PilotNTrng From United States of America, joined Dec 2003, 897 posts, RR: 3 Posted (7 years 3 months 3 weeks 3 days 19 hours ago) and read 1872 times:
Hello fellow aviators, got a question for ya. I have this book to study on possible human resource questions during the interview. One in particular has me intrigued. It is as follows: You are flying a B767 fully loaded and fueled, you begin to raise the nosegear and the Captain slumps over succumbing to smoke, what do you do? My thinking is this, commence with the takeoff since we are beyond V1, get my 02 mask on asap, fly the airplane, contact tower and declare emergency. We will be over the max landing weight, but who really cares at this point, right? Are my assumptions correct?
A346Dude From Canada, joined Nov 2004, 1336 posts, RR: 7
Reply 1, posted (7 years 3 months 3 weeks 3 days 18 hours ago) and read 1864 times:
Quoting PilotNTrng (Thread starter): Hello fellow aviators, got a question for ya. I have this book to study on possible human resource questions during the interview. One in particular has me intrigued. It is as follows: You are flying a B767 fully loaded and fueled, you begin to raise the nosegear and the Captain slumps over succumbing to smoke, what do you do? My thinking is this, commence with the takeoff since we are beyond V1, get my 02 mask on asap, fly the airplane, contact tower and declare emergency. We will be over the max landing weight, but who really cares at this point, right? Are my assumptions correct?
Makes sense to me, but I am no 767 pilot. Two things I would add:
-ensure the captain's body does not interfere with the controls
-troubleshoot the cause of the smoke
Edit: I'm not sure it's the most realistic question, as I don't know how the cockpit could go from no hint of smoke to the captain slumped over from smoke inhalation in those few short moments between V1 and VR.
[Edited 2008-03-12 19:10:16]
You know the gear is up and locked when it takes full throttle to taxi to the terminal.
Good call, I forgot those two important things, thanks. Have to make sure the controls are cleared and my legs aren't getting burnt. This is silly , but I can't recall whether or not the cockpits of all airliners are equipped with extinguishers.
Mir From United States of America, joined Jan 2004, 22346 posts, RR: 55
Reply 4, posted (7 years 3 months 3 weeks 3 days 15 hours ago) and read 1824 times:
The only reason you'd abort a takeoff after the nosewheel comes up is if you really don't think the airplane can fly, and the captain slumping over doesn't count as that sort of situation. I'd get the plane up in the air, put on my mask, then declare the emergency and troubleshoot the problem while returning for a landing. If you can get the smoke issue figured out quickly, then you have time to dump fuel and get down to MLW. If not, then you land overweight - no sense keeping the plane in the air if there's a fire onboard that you can't control.
7 billion, one nation, imagination...it's a beautiful day
Very good! Thats what you hear from the 1st day at flight school!
The other day in the simulator we simulated an engine fire right AFTER V1, so the nose wasnt even up in the air at that point. TOW was 275tons (11 tons below MTOW) so pretty heavy. So we lifted off, took care of the engine fire, but both engine fire bottles didnt help, so we were still on fire! So we returned immediately!!! Our landing weight was 270tons by then and the approach speed 180knots! So we landed after only 6 minutes after lift off... And the landing distance was quite impressive Runway was "only" 3600m long, it was enough but scary to touch down with 180knots and the deceleration is low!!!
PilotNTrng From United States of America, joined Dec 2003, 897 posts, RR: 3
Reply 6, posted (7 years 3 months 3 weeks 3 days 14 hours ago) and read 1818 times:
Thanks guys for the great answers. Im just in that mentally preparing stage for my first interview, of coarse I am nervous as hell. I want to be as prepared as I can. I don't want to rant and ask a million questions, that's about how many there in this study guide ha ha, maybe not that many. I have another perturbing scenario, if you guys don't mind. Here is the situation.... I am the FO we depart aiport "A" , my dad is on board and has a major heart attack. Aiport "A" has gone below minimums. And the nearest aiport at or above minimums is 2 hours away, what do we do? I am yet to be that familiar with part 121 operations and regs, but is it not legal to attempt the Approach at Airport "A" ? But then the fuel load comes into question. The thought process is obvious that the safety of the crew and other passengers is paramont, regardless of my prediciment. And if we can't make the approach, then we have to continue on to the nearest suitable airport. Is that a good summation?
Its hard to say, but an airport going below minimum right after take off: doesnt happen too often! But mayb it was already below minimum for landing when you took off, then you need a take off alternate and for a 2 engined aircraft it has to be within one hour
Its hard to say what you would do in that situation! As you stated: you have your rules and regulations you have to observe, no matter if its your dad or just a "normal" passenger.
The commander has the emergency authority to basically do what he wants to do as long as it is safer to everbody. But a sick passenger is not really a safety issue, dont you think?
I know lol. I was just implying the 8 years I have been flying, I should be a a little further along the line, but oh well life happens. Im getting there.
767driver thanks for the additional questions. I have Air Inc's Airline Pilot's Interview Questions handbook. they have a multitude of possible questions, some of which I think common sense would prevail and the odds of them happening are astronomical, but Im just trying to cover the bases.