Yes, don't jump to any conclusions but keep things in context.

No, I am not trying to justify anything. I am presenting an idea about how such evacuation unfolded.

I don't agree. The FAs most certainly will start an evacuation if they can not reach the cockpit and they see a wing on fire. We also don't know what standard these FAs may have been trained to. We also don't know if the FAs called the cockpit and the cockpit crew was busy/task saturated.

In the Delta incident, the back end of the airplane started evacuating and the pilots started taxiing. So this is not something new.

The CA may not have known that his wing, engine, and surrounding pavement were on fire. They probably were in the engine fire checklist while the FAs are trying to reach them. Who knows?

I presented the engine not shutting down immediately with the fuel cutoff switch as a possible scenario as to why that motor was still turning during the evacuation.

You are assuming what the cockpit crew knew. You can't do that.

 

I am curious what YOU think should be done at the instant you have an engine fire on the ground?

 

But even if the F/A's start the evacuation on their own, they should throw the evac signal switch. Once that is thrown, the cockpit crew will know that there is an evac happening. At that point, you stop what you are doing and do the evac checklist.

 

Set the brake, call for the evacuation non-normal checklist. The base line Boeing procedure for which takes engine fire emergency response into account

And for asking the all the right questions on APC jeopardy Alex, Captain Toolbox is our grand prize winner of...a complimentary self guided tour of Graceland along with two first round passes for the 2016 St. Jude Classic.
note* Not valid for individuals covered under provisions of a TA ratified in the previous 30 days. Thank for playing!

 

First, the short answer. At "that instant", the PIC ought to recall the terms of the trust vested in him:The long answer, for those brave enough to fight their way through it (you've been warned), is one example of what he does to live up to that trust and the means he chooses to do it.

First, I don't know of a blanket answer. Every situation is different. Second, I'm not saying this example can't be improved (it only needs to be adequate). And third, I haven't flown a 767 in over ten years, so I can't be specific.

An engine fire on the ground ought to be handled like any other task: set the prime objective, the ultimate goal, and then refer back to it as the first step of all subsequent decisions. And those decisions will alternate between what needs to be done and how to do it. As an aside, SOPs, IMO, should be used only as possible means to an end. They're "how to" guides only and should never be allowed to set the prime objective, let alone become ends in themselves. Note that several objects ("what to do") can be embedded in a process ("how to do it"), usually in some logical sequence, and vice versa. But to prevent absurdity - and paralysis - no object should be embedded in (immediately follow) another object, and no process should be embedded in another process.

I can only pass on the lessons I learned during an actual high-speed RTO followed by a wheel fire and evacuation - something we never trained for. (http://www.airlinepilotforums.com/me...s-album_1.html). And the first lesson learned is that meaningful information is never enough; what there is of it is often inaccurate; and, sometimes, it is even contradictory. Hence the need to learn to live and work with what there is. And we can't do that by practicing anticipated scenarios: we must learn to handle uncertainty itself (a separate topic).

One suggested (generic) sequence of actions is listed below. Obviously, circumstances should to be taken into account and, in this case, listening to one's gut (judgment) is probably a good idea, too. Choosing the means to do something includes forcing one out of the environment if none of the available options are adequate. This is one of the principles of command.

• Set the prime objective (what) - save pax and crew. There's a temptation to push the comforts of personal security to the top and not do what you know is right, but rather, what you can justify. If you conform rather than perform, you might save your job, but might not be able to look into your grandkids eyes.
• Choose the means to do it (how) - by evacuating. 'Course you might choose to taxi into the pond next to the runway instead. If you do, you might get off easy if the fire goes out and everyone casually walks off the wing to shore without a scratch, but hanged if the gaters get them first.
• Decide what to do first - immobilize the A/C. Or you might choose to first turn it so the wind blows the flames and smoke away from the fuselage. Or taxi away from the fuel bowser you just hit. Or use the Pax Evacuation Checklist if you think that's the right tool for the job.
• Choose the means to do it (how) - by stopping and setting the parking brake.
• Decide what to do next - create a safe environment.
• Choose the means to do it (how) - by shutting down the engines and the APU; fighting the fire; calling for the fire trucks.
• Decide what to do next - remove physical obstacles to evacuation.
• Choose the means to do it (how) - by depressurizing (so the FAs can open the doors) and by lowering the spoilers.
• Decide what to do next - evacuate into the safe environment
• Choose the means to do it (how) - by commanding "Evacuate through left/right side exits only."

Those with better writing skills might want to consider writing an Operational Decision Game (ODG) based on this event.

 

O M G......... Well..... you did ask.

 

All right Cardio, I apologize. If you answer 9780991975808 regards the above post, I will swear on my grand kids eyes that AOA indicators on light aircraft are stupid.

 

Me I am going to grab a fire extinguisher so that when I use the inertial reel by the one door to escape the 767F I can use the thrust from the extinguisher to propel myself away from the flames on my semi dangling descent.

 

I think this is a training video for a similar situation.
https://m.youtube.com/watch?v=hHXx8AmBwXg

 

Nice. You *missed* my point I was asking him.

However, I know a crew that had a tailpipe fire. Ground/tower told them their engine was on fire. They did exactly that, evacuated. And a whole bunch of people went to the hospital that day.

Sometimes you are screwed if you do, screwed if you don't.