Memory items Not QRH

Question 1

Tailpipe fire actions

1. What is it
2. What do we do?
3. What must we not do?

Answer 1

1. An engine tailpipe fire may occur at engine-start, and may be the result of either excess fuel in the combustion chamber, or an oil leak in the low-pressure turbine. A tailpipe fire is an internal fire within the engine. No critical areas are affected. It will most likely be seen by ground crew or passengers.

2.

• Shut down the engine (MASTER switch set to OFF)
• Do NOT press the ENG FIRE pushbutton
• Crank the engine, by using either the bleed of the opposite the engine, the APU bleed, or external pneumatic power (Set ENG MODE selector to CRANK, then set the MAN START switch to ON).

3. Do not press the associated engine fire push button. This will render the engine inop, and besides that will not extinguish the relevant part of the engine anyway.

Question 2

OEB 38

Erroneous Radio Altimeter Height Indications

1. What does it look like- when does it occur?
2. What is the procedure

Answer 2

1. It happens during an ILS or MLS approach with the Autopilot engaged. The Flare Mode (and associated thr idle) might get activated early.
   As a reminder, with AP engaged, Flare Mode begins around 40ft, the annunciator says FLARE and at 30ft the AC: aligns the yaw with the centreline and introduces a pitch up. If ATHR active, THR goes idle.

Normally, with AP out, (Flare mode starts at 50ft, and initially memorises the pitch at a certain level and that becomes the reference neutral point for the stick, which is now a direct stick to control surface relationship. At 30ft, it introduces a nose down pitching moment down to -2 degrees over 8 seconds. Consequently, to Flare the aircraft, a pitch up input is required.)
If the Flare mode activates early the aircraft will start to pitch down at a dangerous height, and thus accelerate toward the ground.

During an ILS (or MLS, or GLS) approach with AP engaged:
In the event of an early/untimely FLARE and THR IDLE mode engagement (possibly associated with AUTOLAND warning and/or RETARD callout), the flight crew must:

Immediately perform an automatic go-around (thrust levers set to TOGA),

OR

Immediately disconnect AP and set both FDs to OFF. If external visual references are sufficient, the approach may be continued manually.

Note:
If the flight crew does not immediately react, the angle-of-attack will increase and may reach the stall value,
In CONF FULL, the auto-trim function is inhibited. In manual flight, a significant longitudinal sidestick input may be required.

During go-around:
If SRS and GA TRK modes remain engaged and other guidance modes cannot be selected or engaged as expected:

Note: At the thrust reduction altitude, LVR CLB will not be displayed on the FMA, ALT* and ALT will not engage at the FCU altitude.

Disconnect APs.

Set both FDs to OFF then ON. FDs revert to basic modes (HDG - V/S).
Re-engage guidance modes as appropriate.

For the approach that follows the go-around:
Do not arm the G/S mode.
Flight crews must report, in the technical logbook, any of the consequences of an erroneous RA height listed in the OEB N°38.

Question 3

Erroneous Alternate Fuel Predictions Upon Modification of a Company Route in the Alternate Flight Plan

Answer 3

This OEB PROC N°41 is issued to provide flight crews with the following recommendations:
This procedure only applies when a CO RTE is used for ALTN F-PLN. In the case of ALTN fuel predictions erroneously set to zero further to a modification of this ALTN F-PLN:
ENTER manually a waypoint in the en-route F-PLN (neither in the departure, nor in the arrival), to start a new computation of ALTN fuel predictions
Maintain or delete the entered waypoint at convenience
Check the ALTN fuel predictions are correct

Question 4

OEB46: No Engagement of Guidance Mode

Answer 4

This bulletin is issued to remind operators of the possible consequences of an erroneous Radio Altimeter (RA) height indication. As listed in the OEB 46, if a RA transmits an erroneous height indication, this may have effects on the auto flight system depending on the flight phase.
This OEB PROC is issued to provide flight crews with the following recommendations:
During go-around
If SRS and GA TRK modes remain engaged and other guidance modes cannot be selected or engaged as expected:
Note:
At the thrust reduction altitude, LVR CLB will not be displayed on the FMA,
ALT* and ALT will not engage at the FCU altitude.
Disconnect APs.
Set both FDs to OFF then ON. FDs revert to basic modes (HDG - V/S).
Re-engage guidance modes as appropriate.
For the approach that follows the go-around:
Do not arm the G/S mode.