.
Engine failure, with damage - continue ECAM to discharge of AGENT 1 - stop ECAM.
.
Engine fire - continue ECAM to discharge of AGENT 2, if necessary, or until FIRE warning is out - stop ECAM.
ECAM procedures should be recommenced once the aircraft is clean (or at ’S’ speed with CONF 1, if returning for an immediate VMC landing) and climbing to a safe altitude . Complete ECAM until STATUS page appears then carry out the after take-off C/L before reading STATUS.
A319/A320/A321 FLIGHT CREW TRAINING MANUAL ABNORMAL OPERATION BRIEFINGS OPERATING TECHNIQUES 1.03.10 Page 6
REV 21 MAY 98
05 - TRAINEES’ ACTIONS (CONT’D)
FMGS PROCEDURES
The two FMGS procedures which are worthy of note are the use of the EO SID prompt and the EO CLR prompt. The in depth explanation of both these functions is contained in FCOM
4.04.30 (How to Use - Other Functions).
The use of EOSID routing is dependent on there being a EOSID defined in the database for that particular runway. If an engine failure occurs before the point at which the EOSID differs from the planned SID then the EOSID will appear as a TMPY F-PLAN. To follow the EOSID all the crew has to do is to insert this as the active F-PLAN. Therefore the first leg of the active F/PLN should be a common leg in database.
If the engine failure occurs beyond the point at which the two SIDs differ there will be no TMPY F-PLAN created although the EOSID will be shown in yellow on the ND. To follow an EOSID in this case the crew can perform a DIR TO one of the EOSID waypoints and then modify the F-PLAN or, more simply follow the EOSID, which is displayed as a yellow line on the ND, using HDG mode.
When an engine failure is detected the bank angle commanded by the FD is limited to 15° when speed is below or at maneuvering speed of current configuration (F, S, O). The EO CLR prompt on the active PERF page would remove this bank angle limit if depressed.
But the EO CLR prompt should be pressed ONLY in the event of a successful relight on a failed engine or in the event of wrong detection or FADEC fault. Holding may be performed in managed NAV, if speed is selected and is just greater then Green Dot speed. This will ensure the aircraft stays within the protected holding area. Appropriate action should be taken, if any speed - and / or bank variation occur.
SINGLE ENGINE APPROACH AND LANDING
If an engine failure/fire has occurred on take off, the overweight landing checklist may be required (QRH 2.21).
Autoland (CAT 3 single) is available on one engine (as shown on ECAM). Maximum use should be made of the autopilot to reduce crew workload. In manual flight an engine out landing is essentially conventional. Good trimming is beneficial, keeping the slip indication centered. Consider the use of manual thrust when the autopilot is off, as it is easier to anticipate rudder and trim inputs as thrust requirements vary. The approach should be carried out in CONFIG FULL unless a further failure, and therefore ECAM requires a CONF 3 approach. Do not select gear down too early, the power requirement for level flight at high altitude airports and/or high weight will be large. Rudder trim may be reset to zero on short finals, to make the landing run easier, to center the nosewheel steering and to recover full rudder travel both sides but should be reset prior to land.
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