Originally Posted by Ignition Override
Mr. Winterland: About that RAF Nimrod, is it true that a crewmember saw a the metal above some engine inlets glowing from the internal fire?
Some serious mistakes made onboard the Air Canada DC-9 were when a pilot reset a popped (lavatory motor) circuit breaker at least twice. This supposedly allowed an overload to trigger the fire.
How about an engine fire warning above 80-100 knots on the takeoff roll?
Would you abort at this speed, even if you took a glance and noticed all engines indicating full, stable thrust?
Do you brief that the non-flying pilot should quickly cancel the bell, especially if very loud?
This could be a very hot bleed air leak-but no fire.
We brief on the B757 that: "....upto V1 we will stop for any fire warning, engine failure confirmed by 2 parameters, one of which should be on EICAS or anything which will effect the safety of the flt."
Below 400ft AGL one of the main actions of the PNF is to cancel any aural warning.
There was a fashion in our airline to brief that if we had a difficulty and got airborne then we could "teardrop" back on the the runway rather than going down wind. The then Fleet Manager had to put out an e-mail stating that this was not SOP and that we should not be briefing this. He then went on to say that the one of the only things that would scare him enough to make this maneuver would be an uncontained cabin fire. I tend to agree with him.
A stop at v1 with any fire warning is, IMHO, the safest thing to do. The fire brigade can only put it out if you put it on the ground!
We say that you have about 14min to but a burning aircraft on the ground, it could be longer, but it could be less!
As for what it could be, base your actions on what you
KNOW not on what you
THINK you might know.