3 ENGINE FAILURE / FIRE AFTER

In case such type of failure occurs after V1, the essential and primary actions are linked with the A/C handling; the A/C must be properly STABILIZED in PITCH/SPEED and LATERALLY on the proper TRACK before starting any drill.

Thus the PF controls:

- PITCH at around 12.5° or SRS

- YAW and BANK without RUSH: when β target comes up, smoothly press on the pedal to center it and then act on the stick laterally to fly constant heading.

No rush; don't forget that the Yaw Damper will react to a detected side slip and, hands off the stick, the

aircraft will bank at about 5° maximum. Thus laterally the A/C is a stable platform. On the other hand, if with full rudder you cannot center the beta target, this means that the A/C speed is too low (most probably below VMCA): in that case, check IAS and PITCH; most probably pitch down is required.

- Consider the use of TOGA which will provide you extra thrust in order to achieve the initial climb even more safety.

In case of DERATED T/O, you may set TOGA only if IAS>F (when CONF2 or CONF3)

The A/C control in case of EO at T/O and GA is most comfortable and by far easier than on certain mechanically controlled A/C. This is due to the pitch and roll control laws which make the A/C very stable, and to the efficiency of the Yaw Damper which assists the pilot in counteracting the yaw movement.

Thus be calm, don't over do it! Act in following order:

PITCH/SPD->RUDDER (ZERO BETA TARGET) """"STICK (HDG CONSTANT)

PF may then use the RUDDER TRIM to release the pressure required on the pedal. Finally PF may ask PNF to set AP ON. PF must then closely monitor the reaction of the AP in the same order.

NOTE:

Once CONF1 " 0 is ordered, normal Beta (yellow) is provided on the PFD. When it comes up, it is not properly centered due to the difference of the nature of the information. Adjust rudder pedal accordingly.

Don't fight with the rudder trim, use it once stabilized.

* Procedure

The principle of this procedure is obviously to ensure a SAFE A/C handling, a proper task sharing, and to define an order in the various drills which facilitates the proper achievement of each one:

STABILIZE A/C PATH """" INITIAL ECAM """" ACCEL & CLEAN UP """" REMAINING ECAM """" AFTER T/O C/L

" " "

" STATUS

The PF will command the various sequences of those drills.

When the failure occurs, the PNF announces ENG FAILURE/FIRE and cancels the MASTER WARNING thus the aural.

PF PNF

Stabilizes the A/C:

PITCH/SPD – YAW/BETA – AIL/TRK TOGA if necessary

Asks for ECAM ACTION EO ACCEL ALT " Stop ECAM"

“ALT mode"

Orders A/C CONF clean up At G.DOT asks " OP CLB" and sets

thrust levers to MCT Asks " Continue ECAM"

Orders "Stand by STATUS” Asks "After T/O C/L"

Orders "Read STATUS"

Executes ECAM till eng relit/2nd agent

Acts on FCU as per PF orders and selects successive CONF

Resumes ECAM action Asks “CLR” Announces “STATUS”

Reads “after T/O C/L” “After T/O C/L completed”

Read STS

“ECAM ACTION COMPLETED”

* Remarks

• The procedure asks to retard Thrust Levers -> done by PF

• The procedure asks to set MASTER SWITCH OFF and PRESS FIRE P/B: this must be confirmed by PF prior to be achieved by PNF.

• The procedure asks to determine if there is any structural damage. This is not so simple. Some cues might be: high vibration prior engine stopped, stall, OIL quantity very low or oil low press, hydraulic failure, N1 or N2 around 0,…

• If a relight is considered, it may be attempted at a later stage once A/C is cleaned up.

• If an immediate return in considered, the crew might consider to keep CONF1 (be aware it will be 1 + F thus penalizing if more climb required! Flaps auto retraction may be used to get slats extended only).

Furthermore if JETTISON is necessary, a height at or above 5000 ft is recommended to allow the vaporization of the fuel (which also depends upon temp & press)

• MAX TOGA is allowed 10 mn maximum

• In case of an engine flame out, the FADEC attempts to relight the engine by selecting the igniters during 30 sec which is then manually confirmed by setting the switch to IGN START (ECAM procedure).

• The procedure asks to set the XBLEED to OPEN and the engine failed PACK to OFF. The reason for this is that there might be a performance problem or the wing A/I might be on; in such cases, the remaining bleed must only feed one Pack. Subsequently, when wing A/I is OFF or no performance concerns remain, the PACK may be set back ON.

• Consider starting the APU and the use of APU BLEED if performance limited. • Be aware of MSA

• Use of AP is recommended

• Bank angle is limited to 15° if IAS < maneuvering speed (F or S or G.DOT).

• If EOSID is in the Data Base, TMPY EOSID is triggered if BEFORE the diversion point between SID/EOSID. Else it is displayed for information on the ND. Thus either INSERT EOSID, or in the second case follow it with HDG mode.

NOTE:

On A330 equipped with RR and PW, when the engine is stopped pressing the Eng Fire P/B, the ATHR is lost temporarily because the engine is seen in N1 mode, (indeed pressing the Fire P/B induces the loss P2/T2 sensor heating, thus to the loss of EPR mode).

Once the engine is stopped, the FADEC is no more self powered; this engine is more considered in N1 mode, thus the ATHR can be set ON again.

NOTE:

In case of ENG2 failure the yellow electric hydraulic pump is energized automatically to assist the flaps retraction. This pump once started does not stop automatically: indeed it is then the only way to get some yellow hydraulic pressure. If it stopped automatically, this could occur while some spoilers are out ; in such a case those spoilers would remain out without the pilot being aware of it. Furthermore there is no time limitation for the electrohydraulic pump operation. However in FCOM VOL 3 (and not on ECAM) it is suggested to set it OFF manually when time permits and when the flight circumstances are adequate: if the aircraft will land within a short time, it is not necessary to shut it down. But if the flight will continue for a couple of hours, then it is suggested to set it OFF.

In case ENG1 fails, the green electric hylaudric pump is energized during landing gear rettraction and stops 30 sec later: indeed the green system is still pressurized by the Engine Driven pump n°2.