pax dies just after take off

[fourgolds]

OK all , I know you are all getting sick of me and my scenario's but I am always astounded at the different opinions we all have with regards things after an incident so I am trying to see what is considered across the board before it happens.

OK so you take off ( at Max Weight). Just after take off the purser advises a passenger has had a heart attack and is in bad shape.
Now off course go back and land immediately to get the said person the help they need. But you will be so heavy and melt the fuse plugs and put everyone at risk with a break fire ( potentially ) going straight back.

So what would you do ???

My take is to go back and yes if you melt a few plugs to save a life thats ok. However we have had incidences in our airline where a diversion was initiated based on what was thought to be a heart attack and turned out to be a mere panic attack. Again fine I guess if the outcome is OK but imagine a break fire followed by an evacuation for this !!!

Again made much easier when diverting enroute as you will have time to jettison on the diversion and potentially landing at a suitable weight to not worry about the brakes burning.

Any more considerations ???

[Ashling]

A major medical emerg (life endangered) is sufficient justification to land overwieght. As always relevant perf needs to be taken into account.

[rubik101]

In the Autumn 2007 Flight Safety Focus magazine there is a very comprehensive article which will answer your 'scenario'.
There is no problem or danger carrying out an overweight landing. Aircraft are certified to land at their Max Take Off weight with a descent rate of 10feet/second. A normal landing would be at around 2-3 feet/sec and a 'hard' landing would be around 6-7ft/sec. If the patient needs medical attention without delay then a return and landing will be perfectly in order.
Incidentally, the fuse plugs would be very unlikely to melt if the aircraft lands on the runway of departure. They just might, although not for certain, melt if the aircraft had rejected the Take-Off from just below V1 at Max T/O weight.
So prepare for a landing ASAP and continue as normally. Save the life and be the heroes.
Mind you, you said he's dead so why hurry?

[kwachon]

Should not have been on the runway during the takeoff roll!.:}

[spannersatcx]

If as the title of the thread asks pax dies just after take off
if they are dead why would you go back?

[BitMoreRightRudder]

How do you know the passenger is dead? Is there a doctor on board?

[Ashling]

The title suggests the passenger has died, the narrative merely says hes had a heart attack and is in poor shape.

If I was told a pax had suffered a heart attack I'd be returning or diverting.

I wouldn't be waiting for a doctor to certify he had died (if one was on board) as minutes could matter. I'd get on with it declaring a Mayday for a medical emerg. If a doctor subsequently certifies the patient as dead then the decision would be re assessed.

[deplanedeplane]

If they are dead why would you go back?


You have to be kidding :ugh::ugh:

Think about the poor pax that has to sit to the dead person. Would you want to sit next to a corpse??????:hmm: Then again you could ask the crew nicely if you could have his meal tray. He wont be needing it:E.

[Shiny side down]

Passenger dies just after takeoff?

A great many passengers travel accompanied. So grieving wife/husband etc?
Just after takeoff, I'm sure the majority of pax would understand a return. I'm equally sure many would question carrying on. So potentially a lot of additional problems later, especially for the cabin crew.

The only immediately governing factors to negate a return would be flight safety and weather.

Overweight landing. Not a major problem. You would do it for a great many technical reasons. Operate the aircraft normally.

Who is qualified to say the pax is actually dead? Unless there is a doctor sat next to the passenger at the time, then you are unlikely to have identified any medical personnel travelling. Assuming they own up.

[Agaricus bisporus]

I'm surprised no one has slapped inappropriate RIPs and commiserations all over these posts.

If a pilot dies it's everywhere. Why not for a pax, or are they somehow of less value - despite the fact we don't know them from Adam either???

:hmm:

[greggx101]

Think about the poor pax that has to sit to the dead person.

What about the jumpseat :eek:

[cwatters]

Would it be unreasonable to find out if he was going away on business or returning home to family. Might save them some hastle. Bad enough he's dead but having to deal with inquest overseas etc

[Zero feet, decending]

"If a pilot dies it's everywhere. Why not for a pax, or are they somehow of less value "

Logically, if the pilot dies just after takeoff, it's kinda serious as he's supposed to be operating the aircraft (unless you're suggesting that pilots are redundant once airborne?).
If SLF opt to cease functioning early, it doesn't really affect the flight.
In that situation, pilots have more value, IMHO. :cool:

[helen-damnation]

Incidentally, the fuse plugs would be very unlikely to melt if the aircraft lands on the runway of departure.

That depends on the a/c. Put a heavy back on the ground shortly after a MTOW departure and it's going to get hot down there :eek:

Better still, get a large roll of that catering wrap and .............:hmm:

I'll bring my own biscuits :O

[spannersatcx]

Only asking, as I've met a few a/c on arrival that have had a pax die en route and they have carried on, recently wife's mothers relation died ex HKG en route to JFK via YVR, they never turned back and the body was removed at YVR and a few days later completed the journey to JFK. He was travelling with Son and Daughter I believe, I guess it depends where and when it happens and who with.

[Meikleour]

Fourgolds,

Do not assume that all overweight landings will result in melting of the tyre fuse plugs. I have personally landed a A340 at 5tonnes below max TOW some 12 mins after take-off due to a major problem. Remember the brake energy to be dissipated from a V1 stop (given the field length remaining) is a lot higher than that required from a broadly similar (say 30kts faster) landing achieved at the start of the runway - especially if full reverse is available and one is able to modulate the braking to match the distance available. For the doubters out there we touched down at a Vapp of 177 kts, used full reverse on all engines on a 3500m runway and achieved brake temps of 400c!!

[rubik101]

My point precisely! Read the literature on the subject. Fuse plugs 'might' melt after a MTOW rejection but would be unlikely to do so after a normal overweight landing.