remains pressurized, this is achieved provided the PTU is available (FCOM DSC-29 HYD)
The procedure is the:
APU - Start
Not less than 3 min after reverse operation ENG#1 Shutdown ( in your case is already Shutdown)
Ensure on SD that GREEN SYS is pressurized.
Even this is an special procedure for the A319 you could do this in the remain variations i.e. A320/321 , the system operation is the same.
Of course this not recommended to do on daily basis, just in exceptional cases.
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Yes, the 320 can be taxied with #1 shut down. As long as the PTU is functioning there is no problem. I've done it.
Be aware though... the moment the second fuel switch goes to cut-off you've lost nw steering, regardless of residual pressure -unlike the old 37's which you could coast while still steering with both shut down.
Be aware though... the moment the second fuel switch goes to cut-off you've lost nw steering, regardless of residual pressure -unlike the old 37's which you could coast while still steering with both shut down.
Ut Sementem Feeceris
Stopping on the runway with ENG FAIL does present a "gotcha" depending upon PTU inhibition logic. Once the aircraft PRK BRK is set, the PTU operation is inhibited which in the case of ENG1 fail and NWS on the GREEN system will result in NW STEER appearing in the INOP SYS on the STS page. However, as soon as the PRK BRK is released the PTU becomes active and the YELLOW system pressurises the GREEN system and, hey presto, you've got you NWS back (assuming no loss of fluid)
So, it is perfectly possible to vacate the runway - after the fire services have had a good look for leaks/fire/damage/hot brakes etc. It would be quite embarrassing to request a tug due no NWS......only to watch it reappear as soon as you release the PRK BRK (with No2 running).
I think this little gotcha is being addressed with the newer PTU logic.
(assuming no loss of fluid)So, it is perfectly possible to vacate the runway - after the fire services have had a good look for leaks/fire/damage/hot brakes etc. It would be quite embarrassing to request a tug due no NWS......only to watch it reappear as soon as you release the PRK BRK (with No2 running).
I think this little gotcha is being addressed with the newer PTU logic.
