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ENGINE FAILURE ON TAKEOFF

Engine Damage Indications N1 & N2 are proportional to TAS. N2 may be zero at low speeds and low altitudes without engine damage. N2 takes time to wind down - should not stop immediately (engine damage if it does) N1 should not be zero. If it is, the engine is damaged (seized main rotor) N1 and N2 may still be spinning with engine damage present. High EGT and/or vibration may indicate engine damage. FLIGHT MANAGEMENT A visual nacelle check is also a valuable assessment.

Only after an engine is re-lit should you select *EO CLR in the MCDU

2006 www.a330jam.com

At STATUS PAGE PF: STOP ECAM AFTER TAKE-OFF CHECKLIST

DO NOT consider relight in the case of engine fire or damage


PF: CONTINUE ECAM

AIRBUS A330
COMMUNICATIONS

CONSIDER re-light, resets, OEBs

PNF: continue ECAM actions

After completion of the - ATC - Return plan after take-off checklist NAVIGATION Notes:* TOGA may not be adviseable on the ground on the T/O roll - Company - airports Consider position: as V1 and/or VR can be limited by VMCG or VMCA repsectively. (via ATC if required) Climb to altitude fuel on board PF: CONTINUE ECAM Control problems may ensue. This does not preclude the - Cabin Crew (MSA, terrain) option of taking TOGA at any time. (balance issues also) - Passenger address (STATUS PAGE) With engine-out, TOGA is approved to 10 minutes (5 minutes - terrain FLY ENGINE-OUT SID/PROFILE at other times) - weathers During ECAM procedures: * When the checklist says consider APU usage ..... USE IT. landing weight * PF controls thrust levers. PNF controls all other switches. If OP CLB is selected AT green dot speed - the IAS will It provides backup electrical power and PF must confirm actions relating to: overshoot by up to 20 kts before returning to green dot. bleed air at low altitudes to unload the - guarded switches 2. Thrust lever: - From TOGA to MCT remaining engine if desired. - engine master switches Or (if still in FLEX) - CLB then MCT - fire bottles - NAV IR switches FMA: THR MCT * QF policy now: when ECAM checklist says engine relight consider COMMUNICATIONS - any other irreversible action (note: sim says engine relight initiate) crew are to assess engine for * FADEC will attempt an auto-relight in the event of engine damage and look to a restart or not. But the restart is not to be done here. During acceleration failure. This attempt is confirmed by the pilot selecting If desired, it is done at STATUS (along with OEB, resets and normal checklists) 1. 10 kts prior to PF: PAN call to ATC with IGN/START in the ECAM checklist. Use the QRH inflight start checklist. GREE DOT: ALT PULL situation and initial intentions

... FMA: OP CLB RETRACT FLAPS After take-off the yaw damper deploys a small amount of spoiler on live engine side to maintain yaw control with no pilot input. ON SCHEDULE The aircraft incurs a bank angle of 7-9 degrees. Heading diverges by about 1 degree per second. * If speed is below SRS be vary careful of lowering the nose Note also: Pitch left untouched causes speed to slowly bleed below SRS target. to attain SRS such that V/S becomes negative. SRS pitches for: Monitor V/S > 0 and PNF to call sink rate if required. Rotate Attitudes V2 if current speed less than V2 Same in E/O go-around. FLEX take-off: 10 degrees NU press (normally 1,500 HAT/AGL) Current speed if between V2 and V2+15 (sit box just ON the 10 degree AI line) V2+15 if current speed greater than V2+15 PF: I HAVE CONTROL TOGA take-off: 12 degrees NU At flap lever zero, BETA I HAVE THE RADIOS ECAM ACTIONS above ENGINE OUT ACCELERATION ALTITUDE and At: target disappears and the ROTATE at 2.5 to 3 degrees/second yellow slip ball appears. - ECAM consider engine relight to 10-12 degrees NU Centre with rudder trim. MAINTAIN RUNWAY - engine fire out (or both bottles discharged)

ALT

CENTRELINE WITH RUDDER

SYSTEMS MANAGEMENT

- damaged engine secured (1 bottle discharged) PNF carries out ECAM actions
PF: STOP ECAM * The E/O acceleration altitude in the MCDU PERF page is text. In practice it does nothing. * Bank angle is limited by the FMGEC to 15 degrees if the IAS is less than manoeuvring speed (F, S or green dot) for the configuration in use.

On detection of engine loss PNF: ENGINE FAILURE (do not identify which engine yet) PNF Cancel any aural warnings
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At minimum 400 HAT, or earlier if the flight path is under control and urgency warrants (eg. engine fire)

PAN call may be made here if intending to depart from cleared SID

FLY THE AIRCRAFT

1. Adjust pitch to 10-12 degrees. Maintain V2 to V2+5 or follow SRS 2. Neutralise B-target with rudder. Trim rudder until pedal movement under foot
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3. When rudder trimmed:


PNF: POSITIVE CLIMB PF: GEAR UP

PF: ENGAGE AUTOPILOT 1/2

4. NAVIGATION:E/O SID or escape profile;*INSERT in MCDU (and press NAV or fly in HDG) PNF: MORE THRUST AVAILABLE (as applicable) If not ON the TMPY FLT
PLAN then a DIR TO is required after *INSERT

Engaging AP without trimming rudder can be done but is very untidy as AP catches up with rudder control AFTER LIFT OFF ROUTINE T - TOGA P - PITCH (MAINTAIN SPEED) R - RUDDER (MAINTAIN DIRECTION) T - TRIM RUDDER A - AUTOPILOT N - NAVIGATION (ESCAPE ROUTE)

PNF: ROTATE

NAVIGATION

No other calls until gear is up

PNF: (disarm ground spoilers)

The BETA target (blue) is not a slip ball. It trades off a little sideslip to minimise drag with less deflection of the flight surfaces (rudder, spoiler, aileron). BETA target is computed by the PRIM. It comes on in take-off configuration with 1 engine at least 80% N1 and the other at least 30% less.

* Noise Abatement procedures do not apply with engine failure on take off

ENGINE FAILURE IN CRUISE


DESCENT PROCEDURES
ENGINE FAILURE IN A CLIMB - INITIALLY SELECT ALT on the FCU

The FIXED SPEED STRATEGY is for ETOPS planning purposes and is not used in practice. (M0.82 / 310 kts) CPE is based on this descent speed.

2007 www.a330jam.com
Not an official document

Do not delay these actions at high altitudes and high weights as rate of speed decay will be significant and loss of control may occur. -

IN CRUISE - ENGINE FAILURE OR ENGINE SHUTDOWN

SET THRUST MCT & A/THR OFF SELECT A HEADING AWAY FROM THE AIRWAY (consider location of Alternate Airport) OBSTACLE STRATEGY - DRIFTDOWN PROCEDURE FMGEC PROG PAGE > SEE REC MAX SET NEXT LOWEST WHOLE ALTITUDE HERE & on FCU GREEN DOT SPEED OP DES (speed on elevator) BEST ANGLE OF DESCENT SELECT M0.82/300 (consider engine/airframe damage and limit speed if appropriate) SPEED PULL (SELECTED) INFORM ATC (PAN CALL) STANDARD STRATEGY WHEN R.O.D IS BELOW 500/MIN: - SELECT V/S -500 M0.82 / 300 KTS - ENGAGE A/THR (BEST WINDMILL SPEED FOR RESTART & BEST FUEL BURN IN DESCENT) This strategy is normally used (not used when mountainous terrain necessitates the driftdown procedure) ESTABLISHED IN DESCENT PF: I HAVE CONTROL, MY RADIOS, ECAM ACTIONS PNF: PERFORM ECAM ACTIONS INFLIGHT RESTART ATTEMPT (not for damaged engine or fire) - VOL 3 checklist directs restart attempt at the time ECAM says ENG RELIGHT CONSIDER

SET THRUST MCT & A/THR OFF SELECT A HEADING AWAY FROM THE AIRWAY (consider location of Alternate Airport) FMGEC PROG PAGE > SEE REC MAX SET NEXT LOWEST WHOLE ALTITUDE HERE & on FCU OP DES (speed on elevator) SELECT GREEN DOT SPEED - SPEED PULL FMGEC PERF CRZ PAGE DRIFT DOWN TO FL___ appears with E/O condition and shows the INFORM ATC (PAN CALL) DRIFT DOWN ALTITUDE. The LRC driftdown speed is also on the page - this can be modified. Established in the descent the FMGEC CRZ page shows time and distance to descend

ADDITIONAL CONSIDERATIONS - EXTERNAL LIGHTS ON FOR DESCENT - PAN CALL (ATC & GUARD FREQ) - ATSU PAN MESSAGE - SQWAUK 7700 - OBTAIN SAFETY HEIGHT FROM * FLIGHT PLAN LOG * AIRWAYS CHART MORA * SELECT EFIS CSTR & USE ND MORA * SELECT TERR ON ND - CONSIDER A/C POSITION W.R.T DP1 (possible fuel critical situation)

ENGINE FAILED CUES - RAPID DECREASE IN EGT, FF AND N2 FOLLOWED BY DECREASE IN N1 - VISUALLY INSPECTED CATASTROPHIC DAMAGE (EG. PAXING CREW REPORT)

FMGEC PROG PAGE REC MAX E/O CRUISE ALTITUDE is the recommended max altitude is for LONG RANGE E/O CRUISE with anti-ice OFF.

If there is engine damage the ECAM directs pushing the FIRE SWITCH and discharging one fire agent bottle.

QRH DATA Pg 4.05 Graph showing - GROSS CEILING - LRC CEILING (1.1% CLIMB GRADIENT BUILT IN) - based on ANTI-ICE OFF, PACK FLOW HIGH (is the case with 1 engine failed) - lines for ISA through to ISA+20 - adjustment for green dot speed or LRC speed - adjustment for engine anti-ice on or total anti-ice on Pg 4.06 Table showing - DIST, TIME, INITIAL SPEED, FUEL and LEVEL OFF ALT for green dot speed - remember corrections for engine/total anti-ice ON Pg 4.07 Table showing LRC cruise data - WEIGHT, FLIGHT LEVEL, N1, MACH, IAS, FUEL FLOW - remember corrections for engine/total anti-ice ON

If R.O.D becomes less than 500/min (and terrain not an issue); - Select V/S -500 - Engage the A/THR AT LEVEL OFF: - SET LRC CEILING ON FCU - SET LRC CRUISE SPEED - ENGAGE A/THR If terrain continues to be a problem, the driftdown ceiling increases as fuel is burnt off - so a gradual climb may be achieved.

DECISION MAKING MATTERS * Airports in Range * Fuel available * Weather enroute and at destinations * Terrain - especially for E/O approach and go around * Traffic * Emergency services (commercial matters secondary) * Familiarity * Availability of failed engine for (re)use * ETOPS distance limiation (can go past an adequate but not the nearest suitable Main/Alternate) * Seek Company input as to latest NOTAMS, weather, commercial preferences (they will also call the destination and get support under way)

ENGINE DAMAGE INDICATIONS N1 & N2 are proportional to TAS. N2 may be zero at low speeds and low altitudes without engine damage. N2 takes time to wind down - should not stop immediately (engine damage if it does) N1 should not be zero. If it is, the engine is damaged (seized main rotor) N1 and N2 may still be spinning with engine damage present. High EGT and/or vibration may indicate engine damage. A visual nacelle check is also a valuable assessment. Loss of oil indicates likely damage. Presume damage if there is explosion (not a surge). A physical inspection from the cabin is of great value.

Pg 4.08 Table showing cruise and descent data - FUEL CONSUMED AND TIME >> to landing from any point in E/O cruise (descent included) - remember corrections for engine/total anti-ice ON

ECAM procedure for damaged engine / engine fire: the 10 sec delay allows the engine to wind down so that the fire agent is not quickly propelled through the engine, thereby reducing its efficiency. The INNER TANK SPLIT buttons divide the inner tank (not collector cell) into two separate parts (closing a valve between them) in case tank damage is suspected (a possible cause of the engine failure). It separates a good tank possibly from a leaky / damaged one.