Abnormal Operation and Emergency Procedures [CFML]

TASK 71-00-00-869-804-A
Abnormal Operation and Emergency Procedures

ZONE: 210

1. Reason for the Job
Self explanatory
2. Job Set-up Information
A. Work Zones and Access Panels

ZONE/ACCESS	ZONE DESCRIPTION
210	CKPT,FWD COMPT BHD TO FLT COMPT BULKHEAD

B. Referenced Information

REFERENCE	DESIGNATION
TASK 29-10-00-710-001-A	Operational Check of Hydraulic Fire Shut Off Valves and Associated Indicating System
TASK 71-00-00-700-805-A	Dry-Motoring Check
TASK 72-00-00-200-818-A	Inspection/Check After the Engine has Exceeded the Operational Limits
TASK 72-00-00-200-821-A	Procedure after Engine Fire or Use of Fire-Extinguishing Agents
TASK 73-29-00-740-819-A	Exceedance Report (Menu Mode)
Oil Pressure versus Engine Core Speed

3. Job Set-up
Subtask 71-00-00-869-408-A

A. Not Applicable

4. Procedure
Subtask 71-00-00-869-409-A

A. Do these procedures as necessary:
(1) Hot Start during the Manual Start Procedure
(a) A possible hot start can be identified by an unusually fast Exhaust Gas Temperature (EGT) increase after engine light-off. The EGT will most likely go higher than the limits if the start is not aborted in time. A hot start can be anticipated and aborted before the 750 deg.C (1382 deg.F) limit is gone beyond.
(b) Hot starts can be caused by the conditions which follow:
1 A compressor stall.
2 A low starter air pressure. This can cause the N2 to be less than the amount needed to provide sufficient compressor air flow.
3 A faulty starter valve. This can prevent correct starter operation.
4 The starter is stopped too soon.
5 The incomplete purging of the fuel remaining in the combustion chamber after an earlier start try.
6 Foreign Object Damage (FOD). This can prevent sufficient engine acceleration and airflow.
7 Incorrect scheduling of the Variable Stator Vanes (VSV).
(c) Hot Start Procedure
1 If the EGT goes near the limits, use the procedure that follows:
a On ENG panel 115VU:

Set the ENG/MASTER 1(2) switch to OFF.
Set the ENG/MODE/CRANK/NORM/IGN/START selector switch to CRANK (dry motor the engine for 30 seconds) (Ref. AMM TASK 71-00-00-700-805).

b On overhead CTL & IND panel 22VU:

Release the ENG/MAN START/1(2) pushbutton switch (the ON legend of this pushbutton switch goes off).

c On ENG panel 115VU:

Set the ENG/MODE/CRANK/NORM/IGN/START selector switch to NORM.

(2) Hung Start during Manual Start Procedure
(a) Hung start
1 A hung start can be identified by abnormally slow acceleration after ignition and rpm stabilization below idle.
2 A hung start can also be caused by fuel scheduling that is too lean or too rich. A lean hung start can be identified by a low fuel flow and EGT in low proportion to the fuel flow.
3 A rich hung start can be identified by high fuel flow and an EGT increase that may turn into an overtemperature condition.
(b) Hung start causes
1 The starter air pressure is too low to accelerate the engine to a self-sustaining speed.
2 FOD to the compressor.
3 A faulty starter valve.
4 A faulty pressurizing valve that is not opening at the scheduled fuel pressure setting.
5 Incorrect scheduling of the variable stators.
6 Turbine section damage.
(c) Hung start procedure
1 A hung start will be accommodated by the EEC.
a The EEC accommodates a rich hung start condition.
b If the EEC detects a lean hung start condition, it automatically increases the acceleration fuel to accomplish acceleration to idle.
2 Write the values that follow in the aircraft log:

The starter air pressure.
The starting fuel flow.
The maximum N2 speed.
The maximum EGT.

NOTE: If the fuel flow indication before the light-off was less than 300 pph (136 kg/h) or if the maximum motoring speed was less than 20 percent N2, a corrective action will probably be needed.

(3) Overtemperature during Manual Start Procedure
(a) Do not permit the EGT to go higher than the 750 deg.C (1382 deg.F) limit during starting. All temperatures that are more than this are overtemperatures.
(b) Write the length of time an overtemperature lasts and temperature reached in the aircraft log. Refer to (Ref. AMM TASK 72-00-00-200-818) for unscheduled inspection after engine overtemperature.
(c) Read the Exceedance Report (Menu Mode) (Ref. AMM TASK 73-29-00-740-819).
(d) Do a general visual inspection of the surrounding aircraft structure (pylon, wing lower skin, flap and flap track fairing) for signs of damage.
(4) Unsatisfactory Starts during the Automatic Start Procedure
(a) The unsatisfactory start conditions found using Auto Start, can be the same as those found using manual start.
(b) The Auto Start system has equipment that collects input on problems. The equipment will automatically resequence the applicable control circuit to correct the unsatisfactory condition.
(c) Usually, the Full Authority Digital Engine Control (FADEC) system is resequenced after a total of three cycles. The EEC will only attempt to start three times before it will abort the start.
(d) The FADEC system will automatically do the items that follow when a stall indication or overtemperature occur. It will also do these items when the starter air pressure is below 25 psig (172 kPa) or a hung start occurs.
1 Stall indication or overtemperature

CAUTION: IF THE ENGINE STALLS OR HAS OVERTEMPERATURE AGAIN AND AGAIN, THE MALFUNCTION MUST BE CORRECTED.

a A stall can be identified by an unusual change in the core speed acceleration.
b It can also be identified by an unusually high EGT increase when compared to core speed.
c An overtemperature happens when the engine EGT is more than 750 deg.C (1382 deg.F).
d For either a stall or an overtemperature, the FADEC system will do the items that follow:

Fuel and ignition is shut off for 1.2 seconds.
Starter stays ON.
At the end of the 1.2 seconds, the fuel and ignition is turned back on but the fuel schedule is reduced.
If another stall or overtemperature occurs, the FADEC system repeats the sequence and reduces the fuel schedule again.
If a stall or overtemperature occurs a third time, the start will automatically be aborted and the applicable message will be indicated on the flight deck screen.

2 Low starter air pressure
a Low starter air pressure can be identified when the starter air valve is commanded open, but the engine fails to reach sufficient motoring speed.
b If the acceleration is below the threshold, but all of the other indications are in line with the limits, the start will continue during a manual start.
c If a low start air pressure is detected, the start will be automatically aborted if in a ground automatic start or dry motor state.
d The fuel will not be turned on if the starter air pressure is too low to motor the core to 20 percent N2, the start will be automatically aborted if in auto start mode.
3 Hung start
a If a rich hung start is detected (i.e. high fuel flow and rapid EGT rise), the EEC automatically applies the same accommodation as a hot start.
b If a lean hung start is detected (i.e. low fuel flow and low EGT):

If engine acceleration ceases and there has been a previous reduction in the acceleration fuel schedule and there is no stall or overtemperature indication, FADEC will automatically increase the acceleration fuel schedule to accomplish acceleration to idle.

4 There is no fan speed (N1) indication
a When the core has reached idle and there is no N1 indication, a warning is sent to the flight deck. The operator must shut down the engine, if on auto start mode the start will be automatically aborted if limits are exceeded.

NOTE: The FADEC system has been programmed with starter limits. If the sequences get close to any of these limits they will be taken into account before another start sequence or stall recovery is tried.
For ground starts a 60 second rest is required between consecutive start attempts. A 15 minute cool-down is required following three unsuccessful start attempts. A ground autostart is aborted if the starter duty cycle of five minute is reached.

(5) Unsatisfactory Operation above Idle
(a) N1 and/or N2 transitory overspeed

CAUTION: ALL OVERSPEED CONDITIONS MUST BE CORRECTED. ENGINE DAMAGE CAN BE CAUSED.

1 Any fan speed (N1) of more than 101 percent or any core speed (N2) of more than 116.5 percent are overspeeds. The throttle must be retarded to prevent the engine speed from going higher than these limits.
(b) Engine stalls

CAUTION: BE CAREFUL WHEN CONTINUING TO OPERATE AN ENGINE THAT HAS HAD A SEVERE COMPRESSOR STALL. IT CAN STALL AGAIN AND CAUSE MORE ENGINE DAMAGE.

CAUTION: IF THE EGT IS HIGH OR IT INCREASES FAST DURING A SLOW THROTTLE ADVANCE, SHUT DOWN THE ENGINE AND DO NOT CONTINUE OPERATION.

CAUTION: IF VIBRATION INCREASES OVER PREVIOUS LEVELS, SHUT DOWN THE ENGINE AND DO NOT CONTINUE OPERATION.

CAUTION: ALL STALLS MUST BE CORRECTED.

1 Engine stalls are caused by the aerodynamic disruption of the normally smooth airflow through the compressor stages. This disruption can be caused by any of the items that follow:
2 Foreign objects being ingested into the engine or FOD:
a Cracked compressor blades.
b Incorrect scheduling of the VSV.
3 A stall can be identified by the items that follow:
a Abnormal engine noises.
b Loud bangs with flame coming from the engine inlet.
c Performance parameters that are not stable.
d Very slow or no throttle response.
4 Compressor stalls can cause:
a Fatigue cracks in the compressor blades.
b They can also cause severe thermal deterioration of the hot section parts.
c This damage can cause the engine performance to deteriorate or the engine to fail after a severe stall.
5 Usually, the effects of stalls take time to appear and will make it harder to determine which specific stall has caused the damage.
6 The effects of the stalls collect until they affect the engine durability, reliability and operating cost.
7 Make sure that you know the operational conditions that occurred at the time of the stall. This will help in fault isolation.
8 When an engine stalls during acceleration or deceleration, the stall can be because of slow or sticking VSV operation. If a stall occurs during these conditions and operating conditions permit it, the procedure that follows is recommended:
a Retard the throttle to idle. This will clear the stall.
b Turn on Wing Anti Ice (WAI) bleed.
c Monitor the EGT and N2 while they decrease.
d Advance the throttle slowly to find out if the stall will occur again.
e Monitor the N1, N2, vibration, fuel flow and EGT.
f If the stall does not occur again and the N2 and EGT indications are normal, continue engine operation.
g Shut down the engine if the stall occurs again or does not clear properly.
(c) Engine flameout
1 An engine flameout, can be identified by an immediate decrease in EGT, N2, fuel flow and oil pressure. This will be closely followed by a decrease in N1.
2 The FADEC system has a flameout detector that automatically starts the ignition when it senses a flameout.
3 If a relight does not occur before corrected N2 is less than 50 percent, then ignition is discontinued and a complete start sequence must be initiated following a 30 second dry motoring period.
4 Use the procedure that follows when the cause of the flameout is not known:
a Put the throttle control levers of the engines 1 and 2 to the idle stop position (zero on the graduated sector).
5 Another start may be tried if the engine indications before the flameout and the examination after the flameout, do not show an engine malfunction or failure. Else shut the engine down by turning fuel and ignition OFF.
(d) Oil system malfunction

Oil Pressure versus Engine Core Speed

CAUTION: BE CAREFUL WHEN OPERATING AN ENGINE WITH OIL PRESSURE THAT IS OVER OR UNDER THE NORMAL PRESSURE RANGE. ENGINE DAMAGE CAN RESULT.

1 During cold conditions, it is permitted to exceed the normal pressure range during starts.
2 If oil pressure exceeded the normal range during steady-state operation, it is usually an indication of an engine malfunction. Unless all other parameters are normal and it is definitely a known pressure indication error.
3 Operating an engine with the oil pressure less than the minimum is not permitted.
4 Oil system malfunctions and the effects of the malfunctions, must be corrected.
(e) Scavenge oil overtemperature

CAUTION: OIL TEMPERATURES THAT ARE MORE THAN THE NORMAL STEADY-STATE TEMPERATURES CAN INDICATE A SYSTEM MALFUNCTION. MONITOR THIS CONDITION CLOSELY OR ENGINE DAMAGE CAN BE CAUSED.

1 The supply oil temperature limit for continuous operation is 140 deg.C (284 deg.F).
2 Transient operation to but not over 155 deg.C (311 deg.F) is permitted for not more than 15 minutes.
3 Temperatures above 140 deg.C (284 deg.F) must be written in the Aircraft Log.
(f) Engine overtemperature
1 Obey the EGT limits in (Ref. AMM TASK 72-00-00-200-818). Any temperatures more than these are overtemperatures.
2 Write the length of time an overtemperature lasts and the temperature reached, in the Aircraft Log. Refer to (Ref. AMM TASK 72-00-00-200-818) for unscheduled inspections after engine overtemperature.
(g) Internal engine fire

CAUTION: TRY TO EXTINGUISH INTERNAL FIRES BY MOTORING THE ENGINE FIRST. USE FIRE EXTINGUISHING AGENTS ONLY WHEN MOTORING DOES NOT WORK. IF EXTINGUISHING AGENTS ARE USED, A MAJOR INSPECTION CAN BE NECESSARY.

1 An internal engine fire (post-shutdown burning), can be identified by a failure of the EGT to go down after placing ENG MASTER 1(2) control switch in the OFF position. If an internal engine fire occurs during ground operation, use the procedure that follows:
2 On ENG panel 115VU:

Set the ENG/MODE/CRANK/NORM/IGN/START selector switch to CRANK.
On the overhead CTL & IND panel 22VU:
Push the ENG/MAN START/1(2) pushbutton switch.

NOTE: Dry motor the engine until all indications of a fire have been removed.

NOTE: The start valve might automatically re-opens when N2 is below 63 percent.

a If the fire cannot be extinguished by motoring the engine or if motoring is not possible, use fire extinguishing agent.
(h) External engine fire
1 The warnings below operate when there is an external engine fire:
a On ENG/APU FIRE panel 1WD:

The ENG 1(2) FIRE pushbutton switch comes on.

b The continuous repetitive chime operates.
c The MASTER WARN lights come on.
d On the upper ECAM display unit:

A message and the applicable procedure come into view.

e On ENG panel 115VU:

The applicable FIRE legend comes on.

2 When there is an external engine fire, do this procedure:
a Put the throttle control levers of the engines 1 and 2 in the idle stop position (zero on the graduated sector).
b On ENG panel 115VU:

Set the ENG/MASTER 1(2) switch to OFF.

c On ENG/APU FIRE panel 1WD, push the ENG 1(2) FIRE pushbutton switch:

NOTE: After operation of the ENG1(2) FIRE pushbutton switch, do the operational test of the hydraulic fire shut-off valves (Ref. AMM TASK 29-10-00-710-001).

The SQUIB legends of the applicable AGENT 1 and AGENT 2 pushbutton switches come on.
The audio warning stops.

d On ENG/APU FIRE panel 1WD, push the AGENT 1 and 2 pushbutton switches:

After not many seconds, the DISCH legends of this pushbutton switches comes on.

e Open the fan cowl doors and if the fire is not completely extinguished, extinguish the fire with the ground fire extinguishers.
f If fire occurs in FAN zone with fan cowl doors opened, use the fire extinguishers that are on the ground, when permitted to do so by the approved person.

NOTE: The aircraft fire extinguishers do not have an effect with the cowls open or removed.

g Replace the nacelle fire extinguisher bottles if they are used.
h Do the procedure (Ref. AMM TASK 72-00-00-200-821).
i Examine the engine and the nacelle for fire damage:

Repair or replace the nacelle if it is necessary.
Repair or replace the engine if it is necessary.

j Find and correct the cause of the fire warning.

[Rev.10 from 2021] 2026.04.01 02:34:16 UTC