EFATO ECAM Actions
 

What is the policy in your company for when to start the ECAM actions?

I know most? airlines start them above 400' and when the engine is secure (engine master off and 1st agent discharged) and above acceleration altitude, accelerate and clean up... then once open climb and MCT selected continue with the ECAM.

But then US Airways for example...

Don't do any actions until your established in MCT and OPEN CLIMB (except for some exceptions)

Any other companies do it different? Just got my curiosity going!

Not intending to be picky PT6 (with my record?!) but your first method, is the same as the second example - or did I miss yet another point.

No Natstrack....

Was my fault, what I should of said is that my operator and i think most operators start the initial actions above 400' and US Airways don't start them until they have selected MCT and Open Climb (ie they dont secure the engine first, except for severe vibration etc)

Make more sense?

Generally (but there are exceptions) once above 400ft and failure has been agreed and PF has called for 'ECAM actions'.



The 'engine secure' stuff is when the engine has been secured, and given that call (PNF) and above acceleration altitude (typically 1000agl) the ECAM is stopped, 'push to level' is selected and aircraft accelerates to permit flap retraction followed by climb away at green dot & thrust to MCT.
Then complete ECAM etc....

FT, thats correct and the way we do it.

Was just curious if anyone else was doing it the US airways way of not doing anything until your cleaned up and in MCT OPEN CLIMB.

Now everybody seems to follow the airbus policy of the 400 ft and engine secure or accel height, whichever comes later, for accelerating.

Speaking of the ECAM:
The EFATO ECAM is the same as the cruise or any other flight phase. which makes me wonder if it is a good idea to wait those 30 secs in the hope of having a quick relight. Is it likely that you will recover an engine like that, in take off, after a flame out? I mean, wouldn't it be better to ignore that and go on with the rest of the actions? Specially if damage is obvious...

So it is just US Airways doing it different? That seems to be the theme.

They don't issue the FCOM's or have them on their aircraft, but completely devised and published their own operational and procedures manuals.

Hi PT6A,

If I remember correctly Iberia does the same as US Airways: no ECAM until established in the final segment, i.e. MCT/OP CLB/green dot except for ENG FIRE/ENG STALL.

True. But remember that the 30sec has no countdown timer because there is a bit of judgment involved:

Many times you´ll hear that the FADEC/ECU will attempt an autorelight for 30sec, this is not entirely true as it´s a matter of N2 rotation rather than time.

-Below 400ft when ECAM has not been started yet, the FADEC/ECU will attempt an autorelight with dual ignition after the detection of the flame out. Then when no relight occurs before N2 reaches 40% the ignition is discontinued.
-At 400ft, ECAM ACTIONS start with "IGN/START“ to confirm the auto-ignition.
If the relight does not occur before N2 drops below 47 % in this case, then the FADEC/ECU transitions to an auto start sequence.
Here start the famous 30 seconds, you might want to monitor provided that you have some N2 (no damage). Also keep in mind that an autorelight might have started already well before the ECAM was started anyway.
It takes approximately 15 seconds to read the ECAM and retard affected thrust lever to idle Then an additional 5 second delay to read:
• ''If no relight after 30 seconds.... ENGINE MASTER(affected ).....OFF”
• Logically when PNF eyes are back on EWD engine parameters to monitor an eventual relight, the 30 seconds are already gone.

All a bit complicated but in short: no need to time anything! If DAMAGE, forget about the timing all together.
Hope it helps.

Regards

Goddit.........

OP DES

Thanks for that info, I didn't have so much detail about that? Is it FCOM or other source, perhaps?

I have always wondered: When does the 30 sec count begin?

Also recall a simulator, somewhere in the world, where this countdown was in the ECAM itself. Not in the sims I use now.

This 30 secs and a low accel alt make it very difficult to do secure the engine timely.

Which by the way I think it is an important thing. I wouldn't delay it unnecessarily. There are flame outs, there are engine failures with immediate damage and there are engine failures with little damage but potentially much more damage if not secured. Securing the engine timely can save problems and a lot of money too.

This seems to be the key, what are US Airways exceptions?

You are all missing the most important criteria for the start of ECAM. The aircraft MUST be stabilised and climbing away.

At my company primary ECAM actions occur at 400ft AGL AND when the aircraft is stabilised. The primary actions depend on the failure, with damage it is up to the first agent. If its just a flame out it could be THR LVR to idle and ENG MODE to IGN.

The 30 sec countdown depends on the MSN of the aircraft, the new ones do it for you.

We then wait until MFRA, clean up and once MCT is set then we continue ECAM actions.

I think not doing any ECAM until MCT seems strange, you need to deal with fire/damage asap.

US Airways Pilot Handbook
 

2d-12 Takeoff

Loss of Thrust At or Above V1

2d.8 Loss of Thrust At or Above V1

2d.8.1 General. In the event of a single engine malfunction accompanied by a loss of thrust at or above V1, follow the “Loss of Thrust At or Above V1” guidance.

If the engine is still producing normal thrust (such as an engine fire or compressor/stall), clean up using the normal takeoff profile except comply with runway specific “Engine Failure - Takeoff” procedure (if published); otherwise, fly runway heading.

Considerations. The PF must fly the aircraft and not be distracted trying to analyze the problem while the aircraft is in a critical phase of flight.

Normally, the safest course of action is to accomplish the applicable ECAM/ QRH procedure(s) after the flaps are up and the desired climb speed has been attained. However, under compelling circumstances such as severe vibration, adverse flight characteristics, etc., it may be necessary to accomplish the ECAM/QRH procedure(s) as early as 400 ft. AFE.

Takeoff Performance. Takeoff performance using an assumed temperature is predicated on an engine failure, thus advancing thrust may not be necessary to maintain safe flight. However, additional thrust is available and must be used if necessary to sustain safe flight.

@microburst

Remember that EOAA is a minimum. Max EOAA is normally limited by 10min at TOGA so no rush to secure the engine.
Source is airbus instructor standardisation meeting 2012 and instructor directives 2008 I recall.
I am unaware of an automatic 30sec countdown, timing is not always relevant, despite using the latest standards sims.

Take care!!!

Blinks,

Eng rundown.........do you not select master off?

PT6A, thanks for the info. Sounds too complicated for me.....the handbook could lead crews to finding out the fire is inextinguishable too far from a runway for my liking.

Nope, eng mode selector goes to IGN and the thrust lever goes to idle if we've had a run down with no damage. This allows the FADEC to attempt a relight.

on the hudson river final report it said very clearly that the auto start would begin when the thrust lever is set at idle, a step which was accomplished unnecesarily as both engines were running at an auto limited thrust by the fadecs.
is this engine specific ? or are there too many miths running around.

i think what OD states makes more sense.

Don't think it's limited to US, I've flown for 4 AB operators and all did nothing until clean unless Fire/Severe dam/Separation. 2 of the 4 Boeing as well and the same deal.

What OP DES has stated is the Airbus recommended procedure and barring one odd exception everybody follows it. From that calculation of 30 seconds from engine mode selector is put to ignition a slight pause before putting engine master off is all that is required. Does anyone know the logic behind the US airways procedure? and what is their One engine acceleration altitude?

PT6A
It looks to me as if that section of the manual (2d.8.1) deals with an engine malfunction where the engine is still producing thrust. In which case their procedure makes absolute sense.

Can you find ?


Is there a 2d.8.2 or 3 or 4 etc?

Either I am barking up the wrong tree, or everyone else is!