Narrative:

Doing personal research on airbus ignition with engine anti-ice; I have determined that it is an area of great confusion. Most manuals are wrong and state the ignition is on when engine anti-ice is on. Recent changes to the airbus fadec were addressed by a 'ph' handbook bulletin that was at best double-speak. I have personally interviewed dozens of pilots; instructors; mechanics; etc. I have no clearer understanding. My best guess is that ignition is not on with engine anti-ice and will only come on when the engines are spooling below 58% N2 after flameout. 1 out of 20 know this. I believe the pilot group needs immediate clarification of: 1) when the ignition is on automatically; and 2) when it should be selected manually; 3) manuals; they need to be updated to reflect how the system works. I have been told there has never been an incident with the airbus where ignition or lack thereof has been a factor in a flameout. My gut tells me that's incorrect and I would like to be given facts rather than be asked to demonstrate blind faith with no evidence. With 28 yrs of flying turbine aircraft I fail to believe that ignition has no value other than starting the engines. We were taught to use it for contaminated runways; icing conditions; greater than moderate turbulence; volcanic ash encounters; hail and greater than moderate rain. Pilots and mechanics both need clarification on the ignition system; the policies and procedures regarding its use or lack thereof.

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Original NASA ASRS Text

Title: A320 FO LAMENTS THE LACK OF ACCURATE INFORMATION IN COMPANY PUBLICATIONS CONCERNING THE AIRBUS IGNITION SYSTEM.

Narrative: DOING PERSONAL RESEARCH ON AIRBUS IGNITION WITH ENG ANTI-ICE; I HAVE DETERMINED THAT IT IS AN AREA OF GREAT CONFUSION. MOST MANUALS ARE WRONG AND STATE THE IGNITION IS ON WHEN ENG ANTI-ICE IS ON. RECENT CHANGES TO THE AIRBUS FADEC WERE ADDRESSED BY A 'PH' HANDBOOK BULLETIN THAT WAS AT BEST DOUBLE-SPEAK. I HAVE PERSONALLY INTERVIEWED DOZENS OF PLTS; INSTRUCTORS; MECHS; ETC. I HAVE NO CLEARER UNDERSTANDING. MY BEST GUESS IS THAT IGNITION IS NOT ON WITH ENG ANTI-ICE AND WILL ONLY COME ON WHEN THE ENGS ARE SPOOLING BELOW 58% N2 AFTER FLAMEOUT. 1 OUT OF 20 KNOW THIS. I BELIEVE THE PLT GROUP NEEDS IMMEDIATE CLARIFICATION OF: 1) WHEN THE IGNITION IS ON AUTOMATICALLY; AND 2) WHEN IT SHOULD BE SELECTED MANUALLY; 3) MANUALS; THEY NEED TO BE UPDATED TO REFLECT HOW THE SYS WORKS. I HAVE BEEN TOLD THERE HAS NEVER BEEN AN INCIDENT WITH THE AIRBUS WHERE IGNITION OR LACK THEREOF HAS BEEN A FACTOR IN A FLAMEOUT. MY GUT TELLS ME THAT'S INCORRECT AND I WOULD LIKE TO BE GIVEN FACTS RATHER THAN BE ASKED TO DEMONSTRATE BLIND FAITH WITH NO EVIDENCE. WITH 28 YRS OF FLYING TURBINE ACFT I FAIL TO BELIEVE THAT IGNITION HAS NO VALUE OTHER THAN STARTING THE ENGS. WE WERE TAUGHT TO USE IT FOR CONTAMINATED RWYS; ICING CONDITIONS; GREATER THAN MODERATE TURB; VOLCANIC ASH ENCOUNTERS; HAIL AND GREATER THAN MODERATE RAIN. PLTS AND MECHS BOTH NEED CLARIFICATION ON THE IGNITION SYS; THE POLICIES AND PROCS REGARDING ITS USE OR LACK THEREOF.

Data retrieved from NASA's ASRS site as of May 2009 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.