All Engines Fail

INTRODUCTION
The all engines failure is the situation where the aircraft entirely or partially loses engine thrust and is no
longer able to maintain level flight. The all engines failure can be identified by the Flight Warning Computer
(FWC) or by the flight crew:

1. In most cases, the FWC detects an all engines failure condition and displays the ENG ALL
ENGINES FAILURE ECAM alert
2. In some cases, the FWC does not detect the all engines failure condition. In the case of partial loss of
thrust (no engine flame out) on one or more engines, the residual N2 may remain slightly above the
ENG 1(2) FAIL alert threshold.

Even if the ENG ALL ENGINES FAILURE alert is not triggered, the flight crew must rapidly decide to apply
either the ALL ENG FAIL QRH procedure, or the EMER LANDING QRH procedure, If there is sufficient time to
attempt an engine relight, apply the ALL ENG FAIL QRH procedure.

However, if there is not sufficient time to attempt an engine relight, apply the EMER LANDING QRH
procedure. For more information, Refer to PR-AEP-MISC EMER LANDING.

TECHNICAL BACKGROUND
An all engines failure situation mainly results in an emergency electrical configuration (Refer to PR-AEP-ELEC
Introduction to Emergency Electrical Configuration), and the loss of green and yellow hydraulic systems.

ELECTRICAL CONFIGURATION
In the case of an all engines failure:
‐ All the AC bus bars are temporarily lost.
‐ The RAT automatically deploys to supply the emergency generator (EMER GEN or CSM/G).
The EMER GEN supplies both the AC ESS and the DC ESS bus bars.
The AC ESS SHED bus bar and DC ESS SHED bus bar are:
‐ Supplied by the CSM/G
‐ Shed, when the aircraft is supplied only by batteries.
The emergency generator can supply all the electrical loads that are necessary for the remainder of the flight.
The EMER GEN, once connected to the network, remains connected even if all the main generators are
recovered (following engines relight), or if the APU generator is connected below FL 250. The normal
electrical configuration is only partly recovered.

APU START
If fuel remains, attempt an APU start in order to recover pressurization, additional electrical power and bleed
for starter-assisted engine relight. Each APU start attempt reduces flight time on batteries by about 3 and a
half minutes. Total flight time on batteries is more than 30 min.

HYDRAULIC GENERATION
The green and yellow hydraulic systems are lost. The RAT automatically deploys to pressurize the blue
hydraulic system.
When the hydraulic power is lost, the right aileron is lost and goes to its zero-hinge moment position. This
causes aircraft to roll, use the rudder trim to compensate for this up floating aileron. When the APU
generator is connected, the control of the right aileron is restored due to the recovery of ELAC 2.
As hydraulic power is only available from the RAT, the PF should avoid large and rapid deflections.

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12-Sep-18
Following an all engines failure, the cockpit indications change significantly, because the generators
disconnect from the AC and DC bus bars:
‐ AP, FD, and A/THR are lost
‐ Aircraft operates in alternate law
‐ F/O PFD and F/O ND are lost.
When the flight crew detects an all engines failure condition, they must apply the golden rule #1 (Fly,
Navigate, Communicate: In this order and with the appropriate task-sharing). CM1 is PF since only PFD1 is
available.

After the PF establishes a safe flight path, the PM should perform the ECAM actions. The EWD remains
available. The PM can display the SD pages on EWD by pressing and holding the associated system page
pushbutton on the ECP.

The ENG ALL ENGINES FAILURE alert provides the first key steps of the procedure and then directs the
flight crew to the ALL ENG FAIL QRH procedure.

Due to the advantages of the Windmill relight (available for a large altitude range, simultaneous relight
attempts on all engines, relight attempts not dependent on the technical condition of the aircraft systems)
compared to the starter-assisted relight (using the APU bleed), the ALL ENG FAIL QRH procedure promotes
the Windmill relight in the whole flight domain.

As a result, the optimum speed for Windmill engine relight is displayed on the ECAM when the ENG ALL
ENGINES FAILURE alert triggers. This optimum relight speed depends on the engine type and enables an
immediate Windmill relight without an excessive aircraft descent rate within the whole Windmill relight
envelope.

Depending on the circumstances, in order to reach the optimum relight speed, increase the speed during
descent. However, keep in mind that, in alternate law, the over-speed protection is lost and that the aircraft
speed and Mach upper limits are reduced.

If the all engines failure is subsequent to a flight through volcanic ashes, the situation may be associated to
unreliable speed indications. Therefore, the QRH procedure includes complementary information compared
to the ECAM and provides the pitch attitude that the PF must maintain to target the optimum relight speed
280Kts.

The flight crew must set the thrust levers to the Idle detent in order to avoid any thrust power surge when
the engine relights.

The gliding distance displayed on the ECAM enables to roughly estimate the aircraft range
as a function of the aircraft altitude at the optimum relight speed without wind. As a result, the flight crew
should be able to rapidly assess the situation and determine their landing strategy
if the engines do not relight. However, this gliding distance figure is an envelope value. As a result, depending
on actual parameters, the actual gliding distance may differ.

After the range assessment, the PF should then initiate the diversion to an accessible runway or determine
the most appropriate area for a forced landing or ditching. When time permits, transmit an emergency
message to ATC using VHF1. Assistance may be available from ATC (e.g. position of other aircraft, safe
direction, closest airport, etc...).

Different causes may lead to a thrust loss so that altitude cannot be maintained. However, fuel starvation is
one of the most probable causes. As a result, the ALL ENG FAIL QRH procedure requests the flight crew to
check the on-board fuel quantity in order to ensure that the aircraft is not experiencing a fuel starvation issue
that will prevent engine relight. Then, depending on the flight crew assessment of the situation, they must
determine whether engines relights can be attempted, or not. The ALL ENG FAIL QRH procedure addresses all
situations and provides all necessary procedure steps until the touchdown if the engines do not relight. As a
consequence, the QRH procedure includes the ditching or the forced landing procedures adapted to the all
engines failure situation.

IF ENGINE RELIGHT CAN BE ATTEMPTED

The ALL ENG FAIL QRH procedure provides all necessary information and conditions (e.g. Windmill ceiling) to
perform successful engine relights. If the first relight attempt is not successful, the repeat windmill relight
attempts until successful.

Below FL 200, the APU bleed air, if available, can be used for starter-assisted engine relights. If the APU bleed
is used, reduce speed below the optimum windmill speed to enable the FADEC to perform a starter-assisted
engine relight. Green dot speed is recommended to minimize the aircraft descent rate. Green dot for all
engines inoperative is displayed on the left PFD. However, the ALL ENG FAIL QRH procedure includes a table
of green dot speed with all engines inoperative as a function of the aircraft weight and altitude.

If the APU bleed is used, the flight crew can attempt a relight on only one engine at a time. Regardless of the
relight procedure (Windmill, or using the APU bleed), engine master levers must be set to OFF for 30 s in
order to ventilate the engine between two relight attempts.

Depending on the engine state and environmental conditions, the engine relight may take
time. As long as the engine parameters continuously increase and reach idle values without exceeding limits,
the flight crew should not abort the relight attempt.

IF ENGINE RELIGHT CANNOT BE ATTEMPTED

If the flight crew considers that they cannot attempt engines relights (e.g. engine damage, fuel starvation),
they should apply directly the applicable section of the ALL ENG FAIL QRH procedure. This section requires
flying at green dot speed, that is the best lift-to-drag ratio speed in order to maximize the remaining time for
cabin preparation and distance flown. This

section of the ALL ENG FAIL QRH procedure provides a table of green dot speed with all engines inoperative
as a function of the aircraft weight and altitude. If fuel remains, the flight crew should start the APU below FL
250 to improve electrical power supply and recover CM2 display units. The flight crew should also use APU
bleed below FL 200 to recover the cabin pressurization.

APPROACH AND LANDING

When conditions permit, the flight crew should continue engine relights attempts using the APU bleed.
If no engine relights and depending on the situation, the flight crew should prepare the aircraft either for a
ditching, or for a forced landing, even if a runway can be reached. Ditching and forced landing procedures are
very similar, except for the landing gear that must be up for a ditching. The flight crew should pay attention
to the time to manage the QRH procedure. An efficient procedure application is important to fully configure
the aircraft for the ditching or the forced landing. Some items at the end of the procedure are time
consuming (e.g. slats extension).
The flight crew must notify the cabin crew of a forced landing or ditching, in order to prepare the cabin. For
approach, only slats are available.

FORCED LANDING
If the flight crew expects a forced landing, they must extend the landing gear to absorb some energy at
touchdown, even if the landing is planned out of a runway. The landing gear must be extended by gravity.
Since the trajectory is significantly modified when the aircraft is configured for landing (due to slat/flap and
landing gear extension), the descent slope is provided at the beginning of the “Forced landing” section of the
procedure to help flight crew anticipate this modification.
For the PF, during the initial and final approach, the main concern is the aircraft energy management.
The PF should maintain aircraft path higher than in a normal approach because there is no engine to manage
energy.
If the aircraft is too high to reach the landing area, PF may use the remaining speed brakes to generate drag
and increase the descent rate, if needed.
When the flight crew selects a runway, they may perform a visual approach, if possible.
When on ground, the flight crew can use the brake pedals. The brake accumulator provides the hydraulic
power to the brakes, but the number of brake applications is limited. As the A-SKID is not available, the brake
pressure should be limited to 1 000 PSI. As the nose wheel steering is lost, the PF must use the rudder at high
speed in order to maintain the runway axis, if applicable. At lower speeds, the PF may use differential braking
to maintain the selected axis but avoid brake release for accumulator endurance purpose.

DITCHING
Just before ditching, the flight crew must set the DITCHING pb to ON in order to close all valves under the
aircraft.
Then, the flight crew must touchdown with a minimum aircraft vertical speed. The flight crew should
maintain the optimum pitch flare until the impact on the water, and should keep the wings level.

RELIGHT OF ONE ENGINE

When at least one engine relights, the ENG ALL ENGINES FAILURE alert disappears and the ENG 1(2) FAIL
alert is triggered on the E/WD for the remaining engines.
The ENG 1(2) FAIL procedure requests to consider the application of the abnormal ENG RELIGHT In Flight
QRH procedure.
The ENG RELIGHT In Flight QRH procedure enables to attempt either a windmilling start, or a starter assisted
engine relight with the bleed of the other engine.
The flight crew can decide at any time to stop the ENG RELIGHT In Flight QRH procedure, if the situation
requires (e.g. remaining time and distance to fly), and to continue with other ECAM alerts or QRH
procedures, if any.
When at least one engine is recovered, AC 1, DC 1, AC 2 and DC 2 are recovered and normal electrical
configuration is restored except, that AC ESS BUS bar and DC ESS BUS bars remain supplied by the emergency
generator.
When at least one engine is recovered, green, yellow and blue hydraulic systems are restored:
‐ Green and yellow systems due to the engine and associated EDP recovery, and the other
hydraulic system by means of the PTU operation
‐ Blue hydraulic system is recovered as the electrical supply of the blue electric pump is restored.
FCOM ENG-PRO-ABN: ALL ENGINES FAIL
QRH-ALL ENGINE FAIL