Originally Posted by
KirillTheThrill
I’ve been told sully went off script to what was taught for a dual engine failure or any emergency, which is running through the QRH. I guess he was messing around with attempting a bleed air start or whatever. A couple of items down the QRH list read “press TOGA” which supposedly would have given the crew enough power to actually climb.
Just to add, I’ve heard he was one of the most bid avoided Captain’s at his domicile, known for being disrespectful to fellow crew members while riding the jumpseat.
I don’t know if that’s all bs, who cares at this point, but I’m wondering if anyone has any insider knowledge to what I just referenced.
Thanks.
There ain’t no “TOGA buttons” to “press” in an Airbus. And nowhere in the dual engine flame out QRH that I am reading right now is there any item that says THRUST LEVER TOGA DETENT. And the QRH does specifically say that APU bleed air starts are okay below FL 150 with airspeed equal to or greater than 135 KIAS. The optimum windmilling air start speed is 280 KIAS. There is a note that attempting to windmill start an engine at slower than 280 Kts if the failure occurred during high power settings (TOGA, MCT or Climb) may cause an engine core lock.
Both of the engines were catastrophically damaged, they weren’t coming back PERIOD.
It takes about 3 minutes to completely read the dual engine flameout QRH if you include all the notes. 3 minutes they didn’t have.
Wether or not He was a butthead to fly with they did everything right given the time constraints they were working under on that day.