Loss of Thrust Both Engines at 35,000 ft in 737 Classic simulator.
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Loss of Thrust Both Engines at 35,000 ft in 737 Classic simulator.
Since when is that? Our current revision still has it?
Volcanic ash is a plausible cause for LOTOBE.
Volcanic ash is a plausible cause for LOTOBE.
Join Date: Oct 2002
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We had an exercise recently involving LOTBE due Volcanic ash at FL160...
VERY interesting, and a potential booby trap as in the QRH for volcanic ash, there is no mention of "if thrust is lost on both engines"... You must combine both checklists.
You have to be quick, get out of the cloud, increase speed to light up engines, but at the same time start thinking about emergency landing fields/areas/ditching as you are at 10.000' without any working engine...
APU should not be started before exiting the ash cloud by the way, another thing omitted in the QRH.
CRM and checklist knowledge is crucial, combined with correct prioritization.
Not a test item but very valueable as training.
VERY interesting, and a potential booby trap as in the QRH for volcanic ash, there is no mention of "if thrust is lost on both engines"... You must combine both checklists.
You have to be quick, get out of the cloud, increase speed to light up engines, but at the same time start thinking about emergency landing fields/areas/ditching as you are at 10.000' without any working engine...
APU should not be started before exiting the ash cloud by the way, another thing omitted in the QRH.
CRM and checklist knowledge is crucial, combined with correct prioritization.
Not a test item but very valueable as training.
Join Date: Apr 2010
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Obviously,no need to start to relight if you ran out of fuel
I would think it is obvious.
We are going to so many different alternatives here it starts to feel like standard
Chinese opc.
Now,ash entry or any other failures must be dealt with priority that hopefully all captains can deal with.
In the case of ASH and subsequent single or total engine loss,first priority is obviously to get out of the ash...follow QRH,then relight initiation.
You cant relight still in ash and you cant relight without oxygen in your system.
Same if both engines fail,both gens will go offline,cabin will leak,having an eye on the leak of the cabin will allow to judge if your cabin will reach 10000 within your NNC and therefore if donning the madks earlier is a sensible option or not(use of emerg or 100%).
With loss of both gens,capt will be (become)pilot flying and i hope it is so in all your manuals/sops...
I would think it is obvious.
We are going to so many different alternatives here it starts to feel like standard
Chinese opc.
Now,ash entry or any other failures must be dealt with priority that hopefully all captains can deal with.
In the case of ASH and subsequent single or total engine loss,first priority is obviously to get out of the ash...follow QRH,then relight initiation.
You cant relight still in ash and you cant relight without oxygen in your system.
Same if both engines fail,both gens will go offline,cabin will leak,having an eye on the leak of the cabin will allow to judge if your cabin will reach 10000 within your NNC and therefore if donning the madks earlier is a sensible option or not(use of emerg or 100%).
With loss of both gens,capt will be (become)pilot flying and i hope it is so in all your manuals/sops...
Join Date: Mar 2001
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With loss of both gens,capt will be (become)pilot flying and i hope it is so in all your manuals/sops...
To be honest, the loss of both engine driven generator checklist is a behemoth with its six pages and numerous decision points. It is one of the checklist where it is better to use it on the EFB in my opinion as the links make it that much easier to navigate through that thing.
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It might be a prudent option during FORDEC to transfer control, but it is not required by the checklist nor by the SOP.
On the NG there is that brightly illuminated ISFD that will work for 1:45, or 45 minutes longer than battery power and is easy to fly from both sides.
and you must have wonder great fos flying with you.Captain PFD is what i would fly with and even with loss of both IRS, left side has a better view and angle of scan than from the right seat.
It is my prerogative to take over control in such cases as I would give controls to the FO in other cases (for example in case of airspeed disagree for example if his speed is recognised to be the operative one).
Lets not go into this ridiculous new Boeing Airspeed disagree pitch and thrust
settings as they are designed for pilots with absolute no clue on basic pitch and thrust...Actually it would be a good new thread.....signatures to send this updated checklist back to the drawing board..
To be honest, the loss of both engine driven generator checklist is a behemoth with its six pages and numerous decision points. It is one of the checklist where it is better to use it on the EFB in my opinion as the links make it that much easier to navigate through that thing.
