In the world's second fastest 4-jet still in service, we teach a golden rule: Above V1, NEVER NEVER order an engine shut down until you know you can survive without the thrust from that engine. If it's on fire, use the thrust for as long as you can - or for as long as you need it if that's greater. So the scenario is: Engine failure/fire at V1 - order full power and continue the take-off, achieve V2 as a priority, then landing gear up, then deal with the failure/fire. If a second engine failure or fire occurs with the gear down, carry out the double engine failure drill and leave the gear down; if a second fire/failure occurs after the gear has been selected up, carry out the double engine failure drill. The aircraft configuration is then adjusted in accordance with a strict speed/configuration management regime. During all this, all engines are set to max thrust. If an engine on fire stops producing thrust, well, you've at least had the benefit of the thrust whilst it was available. There is NEVER any hurry to shut down an engine, and no FE would EVER do so on his own initiative. Our aircraft has LE slats and TE flaps which, although normally moved together, can be moved independently. The double engine failure drill requires that full power is set, aieron upset is dis-armed and the flap/slat lever 'split'; immediate fuel dump is also initiated. Once V2 is achieved, the flaps ONLY are selected up and the aircraft accelerated to V2+25. During this critical phase, NO OTHER DRILLS are called for or actioned!! Once the aircraft has achieved V2+25 with the flaps up, it should continue to climb even following a double engine failure with the gear down at max weight - so it's then safe to action engine fire/failure drills.
Sorry to go on, but this is an emergency which demands very precise and methodical action and high CRM skill as well as precise flying.
CRM? - Merde alors - qu'est que c'est que ca?
[ 22 August 2001: Message edited by: BEagle ]