Thank you very much Captain David for the excellent presentation. I have some remarks. In the presentation there was no announcement “ENGINE FIRE” from the PM although there was a bell cut out from him without the command or consent of the PF. Although there was a fire, there was activation of both thrust reverses, probably because the PM cancelled the bell, without informing the PF that there was a fire. According to the QRH: The PF must simultaneously close the thrust levers, disengage the autothrottles (for procedural consistency, the PF must disengage the autothrottles for all rejected takeoffs, even after THR HLD is annunciated). This is not visible in the presentation. There was a 45% call out which I did not understand. There was no confirmation from the PF for: Thrust lever (affected engine) . . . . . . Confirm . . . . . . . Close Engine start lever (affected engine) . . . . . . Confirm . . . . . CUTOFF Engine fire switch (affected engine) . . . . . . Confirm . . . . . . . . Pull The evacuation checklist states C or F/O for every response item. This is there for a reason. So, I teach that for example the F/O reading reads: “PARKING BRAKE. . . . . . . . . . . . . . . Set Captain” and then the captain responds SET, and so forth for every item. This keeps clear the duties of each crew member in a stressful situation. Also, during the T/O emergency briefing major European companies include the following: In case of rejected T/O, and only after the a/c has stopped (so the extension of the flaps does not interfere with the braking ability) the F/O sets flaps 40° without command. So, this is briefed and agreed in the briefing with less items to be decided during the actual emergency. Lastly, I have seen some airlines suggesting that on the ground, one does not need to wait for 30 sec between the firing of the 1st and the 2nd bottle for an engine fire. This is also the case in the presentation. But I have not seen this anywhere written. Your comments will be appreciated
Exceptionally well tailored for training and your viewing strategy is unique and reinforces learning. Might you have a video on Engine severe damage during a go around Ana a video on in flight decision making following a failure? Much obliged Captain David.
I have just come across your videos and would like to say they are amazing. Detailed and well explained as to why we do certain actions. Please keep on making more content :)
Hi Marcin, The ideal would be not to use any brake pedal pressure at all to increase brake cooling, reduce the threat of fuse plugs melting or brakes welding together. Clearly, the risk is much higher with steel brakes getting hotter. If the runway is level and the aircraft is stationary then you wouldn't need to apply pressure to the brake pedals and you can wait until the Parking brake is called for from the QRH. Just remember that this is already a very busy maneuver and a slight movement of the aircraft could go unnoticed with 2 heads looking down. Some companies set parking brake as soon as the aircraft has come to a stop after an RTO as part of their procedure,. However, in the QRH it says consider the following "Not setting the parking brake unless a passenger evacuation is needed".
