Only after an engine is re-lit should you select *EO CLR in the MCDU

ENGINE FAILURE ON TAKEOFF !2006 www.a330jam.com

At STATUS PAGE DO NOT consider relight
in the case of engine fire or damage
PF: STOP ECAM
Engine Damage Indications
N1 & N2 are proportional to TAS. N2 may be zero at low speeds and low altitudes without
engine damage. N2 takes time to wind down - should not stop immediately (engine damage if it does)
AIRBUS A330 AFTER TAKE-OFF CHECKLIST
PF: CONTINUE ECAM
N1 should not be zero. If it is, the engine is damaged (seized main rotor) CONSIDER re-light,
N1 and N2 may still be spinning with engine damage present. resets, OEBs PNF: continue
High EGT and/or vibration may indicate engine damage. FLIGHT MANAGEMENT COMMUNICATIONS ECAM actions
A visual nacelle check is also a valuable
assessment.
After completion of the
- Return plan - ATC “after take-off” checklist NAVIGATION
Notes:* TOGA may not be adviseable on the ground on the T/O roll - Company
as V1 and/or VR can be limited by VMCG or VMCA repsectively.
- airports Consider position:
- fuel on board (via ATC if required) PF: CONTINUE ECAM - Climb to altitude
Control problems may ensue. This does not preclude the
option of taking TOGA at any time. (balance issues also) - Cabin Crew (MSA, terrain)
With engine-out, TOGA is approved to 10 minutes (5 minutes - Passenger address (STATUS PAGE)
- terrain
at other times) FLY ENGINE-OUT SID/PROFILE
During ECAM procedures: - weathers
* PF controls thrust levers. PNF controls all other switches. - landing weight * When the checklist says consider APU usage ..... USE IT. If OP CLB is selected AT green dot speed - the IAS will
PF must confirm actions relating to: It provides backup electrical power and overshoot by up to 20 kts before returning to green dot.
- guarded switches bleed air at low altitudes to unload the
- engine master switches remaining engine if desired. 2. Thrust lever: - From TOGA to MCT
- fire bottles Or (if still in FLEX) - CLB then MCT
- NAV IR switches * QF policy now: when ECAM checklist says “engine relight consider” FMA: “THR MCT”
- any other irreversible action (note: sim says “engine relight initiate”) crew are to assess engine for COMMUNICATIONS
* FADEC will attempt an auto-relight in the event of engine damage and look to a restart or not. But the restart is not to be done here. During acceleration
failure. This attempt is confirmed by the pilot selecting If desired, it is done at STATUS (along with OEB, resets and normal checklists) PF: PAN call to ATC with 1. 10 kts prior to
IGN/START in the ECAM checklist. Use the QRH inflight start checklist. situation and initial intentions GREE DOT: ALT PULL
... FMA: “OP CLB”
After take-off the yaw damper deploys a small amount of spoiler on live engine side to maintain yaw control with no pilot input. RETRACT FLAPS
The aircraft incurs a bank angle of 7-9 degrees. Heading diverges by about 1 degree per second. ON SCHEDULE
Note also: Pitch left untouched causes speed to slowly bleed below SRS target. * If speed is below SRS be vary careful of lowering the nose
to attain SRS such that V/S becomes negative.
SRS pitches for: Rotate Attitudes Monitor V/S > 0 and PNF to call “sink rate” if required.
V2 if current speed less than V2 FLEX take-off: 10 degrees NU Same in E/O go-around.
Current speed if between V2 and V2+15 (sit box just ON the 10 degree AI line) press ALT
(normally 1,500’ HAT/AGL)
V2+15 if current speed greater than V2+15 TOGA take-off: 12 degrees NU PF: I HAVE CONTROL
I HAVE THE RADIOS At flap lever zero, BETA
ROTATE at 2.5 to 3 degrees/second ECAM ACTIONS above ENGINE OUT ACCELERATION ALTITUDE and At: target disappears and the
- ECAM “consider engine relight” yellow slip ball appears.
to 10-12 degrees NU Centre with rudder trim.
MAINTAIN RUNWAY - engine fire out (or both bottles discharged)
CENTRELINE SYSTEMS MANAGEMENT - damaged engine secured (1 bottle discharged)
WITH RUDDER At minimum 400’ HAT, or earlier PNF carries PF: STOP ECAM * The E/O acceleration altitude in the
if the flight path is under control out ECAM MCDU PERF page is text.
and urgency warrants actions In practice it does nothing.
On detection of engine loss (eg. engine fire) PAN call may be made here if intending to
depart from cleared SID * Bank angle is limited by the FMGEC to 15 degrees
PNF: ENGINE FAILURE if the IAS is less than manoeuvring speed
FLY THE AIRCRAFT (F, S or green dot) for the configuration in use.
(do not identify 1. Adjust pitch to 10-12 degrees. Maintain V2 to V2+5 or follow SRS
which engine yet) 2. Neutralise B-target with rudder. Trim rudder until pedal movement under foot
PNF Cancel any aural
warnings 3. When rudder trimmed: PF: ENGAGE AUTOPILOT 1/2 Engaging AP without trimming rudder can be done but is very
6

untidy as AP catches up with rudder control

3

4. NAVIGATION:E/O SID or escape profile;*INSERT in

1
8

PNF: POSITIVE CLIMB MCDU (and press NAV or fly in HDG) AFTER LIFT OFF ROUTINE
PF: GEAR UP PNF: MORE THRUST AVAILABLE (as applicable) T - TOGA
If not ON the TMPY FLT NAVIGATION
PLAN then a DIR TO P - PITCH (MAINTAIN SPEED)
PNF: ROTATE No other calls PNF: (disarm ground spoilers) is required after *INSERT R - RUDDER (MAINTAIN DIRECTION)
until gear is up T - TRIM RUDDER
A - AUTOPILOT
The BETA target (blue) is not a slip ball. It trades off a little sideslip to minimise drag with less deflection of the flight surfaces (rudder, spoiler, aileron). * Noise Abatement procedures do not apply N - NAVIGATION (ESCAPE ROUTE)
BETA target is computed by the PRIM. It comes on in take-off configuration with 1 engine at least 80% N1 and the other at least 30% less. with engine failure on take off
 The FIXED SPEED STRATEGY is for ETOPS planning
purposes and is not used in practice. (M0.82 / 310 kts)
CPE is based on this descent speed.

ENGINE FAILURE IN CRUISE !2007 www.a330jam.com

Not an official document
ADDITIONAL CONSIDERATIONS
- EXTERNAL LIGHTS ON FOR DESCENT
- PAN CALL (ATC & GUARD FREQ)
- ATSU PAN MESSAGE
DESCENT PROCEDURES Do not delay these actions at high altitudes - SQWAUK 7700
and high weights as rate of speed decay will be significant - OBTAIN SAFETY HEIGHT FROM
ENGINE FAILURE IN A CLIMB - INITIALLY SELECT “ALT” on the FCU and loss of control may occur. * FLIGHT PLAN LOG
* AIRWAYS CHART MORA
IN CRUISE - “ENGINE FAILURE” - SET THRUST MCT & A/THR OFF * SELECT EFIS “CSTR” & USE ND MORA
OR - SELECT A HEADING AWAY FROM THE AIRWAY (consider location of Alternate Airport) * SELECT “TERR ON ND”
- FMGEC PROG PAGE > SEE “REC MAX” - CONSIDER A/C POSITION W.R.T DP1
ENGINE SHUTDOWN (possible fuel critical situation)
- SET NEXT LOWEST WHOLE ALTITUDE HERE & on FCU
- OP DES (speed on elevator)
- SELECT GREEN DOT SPEED - SPEED PULL FMGEC PERF CRZ PAGE “DRIFT DOWN TO FL___” appears with E/O condition and shows the
- INFORM ATC (PAN CALL) DRIFT DOWN ALTITUDE. The LRC driftdown speed is also on the page - this can be modified.
Established in the descent the FMGEC CRZ page shows
- SET THRUST MCT & A/THR OFF time and distance to descend
- SELECT A HEADING AWAY FROM THE AIRWAY (consider location of Alternate Airport) OBSTACLE STRATEGY - DRIFTDOWN PROCEDURE
- FMGEC PROG PAGE > SEE “REC MAX”
- SET NEXT LOWEST WHOLE ALTITUDE HERE & on FCU GREEN DOT SPEED
- OP DES (speed on elevator) BEST ANGLE OF DESCENT
- SELECT M0.82/300 (consider engine/airframe damage and limit speed if appropriate) ENGINE FAILED CUES
- SPEED PULL (SELECTED) - RAPID DECREASE IN EGT, FF AND N2
- INFORM ATC (PAN CALL) FOLLOWED BY DECREASE IN N1
STANDARD STRATEGY - VISUALLY INSPECTED CATASTROPHIC DAMAGE (EG. PAXING CREW REPORT)
- WHEN R.O.D IS BELOW 500’/MIN:
- SELECT V/S -500 M0.82 / 300 KTS
- ENGAGE A/THR
(BEST WINDMILL SPEED FOR RESTART & BEST FUEL BURN IN DESCENT)

FMGEC PROG PAGE “REC MAX E/O”
CRUISE ALTITUDE is the recommended max altitude
is for LONG RANGE E/O CRUISE with anti-ice OFF.
This strategy is normally used
If there is engine damage the ECAM directs pushing the FIRE SWITCH and discharging
(not used when mountainous terrain
one fire agent bottle.
necessitates the driftdown procedure)

ESTABLISHED IN DESCENT
If R.O.D becomes less than 500’/min (and terrain not an issue);
PF: “I HAVE CONTROL, MY RADIOS, ECAM ACTIONS”
QRH DATA - Select V/S -500
PNF: PERFORM ECAM ACTIONS
- Engage the A/THR
Pg 4.05 Graph showing
INFLIGHT RESTART ATTEMPT (not for
- GROSS CEILING
damaged engine or fire) AT LEVEL OFF:
- LRC CEILING (1.1% CLIMB GRADIENT BUILT IN)
- VOL 3 checklist directs restart attempt - SET LRC CEILING ON FCU
- based on ANTI-ICE OFF, PACK FLOW HIGH (is the case with 1 engine failed)
at the time ECAM says - SET LRC CRUISE SPEED
- lines for ISA through to ISA+20
“ENG RELIGHT CONSIDER” - ENGAGE A/THR
- adjustment for green dot speed or LRC speed
- adjustment for engine anti-ice on or total anti-ice on If terrain continues to be a problem,
the driftdown ceiling increases as fuel is
Pg 4.06 Table showing burnt off - so a gradual climb may be achieved.
- DIST, TIME, INITIAL SPEED, FUEL and LEVEL OFF ALT for green dot speed DECISION MAKING MATTERS
- remember corrections for engine/total anti-ice ON
* Airports in Range
Pg 4.07 Table showing LRC cruise data * Fuel available
* Weather enroute and at destinations ENGINE DAMAGE INDICATIONS
- WEIGHT, FLIGHT LEVEL, N1, MACH, IAS, FUEL FLOW
- remember corrections for engine/total anti-ice ON * Terrain - especially for E/O approach and go around
N1 & N2 are proportional to TAS. N2 may be zero at low
* Traffic
speeds and low altitudes without engine damage.
Pg 4.08 Table showing cruise and descent data * Emergency services (commercial matters secondary)
N2 takes time to wind down - should not stop immediately
- FUEL CONSUMED AND TIME >> to landing from any point in E/O cruise (descent included) * Familiarity
(engine damage if it does)
- remember corrections for engine/total anti-ice ON * Availability of failed engine for (re)use N1 should not be zero. If it is, the engine is damaged
* ETOPS distance limiation (can go past an adequate but not the nearest (seized main rotor)
suitable Main/Alternate) N1 and N2 may still be spinning with engine damage present.
* Seek Company input as to latest NOTAMS, weather, commercial preferences High EGT and/or vibration may indicate engine damage.
(they will also call the destination and get support under way) A visual nacelle check is also a valuable
assessment.
ECAM procedure for damaged engine / engine fire: the 10 sec delay allows the engine to wind down so that the fire agent is not quickly propelled Loss of oil indicates likely damage.
through the engine, thereby reducing its efficiency. The INNER TANK SPLIT buttons divide the inner tank (not collector cell) into two separate parts Presume damage if there is explosion (not a surge).
(closing a valve between them) in case tank damage is suspected (a possible cause of the engine failure). It separates a good tank possibly from a leaky / damaged one. A physical inspection from the cabin is of great value.