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drift down, as obstacles may still present a problem. If clear of obstacles, return to normal
LRC speed and engage A/THR.
ETOPS STRATEGY (FCOM 4.04.30)
The constraint in ETOPS operation is time to the nearest diversion. Thus, the speed target is
now .78/320 kts or .80/340 kts (the figure established before dispatch). Further, the altitude
selected should be 15000 ft or other established before dispatch. Once levelling off, cruise at
340 kts (or other established figure) or the thrust limited speed. ETOPS is taught as a
separate course as required by your airline.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.03.70 Page 2
REV 21 MAY 98
ABNORMAL OPERATION BRIEFINGS
POWER PLANT
CHAP03\70
ENGINE FAILURE IN CRUISE (END)
05 - TRAINEES’ ACTIONS (END)
OVERVIEW
The FMGS PROG page will show the EO MAX REC altitude. In the QRH there are tables
containing details of engine out ceiling, time to descend, distance taken and fuel used. There
is also a graph to calculate gross ceiling. Tables are available for long range cruise
performance, an in-flight check of fuel consumed and time to destination. The decision on
which technique is appropriate should be taken during the aircraft deceleration following the
failure.
Once established in the descent, the relevant table can be entered, and the information
assimilated.
If V/S becomes less than 500 fpm during any of the descent profiles, select V/S mode and
maintain a minimum of 500 fpm. This is likely to happen as level off altitude is approached.
The ECAM actions and placing the thrust lever to MCT should not be hurried, as it is
important to complete the drill correctly, not in the shortest possible time. Generally, there is
sufficient time to check all actions before rushing into them. However at high flight levels
close to limiting weights, if an engine fails speed will decay very quickly requiring prompt
crew response.
In congested airspace, be aware that a low rate of descent may be unacceptable to ATC, and
be prepared to adjust accordingly.
Single engine operations will typically use 15% more fuel than with both engines, which may
become a factor if a long diversion is contemplated.
06 - COMPLETION STANDARDS
· Makes correct decision on which strategy to use.
· Ensures safe terrain clearance.
· Respects task sharing and ECAM procedures requirements.
· Establishes correct parameters from QRH.
· Follows flight director accurately and ensures correct FCU selections.
· Maintains good situational awareness.
· Establishes effective communication with ATC and crew members.
07 - COMMON ERRORS
· A/THR not disconnected.
· Incorrect strategy.
· OPEN DES not selected.
· Distraction from primary tasks.
· Rushed actions.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.03.70 Page 3
REV 21 MAY 98
ABNORMAL OPERATION BRIEFINGS
POWER PLANT
CHAP03\70
ENGINE RELIGHT IN FLIGHT
01 - TRAINING OBJECTIVE
· To make a valid decision to attempt relight in flight.
· To perform correct engine relight procedure.
02 - SCHEDULE
Briefing duration : 10 minutes
03 - EQUIPMENT
DOC references :
· QRH 2.15 (Engine relight in flight checklist)
· FCOM 1.70.80 (Ignition and starting)
· FCOM 3.01.40 (Limitations)
· FCOM 3.02.70 (Engine relight in flight procedure)
· OEB Nº48 (CFM : Engine relight in flight)
04 - INSTRUCTOR’S ACTIONS
Briefing of the following key points.
MAIN
· Factors influencing decision to attempt relight.
· Engine relight in flight procedure (windmilling and starter assisted).
· Relight envelope and limitations (loss of protections).
· Task sharing and actions requiring crew confirmation.
SECONDARY
· Systems to restore or engine shut down procedure.
05 - TRAINEES’ ACTIONS
Before attempting a relight in flight, gather all relevant information to decide whether a relight
should be attempted. Consider engine damage, icing or volcanic ash encounter and their
effects on a successful relight. Check for satisfactory indications of N1, N2 and oil quantity.
Further, is there an appropriate time to relight, when workload is low ?
Refer to QRH 2.15 for ENG RELIGHT (in flight) drill. Auto start is recommended as FADEC
will determine whether an assisted start or a windmilling start is appropriate. The crew must
be ready to take appropriate action in case of abnormal start as no start protections are
provided in flight. The stopwatch should be used to monitor light up after fuel flow increase.
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