A320 apu bleed usage in engine failure
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A320 apu bleed usage in engine failure
Hi to all,
I have a question to you all. in the engine shut down cl we see that if the eng 1 fire p/b is pushed we use apu bleed with xbleed at shut position.
what is the reason that we use apu bleed? What happens if I donīt use apu bleed. Only thing that I can think of is go-around performance.
thanks
I have a question to you all. in the engine shut down cl we see that if the eng 1 fire p/b is pushed we use apu bleed with xbleed at shut position.
what is the reason that we use apu bleed? What happens if I donīt use apu bleed. Only thing that I can think of is go-around performance.
thanks
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in the engine shut down cl we see that if the eng 1 fire p/b is pushed we use apu bleed with xbleed at shut position.
‐ If the ENG 1 FIRE pb-sw is pushed, APU bleed must not be used.
If ENG 2 FIRE pb-sw is pushed, APU bleed may be used, provided the X BLEED
rotary selector is set at SHUT.
If ENG 2 FIRE pb-sw is pushed, APU bleed may be used, provided the X BLEED
rotary selector is set at SHUT.
You do it just to take some pressure off of the good engine in an effort to preserve it, simple as that. It is not required and the engine will function normally but why not try and take care of the good engine.
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in the engine shut down cl we see that if the eng 1 fire p/b is pushed we use apu bleed with xbleed at shut position.
what is the reason that we use apu bleed? What happens if I donīt use apu bleed
what is the reason that we use apu bleed? What happens if I donīt use apu bleed
Only half a speed-brake
Spin-off from the pneumatics towards air-conditioning.
After engine failure on a packs-off departure: Once MCT is set, do you put both PACK switches on, or only the one for the live engine? As there is no AIB guidance, what is your best practice? Any downside to either of the options available?
For the moment, my choice is to put both PACKs on as early as practicable:
- no need to evaluate stuff
- recovers all the options that might become available or needed later
- come back from the "green" PROC to a configuration that was assumed when ABN PROC and ECAM designers did their work.
After engine failure on a packs-off departure: Once MCT is set, do you put both PACK switches on, or only the one for the live engine? As there is no AIB guidance, what is your best practice? Any downside to either of the options available?
For the moment, my choice is to put both PACKs on as early as practicable:
- no need to evaluate stuff
- recovers all the options that might become available or needed later
- come back from the "green" PROC to a configuration that was assumed when ABN PROC and ECAM designers did their work.
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Spin-off from the pneumatics towards air-conditioning.
After engine failure on a packs-off departure: Once MCT is set, do you put both PACK switches on, or only the one for the live engine? As there is no AIB guidance, what is your best practice? Any downside to either of the options available?
For the moment, my choice is to put both PACKs on as early as practicable:
- no need to evaluate stuff
- recovers all the options that might become available or needed later
- come back from the "green" PROC to a configuration that was assumed when ABN PROC and ECAM designers did their work.
After engine failure on a packs-off departure: Once MCT is set, do you put both PACK switches on, or only the one for the live engine? As there is no AIB guidance, what is your best practice? Any downside to either of the options available?
For the moment, my choice is to put both PACKs on as early as practicable:
- no need to evaluate stuff
- recovers all the options that might become available or needed later
- come back from the "green" PROC to a configuration that was assumed when ABN PROC and ECAM designers did their work.
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There is no checklist but ECAM which doesn't even tell you to start the APU leave alone using bleed. One live Engine is capable of all air-conditioning loads and also single bleed two pack operation. The APU is started for electrics so in case the only generator fails you don't land up in ELEC EMER. APU bleed is only used in case of overweight landing to provide better gradient, again not necessary you can just switch off the pack in approach.
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The use of APU Bleed is mentioned in the Engine Shut Down checklist towards the end.
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Ok its not mandatory but i asked why does fcom recommends apu bleed
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Spin-off from the pneumatics towards air-conditioning.
After engine failure on a packs-off departure: Once MCT is set, do you put both PACK switches on, or only the one for the live engine? As there is no AIB guidance, what is your best practice? Any downside to either of the options available?
For the moment, my choice is to put both PACKs on as early as practicable:
- no need to evaluate stuff
- recovers all the options that might become available or needed later
- come back from the "green" PROC to a configuration that was assumed when ABN PROC and ECAM designers did their work.
After engine failure on a packs-off departure: Once MCT is set, do you put both PACK switches on, or only the one for the live engine? As there is no AIB guidance, what is your best practice? Any downside to either of the options available?
For the moment, my choice is to put both PACKs on as early as practicable:
- no need to evaluate stuff
- recovers all the options that might become available or needed later
- come back from the "green" PROC to a configuration that was assumed when ABN PROC and ECAM designers did their work.
Spin-off from the pneumatics towards air-conditioning.
After engine failure on a packs-off departure: Once MCT is set, do you put both PACK switches on, or only the one for the live engine? As there is no AIB guidance, what is your best practice? Any downside to either of the options available?
For the moment, my choice is to put both PACKs on as early as practicable:
- no need to evaluate stuff
- recovers all the options that might become available or needed later
- come back from the "green" PROC to a configuration that was assumed when ABN PROC and ECAM designers did their work.
After engine failure on a packs-off departure: Once MCT is set, do you put both PACK switches on, or only the one for the live engine? As there is no AIB guidance, what is your best practice? Any downside to either of the options available?
For the moment, my choice is to put both PACKs on as early as practicable:
- no need to evaluate stuff
- recovers all the options that might become available or needed later
- come back from the "green" PROC to a configuration that was assumed when ABN PROC and ECAM designers did their work.
If the PACKS had been ON forT/O, the ECAM/FCOM doesn't tell you to turn OFF the affected side PACK does it?
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