Originally Posted by
FlightDetent
Fly26 Evacuation is a mandatory check-ride item, reviewed to a pass standard by every ATPL captain at least once a year, more likely 4 times. Calling for EVAC with engine(s) running would be a fail on a licence re-validation day.
From the NTSB report:
The captain commanded the evacuation (step three in the evacuation checklist) before calling for the evacuation checklist and performing the first two steps in the checklist. Step two of the evacuation checklist instructs the captain to shut down both engines. The left engine was shut down as part of the engine fire checklist, but the right engine continued operating for about 43 seconds after the captain's evacuation command. The unusual attitude of two slides (the 3R and 4R slides) resulted from the jet blast coming from the right engine while it was operating.
The captain did not use the QRH to read and do his evacuation checklist items. The right engine was shut down after the relief pilot noticed EICAS indications showing that the engine was still running. Also, the captain's call for the evacuation checklist occurred after the relief pilot stated that the checklist needed to be performed. (The first officer had stated, just before the relief pilot, "we haven't done the engine checklist," but he most likely meant the evacuation checklist.) Because the captain did not follow standard procedures, his call for the evacuation checklist and the shutdown of the right engine were delayed.
Years ago evacuation was a many item memory drill checklist. Over time it morphed into a do-list with few or no memory items.
Some outfits took memory items to an extreme I'm told. A friend who upgraded to captain at Air Canada a couple of decades ago claims that he had to memorize all of the emergency checklists for the DC-9 even if the items weren't boldface or boxed for emphasis.
I've flown with folks who tried to impress me with their mental abilities by doing normal checklists from memory (and then sometimes messing them up
).
Here's the pertinent BA Evac checklist from the NTSB report:
Evacuation Checklist
The British Airways B777 FCOM QRH, dated June 2012, stated the following regarding an emergency evacuation: "The Captain will decide if an evacuation is necessary. Whenever an evacuation is required, the Evacuation Checklist must be used. The aircraft will be brought to a halt and the parking brake will be set." The QRH also stated, "all other checklists will be stopped. The Evacuation Checklist is independent of other non-normal checklists."
The evacuation checklist procedure, dated June 2013, was provided on the back cover of the QRH. The checklist detailed the responsibilities of each pilot if an evacuation was needed, which were as follows:
CAPTAIN
1. PARKING BRAKE.
.
...
..Set
2. FUEL CONTROL SWITCHES (both).
......CUTOFF
3. PA
. "This is an Emergency.
Evacuate, Evacuate (Hazard at ___)"
4. EVAC COMMAND switch
.
.
ON
5. Notify ATC/Ground crew of evacuation.
FIRST OFFICER
1. OUTFLOW VALVE switches (both).
...
MAN
2. OUTFLOW VALVE MANUAL
switches (both)
...Hold in OPEN
until the outflow
valve indications show fully
open to depressurize the airplane
3. Engine fire switches (both)
.
..
PULL
Warning! Do not pull the ENGINE FIRE switches before the FUEL CONTROL switches are in the CUTOFF position.
4. APU fire switch
.
.
Override and Pull
5. If an engine or APU fire warning occurs:
Related fire switch
.
Rotate to the stop
And hold for 1 second