RTO:Aircraft positonning
 

Hi,
Please appreciate your knowledge regarding RTO and how to position the aircraft in case of an eng fire function the wind direction, with all possibilities in case of tailwind,headwind,crosswind(left ,right) etc....and is this recommeded by your compagny or your S.O.P?. many thanks.

If possible/circumstances allow turn into any headwind, turn away from any tailwind.

(From our Ops Manual).

Yeap, agree with Captijns..

Anyway just a matter of "Good Sense"...In doubt, you could always ask by VHF for positioning the plane ideally, people outside have a better view on this subject..
rgds

I wouldn't be asking ATC any advice on positioning-not that I don't trust them but I feel it would take up valuable time with no guaranties of anything useful being said. On the other hand if a high speed RTO has been carried out & there is no immediate threat then fire services on the scene could be asked to have a look at the aircraft-i.e.gear before vacating the runway.

Otherwise, try to keep the fire downwind.

I don't recall....
 

I don't recall reading any Airbus document suggesting positioning the aircraft any certain way after an RTO due to fire. I may be wrong, as I many times am, however.

Having said that, it is in our OPS manual to do so....if possible...to use the wind to blow the fire, smoke, flames, etc., away from the fuselage.

Airbus does mention in the RTO section of FCOM 3 that, if at all possible, when an evacuation is probable, we are to stay on the runway. Do not attempt to exit the runway onto a taxiway. Reasoning is mentioned in
above posts.


Fly safe,

PantLoad

Turning works fine on smaller aircraft, A320/737 etc but it is thought that doing so on a large one, 777/747/340 etc could impede the fire services as they may not be able to quickly get to the burning engine. Also, if a false alarm you may not be able to move without ending up off the paved surface!

This is really not much of a subject. Engine fire,RTO,egress on the runway directing egress to the safe direction. Not enough time to think about wind direction, nor is a significant influence given the most important factor.... Egress in the opposite side of the indicated failure/fire.

Yes there is.

"turn into any headwind, turn away from any tailwind"

It is regularly practised in the simulator, and you would be expected to do it in BA. With the above provisos of size and the 777/ 744.

This procedure was as a result of the 737 Fire at Manchester in 1985.

British Airtours Flight 28M

...and the MAN fire was with only a 5 kt wind!

I'm not a captain and so in the a/c i fly i will not be in control of any rto that we do, and this is not sop at my company but.. some captains i fly with say if the wind is from the left and the fire is on the left then turn left. if the wind is from the right and the fire is on the right, turn right. otherwise stay on the c/l.

I'm not sure if i can remember this in the event i do an rto when i'm a captain. I think the adrenaline will kick in and i'll stay on the c/l.

I tend to agree that stopping on the centerline could be the safest option UNLESS it is immediately obvious where the fire is in relation to the wind direction, and the wind itself is fairly strong. Screwing it up and turning the wrong way could be disastrous, whereas stopping straight will at least ensure that the fire is being blown back (assuming there was some headwind component in the first place). Also there is the issue of easy access for emergency vehicles. In the latter regard, I would never go off the runway onto a narrower taxiway just to face more into wind. Stop, shut down and if fire warning still present, order the evacuation. Leave choice of exits to cabin crew. Without the full picture, very dangerous for flight deck to be nominating exits when they can't see outside. Just because an engine fire has occurred on one side does not necessarily block any or all exits on that side.

- to re-inforce L337's post, there is all the time you need - it is called a take-off briefing. Most of us have always done one and included the 'turn', which is based on the offending engine and head or tailwind, and the aim is to improve survivability of pax and crew, not the a/c and not to 'allow' vehicle access - and in any case I would have hoped to have an evac well under way (with a major engine malfunction/fire) BEFORE they arrived.

Agree with L337. Only thing I'd add is that you need to wait til you're nearly stopped before doing the turning thing otherwise you will use too much of the runway width.

DH

well, in my opinion is most important to be sure of you are on fire and what side of the aircraft is involve and then do the call of evacuate on the opposite side of the fire, if you can do a turn in order to maintain head wind will be a plus.

I read much aviation related material to enhance my knowledge and hopefully performance.

I am constantly amazed at the theories espoused on PPRUNE. The act of turning into wind was the first safety recommendation made in the official report into the BA B737 accident at Manchester.

For those who have their own pet theories please read the report and then come back and say whether you will still do your own thing rather than take into account wind direction with an RTO and fire.

http://www.aaib.gov.uk/sites/aaib/cm...8%20G-BGJL.pdf

What I am saying is if in a real fire/egress condition, your preflight SOP should prioritize your actions. Wind direction being a factor the side of the aircraft the fire exists on is certainly important.

If the aircraft position negates the wind force what's the point. Cabin communications/tower contact/systems control obviously becomes more important. All this happens in seconds.. not minutes. Just like any emergency all the training in the world can not truely prepare you for this experience. I just imagine having to concider wind direction in this experience, great procedure but unless you have had time to prepare for it it is on the short side of your "to do" list.

From the "report" it seems to indicate that the Capt initiated a turn OFF the runway which exacerbated the wind effect .(Not criticizing) as other factors were at play .
But what if : 1) the wind is variable
2) the wind changes during takeoff roll,
3) a direct X-wind , how much into wind turn
do you suggest ?
This is a discussion and I do not think that anyone is inventing their own procedures . The recommendation is just that ,a recommendation, and most of us are guided by manufacturers and company SOP's . If it could be regulated , it would have been , so the decision on the day does rest with the Commander ,with due considration to all relevant factors and practices .

When I first started flying multi-engined jet aircraft, the B707, in 1982 it was impressed upon me that every fire related RTO should be stopped into wind or at least with the hot side downwind.

I used this technique when I joined my present company and was roundly told it was a waste of time and not required. I have my own views as to what I will do if such an event ever happens to me.

Regards,
BH.

alphaflare,

I have read with interest the reponses to your question.

My opinion is that one should bring the aircraft to a stop on the runway in a very rapid manner as recommended by all manufacurers. If there is a problem with tires you will know soon enough and can adjust your reject procedure accordingly.

Once you have stopped , stow reverse thrust, set the park brake and evaluate the situation using all available resources. Then make a decision as to what you want to do.

Fire can burn through very qiuckly so if you need to evacuate do it as expiditiously as possible wasting no time for turns into wind, crosswind or any other way.

Stay in the middle of the runway and give the Fire/Rescue bunch a lot of space to work with.

best regards,

Bruce Waddington