"John Mazor" wrote in
news:n1Ufj.2328$qV.1876@trnddc03:


"Bertie the Bunyip" wrote in message
...
William Hung wrote in
news:f03d3e7c-260e-40d5-9b36-
:

On Jan 5, 3:12 pm, Bertie the Bunyip wrote:
William Hung wrote in news:4a5c2933-0efd-4acc-
be6a-
:

http://uk.youtube.com/watch?v=9KhZws...eature=related

The beginning of the vid looks so unreal, but apparently it is
real.

Yeah, it's real. Herons, I think .

Bertie

Looks like they took awhile to shut off the fuel to #2 engine.

Yeah, it's not a priority, really. the engine is on fire all the time
and from the look of it it was still producing thrust anyway.
The procedure is this ( though it varies form airline to airline)
The takeoff was more than likely done at rduced thrust in the first
place. Looks like the ingestion happend just after rotation so it was
"go" without any question about it.
First thing is the non handling pilot calls out the nature of the
failure. in this case, he probably just said "engine failure, right
engine" and nothing else is done except to raise the gear at positive
rate and cancel any aural warnings. the next is to select full thrust
on the live engine. If they had RR engines, they would have
firewalled them, if it was Pratts, thye would have set max TO thrust.
they were probably passing about 200 feet when all this happened.
Note, the full thrust thing is not required, just nice to do.
Next, after they were stablised in the climb, they handling pilot
would have asked to confirm the nature of the problem. the NH would
have spelled out what he thinks it is in detail and the non handling
would ask for the engine fire checklist (this is used by most boeing
operators these days for all engine probs whether or not the engne is
actually burning) The NH woudl initiate it using the memory items
startinf with the autothrottle switch to off, the thrust lever
affected engine to idle, the start switch ( fuel) to off and th efire
switch to pull and then if there is a fire, to rotate to fire first
one bottle of extinguishant then the second after 30 seconds. At each
item, the handling pilot must confirm that he has the correct thrust
lever, switch, whatever, so as to minimise the chance of screwing up
and shutting down the wrong one.
By the time al this is done, you're easily at 1,000' and it's time to
level off and accelerate, cleaning up.
If you're coing straight back though, it;s probably best to leave the
flaps where they are and get into the remeaining checklists in order
to tidy the airplane up for landing.

You left Anthony in the dust at "non-handling pilot".


Well, the non handling part should be right up his street.


Here's another thought experiment for him: You are the NHP in a real
cockpit and incur a bird-strike flameout right after rotation.

1. Which will you do first: #1 in your pants, or #2 in your pants?

2. What will be your last words on the CVR, "Oh, ****!" or "Merde!"?

3. Who inherits the rice cooker?



Bwsahwhahwhahwhahwhahwhahwhahwhahwhhahwhahw!


Bertie