Recognizing an Engine Fire in the Airbus A320

Early detection of an engine fire is the most critical factor in minimising damage and ensuring the safety of passengers and crew. The Airbus A320 has multiple redundant detection systems that alert the flight crew to a fire condition. Pilots must be able to distinguish genuine fire warnings from nuisance warnings and must act immediately when a real event is confirmed.

The primary indication is a continuous red FIRE warning light on the overhead panel, accompanied by a loud repetitive aural warning and the illumination of the Master Warning lights. The Engine/Warning Display (E/WD) will show a red box around the affected engine parameters. Additional indicators include:

  • Unusual engine noises such as roaring, popping, or banging sounds
  • Rapid and uncontrolled rise in engine exhaust gas temperature (EGT), N1 or N2, and fuel flow indications
  • Fluctuations in oil pressure or temperature
  • Smoke, fumes, or flames visible from the cockpit or cabin windows, or reported by cabin crew
  • Loud bang or shudder followed by a loss of thrust

It is important to note that the A320’s fire detection system uses detectors located in the engine nacelle and other zones. If a brief warning occurs and then extinguishes, it may indicate a system fault or a short-lived phenomenon. However, if any parameter continues to fluctuate abnormally, pilots should suspect an ongoing fire and proceed with the appropriate procedure. Crew members must cross-check engine indications with flight instruments before committing to the fire-handle sequence.

Immediate Actions and Memory Items

Upon confirmation of an engine fire, the flight crew must perform memory items without delay. The Airbus philosophy for engine fire emergencies is to automatically identify the critical procedure through the Electronic Centralised Aircraft Monitor (ECAM). However, the crew must still execute the immediate corrective actions from memory until the ECAM display becomes available.

Standard Memory Items for Engine Fire

  1. Master Warning – Acknowledge (push the Master Warning light button to cancel the aural warning).
  2. Thrust Lever – Retard the affected engine’s thrust lever to IDLE. Do not close it fully unless the fire persists; IDLE position allows continued fuel flow monitoring.
  3. Engine Fire Handle – Pull the fire handle for the affected engine. This action shuts off fuel to the engine, closes the HP fuel valve, closes the bleed air valves, and arms the fire extinguisher bottle.
  4. Fire Extinguisher – Rotate the fire handle to the DISCH position (or push the agent button if so equipped) to discharge the first extinguisher bottle into the engine nacelle. Wait at least 30 seconds for the agent to take effect.
  5. ECAM – Follow all ECAM actions and checklists after the immediate steps are completed.

Simultaneously, the pilot flying (PF) should announce “Emergency, engine fire” and the pilot monitoring (PM) should declare an emergency to Air Traffic Control (ATC) using standard phraseology. ATC should be advised of the number of persons on board (POB), fuel remaining, and the intentions of the crew (usually a return to departure airport or diversion to the nearest suitable airfield).

Fire Suppression Procedures in the A320

The Airbus A320 is equipped with a two-shot fire extinguishing system per engine. Each engine has two Halon 1301 bottles (or similar agent) that can be discharged individually. The first discharge is accomplished by pulling the fire handle and turning it to the DISCH position (or pressing the push button depending on the aircraft variant). The second bottle can be discharged later if the fire re-ignites or if temperature continues to rise.

Detailed Steps for Fire Suppression

  1. Pull the fire handle – This mechanically shuts off fuel and hydraulic fluid to the engine, closes the bleed air valves, and arms the extinguisher circuit. The handle will illuminate and the FIRE warning light on the overhead panel will remain on until the fire is extinguished.
  2. Discharge the first extinguishing bottle – Rotate the handle to the DISCH (or push the button). A green DISCH light will illuminate when the bottle is empty. The ECAM will show the status of the extinguisher.
  3. Wait for at least 30 seconds – This allows the fire extinguishing agent to circulate inside the nacelle and suppress the fire. The crew should monitor EGT, N2, and the fire warning light. If the warning light goes out, the fire is considered suppressed.
  4. If the fire persists – If the fire warning light remains on after the first discharge, or if temperature continues to climb, discharge the second bottle in the same manner. In case of a severe fire, the crew may also consider decreasing airspeed to improve cooling, but must maintain safe flying speed (VLS plus wind additive).
  5. Confirm engine shut-down – After extinguishing the fire, ensure the engine remains shut down by checking that the fuel and hydraulic shut-off valves are closed. The thrust lever should be at IDLE or SHUT OFF (if the throttle is pulled back to the stop). The ECAM will show the affected engine status as “SHUT DOWN”.

It is essential to understand that once the fire handle is pulled, the engine is considered “failed” and should not be restarted in flight even after the fire is extinguished, unless a specific checklist permits a dry motor or relight attempt. In most cases, the engine remains inoperative for the remainder of the flight.

Post-Fire Management and Continued Flight

After the fire has been extinguished, the crew must manage the aircraft configuration for single-engine operation. The A320 is certified to fly on one engine, and the flight control laws automatically adapt. However, the crew must take specific actions to optimise performance and ensure safety.

Immediate Post-Fire Checks

  • Monitor ECAM – The ECAM will display a STATUS page showing the affected systems. The crew should review all checklists, especially the “ENGINE FIRE” procedure and any subsequent “ENGINE SHUT DOWN” procedure.
  • Fuel management – If fuel crossfeed is required, activate it to maintain lateral fuel balance. The A320’s fuel system automatically transfers fuel from the wing tanks, but crossfeed may be needed if the failed engine’s tank is not feeding normally.
  • Hydraulic and electrical systems – The engine-driven hydraulic pump for the affected engine will be inoperative. The aircraft may enter a degraded operational mode (Green and Yellow hydraulic systems may be affected). The flight crew may need to pressurise the Blue system using the electric pump or the Ram Air Turbine (RAT) if necessary.
  • Pressurisation – With one bleed air source inoperative, the aircraft may have reduced pressurisation capability. The crew should set the pressurisation panel automatically (AUTO) or use manual mode to maintain cabin altitude below 10,000 feet.
  • Single-engine approach – Plan for a stabilised approach with a go-around capability. The crew should brief the approach, set landing flap settings with reduced landing distance requirements, and execute the approach normally with the autopilot engaged (if available).

Declaring a Priority Landing

The crew should declare an emergency with ATC and request priority handling. The controller may vector the aircraft to the nearest suitable airport. Pilots should consider factors such as runway length, weather, and available fire services. An overweight landing may be required, so the crew should refer to the Quick Reference Handbook (QRH) for the appropriate landing distance and braking procedures.

Crew Coordination and Communication

Effective Crew Resource Management (CRM) is essential during an engine fire. The pilot flying (PF) must focus on flying the aircraft while the pilot monitoring (PM) performs the actions and manages communications.

CRM during Engine Fire

  • Task sharing – The PF announces the emergency and calls for the memory items. The PM reads the checklist and confirms each step. After the immediate actions, the PF calls for the ECAM procedure and the PM carries it out.
  • Communication with ATC – Use standard phraseology: “Mayday, Mayday, Mayday, [callsign], engine fire, declaring emergency, request vectors to nearest suitable airport.” The PM should provide aircraft position, altitude, fuel remaining, and number of persons on board.
  • Cabin crew and passengers – The cabin crew must be informed of the situation after the immediate threat is under control. A calm PA announcement should be made: “Ladies and gentlemen, we have a technical issue with one engine. We are taking precautionary measures and will be landing at [airport] shortly. Please follow cabin crew instructions.” The cabin crew should be prepared for an evacuation if required.
  • Single-pilot operations – In the unlikely event of pilot incapacitation, the remaining pilot must manage the aircraft using the ECAM and QRH, while also communicating with ATC. However, the A320’s design allows safe single-pilot operation in an emergency.

Training and Simulation for Engine Fire Emergencies

Regular training is the cornerstone of a successful response to an engine fire. Airbus recommends that all pilots undergo recurrent simulator sessions that include engine fire scenarios, both on the ground and in flight. The use of full-flight simulators allows crew to practice the muscle memory of pulling the fire handle, discharging the extinguisher, and managing the ECAM under realistic conditions.

Key Training Elements

  • Memory items drill – Repetition until recall is automatic, without hesitation.
  • ECAM interpretation – Understanding the sequence of red, amber, and green messages and the associated actions.
  • Single-engine operations – Practising go-around, missed approach, and landing with one engine inoperative.
  • Crew coordination – Using standard callouts and checklist discipline under high workload.
  • Unusual scenarios – Including fire re-ignition, system failures, dual-engine fire (though rare), and cabin smoke.

Pilots should also be familiar with the QRH and the associated limitations. Many operators publish “Engine Fire” checklists that incorporate company-specific procedures. For example, some airlines include additional steps such as dumping fuel (if equipped) or activating the APU bleed for air conditioning if needed.

External resources that can be consulted for deeper knowledge include the Skybrary article on engine fire and the FAA Airplane Flying Handbook (specifically Chapter 15 on emergency procedures). Operators may also refer to the EASA certification specifications for fire protection requirements.

Additional Considerations and Special Cases

Engine Fire on the Ground

If an engine fire is detected during taxi or takeoff roll, the procedure differs slightly. The crew should stop the aircraft on the runway or taxiway, set the parking brake, and discharge the extinguisher. The cabin crew must initiate an emergency evacuation immediately after the aircraft has stopped. The fire handle is pulled and the bottle discharged; then the crew calls for evacuation. The A320’s squib-type extinguisher bottles are designed for ground use as well.

Tailpipe Fire (Internal Combustor Fire)

A tailpipe fire is indicated by abnormal EGT rise, turbine overtemperature, and sometimes flames from the exhaust. In this case, the immediate action is to continue motoring the engine with the starter and fuel off to clear unburned fuel. The crew should pull the fire handle only if the fire persists after motoring. The standard procedure is to set the engine master switch to OFF, then press the start button to motor the engine (dry crank) for at least 30 seconds.

APU Fire (Not Covered Above)

Although this article focuses on engine fires, the A320 also has an APU fire detection and suppression system. Crews should be aware that the APU fire handle is located on the overhead panel and is operated similarly to the engine fire handles, but with distinct indications. An APU fire is a separate emergency that requires immediate shutdown and fire extinguishing.

Note: This guide is provided for informational purposes only and does not substitute for official aircraft manuals, simulator training, or airline operating procedures. Always refer to the current A320 Flight Crew Operating Manual (FCOM) and Quick Reference Handbook (QRH) for your specific aircraft and operator.