Should we brief flight attendants (I brief very little, except for pushback option/enroute time and to communicate anytime, unless we already know about mod. turbulence, weather [+ delay to the east coast] or a short taxi) to remember that they can sometimes see more problems than we can from c0ckpit indications? And not to assume that we always will have all problems indicated?
Incidentally, we started an engine a 2nd time weeks ago (after releasing start switch and pulling and resetting the r. oil press. circuit breaker-having seen no increase) and we noticed oil pressure coming up on the LEFT engine...but we were re-starting the RIGHT engine. Released start switch again.
We then started the left.
The left oil temp. gauge was already going crazy and then we never got either N2 or N1 on the right engine, after repeatedly knocking knuckles on gauge with very sticky, tiny needles. THREE engine write-ups at once! Have never seen that! We had a large number of "replacement" technicians and the aircraft had taxied from the hangar to the gate. This plane never left that gate-keep in mind that this airplane could have become airborne with hidden problems, which we never had a chance to discover. By contrast, we did have several odd problems after hangar work (our own...) on one flight years ago in the "good old days". Hint: any Captains without years as FO in the same type are wise to ask FO about an odd system indication before putting it in logbook. It might be a normal advisory (on RAT/EPR gauge) until all pneumatics are in normal configuration etc. This prevents a totally unnecesary serious delay (waiting for advisory about which gate has the spare aircraft) for the next crew and fare-paying passengers.
Even under normal circumstances, engine vibration, as happened onboard the 744-400 at SFO, can cause serious mis-interpretation, compunded by little time for actual hand-flying skills available to many FOs on tran-oceanic routes: Captain proficiency was priority, at least in the actual aircraft. Did vibration or mis-reading happen also at Kegworth, or was it elsewhere that the cabin crew never compared their observations with the pilots?
If flames are contained inside of engine's exhaust section but rest of plane is ok, you can have trucks spray it without requiring a risky evacuation.