A320 engine fail followed by THR LEVER FAULT on the other engine !!
Thread Starter
Join Date: Jul 2016
Location: Amman
Posts: 1
Likes: 0
Received 0 Likes
on
0 Posts
A320 engine fail followed by THR LEVER FAULT on the other engine !!
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 ) ???!
Join Date: Mar 2000
Location: Sunrise Senior Living
Posts: 1,338
Likes: 0
Received 0 Likes
on
0 Posts
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.
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.
Join Date: Sep 2011
Location: FL390
Posts: 238
Likes: 0
Received 0 Likes
on
0 Posts
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'd want a really long runway though...
Join Date: Oct 2010
Location: 5° above the Equator, 75° left of Greenwich
Posts: 411
Likes: 0
Received 0 Likes
on
0 Posts
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'd want a really long runway though...
It is indeed quite a wicked scenario, even for a sim...
Join Date: Aug 2005
Location: ME
Posts: 250
Likes: 0
Received 0 Likes
on
0 Posts
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.
The bottom line: it flies perfectly this way. Well, not A320, but fundamentally no difference.
Join Date: Mar 2000
Location: Australia
Posts: 811
Likes: 0
Received 0 Likes
on
0 Posts
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.
Join Date: May 2007
Location: FL390
Age: 38
Posts: 224
Likes: 0
Received 0 Likes
on
0 Posts
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.
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.
Last edited by Lantirn; 22nd Oct 2016 at 12:35.
Join Date: Feb 2002
Location: Somewhere between Europe and Africa
Posts: 154
Likes: 0
Received 0 Likes
on
0 Posts
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.
Join Date: Jan 2006
Location: S.O.E.
Posts: 139
Likes: 0
Received 0 Likes
on
0 Posts
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
Join Date: Jun 2014
Location: Village of Santo Poco
Posts: 869
Likes: 0
Received 0 Likes
on
0 Posts
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...
Join Date: Sep 1999
Location: United Kingdom
Posts: 929
Likes: 0
Received 0 Likes
on
0 Posts
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.
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.
Join Date: Jun 2014
Location: Village of Santo Poco
Posts: 869
Likes: 0
Received 0 Likes
on
0 Posts
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.
He's since passed away, unfortunately.