Rto & Passenger Evac Prep Combined?
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Rto & Passenger Evac Prep Combined?
RTO & PASSENGER EVAC PREP COMBINED?
Some airlines have made their own procedure which combines RTO (stopping the aircraft) and preparing for passenger evacuation (extends flaps and so on) while Boeing (and other manufacturers??) suggests to use a three step procedure:
1 – Stop the aircraft (both pilots should only focus on stopping)
2 – Assess the situation
3 – If needed prepare for passenger evacuation (extend flaps and so on)
I would very much like to hear various views about this.
Some airlines have made their own procedure which combines RTO (stopping the aircraft) and preparing for passenger evacuation (extends flaps and so on) while Boeing (and other manufacturers??) suggests to use a three step procedure:
1 – Stop the aircraft (both pilots should only focus on stopping)
2 – Assess the situation
3 – If needed prepare for passenger evacuation (extend flaps and so on)
I would very much like to hear various views about this.
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Being a Busboy myself I still tend to lean toward the Boeing take on it .
If you try and focus on more than one task at such a critical period it could lead to human error and afcourse we all know what the local authorities Love to do after that .....
If you try and focus on more than one task at such a critical period it could lead to human error and afcourse we all know what the local authorities Love to do after that .....
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Hi -1000,
In fact during an RTO both pilots monitor aircraft deceleration. Selecting the flaps to, let's say, 40 (737) is an action done by the CM2 below 60 kts, so at a relative low speed. I would not say that by doing this flap selection you combine RTO and pax evacuation since once the aircraft is nearly stopped you have to decide if it is the case to stop on the runway and apply the hopefully correct NNC or vacate the runway. If both procedures were combined you would stop on the runway, set parking brake, speed brake down even for something not so relevant (let's say you do a low energy RTO). I would say that RTO and pax evacuation start to get more combined for high energy RTO's since you stop for major malfunctions that can lead to a pax evacuation. Anyway as you always have to analyze the situation once the aircraft is under control, the pax evacuation NNC is obviously something you end up with after all the rest is done.
That's my point of view
In fact during an RTO both pilots monitor aircraft deceleration. Selecting the flaps to, let's say, 40 (737) is an action done by the CM2 below 60 kts, so at a relative low speed. I would not say that by doing this flap selection you combine RTO and pax evacuation since once the aircraft is nearly stopped you have to decide if it is the case to stop on the runway and apply the hopefully correct NNC or vacate the runway. If both procedures were combined you would stop on the runway, set parking brake, speed brake down even for something not so relevant (let's say you do a low energy RTO). I would say that RTO and pax evacuation start to get more combined for high energy RTO's since you stop for major malfunctions that can lead to a pax evacuation. Anyway as you always have to analyze the situation once the aircraft is under control, the pax evacuation NNC is obviously something you end up with after all the rest is done.
That's my point of view
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1 – Stop the aircraft (both pilots should only focus on stopping)
2 – Assess the situation
3 – If needed prepare for passenger evacuation (extend flaps and so on)
2 – Assess the situation
3 – If needed prepare for passenger evacuation (extend flaps and so on)
If you delay the flap extension you will hinder the overwing evac. It is not THAT challenging to run flap out during the latter part of the decel! The main priority surely for the non-handling is to ensure that the RTO is commenced properly, and that leaves him/her 'free' mental capacity to do the other bits?
