A320 RTO
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A320 RTO
Scenario:
RTO in high speed regime...lets say 120kts.
A/C brought to full stop, park brake set.
Next actions?
In some companies I'm aware the SOP is to immediately shutdown both engines (in preparation for an evacuation) followed by any specific drills for the cause of the reject.
In others I believe it to be "ECAM actions" first (if any), followed by evac decision/eng.shutdown.
Which does your company use?
Do any of you have an SOP to leave the APU running for takeoff (useful in scenario number 1).
RTO in high speed regime...lets say 120kts.
A/C brought to full stop, park brake set.
Next actions?
In some companies I'm aware the SOP is to immediately shutdown both engines (in preparation for an evacuation) followed by any specific drills for the cause of the reject.
In others I believe it to be "ECAM actions" first (if any), followed by evac decision/eng.shutdown.
Which does your company use?
Do any of you have an SOP to leave the APU running for takeoff (useful in scenario number 1).
Guest
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On the A320 RTO, our policy is on setting of the park brake the Capt would tell the cabin to remain seated the FO would carry out ECAM actions OR emergency checklist for a fire on ground ignoreing the ECAM. The reason for the latter is the transition from master 2 off on Ecam actions you have to go to the checklist and start from the top again. This way you start from the top and read actions only once and saves the confusion and time.
As for the APU for take off, well there are many thoughts on this, basically it is another engine that can fail or go on fire so we opted to leave same off for take off.
Hope that helps somewhat.
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Gravity always wins....
As for the APU for take off, well there are many thoughts on this, basically it is another engine that can fail or go on fire so we opted to leave same off for take off.
Hope that helps somewhat.
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Gravity always wins....
Join Date: Jun 2001
Location: Bahrain
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We have the same policy as mentioned above. After parking brake set, Capt. makes PA "Attention crew at stations", while the F/O has already notified ATC, then Capt. calls "ECAM Action" or "On ground emergency evacuation check list" depending on the situation. I have never heard of shutting engines down immediately after stopping, what about ECAM?
And even more so what about vacating the runway in none evacuation required emergencies?
[This message has been edited by CaptA320 (edited 31 October 2000).]
And even more so what about vacating the runway in none evacuation required emergencies?
[This message has been edited by CaptA320 (edited 31 October 2000).]
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As CaptA320 has said,(nice handel) it is impractical to shut down eng's instantly, as to the question re MSN and checklist, well we use the same standard checklist through out the fleet which includes both 231 and 232 aircraft. The procedure is the same for both types.MSN will not effect these procedures as far as I know.
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Gravity always wins....
[This message has been edited by Silky (edited 31 October 2000).]
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Gravity always wins....
[This message has been edited by Silky (edited 31 October 2000).]
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Our fleet includes a mix of A321 and A320 a/c with a 'common' checklist handbook on board both types. In an emergency you have to remember to check the MSN at bottom of the page before commencing actions...otherwise you could be doing an A321 drill on an A320 and vice versa. The MSN's are printed in microscopic digits at bottom of each page...I think it's criminal and irresponsible and will one day result in a major f*** up. The differentiation is of particular importance when figuring out the non-normal Vapp!!
As to the engine shutdown thing. Our SOP is that the CCM's have unilateral right to decide on an evac in the event of an emergency. As a result the procedure is to shutdown after a 'high speed stop' in order to prep for a crew initiated evac!! Forget about taxiing off anyhow...I'm inclined to sort myself out first and bugger the rest of ya!
As to the engine shutdown thing. Our SOP is that the CCM's have unilateral right to decide on an evac in the event of an emergency. As a result the procedure is to shutdown after a 'high speed stop' in order to prep for a crew initiated evac!! Forget about taxiing off anyhow...I'm inclined to sort myself out first and bugger the rest of ya!
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We also have mixed fleet 320/321, but our SOP is for F/O to notify ATC of the abort and the Capt to make the PA to remain seated. Capt will then carry out Memory Items eg Offending Master Off, Fire p/b etc. while F/O monitors. All obviously subject to incapacitation requirements. Then a pause - "is it still burning etc?" If Evac required then the F/O reads and does the Emerg Evac list, which includes shutting down the other eng if not already there, while Capt orders the Evac. Our QRH's are specific for A320 or the A321.
The APU is left ON for T/O for the packs - would be turned off as part of the Emerg Evac C/list. As far as I'm aware the C/C have to wait for the order before evac except in certain circumstances (ie if they think we're dead)!
The APU is left ON for T/O for the packs - would be turned off as part of the Emerg Evac C/list. As far as I'm aware the C/C have to wait for the order before evac except in certain circumstances (ie if they think we're dead)!
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Thanks SLT, I think your company SOP's are eminently sensible in each of the respects you mention. I just wish our lot would give serious consideration to adopting the same methods.
The CCM evac thing came in after the Saudi L-1011 incident years ago (you know the one?) and it has caused several false evacs over the years (including one where the aircraft was still in motion while a slide was deployed!). It's been slightly 'qualified' since then, but still prone to trigger happiness by some CCM's.
As to the QRH's, they claim it's impractical to maintain a different QRH for each version, so one fits all. Pity the bugger who may have to read a tiny MSN in thick smoke some day!
[This message has been edited by CaptSensible (edited 01 November 2000).]
The CCM evac thing came in after the Saudi L-1011 incident years ago (you know the one?) and it has caused several false evacs over the years (including one where the aircraft was still in motion while a slide was deployed!). It's been slightly 'qualified' since then, but still prone to trigger happiness by some CCM's.
As to the QRH's, they claim it's impractical to maintain a different QRH for each version, so one fits all. Pity the bugger who may have to read a tiny MSN in thick smoke some day!
[This message has been edited by CaptSensible (edited 01 November 2000).]
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My company operate A319/320 but we use MSN specific QRH so no need to check the MSN on the bottom. In the event of RTO, once the park brake is set we sit on our hands, take a deep breath and decide who called stop and why. Capt is responsible for all commmunications with cabin and ATC, FO carries out all ECAM drills unmonitored. For the engine fire case, our QRH contains the ECAM actions (shaded) followed by the rest of the QRH checks so it's easy to see where you pick up the checks after both engines are off. In the event of an evac its both engines off and APU if applicable (rarely) and all bottles discharged. Capt will initiate the evac, cabin crew can only intitiate in clearly catastrophic circumstances (aircraft's breaking up, visible flames or stopped on water). Any other comms with the cabin take a low priority until we're satisfied the emergency is under control
