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THRUST LEVER DISAGREE / FAULT
01 - TRAINING OBJECTIVE
· To understand the consequences and differences related to thrust lever malfunctions.
· To ensure continued safe flight and landing by applying correct procedures.
02 - SCHEDULE
Briefing duration : 10 minutes
03 - EQUIPMENT
DOC references :
· FCOM 1.70.30 (Thrust control)
· FCOM 3.02.70 (Abnormal procedure)
04 - INSTRUCTOR’S ACTIONS
Briefing of the following key points.
MAIN
· Differences between "Disagree" and "Fault" and related thrust control consequences.
· Importance of PF not being distracted by failure.
SECONDARY
· Caution relating to thrust lever Fault during take-off.
(on ground, between V1 and VR : warning inhibited)
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.03.70 Page 8
REV 21 MAY 98
ABNORMAL OPERATION BRIEFINGS
POWER PLANT
CHAP03\70
THRUST LEVER DISAGREE / FAULT (END)
05 - TRAINEES’ ACTIONS
DISAGREE
This failure occurs when the two validated thrust lever angle signals are not in agreement.
Should the failure occur on take-off, TOGA or FLEX thrust is maintained until thrust
reduction, after which maximum available thrust is MCT.
If the failure occurs when the thrust lever is between idle and MCT, FADEC will automatically
select the larger thrust lever angle, limited to MCT. On the ground, thrust is limited to idle.
In flight, keep the A/THR engaged (or engage A/THR if not in use) to allow it to manage
thrust between idle and the larger thrust lever angle position.
The FADEC will automatically set the thrust of the affected engine to idle when CONF 1 is
selected.
Note that reverse thrust is available for landing.
FAULT
If this fault develops, it indicates that a non-valid signal has been received from engine 1 or 2
thrust lever angle.
The fault on the ground freezes thrust to idle, and furthermore commands the reversers to
stow.
In flight, keep the A/THR engaged (or engage A/THR if not in use) to allow it to manage
thrust between idle and the larger thrust lever angle position. A/THR should be engaged
before slat retraction.
The FADEC will automatically set the thrust of the affected engine to idle when CONF 1 is
selected.
Note that reverse thrust is NOT available for landing.
06 - COMPLETION STANDARDS
· Maintains safe trajectory in all flight phases.
· Ensures application of ECAM procedures, including specific approach requirements.
· Respects task sharing procedures and ensures good crew communications.
07 - COMMON ERRORS
· Different reason for "Disagree" and "Fault" not clearly understood.
· Specific procedure not applied for approach.
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.03.70 Page 9
REV 21 MAY 98
ABNORMAL OPERATION BRIEFINGS
POWER PLANT
CHAP03\70
ENGINE ABNORMAL STARTS
01 - TRAINING OBJECTIVE
· To carry out the correct ECAM or QRH actions in the event of an abnormal start (auto or
manual).
· To know engine start limitations and restrictions.
02 - SCHEDULE
Briefing duration : 15 minutes
03 - EQUIPMENT
DOC references :
· QRH 2.19 (Start valve manual operations)
· QRH 2.17 (Tailpipe fire)
· FCOM 1.70.80 (Ignition and Starting)
· FCOM 3.01.40 (Limitations)
· FCOM 3.02.70 (Power Plant)
· Briefing Notes - Engine start auto/manual
04 - INSTRUCTOR’S ACTIONS
Briefing of the following key points.
MAIN
· Autostart fault ECAM procedures.
· Engine starter limitations.
· Lack of automatic protections during manual start.
· Manual operation of start valve.
· Tailpipe fire.
SECONDARY
· Timing during manual start
A319/A320/A321
FLIGHT CREW TRAINING MANUAL
1.03.70 Page 10
REV 21 MAY 98
ABNORMAL OPERATION BRIEFINGS
POWER PLANT
CHAP03\70
ENGINE ABNORMAL STARTS (END)
05 - TRAINEES’ ACTIONS
It is important to have a thorough knowledge of limitations and procedures, particularly when
performing a manual start.
In general, the autostart function will protect the engine, but in manual start it is the crews
responsibility to take any appropriate action.
For the CFM engine, if a stall condition occurs and N2 is above idle, the warning is not
displayed. Consequently, the crew must take action to shut the engine down.
Following shut down for any reason, maintenance action may be required, or a dry crank
before another start attempt.
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Airbus.Flight.Crew.Training.Manual空客机组训练手册1(64)
