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Engine Fire Procedures  
User currently offlineIlyushin96M From United States of America, joined Sep 1999, 2609 posts, RR: 12
Posted (13 years 2 weeks 6 days 17 hours ago) and read 2863 times:

It seems like there have been more reports of engine fires on the Forum, so I'm curious, does anyone know what the procedure is for an engine fire? Does the flight crew find the nearest possible airport to land at, or does this depend on the aircraft type and severity of the fire?

Thanks!

4 replies: All unread, jump to last
 
User currently offlineNotar520AC From United States of America, joined Jul 2001, 1606 posts, RR: 4
Reply 1, posted (13 years 2 weeks 6 days 10 hours ago) and read 2833 times:

First they have to worry about the engine- they run the shut down and extinguishing prcedures then compensate for the lost thrust. After, they worry about the appropriate airport that can accomodate the aircraft.


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User currently offlineXXXX10 From United Kingdom, joined Jan 2000, 777 posts, RR: 0
Reply 2, posted (13 years 2 weeks 6 days 2 hours ago) and read 2825 times:

This is most critical on take-off
If the a/c has not reached V1 speed the take off is aborted.

Once V1 has been reached the take off continues- The check list is actioned once the gear is raised

The check list is usually retarding the thrust leaver, closing the high presure fuel switch and firing the fire extinguisher.

The pilots would have discussed where to return to in the take-off breifing, but they may have to dump fuel or circle to loose wheight.

Engine failure at higher altitude are not quite as serious and the a/c may divert to the nearest suitable airport.


User currently offlineJETPILOT From United States of America, joined May 1999, 3130 posts, RR: 29
Reply 3, posted (13 years 2 weeks 6 days 1 hour ago) and read 2825 times:

Takeoff briefing excerpt: "In case of an engine failure no action till 1000 feet except to silence a bell".

No action is taken after gear retraction.The reason being that this is the most critical phase of flight. The chance of shutting down the wrong engine is very real during this time of high work load.

Number one rule: Fly the plane

At 1000 feet you run the "Engine Fire/severe damage/seperation in flight" memory items.

As per the 727:

Essential power: operating generator
Number _ engine verify: verified
star lever: cutoff
engine fire switch: pull
bottle discharge button: push

If light remains illuminated

Bottle switch: transfer
Bottle discharge button: push

Now you run the emergency checklist once the memory items have been comleted.

The engineer will begin to asses his fuel situation and dump if needed.

JET


User currently offlineSabenapilot From Belgium, joined Feb 2000, 2714 posts, RR: 46
Reply 4, posted (13 years 2 weeks 5 days 23 hours ago) and read 2819 times:

A second equally important reason not to shut down an engine on fire during the initial take-off phase (apart from the risk of shutting down the wrong one) is that it is actually still producing thrust!
-------------
Following is more or less a brief overview of the concept we us at Sabena on al our planes from B737 to A340.
Before all take-offs (at the gate) the crew has to brief what to do in case of an engine faillure after V1, including at least:
-) who will be flying and who will be clearing.
-) what routing shall we follow (straight ahead if possible, or a curved escape route as published by our company) (BTW, SIDs are never flown in case of emergency due to their complexity; we try to keep it simple)
-) altitudes like Minimum Sector Altitude, Minimum Holding Altitide, Heighest Terrain etc.
-) are we good for an immediate return to an airport or is holding required due to overweight for landing?
-) if weather at our airport of departure is too bad for a landing, where do we go to?
------------
An engine fire right after V1 on take-off means:
1) kill the bell,
2) continue the take-off and use the autopilot asap.
3) pilot flying flies the plane as briefed,
4) at for instance 1000ft, split the flightdeck in a pilot flying (PF) and a pilot clearing (PC),
5) the PC does the recall items from memory whereas the PF manages ATC, flightpath and a return to the airport for landing or a holding clearance in case of overweight.
6) when recall items are complete (and fire is out), the cockpit is back to a normal concept with the Pilot Non-Flying (the PC that was) completing the checklists and the PF giving a brief update on the position and configuration of the plane.




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