PPRuNe Forums - Aborted Take Off

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Aborted Take Off

Guys - quick question that occurred to me following the BA777 incident at Las Vegas. I'm posting here rather than the dedicated forum because it doesn't contribute anything.

I'm aware of "V1" (the speed beyond which you're committed to take off, in case I have the terminology wrong), but if there's an engine fire indication what's the immediate action? I realise that things at the sharp end would be a trifle busy at that point and obviously there's an list of actions on an engine fire (I assume a memorised list?), but if the fire is indicated before V1, is it STOP - then deal with the fire, or deal with the fire first? If it's immediate, does the PF make the call or is it left to the Captain (if not the PF, obviously)? I'm trying to gauge how quickly the stop command/decision would come after the fire indication, bearing in mind that there's a risk of a false indication.

Also - this may sound silly - but I assume that V1 is calculated using ONLY brakes for stopping (no reverse thrust)?

Can only talk for our SOPs, which come from Boeing.

Quote:

if the fire is indicated before V1, is it STOP - then deal with the fire, or deal with the fire first?

You're accelerating towards that V1 speed quickly so it's always do the stop first and either pilot can call stop. There's no time to go into analysis of a false warning at that stage, if you get the bell/warning message(s) it's a stop.

Only when stopped do the checklist ( and yes, for the fire drill there are items done from memory).

Different companies will have different operating procedures, however all will stop if a fire warning sounds prior to V1.

In the company that I work for, operating Boeings, we split the actions into 3 segments -

1 - reject the take off to a full stop.
2 - identify and deal with the reason for rejecting, some events have "recall items" that are completed from memory.
3 - if needed order an evacuation.

In our company, only the Captain can decide to stop, the FO will alert the Captain to the fault.

While we imagine most RTO's as high speed events the 777 in LAS was at 68 knots.

On BA when they had F/E any crew member could say stop and they would without question .