Originally Posted by
KRviator
That's exactly what I'm thinking, Capt but....My question is once the Evac command is given, it's not up to the skipper to decide which exits to use or how to abandon the aircraft. Or is it in Rex?
If there's fire/smoke/obstruction the CC are trained to not open that exit and direct people to another usable one. In this case, the skipper directed R1 only and as a result, 25POB took longer to get out of a SAAB 340 in perfect conditions than 170 people did to evacuate a well-and-truly burning 777 following an engine letting go and the crew leaving the [good] engine running for 45 seconds after commanding the evacuation rendering some slides unusabe!
As regards the incident itself though, ISTR we had a similar issue with one of the Army KingAirs at Brissy many years ago whereby a cloud of unburnt fuel spat out the back and ignited with someone promptly calling RFFS...
Australian airlaw gives the pilot in command powers to do whatever is nessecary in an emergency to ensure the safest outcome, that applies to any operator. If you wish to alter an Evac procedure as you see a threat the cabin crew may not then it's your perogative. In doing so you then may have to explain why afterwards, and take responsibility for any problems as a result, thats the risk. The cabin crew are also trained to only evacuate through usable exits, but what if theres a huge fuel spill under the left wing near hot brakes from a reject not visible from the overwing exits.
The QLink brake fire was also called an evacuation, with an actual brake fire ocurring yet it was clear passengers were just disembarking with carryon through the L1 with not much urgency. Not saying it should be a mad rush with all exits in use, but a pretty similar situation.