A319 flight crew reported during initial climb a reverse unlocked warning indication appeared for engine #1. The engine was secured and a diversion was initiated.
Synopsis
A319 flight crew reported during initial climb a reverse unlocked warning indication appeared for engine #1. The engine was secured and a diversion was initiated.
Narrative
The FO (First Officer) was PF. After takeoff and during climb out we received an abnormal ENG 1 Reverse Unlocked ECAM with a REV amber message in our #1 Eng N1 gauge. I confirmed the ECAM message and condition with the FO. The FO was flying; he said my aircraft and I referenced the QRC for Quick Action Items and ECAM exceptions. I instructed the FO to keep flying while I ran the checklist and said your aircraft your radios and he repeated it back to me and called for ECAM Actions. During that time we were communicating with ATC and asked for higher and a turn to a heading of 220 to stay away from any terrain. We communicated to them that we had an Engine abnormality and needed a heading and higher altitude. We followed the ECAM checklist and brought the ENG Thrust Lever back to Idle. We continued to communicate with each other; apply a strategy and assess the situation. We [requested priority] and as asked for higher altitude and looked for a suitable alternate airport while working through the checklist. We decide to utilize our resources and called the #1 FA (Flight Attendant) explained that we were receiving an abnormal indication on our #1 engine and could he walk back and look and see if anything looked abnormal. He indicated he did not see anything. We continued to head towards ZZZ ( or possibly ZZZ1) believing that those were the longest runways with the most suitable assistance should we need it. I called and communicated with Dispatch explained the situation and he patched me through to Maintenance Control. They said they could see the issue/fault but could not confirm if the REV was stowed. I asked Dispatch to alert ZZZ airport and confirmed our fuel enroute. Knowing that it was a short flight and we needed to complete several more checklist we decided ZZZ was our most suitable airport. We completed the QRH and follow up items along with the Non-Routine Landing Considerations. I communicated with the Flight Attendants and briefed a precautionary landing; with safety vehicles; and stopping on the runway for a safety inspection. I gave a PA to the passenger that we would be landing and safety vehicles would be present. We set up for the ILS XXL and completed an arrival briefing along with a decent checklist. We transferred controls so I was the PF and the FO was the PM and landed the aircraft. We stopped on the runway to have safety vehicle inspect the aircraft to see if it was safe clear the runway. They indicated it looked clear and we taxied to the gate. Upon arrival at the gate we called Maintenance and wrote up ENG 1 Reverse Unlocked inflight with an engine shut downI don't feel that causal factors played a roll
Second reporter narrative
I was the PF; after take off I heard a master cation chime I said my aircraft and continued flying the aircraft maintaining speed 210 kts/ green dot.We received an ECAM message ENG 1 Reverse Unlocked; CA (Captain) confirmed the ECAM message and the condition with me.After CA referenced the QRC ;Quick Action and ECAM exceptions she handed me the aircraft and the Radios; I responded my aircraft my radios ECAM Action.We requested from ATC higher altitude and a heading to stay away from any terrain below us to follow the company EO (Engineering Order) procedures.We informed the ATC that we have an abnormal situation with ENG1.We then followed the ECAM Action and reduced the NO 1 thrust lever to idle and secured the ENG1.We [advised ATC] and requested a higher altitude to look for a suitable airport while finishing our QRH follow ups.CA called the FA1 and ask to check on ENG1 from the cabin; he then came back with nothing abnormals with ENG1.CA called dispatch and Maintenance Control; Maintenance Control responded that they can see a fault but it's not clear what it is.Captain and myself discussed diversion options and agreed that ZZZ is best option due to runway length and available resources.CA asked dispatch to alert ZZZ airport and confirmed the fuel to ZZZ since it was a short flight; we continued with the checklist QRH and Non-Routine Landing Considerations.CA spoke to FAs (Flight Attendants) and informed them about our precautionary landing and that safety vehicles will be meeting the aircraft upon landing; she also gave PA to the passengers and informed that after landing the safety vehicle will meet the aircraft as a precaution due to an indication we received on our screen. As we approaching ZZZ we setup for RWYXXL; we then completed the brief and the decent check list and I transferred controllers to CA and I became PM.CA landed the aircraft and we stopped on the runway for the safety vehicle to inspect the aircraft and to make sure we are safe to taxi to the gate.after they confirmed the safety of the aircraft we continued to the gate reported to the Maintenance and CA did an AML entry.
More incidents for this aircraft family →
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.