A320 Engine Failure Procedure
Chapin Ratte
What is the procedure for a dual engine failure in an Airbus A320 (perhaps a large bird strike, since these engines only tolerate medium birds) at a very low altitude, shortly after takeoff (approx 1,000 ft)? Additionally, will any procedure realistically save an aircraft in such a scenario?
Every pilot is taught that in an emergency you fly the plane first and everything else is secondary. Aviate, then communicate. At 1,000 ft there's not going to be much you can do other than figure out how to try to get back down in as few pieces as possible. If you have done your pre-flight planning correctly, long before you line up on the runway you have already thought of what you will do if you find yourself in such a scenario, and discussed it with your FO so you are both on the same page.
While manually flying the aircraft there's no stabilization, no coherent bank stabilization using roll spoilers and ailerons and rudder, and although I pitch the aircraft down it barely climbs at medium / high GWs...
No, it will be free and will include a custom engine model plus the IAE engines and (possibly in a later update) the Sharklets.
As for "when" it could be anytime, they never announce releases early (like announcing an EFB more than one year before it's actually released...). Their main developer for the custom engine model is living in Ukraine which caused some significant delays in the past year (due to power outages etc.).
I agree that the lack of public update statements is a negative, but that's just how they do it and does not mean that there's no progress. It's just the other extreme of what RSR does, I guess.
Personally I'd like to hear something along "we are quite sure it will be released in 2023", just to have something to look forward to. I know these things take time (FSL took like 3 years for the Sharklets only - and their devs were not in a war zone...), but I think a very rough timeframe is something customers can legitimately expect since that update still a part of the product they paid for (it was said that those things will come with a free update if you buy the Fenix).
Currently the engine failure in Fenix A320 is poorly simulated, in terms of engine performance and the behavior of the FDE, either in manual control or with autopilot, as you have already noticed. The good news is V2 of the Fenix Sim A320 will bring significant improvements to the flight dynamics, engine model and performance and that they are still very much alive and active, with plenty of work ongoing behind the scene. Sadly they not share an release date for update V2.
I don't use Discord, nor do I use FaceBook or any other similar Social Media channels, so, a product has either a Web Forum or a Ticketing system, or even an email-based support or is a No-Go for me ?
Based on personals experience going through commercial multiengine training there was nothing stable about flying aircraft on one engine especially in climb. You just "slip the ball", "raise the dead" and decide "fix or feather". It was awkward in the begging of training as well as during checkride.
Surely not the strange sequence that follows the simulation of an engine failure after V1 in the Fenix A320, in it's present state... No proper roll spoiler use, no rudder trim action * monitor the F/CTL page in the lower EICAS *
I presently don't have any other Airbus for MFS installed, so I can't compare with other tthann the FSLabs A320 or the Toliss Airbuses or the Airlinetools A32x CBT, or the real Airbus docs & tutorial videos.
The only experience I had in turbojet abnormal ops is in AN-124/225 simulator and as far as I remember scenario loosing all engines on one side causing airplane to slip dramatically. If pilots don't react timely there is point of no return .
I wanted to practice an engine failure scenario where the engine failed at start of CLB phase and below ENG OUT ACC. So, TAKEOFF PERF page setup: THR RED 800 /ACC 800 ENG OUT ACC 2500. Flaps 2 with FLEX 54, I programmed engine to fail at 1000ft (during climb phase)
2. Then engine failure at 1000ft aircraft speed target changes to Green Dot (ToLiss was not correct. Speed target stayed at 250kt). Should have changed to Green Dot with engine failure sensed)
You got me thinking on this. Based on my experience once FMGC changes to CLB above ACC ALT target should remain at 250kt even if engine failure is sensed. That's exactly why Airbus recommends setting TOGA to regain SRS (GA SRS as you mentioned). Other than that, I agree the bugs you reported.
AEO the managed speed is provided by FMS. Which is usually the speed constraint below FL100 - 250kts. I say this, because there are some differences in FMS systems (e.g. after G/A some FMS jumps to green dot after G/A accel altitude, some to "... smaller of Green Dot Speed or the speed constraints". FCOM 12-22_30-40 SRS GA Mode/General).
So Thomo there are the references. Could you tell me yours if it says otherwise? These are my newest references, my oldest are from 2002 (printed version which doesn't have the mentioned chapters. At least I didn't found it in Chapter 12.). None of them states something different from what was said by Chris.
I haven't done an engine failure with no flaps in a very long time, I mentioned the case with slats/flaps extended because that's what we did yesterday. I have a few sessions still this month, so if I have spare time I'll try it out. However, our FCOM shows the same as you quoted, and adds a scenario (for the NEOs only):
To add to the Engine Out scenario bugs mentioned here, on the Toliss Airbus whenever there's an engine failure, with SRS active, and you active the secondary flight plan (to fly an Engine Out Sid), target speed also becomes 250kt. It should remain at V2.
I am certain that the managed speed behaviour at OEI during TO is correct. I used a Real life youtube video for it, and yes the speed target goes to 250 at first and then when you are thrust MCT and flaps up, it goes to green dot. (don't know the exact conditions by heart.) When I modified this, the changes were reviewed by numerous pilots and found accurate.
Hi @GlidingKiwi thanks a lot for the video. What you have modelled there is 100% accurate, but that's because FMGC is on Takeoff Phase. Behavior above Acceleration Altitude (when FMGC changes to Climb phase) is different based on what we have discussed and is shown on FCOM. I'll try to shoot a video on the sim if I have the chance to check this.
The second image shows the FCOM reference that relates to the re engagement of SRS in the event that TOGA is selected above the acceleration altitude when slats or flaps are out of up. @GlidingKiwi The current behaviour of SRS not being introduced is not correct.
Drift Down is a maximum thrust/minimum rate descent necessitated by an engine failure in a multi-engine aircraft in the latter stages of climb or during cruise when an aircraft cannot maintain its current altitude and terrain clearance or other factors are critical.
The Drift Down procedure entails setting maximum continuous power/thrust on the operating engine(s) whilst countering any adverse yaw with rudder, and then trimming and disconnecting the autothrottle(AP)/autothrust(AT) system where applicable.
(Note that on some aircraft disconnecting AT may not be required and may actually make the desired profile more difficult to achieve; as always, it is important to know, understand and carry out the manufacturers/ operators approved procedures.)
The appropriate drills and/or checklists for the failure are completed when time and capacity allow. At the appropriate speed, a descent to the Drift Down altitude is initiated while maintaining maximum continuous power/thrust.
After an engine failure or shutdown the principal handling requirement is to counteract any thrust asymmetry using rudder and trim as required to maintain the aircraft in balance. In some aircraft this will enable the auto-flight system to remain engaged and maintain control of the aircraft without reaching the limits of its control authority.
The other priority is to ensure that Max Continuous thrust is applied, either by the AT system or manually. In some aircraft the auto-flight & Auto Thrust system will manage this very well if the correct selections are made on the FMC.
Once those two things have been achieved, things generally happen quite slowly enabling some time to be given to consideration of the required descent profile and FMS/ FMGS selections to be made. Pilots can refer to their operations manuals where Drift Down performance is tabulated; by comparing aircraft weight at the time of engine failure with temperature deviation from ISA, the crew can obtain their OEI service ceiling and speed regime. They can also determine time, distance and fuel burn from cruise altitude to their MEA/MORA/safe altitude.
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