A320 Engine fire on take off training video question
 

Hello,

I saw one from CBT. Captain put both throttles to TOGA after fire warning. At 400 checklist were performed engine secured. Is it usual practice? If that engine is still working like fuel leak on fire, oil leak, bleed air problem ect. selecting full power should make fire more intensive or maybe engine explosion?
I also assume A320 doesn't have engine fire memory item checklist.

Rule 1 - FLY THE AIRCRAFT.

Selection of TOGA is SOP for some operators - yes you will be adding fuel to the fire - but the increased performance will get you to 400' AGL quicker to allow actioning of ECAM in a failure case - with fire the engine is still producing thrust so performance is less of an issue compared to EFATO.

Provided the aircraft is under control (Trimmed, AP in, HDG/EOSID established) it is permissible to commence ECAM <400' but only in exceptional circumstances - FIRE is a good example!

The fire is dealt with by ECAM, not from memory actions. It is a controlled and deliberate sequence requiring good crew cooperation - because you DON'T want to get it wrong!

A4

When taking off, any significant engine malfunction triggering a warning should be announced by the PNF without stating the engine number!

Only when the PF commands the PNF to read the ECAM, shall he specify which engine has the problem, and any action on that engine should only be performed after both pilots have confirmed that it is indeed the correct (malfunctioning) engine!
This procedure has been established to protect flight deck crews from shutting down the wrong engine in their panic.

Therefor, the pilot on that video responded correctly although in many cases the aircraft will be able to climb safely without selecting TOGA thrust.

the following questions might be a bit "off-topic"...

i'm just wondering does the PNF need the command from PF before carrying out the procedures and checklists when facing abnormal situation?

For example engine failure at V1, can the PNF declare emergency and say mayday right away? or he has to just wait until the PF order?

The actions in case of emergency are thoroughly briefed before take off.
Usually the PNF handles communications but, after an engine failure at take off at 400 ft the PF assumes controls and communications and the PNF performs ECAM action.
The command at 400 ft by the PF is "I have controls and communications, ECAM actions!"

A320 Engine fire on take off training video question
 

What about just saying 'ECAM actions', this implies abnormal tasksharing as per FCOM/QRH. I.e. pf with the radios etc

No problems with people saying 'my radios' etc.. But 'my controls' seems a bit superfluous and a waste of breath..

A320 tre

Airbus has changed the call out. In abnormal situation when PF says" I have controls, it also means I have communications".

Ozy,

It's not a prerequisite but are you trying to tell me that YOUR workload will be less if you continue to handfly? Once you have the aircraft "under control" i.e. trimmed, climbing at V2, why would you not want to let the AP take the strain? It will also increase your capacity to then manage the failure with your FO/Capt. Is it a macho thing? Must wrestle the stricken aircraft into the sky?

A4

Please could you provide an Airbus reference for that Vilas?

Thanks.

A4, she or he was being a pedant.

@WhyByFlier

QRH Gen.01

regards

Thank you BravoTango.

Am I being thick or is this not in any easyJet documents? It's defo not in our QRH.

WhyByFlyer
In the instructer briefing guide ECAM management it mentions "As he announces ECAM ACTIONS", the PF is in charge of communications, until all the ECAM actions have been completed. So you say " I have controls" and order ECAM ACTIONS. However I have experienced that some Airlines still follow old procedure.

A320 FCTM AO-020 P 6/18:

I.e. put the AP in, we can all fly but it frees up capacity.

Putting in the AP allows the flying and nav side to be monitored, the decision making and threat and error management side to be considered as a crew and for briefings to take place. The AP can fly. Best use of equipment. The sim is the place to show the company your flying capacity in EFATOs.

There are many ways to fly and handle an Airbus!

Something about a superior pilot uses their superior judgement to avoid etc etc springs to mind.

Oz, you have the requisite skill level to fly an EFATO minus the automatics, congrats. Now work on gaining the superior judgement.

No doubt any pilot should have the skill to manage EFATO without auto pilot. It is not a great skill in A320. Those who flew any non FBW airliner would know it. But you don't hone your skills in actual abnormal situation. It is like practicing raw data ILS in poor visbility. In abnormal situation you must use optimum automation. A survey of training in sim has revealed that with modernisation many regulatory manuevres are handled well by pilots, therefore they are now evolving EBT i.e. evidence based training where the routine exercises would be replaced with more contemporary mauevres.

Hi Oz,

Have you read the Kegworth accident report?
http://www.aaib.gov.uk/cms_resources...pdf_502831.pdf

2.1.1.1 Fault diagnosis:
"The commander said that he gained from the engine instruments no clear indication of where the trouble lay. He had, however, disengaged the autopilot 8 seconds after the first compressor surge and most of his attention thereafter would probably have been on the handling of the aircraft and the flight instruments"

Why increase your workload at the expense of fault diagnosis?