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REMEMBER :
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I. AIRBUS A320
1. N1/N2/EGT OVERLIMIT
N1 >104% 105.8*
N2>105% 105.8*
EGT > 725* (START)
EGT > 950* (TOGA/FLX/MCT)
EGT > 910* (ALL OTHER CASES)
RED LINE : 950*
AMBER LINE : 725* (START)
AMBER LINE : 915* (ALL OTHER CASES)
GREEN RANGE : 0* – 1000* (NORMAL RANGE)
II. AIRBUS A321
1. N1/N2/EGT OVERLIMIT
N1 > 100% 109.4%
N2 > 105% 105.7%
EGT > 615 (START)
EGT >650 (TOGA/FLEX/MCT)
EGT >610(ALL OTHER CASES)
RED LINE : 650* (EGT RED LIMIT)
AMBER LINE :635* (START) (EGT LIMIT = MAXIMUM EGT)
AMBER LINE : 610* (ALL OTHER CASES) (EGT LIMIT = MAXIMUM EGT)
GREEN RANGE : 0* – 800* (NORMAL RANGE)
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ENG RELIGHT IN FLIGHT
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I. AIRBUS A320 (WINDMILL QUICK RELIGHT N2>12%)
FL : 200 (MAX FL275)
SPD : 200 – 250KT (MAX 350KT)
PTCH : 1* NOSE DOWN
II. AIRBUS A321 (WINDMILL QUICK RELIGHT N2>18%)
FL : 200 (MAX FL300)
SPD : 200 – 250KT (MAX 350KT)
PTCH : 1* NOSE DOWN
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DUAL ENG FAILURE – FUEL REMAINING/NO FUEL REMAINING/EMER LANDING
MEMORY ITEMS
- “I HAVE CONTROL AND COMMUNICATION”
- ENG MODE SEL ….. IGN
- THR LEVERS …. IDLE
- EMER ELEC PWR … MAN ON
- VHF 1/HF 1/ATC 1 … USE
- FAC 1 … OFF THEN ON
- ENG DUAL FAILURE – FUEL REMAINING/ NO FUEL REMAINING/ EMER LANDING … QRH CHECKLIST
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DUAL ENG FAILURE – FUEL REMAINING/NO FUEL REMAINING/EMER LANDING
Thefirst indication
a misting of the sky
in front
TYPICALLY ASSOCIATED
START SMELLING AN ACRID SMELL
IN THE FLIGHT DECK
see glowing
around the windscreen of the aircraft
like ST’Elmo’s FIRE
now this is thE first indications of an engine problem
1ST ENG FAIL (HIGH EGT)(SURGING)(BANGING)(VIBRATION)
you can hear the surging of the engine
(PASSENGERS WOULD HEAR THE BANGS)
(PARTICULARLY THOSE ADJACENT TO THE ENG)
(THAT AREA WILL ACTUALLY SEE TORTURE COMING OUT OF THE BACK OF THE ENGINE)
THE ASH HAS ACTUALLY PUTS OUT THE COMBUSTION CHAMBER FLAMES
BUT EVERY NOW AND THEN THOSE FLAMES ARE STILL BEING FED
BY FUEL AND YOU GET IGNITION SO
IT’S ALMOST LIKE A FIREWORK BANGER
( CONTINUOS FUEL BEING THROWN ON THE FARM)
SO WE STILL FLY WITH ONE ENGINE AND
HAVE SOME CAPABILITY IN THE PLANE
AND RELATIVELY SAFE FOR THIS STAGE
THE SECOND ENG NOW HAS FAILED
THEY WOULD ALMOST CERTAINLY BE RUNNING FROM VOLCANIC ASH CHECKLIST
SHORTLY THERE BE PLANNING TO PUT ON THE OXYGEN MASKS
PARTLY PRECAUTIONARY DEPENDS ON HOW CONCENTRATED THGE ACRID SMOKE
AC STARTING TO DESCEND
AND IN A MOMENT
SMALL AMOUNT OF THRUST
WHAT HAPPENS EVENTUALLY SO MUCH DEBRIS IS BUILT UP IN THE ENGINE
TYPICALLY EC GLIDE WITH NO ENG AT 1000 – 1200 FT//MIN 30 MINS
this windshield is pitted so badly that you can’t identify anything through it
losing forward vision is a problem
but a more serious problem is losing thrust
volcanic ash
damages jet engines
and the damage can occur very quickly
the abrasive Ash
eroded the compressor blades
which degrade performance
even if the engine doesn’t flame out
the higher the thrust setting
the more rapidly erosion
The fine ash quickly fills the cavities in the engine
compacting in the hard deposits
that choke air flow
the build up critical areas
restrict airflow and
causes an increase of back pressure in the engine
the asH also plugs guy been cooling holes
and causes coking
and partial plugging of the fuel nozzles
the plug their veins
restrict atomization of the fuel
if if combustor temperature is hot enough
Biatch melts and accumulates is glassy deposit
it is important to understand
that engine combustor temperatures
at thrust settings above idle
can be hot enough
to melt the injested ash
Another reason why Pilots might inadvertently fly into an ash bloom Is that the plums don’t always look dangerous and ask them can look just like a weather Cloud
so it’s important to understand that we can’t depend on visual sightings to keep us away from Ash plumes
here’s another Surprise volcanic ash doesn’t show on Airborne weather radar you would think that rocks would reflect a strong pattern but individual Ash particles are just too small to reflect radar so
So if we know of a volcano is active but we can’t depend on visual siding
and we can depend on radar how can we avoid the plume
the key is safe operations near an active volcano is flight planning
Observing that the plume of the ash plume resembled if not look exactly like the clouds and precipitation clouds are the other moisture clouds in the area
we found it very difficult if not impossible to differentiate between clouds fog or Ash Bloom
obvious why it is so important to track where the form is moving and avoid flying into that area
but what if you inadvertently fly into a plum that you didn’t know was there Nice and
in-flight action counter and
then go over the recommended procedures for escaping an ash bloom
at night there will be heavy static discharges on the windshield and a bright blow in the engine inlet
Pilots have reported an acrid odor similar to electrical smoke
the smell of sulfur may also be detected
multiple functions such as
increasing EGT,
stall,
fire from the tailpipe,
and even flameouts
AirSpeed May decrease
for no apparent reason
Needle Pros become block with Ash deposits
there have also been reports of
electronic equipment overheat
and cargo fire warning.
if you recognize any of the indications
that you have inadvertently Why phone into an ash plume
it is essential to take immediate action
to save the engines
and exit the phone
as quickly as possible
the ash plume May extend for hundreds of miles ahead
Elsa had
attempting to climb above the phloem
is not recommended
because increase trust will increase engine damage
the best tactic is to make a 180 degree turn Public
it may be necessary for the pilot to use emergency authority
to change course and altitude without waiting for ATC approval
Also a few considerations
for ground operations were ashes
pressAre also a few considerations for ground operations were ashes present obviously a heavy ass fall off from a major eruption will close the airport but there may be occasions
where an airport has just a light dusting
of that and operations can continue
Use APU to start the engines,
to reduce blowing Ash into the air avoid using static Power
use recirculation fans instead of air conditioning packs on the ground
to prevent ingesting any ass into the air conditioning system
and avoid any use of the windshield wipers
to prevent scratching the glass
during taxi
use all engines but limits thr to the minimum
required for slow taxi speed
to reduce ash slip up,
Avoid increasing thrust
on the outboard engine
if any drifting ass is visible
over the runway
delay the takeoff roll
until the ashes dissipated or at least settled
,to prevent ingesting ash into the engine,
use the rolling take off technique remember
it is very important
to avoid ingesting ash into the engines
at high thrust setting
Volcanic ash is very
Slippery When Wet
volcanologist Pilots operations are rapidly learning how to cooperate
In a few years we will have instantaneous tracking and reporting of volcanic explosion we will eventually have on-board Ash detecting systems but until we have such systems available it is very important for flight Crews dispatchers and air traffic controllers to understand the dangers of volcanic ash and take whatever steps are necessary to avoid volcanic ash encounters
-XVI- 