I knew that question was coming, because I have asked that same question many times to line captains and instructors, getting two very different answers. This is a little bit off from the original post's subject, but what the hell.

My airline procedures don't mention anything about when to level off, so I have to rely only in FCOM and FCTM guidance, and the FCTM states that (Normal Operations, Pre Start, Takeoff Briefing)

"In case of failure after V1:

Continue TO, no actions before 400' AGL except gear up
Reaching 400' AGL, ECAM Actions
Reaching EO ACC altitude

- If the engine is secured, level off, accelerate and clean up
- Otherwise continue climbing until the engine is secured (but not above EO maximum acceleration altitude)"

Then, it says (Abnormal Operations, Operating Techniques, Engine Failure After V1):

"The engine out maximum acceleration altitude corresponds to the maximum altitude that can be achieved with one engine out and the other engine(s) operating at takeoff thrust for a maximum of 10 minutes)"

So, given those two pieces of text, what I think everyone should do is secure the engine first, and then proceed to level off, only if above the EO AA, that for my airline is 1500' AFE, making sure you don't exceed 10 min with TOGA Thrust (that's why you start the chrono at the beginning of every takeoff roll).

start the chrono at the beginning of every takeoff roll
 

Technically if you're using FLEX T/O you don't have to start the chrono, you're not using TOGA thrust.

Yes, but the reason I was given to use the chrono on TO roll is that if you have to use TOGA, chances are you'll have too much in your hands to remember pressing it by that time!

Thanks for clarifying I've also wondered about that. I've had sim sessions with both procedures (leveling off before engine secure and continuing climb if engine is not secure) and find that continuing the climb if the engine isn't secure is better. There is less workload with this procedure. Stopping the climb at EO ACCEL ALT is in my opinion pointless, what have you gained, a clean aircraft and a higher speed, but at the expense of interrupting ECAM actions in order to get the PNF help you clean up and adding more workload overall on the crew? If anyone knows the wisdom behind leveling off at EO ACCEL ALT even when the engine is not secure can you please provide us with an explanation.

You're probably right

Back to the Windshear scenario.


I think we are all forgetting that windshear in usually momentary over a very finite vertical space.

If the FACs have given a Windshear warning, the aircraft should remain in SRS once TOGA is selected. HOWEVER, there is a good chance once the maneuver has commenced and you have recovered you will still probably be below your ACC ALT, in this case 400'. In a severe case, you will have had an AP disconnect and be in A/FLOOR.

If you are above 400', having selected TOGA and reengaging SRS, you will need to engage another mode or wait until ALT* to revert from SRS.

RECOVER SMOOTHLY TO NORMAL CLIMB OUT OF THE SHEAR

That's the end of the procedure, from there it's up too you.

I dare say there will be a little of the following going on:

1. Where are we?
2. Are we safe?
3. Was it violent, do we have any cabin requirements?
4. Has my FO caught up yet? Are they onboard?

Etc etc etc

Given all that you may not want to accelerate to give some breathing space so selecting speed would be quite reasonable if the aircraft is no longer in SRS.

OEB 154 is a great example where SRS may not be the be all and end all.

My company does it differently, level off at EO AA regardless if engine is secure or not. That's why I asked.

Airmann, there are a few airlines that do it the same as you... Personally I prefer our way! But horses for courses

Airlines do change procedures here and there. But Airbus recommends on ensuring engine is secured first unless you are reaching Max EO Acc altitude. Also Airbus takes Flex also as limit power and applies time limitation like TOGA.

PT6A: I agree with you, I don't like leveling off if the engine is not secured, like I said, it doesn't make any sense and is more counterproductive, increases pilot workload with little to no gain (at least I can't see the gain, that's why I asked if anyone could).

villas: Where is the reference for FLEX limitation?

Airbus TRTOs conduct standardisation meetings. This was mentioned in Toulouse Dec 2008. Unforunately I cannot access it.

John,

The largest Airbus operator in the world stops ECAM and accelerates..... I found it very strange when I was informed of that also!

PT6.... who is the largest operator in the world?

Air France .... or Air Asia :) ......


either way I'm not too concerned. Most obstacles are close enough to the airport that if you are worried about OEI climb gradients, the OEI ACC ALT is usually sufficiently raised high enough for obstacle clearance that there isn't a Max EO ACC ALT limit.

Securing the engine prior to levelling sounds reasonable. For those who do otherwise I ask why?

The problem with engine fire case is both engines are running so the rate of climb is high and you reach EO ACC quickly. If you level off without securing the engine then you have to continue the ECAM to secure the engine in level flight as putting out fire has top priority, the VFE can be reached and you will have to quickly retract flaps and get back to attend to fire. It can be done, but on your off day you may damage flaps. Even if you did not you gain nothing by doing this jugglary. So take your pick.

a pilot- defence
 

Brilliant advocacy mate!

So much immaturity and showing off without the seasoning to show it from some of our am sure inexperienced members. Its what you get sometimes when jumping straight onto. Push button jets without proper flying in the piston and turborop league...too much
know...and verbal diarhoea and no sensibility and respect for people merely enquiring to learn or making a contribution out of earnest desire to help or stimulate more ideas on the subject matter.

Pprune needs more skyknights like you on the forum chum!:D

Capt Villas repy to WhyByFlier
 

...in a word..kudos! I admire your humility and diplomacy Sir.Such is the language old school aviators were dressed with...and should continue to uphold in the interest of giving
our profesion the name it deserves. Why don't airlines test for maturity too in their psychometric test battery? :D

Above 400ft aal: READ ECAM; confirm failure; my radios ECAM actions

Confirm Engine secured and above acc alt whichever is later.
Stop ECAM; push V/S level off accelerate retract on schedule; green dot; open climb; MCT; Continue ECAM
Somewhere in between usually while accelerating inform ATC.

Thats how we do it.

I wonder who is the biggest Airbus operator.

Cheers

Largest Airbus operator is US Airways... They don't use any Airbus supplied documentation on-board their aircraft and indeed have many airline produced procedures.