Eng 1(2) damage. Effect on wing anti ice use? (A320)
 

Looking for some insight.
Very confusing topic for me.
I understand that with an engine failure on either engine, with no damage, everything remains the same.
With damage, eng 1, or eng 2, what are the consequences?

Thank you in advance all.

A damage can simply be the everything. If a strong concussion with a burst occurs, that means now you're with god. Turbofan engines do have 2-4-6 fuel flow entries, if one of them fails, the engine will be shut down and as seen as a complete failure on EICAS/ECAM. It is like a fuse that prevents a engine fire.

But, damages which can be varied, including turbines, wear/tears, outer high pressure area, electrical busbars etc. Anti ice is a part of the Electrical Circulation in Airbus as far as I know, so any kind of electrical failure also has a potential to mess up Anti-Ice.

CFM published a SOP for all sets of failures. It should be included in all airlines FCOM(same for RR). Also note that if the damage is from external(such as a AMARAM coming from a F-16), you'll less likely to survive. Most of the engine collisions with other objects results hull loss accidents(yes I know that much because I see A320s colliding in my backyard everyday:ok:), but every incident is so seperate.

Hello meatlover,

After an engine shutdown, Wing Anti-Ice can normally be restored on the side of the failure by opening the pneumatic Crossbleed, but only one air conditioning Pack must be used.

In the event that the engine damage was uncontained, and led to a leak in the Pneumatic system, the Crossbleed must be closed. (If the cockpit rotary selector is in Auto, the Crossbleed should close automatically, if open, but the crew will confirm this by selecting it Shut.)

Hope this helps.

meatlover
With damage after ECAM You only have single bleed one pack operation.
You also loose wing anti ice. So if there is severe ice accretion it requires increased Vapp resulting in increased landing distance.
If there was wing or pylon leak then as Chris stated the respective bleed and cross bleed would have closed automatically and the actions are confirmed by ECAM.

Simple. Damage requires Fire PB to pushed + Agent. If Agent discharged, X-BLEED MUST remain closed to prevent cross contamination of running pack. So with X-BLEED not available.....no WING ANTI-ICE. Hence the increment in QRH for Approach for OEI with FIRE PB Pushed and Ice Accretion (10 knots on VAPP).

10 kts increment in conf Full and 16kts increment in conf 3

With damage you discharge fire suppression agent, contaminating the onside system, requiring the crossbleed to be shut. You will get the reminder on the Status page to AVOID ICING CONDITIONS. The WING ANTI ICE cannot be used because that will lead to an asymmetry since the crossbleed is shut, only working on the onside wing.

Question regarding ^VREF APPR SPD INCREMENT. Are these additives as discussed above applied only with ice accretion? Otherwise standard additives 5 or 10.

Engine out additive for landing. A32F
 

It's not very clear, but you only add any distance to an engine out if there was fire push button AND ice accretion.

What do you loose in a "normal" shutdown? just the reverser for which you initially don't include anyway.

And there is no Landing Distance Apply in the normal shutdown without fire, and with fire, it comes after the ice accretion section.