As an example...
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As an example...
Ok!
The other day one of our 757's had an engine failure. It was just after t/o. No idea how soon after but from what I can gather they hadn't climed past 4000ft when it happened.
Basically, an engine suffered some sort of surge. According to passengers there were some flames coming out the end and a big bang.
Anyway, I just the read the original ASR and it looks like the crew (luckily the PF was the Cpt so he was already in control) had just climbed through 4000ft when they heard a bang and their master caution flashed. They shut the engine down, circled to dump fuel, and then landed. Nobody was hurt but I want to know what would go in in a cockpit at that moment?
Say you're sitting there PM, watching the PIC, and all of a sudden you feel a shudder and hear a bang and the caution lights come on.
What do you do?
What goes on in the cockpit at that moment??
The other day one of our 757's had an engine failure. It was just after t/o. No idea how soon after but from what I can gather they hadn't climed past 4000ft when it happened.
Basically, an engine suffered some sort of surge. According to passengers there were some flames coming out the end and a big bang.
Anyway, I just the read the original ASR and it looks like the crew (luckily the PF was the Cpt so he was already in control) had just climbed through 4000ft when they heard a bang and their master caution flashed. They shut the engine down, circled to dump fuel, and then landed. Nobody was hurt but I want to know what would go in in a cockpit at that moment?
Say you're sitting there PM, watching the PIC, and all of a sudden you feel a shudder and hear a bang and the caution lights come on.
What do you do?
What goes on in the cockpit at that moment??
Why such lack of faith in your F/Os??
There would be a flurry of oaths, followed by recall checklist items, reference checklist items, a bootful of rudder and probably a lovely landing at the end of it.
Then the worst part of all - the endless paperwork . . . .
There would be a flurry of oaths, followed by recall checklist items, reference checklist items, a bootful of rudder and probably a lovely landing at the end of it.
Then the worst part of all - the endless paperwork . . . .
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Deathrow,
Why does someone who's in charge of manuals end up reading an ASR?
And then publishing material from it here?
BTW, PM and PIC are not opposites, and co-pilots are trained to handle emergencies.
Why does someone who's in charge of manuals end up reading an ASR?
And then publishing material from it here?
BTW, PM and PIC are not opposites, and co-pilots are trained to handle emergencies.
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I'd make the cabin crew 5c and include instruction to them as to whether the landing is to be normal, precautionary, or planned emergency, and add:
5a Radio call to company advising them of the situation and perhaps asking for instructions or advice
5b Reassuring PA by captain explaining in very simple terms what has happened and what the plan is,
and I would comment that Mike is right to indicate that sometimes it's better for the captain to leave the co-pilot flying, or hand control to him, although at other times it's better for the captain to stay in control or take control, although of course some companies dictate that the captain (or commander) must take or retain control (qv Boeing procedures for emergency descent).
Given the perspective of the original questioner, we should also say that this is all carried out in the context of 'aviate, navigate, communicate'. Therefore, the first priority is always to fly the aircraft at the right speed and in the right configuration, the second is always to fly it in the right direction at the right altitude (this may introduce the complexity of an emergency turn, special engine out procedure, escape route, or the like, which may demand significant care and attention), and communication with ATC, cabin crew, or passengers is last in the list.
I'd still love to know how we're discussing confidential company information here... Does the DFO know that his ASRs get replicated on PPRuNE?
5a Radio call to company advising them of the situation and perhaps asking for instructions or advice
5b Reassuring PA by captain explaining in very simple terms what has happened and what the plan is,
and I would comment that Mike is right to indicate that sometimes it's better for the captain to leave the co-pilot flying, or hand control to him, although at other times it's better for the captain to stay in control or take control, although of course some companies dictate that the captain (or commander) must take or retain control (qv Boeing procedures for emergency descent).
Given the perspective of the original questioner, we should also say that this is all carried out in the context of 'aviate, navigate, communicate'. Therefore, the first priority is always to fly the aircraft at the right speed and in the right configuration, the second is always to fly it in the right direction at the right altitude (this may introduce the complexity of an emergency turn, special engine out procedure, escape route, or the like, which may demand significant care and attention), and communication with ATC, cabin crew, or passengers is last in the list.
I'd still love to know how we're discussing confidential company information here... Does the DFO know that his ASRs get replicated on PPRuNE?
Mistrust in Management
I think you may have misread the original ASR
circled to dump fuel
Regards
Exeng
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(qv Boeing procedures for emergency descent)
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Engine failure scenarios are trained and flown; retrained and reflown every six months in the sim. In the airplane, an engine failure is also included in the take-off briefing; so there is no desperation and no panic among crewmembers during an actual engine failure, engine fire, or engine "bang."
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Deathrow,
FO's are perfectly capable of handling emergencies. They wouldn't make it past the simulator phase of training if they were unable. In fact, at least one major carrier in the US stipulates that the FO will be the pilot flying in case of an emergency.
This makes it easier for the captain to go make the decisions, and I suppose the radio communication will be a teeny bit faster, which could be critical in a few situations. From what I'm told, a few pilots were skeptical at first, because it goes against the grain of what we've commonly been taught, but they find that it works very well. Never done it myself, but I have to say that the theory does make quite a bit of sense.
FO's are perfectly capable of handling emergencies. They wouldn't make it past the simulator phase of training if they were unable. In fact, at least one major carrier in the US stipulates that the FO will be the pilot flying in case of an emergency.
This makes it easier for the captain to go make the decisions, and I suppose the radio communication will be a teeny bit faster, which could be critical in a few situations. From what I'm told, a few pilots were skeptical at first, because it goes against the grain of what we've commonly been taught, but they find that it works very well. Never done it myself, but I have to say that the theory does make quite a bit of sense.
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Almost right Mike Jenvey, but you forgot the very first thing in such a scenario, and that's to make the right callout:
0. Utter an appropriate expletive, for example:
oh
what the
religious deity of your choice
1. Identify the problem.
2. Confirm the problem - both pilots.
3. Handling pilot would instruct non-handling pilot to carry out appropriate emergency or abnormal check-list action - monitored/confirmed by handling pilot.
I agree with everything else
Under these SOP's though the before takeoff checklist must include "PA....OFF"
0. Utter an appropriate expletive, for example:
oh
what the
religious deity of your choice
1. Identify the problem.
2. Confirm the problem - both pilots.
3. Handling pilot would instruct non-handling pilot to carry out appropriate emergency or abnormal check-list action - monitored/confirmed by handling pilot.
I agree with everything else
Under these SOP's though the before takeoff checklist must include "PA....OFF"
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Why such lack of faith in your F/Os??
There would be a flurry of oaths, followed by recall checklist items, reference checklist items, a bootful of rudder and probably a lovely landing at the end of it.
Then the worst part of all - the endless paperwork . . . .
I like it 'A Bootful of Rudder' lol lol lol
There would be a flurry of oaths, followed by recall checklist items, reference checklist items, a bootful of rudder and probably a lovely landing at the end of it.
Then the worst part of all - the endless paperwork . . . .
I like it 'A Bootful of Rudder' lol lol lol
