HANDLING

ENGINE
MALFUNCTIONS
Adapted for 777

FOPPGC
Cathay Pacific Airways
15th June 2012
Cathay Pacific Airways
FOPPGC
 Handling Engine Malfunctions
INTRODUCTION

The failure rate of aircraft engines has reached an all-time low. This means that many flight crews
will never face an engine failure during their career, other than those in the flight simulator.
However, simulators are not fully representative of engine failures because accelerations (e.g. due
to a failed engine), noise (e.g. caused by an engine stall), or vibrations (e.g. in the event of a blade
rupture) are difficult to simulate.
Consequently, flight crews are not always able to identify and understand engine malfunctions.
Incorrect crew understanding of engine malfunctions can lead to unnecessary engine shutdowns,
but also to incidents and accidents.
The objective of this briefing is to:
 Provide basic guidelines to identify engine malfunctions
 Give typical operational recommendations in case of engine malfunctions.
Despite the significant improvement in engine reliability, the number of accidents (per aircraft
departure) due to incorrect crew response following an engine malfunction has remained constant
for many years. This prompted a study with all major industry actors involved (aircraft and engine
manufacturers, authorities, accident investigation agencies, pilot organizations).
Among the results were:
 The vast majority of engine malfunctions are identified and handled correctly. However,
some malfunctions are harder to identify
 Most crews have little or no experience of real (i.e. not simulated) engine malfunctions
 Simulators are not fully representative of all malfunctions
 Training does not sufficiently address the characteristics of engine malfunctions.

The following incorrect crew actions, caused by engine malfunctions, have been observed:
 Loss of control (trajectory not adapted to the engine failure)
 Rejected takeoff above V1
 Shutdown of the wrong engine
 Unnecessary engine shutdown
 Application of the wrong procedure/ deviation from the published procedure.

ENGINE PARAMETERS
PRIMARY ENGINE PARAMETERS
The primary engine parameters are permanently displayed on the Engine Indication and Crew
Alerting System (EICAS). These parameters are:
 EPR (Engine Pressure Ratio) and/or N1 (Fan speed) as applicable.

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 EPR and N1 are both representative of the engine thrust. Consequently, depending on
type, either EPR or N1 is used as the primary thrust parameter (when EPR is the primary
thrust parameter, N1 is used as a backup).
Note:
A low EPR (or N1) can be the sign of an engine flameout.
Rapidly fluctuating EPR (or N1) can be the sign of an engine stall.

 EGT: Exhaust Gas Temperature.

A high EGT can be the sign of:

- An ageing stall
- An engine stall
- A tailpipe fire
- An engine failure.

SECONDARY ENGINE PARAMETERS

N2, N3 (RR), fuel flow, oil pressure, oil temperature, oil quantity, and engine vibration are
secondary engine indications. Secondary engine indications are displayed on the selected MFD.
Secondary engine indications are displayed automatically when a secondary parameter is
exceeded or engine N3 (RR) or N2 (GE) RPM is below idle in flight.
 N2 (and N3 for RR engines): High Pressure Compressor rotor speed
The N2 (or N3 for RR engines) is used to monitor the engine start/relight sequence.
Rapidly fluctuating N2 (or N3) can also be the sign of an engine stall.
 Oil Pressure, Oil Temperature, Oil Quantity
On the GE engine oil pressure and oil temperature are measured prior to entering the
engine, on the RR engine oil pressure is also measured prior to entering the engine core,
however oil temperature is measured after leaving the engine core. They have operating
limits indicated by red lines.

There is no minimum oil quantity limit (no amber or red line limit); however, a low oil
quantity causes automatic display of the secondary engine display and reverses the display
indication to show black numbers on a white background.
 Fuel Flow
High fuel flow may indicate a significant leak between the fuel control and fuel nozzles,
particularly if rotor speeds or EPR appear normal or low.
 Vibration
GE engine vibration is measured on the N1 (LP) rotor and N2 (HP) rotor. The RR engine
measures all three N1, N2 (IP) and N3 (HP) rotors. Vibration is displayed in non-
dimensional units, and is used for condition monitoring, identification of the affected
engine after foreign object ingestion, and detection of fan unbalance due to icing. The
level of vibration will change with engine speed. If the vibration source BB (broad band
vibration) is displayed, the source is unknown and average vibration is displayed.

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 Figure 2
Main Engine Parameters (Rolls-Royce Engine Example)

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IDENTIFYING ENGINE MALFUNCTIONS
Most engine malfunctions can be easily identified, thanks to dedicated warnings/cautions or
indications. However, some malfunctions are harder to identify, and require some flight crew
knowledge, in order to properly understand and handle them.
ENGINE FIRE/OVERHEAT

An engine fire is easy to identify, and is also sometimes referred to as an “external fire”, or
“nacelle fire” because it occurs inside the engine nacelle, but out of the engine core and gas path.
An engine fire can occur at any time, both on ground and in flight.
It is usually due to inflammable fluid coming into contact with very hot engine parts, such as the
compressor, turbine or the combustion chamber casings. This can be caused by:
 Leaks
 The rupture of a pipe (e.g. caused by the rupture of a rotating part of the engine)
 A damage affecting the accessory gearbox
 The rupture of the combustion chamber that can lead to a torch flame.
When the inflammable fluid comes into contact with the hot engine parts, the fire will auto-ignite.
These inflammable fluids are:
 Fuel (auto inflammation at 230°C)
 Oil (auto inflammation at 260°C)
 Hydraulic Fluid (auto inflammation at 450°C).
Engine fire detection is based on temperature sensors (loops) located in sensitive areas around the
engine and in the pylon. On the B777 each detector loop provides both fire (Warning) and
overheat (Caution) detection. This location differs for each engine type, based on the engine’s
characteristics (Figure 3).

Figure 3
Typical Fire Detection Sensors (Loops) Location

The fire detection sensors are on two parallel fire detection loops.
When an engine fire is detected, a warning triggers. The FIRE ENG procedure will:
 Shut down the engine
 Isolate the engine with the ENG FIRE SWITCH (Shuts off fuel, hydraulic fluid, bleed
air, trips engine generators and arms the fire extinguishing system)
 Discharge the fire extinguisher.
It is important to know that, given a fire in the nacelle, there is adequate time to make the first
priority "fly the airplane" before attending to the fire. It has been shown that, even in incidents of
fire indication immediately after takeoff, there is adequate time to continue climb to a safe
altitude before attending to the engine. There may be economic damage to the nacelle, but the
first priority of the flight crew should be to ensure the airplane continues safe flight. This also

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includes flight near maximum altitude, where the crews immediate priority may be to initiate a
descent.
On March 11, 2005, American Airlines flight 908, a Boeing B777, N790AN, experienced a right
engine fire and aborted the takeoff at about 110 knots at Ezeiza International Airport (EZE),
Buenos Aires, Argentina. The 14 crew and 195 passengers performed an emergency evacuation.

ENGINE TAILPIPE FIRE

Contrary to the engine fire, the engine tailpipe fire is harder to identify, and is sometimes
confused with an engine fire. It is also referred to as an “internal fire” (i.e. located in the gas path).
A tailpipe fire will only occur on ground, during engine start or engine shutdown.
It is due to an excess of fuel in the combustion chamber, the turbine or the exhaust nozzle, that
ignites. It can result in a highly visible flame coming from the exhaust, or in smoke coming out of
the engine (exhaust or inlet).

Figure 4
Engine Tailpipe Fire

While the tailpipe fire can be very spectacular, it usually has very little impact on the engine.
Indeed, it occurs in a part of the engine that is designed for very high temperatures (1000 to
1200°C). However, it can have an impact on the aircraft itself (e.g. damage to the flaps).
A tailpipe fire will NOT result in an engine fire warning on the flight deck. The only indication
may be a rising EGT, due to the fire in the turbine. Therefore, tailpipe fires are more often visually
detected by cabin crew, ground crew or ATC. Because cabin crew, ground crew or ATC usually
do not know the difference between an engine fire and a tailpipe fire, they usually report an
engine fire to the flight crew. If notified of an engine fire without any indications in the cockpit,
the flight crew should accomplish the FIRE ENG TAILPIPE procedure.
The FIRE ENG TAILPIPE NNC will:
 Shut down the engine in order to stop the
fuel flow
 Dry crank the engine to remove the
remaining fuel.

Do not use the ENG FIRE SWITCH because:

 Pulling the ENG FIRE switch will cut air
supply and prevent the dry crank sequence,
which is the only effective action against a
tailpipe fire.

Do not discharge the ENG FIRE extinguishers

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because:
 The fire agents will be discharged outside the engine core, in a part of the engine that is
not affected by the tailpipe fire (Figure 5). Discharging the fire agent will have no
negative impact on the engine, but may lead to delays or cancellation, if no spare fire
extinguisher bottles are available.
The engine tailpipe fire procedure should be sufficient to stop the fire. The intervention of fire
services should therefore be a last resort (or if no bleed is available to dry crank the engine),
because the ground fire extinguishing agent can cause serious corrosive damage. Following
the use of ground fire extinguishers, maintenance action is needed.
In-service events show that engine tailpipe fire may lead to a precautionary, but
unwarranted, emergency evacuation.

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ENGINE LIMIT/SURGE/STALL

ENGINE LIMIT

EGT EXCEEDANCE
The EGT redline is the only redline that can be exceeded occasionally without any damage to the
engine.
Due to the thermal inertia of the engine, the EGT reaches a peak at t he end of the
takeoff roll, close to rotation or just after lift-off. The difference between the maximum
permissible EGT (red-line) and the peak EGT during takeoff (with TOGA thrust) is called the EGT
margin. This EGT margin should be monitored by a dedicated engine monitoring program.
As the engine ages, due to normal engine wear, the EGT margin will get smaller (Figure 6).
Indeed, due to a loss of efficiency, the engine will burn more fuel, which will lead to a higher EGT.
Consequently, the EGT margin is used as a parameter to monitor the engine's health.

Figure 6
Evolution of the EGT with OAT and Engine Wear

Environmental conditions also have an impact on EGT.

The engine may exceed the EGT redline without any failure and will continue to deliver thrust.
Consequently, if the flight crew notices an EGT exceedance during the takeoff roll, the flight crew
continues the takeoff and establishes the aircraft on the initial climb path, before applying the ENG
LIM/SURGE/STALL procedure.

Note:
EGT exceedances must be annotated in the Aircraft Maintenance Logbook.
If EGT suddenly increases when setting takeoff thrust, it is most likely the symptom of a severe
engine failure.

N1, N2, N3 EXCEEDANCE

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N1, N2, N3 exceedances correspond to a malfunction of the engine.
The ENG LIM/SURGE/STALL procedure will reduce thrust (RETARD) to below limits, or will
shutdown the engine if it is not possible to return below the limits.

ENGINE VIBRATION
Engine vibration may be caused by:

 An unbalanced engine rotor

 Birdstrike or FOD causing blade deformation (Figure 7)
 Compressor blade loss
 Icing conditions (ice may build up on the fan spinner and
blades).
F
F
Figure
7
Fan damage after a birdstrike

The B777 airborne vibration monitoring system is primarily intended for engine condition
monitoring, but it is also a useful tool for isolating and determining corrective action for engine
anomalies. There is no certified vibration limit, but when a high vibration level is reached, the
secondary engine parameters are automatically displayed.
Since there are no operating limitations for the airborne vibration monitoring system, there are no
specific flight crew actions (or procedures) based solely on vibration indication. High N1 vibration
indication would most likely be accompanied by tactile vibration. This is not the case with high N2
or N3 vibration indication. N1, N2, and N3 high vibrations may be accompanied by anomalies in
other engine parameters and will usually respond to thrust lever adjustment. (Source: FCOM 1)
As a general rule:
 Crosscheck the affected engine parameters (N1, N2, EGT, Oil press...) with the other
engine(s)
 Reduce the thrust level of the affected engine below any of the above advisory
levels if flight conditions permit (as per ENG LIMIT/SURGE /STALL NNC).
A sudden increase of the vibration level indicates a possible deterioration of the engine.
Vibrations alone should not lead to an in-flight shutdown.

ENGINE SURGE/STALL
An engine stall (also called engine surge) is in fact a compressor surge that can be caused by:
 An engine deterioration (e.g. compressor blade rupture, or high wear)
 Ingestions of foreign objects (e.g. bird ingestion) or ice
 An engine bleed system malfunction
 A malfunction of the engine controls: Fuel scheduling or surge protection devices.
In a jet engine, air compression is achieved aerodynamically, as the air passes through the stages
of the compressor. If the air flowing over a compressor blade stalls, the airflow is
disrupted, and the compressor can no longer compress the incoming air. The high-pressure
condition existing behind the stalled area may create a flow reversal towards the compressor air
inlet, resulting in an immediate and large thrust loss.
During takeoff and high power settings, the engine stall is characterized by:
 One or more loud bangs
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  Instant loss of thrust, resulting in a yaw
 Engine parameter (EPR/N1, N2, N3) fluctuations and EGT increase
 Visible flames from the inlet and/or from the tailpipe.

(Source: FAA video Turbofan Engine Malfunction Recognition and Response)

Figure 8

ENGINE STALL AT TAKEOFF

Flight crew who have experienced an engine stall on takeoff report that the bang is louder than
any other noise they have previously heard in the cockpit. It is often compared to a shotgun
being fired a few meters away.
Because of the noise and yaw movement of an engine stall, flight crew can incorrectly identify
the occurrence as a tire burst, or as a bomb. In-service events show that a misinterpretation of an
engine stall may result in rejecting the takeoff above V1, causing a runway overrun.

At low power (e.g. at thrust reduction at top of descent), the engine stall is characterized
by:
 One or more muffled bangs
 Engine vibrations
 Engine parameter fluctuations and increased EGT.
An engine stall can result in an EGT over limit condition because the airflow downstream of the
combustion chamber is not sufficient to ensure the cooling of the turbine.
Engine stalls are harder to detect at low power.
The engine stall can be:
 Recoverable without crew action
 Recoverable with crew action (or EEC action)
 Not recoverable.

RECOVERABLE STALL WITHOUT CREW ACTION

One or more loud bangs can be heard; the parameters fluctuate but quickly return to normal.
In most occurrences, the parameters are back to normal when the flight crew checks the engine
parameters. Consequently, it is hard to determine which engine has stalled.
Engine operation can be checked by smoothly moving the thrust levers, one at a time, to check the
related engine response and stall-free operation.

Flight crew should report the occurrence for immediate maintenance action.

RECOVERABLE STALL WITH CREW ACTION (OR EEC ACTION)

Parameter fluctuations and bangs continue as long as the flight crew do not ‘retard’ the
thrust as per the ENG LIM/SURGE/STALL procedure, or the stall disappears through EEC
action (the EEC will change scheduling of fuel and ‘unload’ compressor internal pressure).

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If the stall disappears at thrust reduction and the engine parameters are normal, the flight
crew can advance the thrust levers slowly, as long as the stall does not reoccur.
If the stall reoccurs, keep the engine thrust below the stall threshold.
Flight crew should report the occurrence for immediate maintenance action.

NON RECOVERABLE STALL

One or two bangs are heard and the engine will decelerate to zero power, as if the fuel had been
cut-off.
Bring the affected engine thrust levers to idle and shutdown the engine.
A non-recoverable stall can be accompanied by severe engine damage, if it is not identified
and corrected by the flight crew, and may lead to an engine failure.
The actual cause of a compressor surge is often complex and may or may not result from severe
engine damage. Rarely does a single compressor surge CAUSE severe engine damage, but
sustained surging will eventually over-heat the turbine, as too much fuel is being provided for the
volume of air that is reaching the combustor. Compressor blades may also be damaged and fail as
a result of repeated violent surges; this will rapidly result in an engine that cannot run at any
power setting.
EK B777-300 (TRENT) – Departing MEL suffered repeated surges or compressor stalls. The CVR recorded a
loud bang 0.8 sec before V1 and 57 more bangs before the engine was shutdown. Investigators found
debris on the runway and later concluded that erosion of HP Compressor casing liners reduced compressor
efficiency. Proper clearance between the casing and HP compressor blades is critical for engine-airflow
control at takeoff thrust settings.

LOSS OF ENGINE THRUST CONTROL

All turbo fan engines are susceptible to this malfunction whether engine control is hydro-
mechanical, hydro-mechanical with supervisory electronics or in the case of the B777, Electronic
Engine Control (EEC) function. Engine response to a loss of control varies from engine to engine.
Malfunctions have occurred in-flight and on the ground. The major challenge the flight crew faces
when responding to this malfunction is recognizing the condition and determining which engine
has malfunctioned. This condition can occur during any phase of flight.
Failure of engine or fuel control system components or loss of thrust lever position feedback has
caused loss of engine thrust control. Control loss may not be immediately evident since many
engines fail to some fixed RPM or thrust lever condition. This fixed RPM or thrust lever condition
may be very near the commanded thrust level and therefore difficult to recognize until the flight
crew attempts to change thrust with the thrust lever.
Other engine responses include: shutdown, operation at low RPM, or thrust at the last valid thrust
lever setting (in the case of a thrust lever feedback fault) depending on altitude or air/ground
logic.
In all cases, the affected engine does not respond to thrust lever movement.
The Engine Limit/Surge/Stall NNC is written to include this malfunction. Since recognition may be
difficult, if a loss of engine control is suspected, the flight crew should continue the take-off or
remain airborne until the Engine Limit/Surge/Stall NNC can be accomplished. This helps with
directional control and may preclude an inadvertent shutdown of the wrong engine.
In some conditions such as during low speed ground operations, immediate engine shutdown may
be necessary to maintain directional control. (Source: B777 FCTM)
CONTINUED FLIGHT FOLLOWING ENGINE SURGE OR STALL
In the event of an unexplained momentary Engine Surge/Stall (where the engine fully recovers)
during takeoff or climb on an ETOPS sector, the decision to continue the flight should be made in
conjunction with IOC. The preferred option may be to return to the departing port. The rational
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being that an engine that has had an unexplained momentary stall, although fully recovered will
alter the ETOPS risks significantly.
Note: The root cause of the event can only be determined after trouble shooting or a Boroscope
carried out on the engine once on ground.

ENGINE SEVERE DAMAGE

Severe engine damage may be difficult to define. It is important for flight crews to know that
severe engine damage may be accompanied by symptoms such as fire warning or overheat (from
leaked hot air) or engine surge because the compressor stages that hold back the pressure may
not be intact or in working order due to the engine damage.

In this case, the symptoms of severe engine damage will be the same as a surge without recovery.
There will be a loud noise. EPR will drop quickly; N1, N2, N3 and fuel flow will drop. EGT may rise
momentarily. There will be a loss of power to the airplane as a result of the severe engine damage.

It is not important to initially distinguish between a non-recoverable surge with or without severe
engine damage, or between a fire and a fire warning with severe engine damage. The priority of
the flight crew still remains "fly the airplane." Once the airplane is stabilized, the flight crew can
diagnose the situation.

ENGINE SEIZURE
Engine seizure describes a situation where the engine rotors stop turning in flight, perhaps very
suddenly. The static and rotating parts lock up against each other, bringing the rotor to a halt. In
practice, this is only likely to occur at low rotor RPM after an engine shutdown, and virtually never
occurs for the fan of a large engine – the fan has too much inertia, and the rotor is being pushed
around by ram air too forcefully to be stopped by the static structure.
The HP (N3 RR and N2 GE) rotor is more likely to seize after an in-flight shutdown if the nature of
the engine malfunction is mechanical damage within the HP system. Should the LP (N1) rotor
seize, there will be some perceptible drag for which the flight crew must compensate; however, if

12
the HP rotor seizes, there will be negligible effect upon airplane handling.

Only very severe engine damage will cause a seizure, to the point where the vanes and blades of
the compressor and turbine are mostly destroyed. This is not an instantaneous process – there is a
great deal of inertia in the turning rotor compared to the energy needed to break interlocking
rotating and static components.

Once the airplane has landed, and the rotor is no longer being driven by ram air, seizure is
frequently observed after severe damage.

Symptoms of engine seizure in flight may include vibration, zero rotor speed, mild airplane yaw,
and possibly unusual noises (in the event of fan seizure). There may be an increased fuel flow in
the remaining engine due to aircraft automatic compensations; no special action is needed other
than that which is appropriate to the severe engine damage type failure.

ENGINE SEPARATION
Engine separation is an extremely rare event. It will be accompanied by loss of all primary and
secondary parameters for the affected engine, noises, and airplane yaw (especially at high power
settings). Separation is most likely to occur during take-off/climb-out or the landing roll. Airplane
handling may be affected. It is important to use the ENGINE FIRE SWITCH to close the fuel spar
valve and prevent a massive overboard fuel leak.
BA B777 - As thrust was advanced for takeoff, the flight crew heard a noise and felt a vibration
from the left side of the airplane. As the airplane rotated, the crew received a cockpit warning of
LH Eng Vibration - Level 5. During the climb, the crew observed smoke and haze in the cockpit and
the cabin crew advised that the cabin was filling with smoke. The flight crew declared an
emergency and made an immediate landing and emergency evacuation. The investigation revealed
that an HP turbine blade in the left engine had failed due to a fatigue crack and the resulting
damage caused excessive vibration in the engine. As the engine continued to vibrate, an oil seal
failed allowing oil to contaminate the bleed air and create smoke in the cockpit and cabin.

Discussion: Which Checklist should I action?

In the case of an ENG FAIL L,R EICAS but with an absence of airframe vibrations, the engine is to be
considered “Failed” (engine speed below idle) and no memory items are applicable. Also, if an
engine has failed and suffered damage or a limitation exceedance as a result of the failure – only
the Engine Failure Checklist is applicable.

Example of typical simulator malfunction:

Scenario: Shortly after take-off, there is a loud “bang” accompanied by a possible engine
exceedence (overtemp) and one rotor shows zero RPM. There is noticeable yaw and the TAC fails.
The observations are that the engine is damaged (N2 is Zero and hence no longer running).

Normally the analysis begins after:

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  the flight path is under control
 the A/P engaged and
 a safe altitude (typically) 400 feet is achieved

Discussion on how this failure classified

Engine Severe Damage/Separation?

Q : Is there airframe vibration with abnormal engine

indications?
Q : Or has the engine separated?

A locked rotor (zero rotation) does not qualify as part of the condition statement for Eng Svr
Damage.

Subjectively, the engine has probably suffered severe internal damage to various parts, however in
any event, it’s no longer running and causing airframe vibrations so the Eng Severe
Damage/Separation checklist is not required or applicable.

The “Airframe vibrations with abnormal engine indications” refers to the “Engine Severe Damage”
section of the checklist title. Essentially if the “(severely) damaged” engine is generating airframe
vibrations AND unusual engine displays – it needs to be shut down (and secured), hence the
application of memory items above 400 ft. In most cases, airframe vibrations imply the engine is
still running.

However, if there are no airframe vibrations – as in this case (whether or not the engine is below
idle) or no abnormal engine displays, then the Eng Severe Damage/Separation checklist is not
applicable and no memory items are required. The engine is damaged but not severely!

Engine Limit/Surge/Stall?

Q: Engine Indications abnormal?

Q: Quickly nearing or show an exceedence?
Q: Are there any abnormal engine noises, possibly
with airframe vibrations?
Q: No response to thrust lever movement?
Q: Flames in engine inlet or exhaust?

In this case not anymore. You could perhaps interpret the Zero N2 as “unusual”. But basically –
No the momentary event is “historical”.

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The issue of N2 zero being “unusual” and the engine had suffered an EGT exceedance during the
same failure. The engine (N1) maybe still windmilling (except the N2 at Zero) and EGT is low and
possibly decreasing– but shows a previous exceedance. The crew could act on the limit
exceedance (it be assumed that an historical exceedance meets the condition of “Engine
indications are quickly nearing or show an exceedance?”) and run the memory items of this
checklist. The checklist reduces thrust back to idle. It does not shut off the fuel (Fuel Control
Switch) or pull the engine fire switch. So this checklist serves little purpose.

Engine Fail L, R?

Q : Is the engine speed below idle?

Yes, it is. In fact for almost all ‘simulated’ failures, by the time you get to 400 ft, engine speed is
below idle.

In this event the crew should leave the failure to be dealt with by the annunciated Engine Fail
checklist, once the aircraft is clean, at a safe altitude and conditions permit.

ENGINE FLAMEOUT

The combustion process has stopped. This can be due to many reasons such as:
 Fuel starvation
 Volcanic ash encounter
 Heavy rain/hail/icing
 Engine stall
 Control system malfunction
Flying at high speed and low engine thrust through heavy rain or hail increases the risk of
flameout.
The B777 has no manual continuous ignition selection.
Engine flameout protection is provided for an auto–relight and rain/hail ingestion. The auto–
relight function is activated whenever an engine is at or below idle with the FUEL CONTROL switch
in RUN.
When the EEC detects an engine flameout, the both engine ignitors are activated. If the engine
does not recover and continues to run down below 35% N3, the EEC shuts off fuel and ignition and
disables the auto–relight function.
The EEC also provides protection against flameout during periods of excessive rain/hail ingestion.
When a flameout is detected (drop in compressor discharge temp), the EEC energizes both
ignitors. (Source: FCOM 1)
The EICAS caution message ENG FAIL (L or R) is displayed if an engine unexpectedly decelerates to
less than idle speed.

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An engine flameout is also detected by:
 A rapid decrease in EGT, N2 (N3 on RR engines), Fuel Flow, and N1

OIL LOW PRESSURE/OIL LOW LEVEL/HIGH OIL TEMP

In service experience shows that some rejected takeoffs and in-flight shutdowns have been
commanded because of a low oil level. However, a low oil level alone is not a symptom of
an engine malfunction.
On the B777 there is no minimum oil quantity limit (no amber or red line limit); however, a low oil
quantity causes automatic display of the secondary engine display and reverses the display
indication to show black numbers on a white background.
There are no operating limitations for the engine oil quantity; therefore, there are no flight crew
procedures based solely on a response to low oil quantity.
On the other hand, a low oil pressure or high oil temperature is the sign of an imminent
engine failure. Therefore, the ENG OIL PRESS or ENG OIL TEMP NNC must be actioned.

OPERATIONAL RECOMMENDATIONS
This section provides flight crews with an overall awareness and understanding of the main
strategies to adopt in the case of an engine malfunction:
 Stabilize the aircraft trajectory
 Positively identify the affected engine, and the malfunction
 Apply the published procedure.
It also provides guidelines on the prevention of unnecessary in-flight shutdowns, while confirming
the flight crew's authority to take a precautionary decision/action, depending on prevailing
conditions.

FLY THE AIRCRAFT, NOT THE ENGINE

Aviate, Navigate, Communicate and Manage - in that order.
This applies in the case of any engine malfunction. The priority is to stabilize the aircraft trajectory
prior to taking any action. Even in case of an engine fire, stabilizing the aircraft trajectory before
applying the associated procedure may lead to further engine damage, but will not affect safety.
The engines are certified in extreme conditions, in order to provide enough reaction time to the
crew to stabilize the aircraft, in case of a major engine malfunction, prior to performing the
associated procedure.

For example, the engine's resistance to bird ingestion is tested. In accordance with the FAR 33's
requirements, an engine at takeoff thrust must be able to withstand the strike of a 3.65 kg bird,
without catching fire, without releasing hazardous fragments through the engine casing or without

16
losing the ability to be shut down. It must also be able to withstand the simultaneous ingestion of
several (up to 4) smaller birds (around 1kg), without losing more than 25% of thrust.
Similarly, during certification, the engine must be run during 5 minutes, with N1 and N2 (N3 if
applicable) at the red line, and EGT 42°C above the red line. Following this run, the engine must
be serviceable.

The QRH gives the following guidance:

Indications of an engine fire, impending engine breakup or approaching or exceeding engine limits,
should be dealt with as soon as possible. If a malfunction occurs during take-off, the autopilot
should be used to maximum advantage to control the airplane flight path. Confirmation of the
failure by the other pilot should normally occur after the airplane is under control, the gear has
been retracted and a safe altitude (typically 400 feet AGL or above) has been attained. The PF shall
then call for the applicable memory items if needed. Accomplish the checklist after the flaps have
been retracted and conditions permit. (Source: B777 QRH)

(Source: FAA video Turbofan Engine Malfunction Recognition and Response)

Figure 9
Engine Certification Tests

NO RTO ABOVE V 1
Experience shows that engine malfunctions during takeoff occasionally lead to rejected takeoffs
above V1, which have caused runway excursions, ranging from incidents to fatal accidents/hull
losses.
The most frequent cause of rejected takeoff above V 1 is the engine stall. The flight crew is
usually startled by the loud bang and yawing, and consequently believes the aircraft is not
airworthy. In all the reported cases, the aircraft actually was fit to fly.
Similarly, engine fire warnings have also led to rejected takeoffs above V1.
From a system point of view, the engine is certified to sustain an engine fire for a few
minutes without affecting the safety of the aircraft. From a perf ormance point of view,
engine failure at or after V 1 is taken into account in the takeoff performance computation.
However, in many engine failure cases, the engine is still able to deliver some thrust for a
significant period of time.

If you are not sure which Engine is malfunctioning, keep-it running.

Several accidents or incidents have been caused by a rushed decision to shutdown an
engine, due to the inability to correctly assess which engine was malfunctioning.
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If the analysis of the instruments is not enough, the crew should smoothly move the thrust
levers and check the proper variation of the engine parameters.

If possible, keep the Engine running.

In-service experience shows that, when the flight crew notices a drift of engine parameters (EGT,
vibrations, advisory level, etc...), they often decide to perform a preventive engine shutdown.
However, unless a procedure requires an engine shutdown, it is usually preferable to keep
the engine running.
Even at idle, the engine:
 Provides electric, hydraulic and bleed power redundancy
 Produces less drag than a windmilling engine.

Engine Relight

If an engine should fail in-flight, the failed engine's mechanical condition should be carefully
assessed before attempting a relight. Flight deck workload and time permitting, IOC should be
contacted for engineering guidance prior to attempting an in-flight restart.

Notwithstanding, it is the Commander/PIC's decision whether or not an in-flight restart should be

attempted.

Factors that should be considered include:

• If the engine has an auto-relight capability, it has most likely suffered mechanical failure and any
further attempts to relight the engine are likely to be unsuccessful.

• The IOC Maintenance Controllers (MC) cannot access "real time" engine data. MC can request
and access periodic snapshot reports, EICAS / ECAM messages, ACMS data and crew selected
EVENT RCD / EVENT MARKER. MC may need to analyse the down-linked data with the assistance
of CPA Technical Services and / or the engine manufacturer before offering guidance.

• Down-linked snapshots indicate the system conditions and parameters at the time of the report
and not at the time of failure. Snap-shots can display parameter exceedences but not fluctuations.

• Flight crew have the best overview of the aircraft / engine operating conditions and describing
these to MC may assist the decision making process. SATCOM voice is recommended when
troubleshooting with MC/IOC. (Source: Ops A)

SUMMARY OF KEY POINTS

 During their career, most pilots will experience engine malfunctions, but most of them will
never encounter a severe engine malfunction leading to an in -flight shutdown
 Reported in-service events show that incorrect crew response to an engine malfunction
has remained constant for many years
 Full flight simulators are very powerful training tools but are not fully representative of engine
malfunctions and their consequences.
 Therefore, to safely and efficiently manage engine malfunctions, flight crews should:

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  Stabilize the aircraft trajectory before dealing with the malfunction
 Never rush to shutdown the affected engine during critical flight phases: Engines
have been certified in extreme conditions
 Know how to identify various engine malfunctions and their consequences.
References:
-Airbus: ‘Handling Engine Malfunctions’, Flight Ops Brief
- Flight Safety Digest: ‘Understanding Airplane Turbofan Engine Operation Helps Flight Crews
Respond To Malfunctions’
- 777 FCTM/FCOM 1/QRH/Ops A
& other sources
N:\Development\B777\Notes Index\Engine Inop\Handling Engine Malfunctions.Rev.07 .doc

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