B737-800 brake cooling schedule
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porch monkey what you said is helpful indeed but I was really asking about the correct procedure there, a little confusing part between SOP and QRH. After an RTO and setting parking brakes to assess the situation (which is recommended by SOP), then after completing NNC and evacuation is not required..would you also *hold* and check the brake cooling schedule on the runway so you wont release the brakes and vacate and then apply it again? or you just vacate and *stop the aircraft* then check the brake cooling schedule?
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Hey wot,
My personal opinion, is that, in this scenario Boeing will never tell you to do something or other, instead they tell you to consider setting the parking brake. (except for a passenger evacuation)
IE, they´re passing all of the decision making on to you (or your companies SOP´s). This may be for various reasons, amongst others, unless the cabin is fitted with a BTMS, Boeing is correct in assuming that you may indeed be making over or (worst case scenario) under calculations on your brake cooling schedules from the former flight, after all, we are humans and prone to mistake.
Personally, after an RTO where evacuation is not immediately obvious and necessary, my decision would be based on first of all requiring fire fighting personnel to visually check my brakes for fire/smoke…. (parking brakes off by the way), there is no need to rush anything after an RTO, take 5 seconds to asses what is going on.
If gear is considered safe, then I would vacate the runway. If I can´t, because breaks have welded, then I would start the APU, shutdown, request steps, towing equipment, and buses for the passengers. Also I would advise ground crew to set chocks on the nose gear only and keep well clear form the main gear. Then I would have no other option but to hand the airplane over to maintenance (still on the rwy, remember gear was safe, but I could not taxi)
If gear is safe, and I can taxi, then I would vacate, start the APU, shutdown in a close by spot (where i´m in nobodies way), but this time I would have the aircraft towed with pax on board. (I would avoid taxiing If I could), and have the fire squad escorting me (just in case).
If the gear are in flames, I would order an evacuation. Even though fire fighters are on the way, theres quite a bit of fuel just on top of the gear!
This is just my impression. Obviously, if you have SOP´s regarding this situation, follow them! I´m pretty sure that the guys who publish your SOP´s have thought this over thoroughly.
Finally, I think its great that you brought this up. Typically RTO´s are not practiced properly in the sim. The easy part of an RTO is the actual RTO itself… The hard part comes after the RTO…. Would should I do? Do I vacate? Do I set the parking brakes? Should I evacuate? What sort of assistance should I request????
Good on you my friend! By the way, great machine the 738 huh? !!!
Cheers
My personal opinion, is that, in this scenario Boeing will never tell you to do something or other, instead they tell you to consider setting the parking brake. (except for a passenger evacuation)
IE, they´re passing all of the decision making on to you (or your companies SOP´s). This may be for various reasons, amongst others, unless the cabin is fitted with a BTMS, Boeing is correct in assuming that you may indeed be making over or (worst case scenario) under calculations on your brake cooling schedules from the former flight, after all, we are humans and prone to mistake.
Personally, after an RTO where evacuation is not immediately obvious and necessary, my decision would be based on first of all requiring fire fighting personnel to visually check my brakes for fire/smoke…. (parking brakes off by the way), there is no need to rush anything after an RTO, take 5 seconds to asses what is going on.
If gear is considered safe, then I would vacate the runway. If I can´t, because breaks have welded, then I would start the APU, shutdown, request steps, towing equipment, and buses for the passengers. Also I would advise ground crew to set chocks on the nose gear only and keep well clear form the main gear. Then I would have no other option but to hand the airplane over to maintenance (still on the rwy, remember gear was safe, but I could not taxi)
If gear is safe, and I can taxi, then I would vacate, start the APU, shutdown in a close by spot (where i´m in nobodies way), but this time I would have the aircraft towed with pax on board. (I would avoid taxiing If I could), and have the fire squad escorting me (just in case).
If the gear are in flames, I would order an evacuation. Even though fire fighters are on the way, theres quite a bit of fuel just on top of the gear!
This is just my impression. Obviously, if you have SOP´s regarding this situation, follow them! I´m pretty sure that the guys who publish your SOP´s have thought this over thoroughly.
Finally, I think its great that you brought this up. Typically RTO´s are not practiced properly in the sim. The easy part of an RTO is the actual RTO itself… The hard part comes after the RTO…. Would should I do? Do I vacate? Do I set the parking brakes? Should I evacuate? What sort of assistance should I request????
Good on you my friend! By the way, great machine the 738 huh? !!!
Cheers
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If no evacuation required, vacate the runway as this is then free to use for others.
Then when clear of runway and having determined whether a return to stand is required (after a high speed RTO probably so, also SOP may dictate you to do so), before setting brakes to park(!) check Brake Cooling Schedule arriving at position to leave brakes off when chocks are in place.
Then when clear of runway and having determined whether a return to stand is required (after a high speed RTO probably so, also SOP may dictate you to do so), before setting brakes to park(!) check Brake Cooling Schedule arriving at position to leave brakes off when chocks are in place.
