Rejected Take-Off due Engine Fire
Joined: Jul 2000
Posts: 1,598
Likes: 11
From: Down south, USA.
Mustafagander-411A's use of pilot judgement could help prevent some major problems.
I did not read each comment in detail, but with tail-mounted engines, which are always behind the wing and fuselage fuel tanks, a high-speed abort, i.e. within 10 knots of V1 on a short runway, might not be the best option. The fire bell and red lights can indicate only a very hot bleed air leak, and if the engine fire (i.e. fluids) is real, then it might still be producing normal engine power at V1 to quickly help get you into the air for a V2 minimum climbout. Once at Engine Failure Clean-up Altitude (at least 800' AGL or maybe higher) , the Engine Fire Checklist will be done. When the affected throttle is pulled to idle and IF the fire indications go out, the engine is allowed (on this old plane at this airline) to operate at idle power, at least in the air. There must be a reason for allowing the problem engine to operate, which means more generators (less chance of instrument failures?), hydraulic pumps and air cond packs available, without the very high workload of single-engine operation. The APU might have been inop per the MEL for days. In the last two weeks, we have flown two different planes, each with only one operative cockpit wing tank fuel gauge: this means one operative gauge among the two wing tanks needed, for each of those two flights.
If the actual aircraft weight is much higher than the "advertised" aircraft weight given to us in the cockpit, which happens to various crews more than we realize (how about 14,000# on a plane with a MTOW limit of 114,000?), I might rather be climbing out away from the ground than screeching at max braking and go off the end of the runway, whether on a dry runway or not. Also, at many US airports used in the winter only for takeoffs, if you ask the tower for the braking action, they will say "We don't know. Runway 21C (now 21R) etc is only for takeoff". !!
If this line of thought is always a bad idea, just say so, and why.
[ 07 October 2001: Message edited by: Ignition Override ]
[ 07 October 2001: Message edited by: Ignition Override ]
I did not read each comment in detail, but with tail-mounted engines, which are always behind the wing and fuselage fuel tanks, a high-speed abort, i.e. within 10 knots of V1 on a short runway, might not be the best option. The fire bell and red lights can indicate only a very hot bleed air leak, and if the engine fire (i.e. fluids) is real, then it might still be producing normal engine power at V1 to quickly help get you into the air for a V2 minimum climbout. Once at Engine Failure Clean-up Altitude (at least 800' AGL or maybe higher) , the Engine Fire Checklist will be done. When the affected throttle is pulled to idle and IF the fire indications go out, the engine is allowed (on this old plane at this airline) to operate at idle power, at least in the air. There must be a reason for allowing the problem engine to operate, which means more generators (less chance of instrument failures?), hydraulic pumps and air cond packs available, without the very high workload of single-engine operation. The APU might have been inop per the MEL for days. In the last two weeks, we have flown two different planes, each with only one operative cockpit wing tank fuel gauge: this means one operative gauge among the two wing tanks needed, for each of those two flights.
If the actual aircraft weight is much higher than the "advertised" aircraft weight given to us in the cockpit, which happens to various crews more than we realize (how about 14,000# on a plane with a MTOW limit of 114,000?), I might rather be climbing out away from the ground than screeching at max braking and go off the end of the runway, whether on a dry runway or not. Also, at many US airports used in the winter only for takeoffs, if you ask the tower for the braking action, they will say "We don't know. Runway 21C (now 21R) etc is only for takeoff". !!
If this line of thought is always a bad idea, just say so, and why.
[ 07 October 2001: Message edited by: Ignition Override ]
[ 07 October 2001: Message edited by: Ignition Override ]
