ENGINE

FAILURE AFTER
TAKE OFF
Airbus 320
FLIGHT PREPARATION

FROM EFB

NOTE DOWN MAXALT.

THIS IS THE ENGINE OUT
MAX ACCELERATION
ALTITUDE

EXAMPLE : 5127 ft
COMMUNICATION HOWEVER CREW SHOULD USE
THEIR DISCRETION DEPENDING
ON THE CIRCUMSTANCES

THE NORM
URGENCY DISTRESS

AVIATE

NAVIGATE PANPAN PANPAN PANPAN MAYDAY MAYDAY MAYDAY

COMMUNICATE
 V1

ON THE CALL OF V1
THE CM1 SHOULD REMOVE
HIS/HER HAND FROM
THE THRUST LEVERS
WHEN ENGINE
FAILS
USE THE RUDDER TO
CONTROL YAW

This Photo by Unknown Author is licensed under CC BY-SA

ON CALL OF “ROTATE” BY THE PM
THE PF WILL ROTATE USING CONTINUOUS
PITCH RATE AND AIM FOR
A PITCH OF 12.5 ⁰
THE SRS ORDERS IF NO SRS MONITOR SPEED
SHOULD BE ORDERS; ROTATE – MINIMUM OF
FOLLOWED TO 12.5 DEGREES V2

Thi s Photo by Unknown Author i s licensed under CC BY-SA

PM ANNOUNCES:
“POSITIVE CLIMB”

PF: “GEAR UP”

PM: “GEAR UP”

TO REDUCE THE DRAG

AS EARLY AS POSSIBLE

This Photo by Unknown Author is licensed under CC BY-SA

INTRUMENT SCAN-
INITIAL ACTION

PITCH TARGET- 12.5⁰

SPEED – MINIMUM V2

BETA TARGET – RUDDER

TO CENTER BETA TARGET

This Photo by Unknown Author is licensed under CC BY-SA

 RUDDER TRIM
TRIM OFF THE PRESSURE FROM THE FOOT WITH THE RUDDER
TRIM

TRIM MOVES AT THE RATE OF 1 DEGREE PER SECOND

 THRUST
CONSIDERATIONS
FOR A FLEX TAKEOFF , SELECTING THE OPERATING ENGINE
TO TOGA PROVIDES ADDITIONAL PERFORMANCE MARGIN

THE APPLICATION OF TOGA COMES WITH A SIGNIFICANT

INCREASE IN YAWING MOMENT AND AN INCREASED PITCH
RATE

THE SELECTION OF TOGA RESTORES THRUST MARGINS, BUT

IT MAY BE AT THE EXPENSE OF INCREASED WORKLOAD IN
HANDLING
 The use of AUTOPILOT is STRONGLY
Recommended NEXT ACTIONS

Following an Engine Failure the Rudder

should be trimmed out prior to
Autopilot engagement

Once AP is engaged, the Rudder Trim is

managed through the AP and hence
manual rudder trim command is
inhibited.
 PROCEDURE INITIATION –
400 FEET ABOVE AIRPORT
ELEVATION

PRIORITY MUST BE GIVEN TO

THE CONTROL OF AIRCRAFT
TRAJECTORY
NEXT ACTIONS
ONCE PF HAS STABILIZED THE
FLIGHT PATH,

- PM CONFIRMS THE FAILURE

 TO CONFIRM THE
FAILURE – USE AS
MANY SOURCES
AS POSSIBLE

OVERHEAD PANEL
ENGINE GAUGES
INDICATIONS
 ONCE PM HAS
CONFIRMED THE
FAILURE

PF: “ ECAM ACTIONS”

 ENGINE SECURE CONDITIONS

An Engine is considered as SECURE when the Mode

Selector is at IGNITION, THRUST LEVER IS AT IDLE AND:

FOR AN ENGINE FAILURE WITHOUT DAMAGE : ENG MASTER OFF

FOR AN ENGINE FAILURE WITH DAMAGE : AGENT 1 DISCH

FOR AN ENGINE FIRE : FIRE EXTINGUISHED OR AGENT 2 DISCH

 INDICATIONS OF ENGINE
DAMAGE
THE CREW SHOULD OBSERVE TWO OR MORE OF THE
FOLLOWING SYMPTOMS

RAPID INCREASE OF THE EGT ABOVE THE RED LINE

MISMATCH OF ROTOR SPEEDS , OR ABSENCE OF

ROTATION

SIGNIFICANT INCREASE OF AIRCRAFT VIBRATIONS OR

BUFFETING OR BOTH

HYDRAULIC SYSTEM LOSS

REPEATED OR UNCONTROLLABLE ENGINE STALLS.

 IF NO DAMAGE

PF : THRUST LEVER IDLE

PM: ENGINE MASTER OFF

PM: ANNOUNCE “ENGINE SECURE”

 THRUST LEVERS MUST BE MOVED BY
THE PF

MOVEMENT OF THE THRUST LEVERS,

ENGINE MASTER SWITCHES AND FIRE
PUSH BUTTONS MUST BE CONFIRMED
BY BOTH PILOTS

WITH THE MODE SELECTOR AT IGN AND

THRUST LEVER AT IDLE, THE FADEC WILL
ATTEMPT AN AUTOMATIC RELIGHT
 IF NO RELIGHT AFTER 30s - ENGINE
MASTER OFF
(THE 30s COUNTDOWN IS FROM THE TIME
THE ENG FAIL ALERT IS TRIGGERED)

THE ENG 1 (2) FAIL ECAM ALERT IS

TRIGGERED WHEN THE ENGINE SPEED
FALLS BELOW THE “ENGINE RUNNING”
HIGH SPOOL SPEED WHICH IS JUST BELOW
IDLE.
 IN CASE OF AN IN-FLIGHT ENGINE FAILURE, THE FADEC
WILL TRY TO RECOVER FROM SUB-IDLE CONDITION

IF THE COMBUSTOR IS NOT LIT, THE FADEC WILL COMMAND

BOTH IGNITERS ON AND SET START SCHEDULE FUEL FLOW
ACCORDING TO HIGH SPOOL SPEED.

AS A CONSEQUENCE, THE FADEC HAS AUTHORITY TO ATTEMPT

AN IMMEDIATE ENGINE RELIGHT BY:

• INCREASING FF
• SELECTING IGNITERS, IF REQUIRED
• MONITORING THE ENGINE ACCELERATION.
 NOTE
THE 30 SECONDS START AS SOON AS THE ENG 1(2) FAIL ECAM ALERT IS TRIGGERED, WHICH IS THE MOMENT
WHERE THE FADEC DETECTS THE ENGINE FAILURE IT ATTEMPTS AN IMMEDIATE ENGINE RELIGHT. THE
PURPOSE OF THE 30s IS TO LET TIME TO THE FADEC TO COMPLETE THE RELIGHT ATTEMPT.

IF AFTER 30s THE RELIGHT IS UNSUCCESSFUL, THE FLIGHT CREW HAVE TO SET THE AFFECTED ENGINE
MASTER TO OFF. IF 30 SECONDS ARE COMPLETED SINCE THE ALERT WAS TRIGGERED WHEN REACHING THE
ECAM ACTION LINE, THE FLIGHT CREW CAN STRAIGHTAWAY TURN THE AFFECTED ENGINE MASTER TO OFF.

IT IS ALSO TO BE NOTED THAT IT IS NOT COMPULSORY TO TURN THE ENGINE MASTER TO OFF IMMEDIATELY
AFTER THE END OF 30 SECONDS, AND IT DEPENDS UPON THE OPERATIONAL CONDITIONS DURING WHICH
THE ENGINE FAILURE OCCURS.
 NOTE

The FWC STANDARD H2-F6 now includes an Automatic Countdown (decreasing from
30s to 0s and displayed on the ECAM), so that the flight crew will easily know when the
30 seconds are completed after the ECAM alert is triggered. The condition “IF NO ENG
RELIGHT AFTER 30s” will automatically disappear from the ECAM when the 30 seconds
period is over and the flight crew can turn the affected Engine Master to OFF
 IF DAMAGE CONFIRMED

FIRE pb OF AFFECTED ENGINE – PUSH (ONLY AFTER

CONFIRMATION FROM PF)

AGENT 1 DISCH

PM: ANNOUNCE : “ENGINE SECURE”

ONCE ENGINE SECURE

PF : “STOP ECAM”

PF: “ PANPAN PANPAN PANPAN

….State Intention”

This Photo by Unknown Author is licensed under CC BY-NC-ND

 ACCELERATION SEGMENT

AT THE ACCELERATION ALTITUDE - 1500 FEET ABOVE AIRFIELD ELEVATION

PUSH V/S KNOB TO LEVEL OFF AND ALLOW THE SPEED TO INCREASE

RETRACT FLAPS AS NORMAL

WITH FLAPS LEVER AT ZERO, BETA TARGET REVERTS TO THE NORMAL SIDESLIP
INDICATION
IN CASE
ENGINE
SECURE BY At 1500 ft
SET V/S 0
1500 FEET AT GREEN DOT
PULL ALT
SET MCT
IF SECURE PULL GD SPEED
READ FMA

ENGINE FAIL
 ENGINE OUT MAX ACC ALT
IN CASE
ENGINE NOT
SECURE BY WHEN SECURE SET V/S 0
AT GREEN DOT
PULL ALT
1500 FEET SET MCT
PULL GD SPEED
READ FMA
1500 FT

CONTINUE CLIMBING BUT

DO NOT EXCEED
ENGINE OUT MAXIMUM
ACCELERATION ALTITUDE
(MAXALT from EFB e.g.: 5127 ft)
ENGINE FAIL
IF AT MAX ENGINE
OUT ACCELERATI0N
ALTITUDE AND ENGINE OUT MAX ACC ALT e.g. SET V/S 0
ENGINE NOT 5127 AT GREEN DOT

SECURE SET MCT CHECK A/THR

WHITE
IF REQD PULL ALT

1500 FT

CONTINUE CLIMBING BUT

DO NOT EXCEED
ENGINE OUT MAXIMUM
ACCELERATION ALTITUDE
(MAXALT from EFB e.g.: 5127 ft)
ENGINE FAIL
ENGINE FAILURE AFTER THRUST
REDUCTION ALTITUDE
SET TOGA

AIRCRAFT WILL CLIMB IN ‘SRS’ MODE

WHEN ENGINE SECURE

PUSH TO LEVEL OFF, WHEN ABOVE 1500 FEET

CLEAN UP AND ON REACHING GREEN DOT SPEED

SET MCT

CHECK A/THR ACTIVE & PULL ALTITUDE IF REQUIRED

 REACHING
GREEN DOT
ENGINE FAILURE WHENEVER ENGINE
SECURE & Above 1500 ft
- SET MCT
CHECK A/THR
AFTER THRUST SET V/S 0
ACTIVE
- PULL GD SPEED
REDUCTION - ALT PULL (IF
REQUIRED)
ALTITUDE 1500 FT

THE LIMITATION
OF 10 MINUTES OF TOGA
ENGINE FAIL SET TOGA (LIMITED TO 10 Minutes)
IS DEFINED HERE AS A LIMITATION OF
TIME
AND NOT BY ALTITUDE
THRUST REDUCTION
THR LVRs IN CLIMB DETENT
PF: “CONTINUE ECAM
ACTIONS”

PM: CONTINUES
ECAM ACTION
 COMMON MISTAKES
If the CLR pb is pushed the ECAM will clear all the items until the next underlined Title.

Some pilots try to remove the items that do not automatically clear, to try and move it up. Or if a boxed item
ENG 1(2) SHUT DOWN appears in Amber, some pilots try to get the box to the top. But since it is not
underlined, if the CLR pb is pressed the rest of the procedure will be lost. If it is accidentally done, just press
RCL to bring it back again.

The only time the CLR pb is pressed without the current procedure completed is if the page is full of
unclearable items. This will be highlighted by the Green overflow arrow. In this case, pressing the CLR pb will
bring up the next page.
 “ AVOID ICING CONDITIONS ”
The ECAM knows if the Fire pb is pushed or not.
It adjusts the procedure and the STS Page accordingly.

If Fire pb is pushed W/ Anti Ice is unavailable because the Cross

Bleed is closed.

If not, only one wing will get de-iced causing a potential

catastrophic lift differential.

The Cross Bleed can't be opened because it could lead to debris

from the damaged engine contaminating the healthy side of the
Bleed system.
 A SPURIOUS MESSAGE
"START VALVE FAULT, START VALVE NOT OPEN“
also may appear in some simulators
which has to be ignored
 SECONDARY FAILURES ARE LISTED IN THE LOWER
RIGHT- HAND SIDE OF THE EWD. SECONDARY
FAILURES ARE IDENTIFIED BY A STAR OR ASTERIX IN
FRONT OF THE TITLE OF THE AFFECTED SYSTEM.
THEY ARE ITEMS LOST DUE TO A PRIMARY FAILURE.

PM: “LAND ASAP IN AMBER”

PM: “SECONDARY FAILURES”

 PM GOES THROUGH EACH OF THESE SECONDARY
FAILURES READING EACH AFFECTED SYSTEM TITLE IN
TURN AND THEN USING THE SYSTEM PAGE TO
DESCRIBE EACH SYSTEM. AFTER DESCRIBING EACH
SYSTEM, PM SAYS "CLEAR" FOLLOWED BY THE TITLE
OF THE SYSTEM.

FOR EXAMPLE

PM: “ CLEAR HYDRALIC? “

PF: " CLEAR HYDRAULIC "

 PM analyses the BLEED page
Only one Bleed system available

PM analyses ELEC page

Only one GEN supplying the electrical
network. Consider starting APU

PM analyses HYD page

Failed engine hydraulic system powered by
PTU
PM continues to do this until the last
System has been cleared and the
STATUS Page appears.

Once the STATUS Page appears, PM

announces "STATUS"

PF then considers if there are any

Checklists, Computer Resets, or
considers Relight if the engine is not
damaged.
 CHECKLISTS TO CONSIDER

ENG RELIGHT OR ONE ENGINE INOPERATIVE STRAIGHT–IN ENGINE SHUTDOWN CHECKLIST

APPROACH (QRH) (FCOM)
 Consider the use of APU bleed.

Main points in the If Engine 1 is damaged, DO NOT USE APU Bleed.

SHUTDOWN
If Engine 2 is damaged, select Cross Bleed to SHUT before
CHECKLIST selecting APU Bleed.

PF THEN ASKS FOR ' AFTER TAKEOFF CHECKLIST'.

ENG 2 FIRE pb Pushed
USE OF APU BLEED ENG 1 FIRE pb Pushed
 ONCE THIS IS DONE

PF: "Read STATUS"

PM reads what is displayed and notes

down any item that requires action
later. For example, a VAPP increase or
a landing distance procedure.

The PM then reads the INOPS

Systems

Once completed

PM: " Remove STATUS?"

PF: "Remove STATUS"

PM: "ECAM Actions Complete"

 COMMON MISTAKES

1) POOR LATERAL CONTROL 6) TRYING TO ENGAGE A/P WITHOUT TRIMMING

2) LATE ROTATION - OBSTACLE CLEARANCE NOT PROPERLY
GUARANTEED 7) ENGINE SECURE AND ACCELERATION CONFUSION
3) PITCHING TOO HIGH ON ROTATION. - ENGINE NOT SECURE WHEN ACCELERATING
- ROTATE SLOWLY - ECAM ACTIONS CONTINUED AFTER ENGINE SECURE
▪ LESS ROTATION RATE TO ARREST 8) LEVELLING OFF BEFORE ACCELERATION ALTITUDE
▪ SPEED INCREASES SLIGHTLY; MORE MARGIN TO V 2 9) FORGETTING:
4) FORGETTING THE "POSITIVE CLIMB" CALL - PACK ON
5) TRIMMING THE WRONG WAY OR NOT TRIMMING - LIGHTS OFF
ENOUGH. - SETTING STANDARD (BARO)
- POINT THE TRIM TOWARDS THE WORKING ENGINE.
 SINGLE ENGINE LANDING
A manual approach and landing with one engine inoperative is conventional. Maximum use of the Auto Pilot should be made to minimise
crew workload.

Auto Land is available with One Engine Inoperative

Auto Brake Medium is recommended for landing

If manually flying, the pilot should trim the rudder to keep the side-slip indication centered. It remains Yellow as long as the thrust on the
remaining engine is below a certain value.

The slip indicator becomes the Blue Beta target when flaps are selected and the aircraft is approaching it’s maximum thrust capability.

Do not select the L/G down too early as large amount of power will be required to maintain level flight.

Recommended technique is L/G down at G/S *

The rudder trim should be reset to zero in the later stages of the approach. Recommended procedure is to zero the rudder trim at the start of
the flare.

The use of Idle reverse can be considered for better control during the landing roll especially when strong crosswinds from the side of the
operative engine.
 SINGLE ENGINE GO-AROUND

Select TOGA thrust to initiate Go Around

If manually flying, apply rudder to compensate for the increase in thrust and try to keep the Beta Target centred. Full rudde r may be needed.
If manually flying, pitch to 12.5 degrees and then follow SRS orders
PM selects 1 stage of Flaps up.
With positive rate of climb, select L/G Up
The lateral FD mode will be NAV. If it does not engage, the lateral mode will be in Go-Around track
Assuming the TO waypoint is correct, PUSH HDG to engage NAV and read FMA
The FMGC changes from Approach page to Go-Around page.
At the Engine Out Acceleration Altitude (1500’ AGL) select V/S 0 by pushing V/S Control to Level Off.
At F speed Flap 1
At S speed Flap 0
PF disarms Spoilers and turns Off Taxi and RWY Turn Off lights.
When speed reaches G/Dot, PULL OPEN CLIMB and set Thrust Levers to MCT
PF: “Climb Checklist”