This would probably feel like hours between stopping and evacuating when you're a passenger sitting there watching the engine burning but not knowing how calmly and professionally it's being handled behind the cockpit door.
This shows how important and vital the flight attendants' decision is, wether to open a door or not. If you open a door where there is fire in front of it during your annual training exams, you have failed your exams and with some airlines a flight attendant's career might be finished. You see, it's not just 'beef or chicken'.
This video was made for CRM awareness and training, so the people that would have actually viewed it for training purposes would most likely be cabin crew. Most airlines have a policy where the cabin supervisor will likely make that kind of decision because they're in a better position to identify the dangers (fire/smoke etc). In this case, however, we don't know obvious the fire is. It was a question that we hoped would come up in the classroom.
Is it the switching both outflow valves to manual which causes the master warning at around 3:15, which the captain immediately cancels? I'm assuming that at around 3:35 is due to the aircraft having only the battery supplying the electrical systems.
Yes but it's a master caution instead of a master warning (Note the EICAS message is amber). It's □ CABIN ALTITUDE AUTO (Automatic pressurization control is failed or both outflow valve switches are in manual) At 3:15 you have a whole bunch of master cautions (amber with beeper) and advisories (indented amber without beeper) related to the loss of AC. The only Master Warning in the video is the □ FIRE ENG R (RED EICAS, Illuminated fire switch, fire switch unlocks, illuminated engine fuel control switch and Fire Bell rings)
Good video. At 2:50 the Captain states to the Fire Chief that there was a continuation of the right engine fire; after receiving further confirmation from the Fire Chief, the decision is made to evacuate the aircraft. My question is, why was the order given to evacuate rather than evacuate left side only?
at some airlines, the final decision about which exits are usable for an evac rests with the respective flight attendant at the given door. the reason is, that the individual cabin crew member has the best picture about if the escape route is endangered by fire/smoke or not
I see. I just wondered because it was a fire on the left engine. Anyways, thx! Nice to know about the procedures as an aircraft engineering student :) Keep up the great work!
@@jamc666 Don’t really get your question. It was clarified before and working in aviation 9 years after my comment I know better. Have a nice day commenting on other people on TH-cam!
Delta's 777-200ERs had the Evac switch at one time, but the switch was on the center console behind the L radio, on the Capt's side. I'm not sure if that switch has been retained. The Delta 777-200LRs never had this switch.
Took him about a second to realize, I could even hear some shock and disbelief in his voice. They might not have known, which makes them better at the training.
Anyone here knows (yes, knows - not guesses) what time we are talking of for the engine to go from full RPM (forward) to full reverse? So, time counting from they pull down to full reverse. I guess the engine has to spool down a bit first and then open the reverser. Does it spool up after that too?
Just a question. Shouldn´t the captain order for an evacuation on the left side explicitly? The cabin crew doesn´t know there´s a fire on the right side. Thanks for answering!
Never, ever assume. "Captain" means responsibility for all phases of flight and safety of all passengers and crew. Captain should explicitly order evacuation with instructions.
It's my understanding that in some companies the proper procedure is for the pilot ordering an evacuation to NOT mention further details (unless required). This is done in order to prevent confusion if the information is incorrect or misunderstood and also to prevent cabin crew from acting on that information without confirming for themselves its accuracy. Confirmation bias may also come into play, where the crew are looking to confirm the pilot's information rather than assess the situation for themselves. For example in this case the captain could have advised the cabin crew of an 'engine fire number two'. But what if a member of the cabin crew mistakenly believes they are on a plane with 4 engines? That would mean engine number two is the innermost engine on the left side, so an evacuation on the right side would be required. Add to that the fact that the pilots may have all sorts of warnings and indications, but in many planes they can't actually look at the engines from the cockpit, so they don't know if there's still any fire and if there is, how bad it is. Maybe there was a fire but due to its location (engine) and a favorable wind direction, the right rear exit was available. Or perhaps in this hypothetical case the fire was already out but the fire warning remained due to damage caused to the fire detection system. In that case evacuation on the right could have been perfectly safe, allowing the entire aircraft to be evacuated much quicker compared to only using the exits on the left, which in turn also improves the chances of an orderly evacuation without injuries due to panicked passengers all rushing for the few available exits. All in all I believe it's safer to have the cabin crew determine if it's okay to open an emergency exit before doing so, without being burdened by any unnecessary preconceived notions. Also thanks for reading my wall of text!
window blinds are always ordered to be open on take -off and landing so that flight attendants can see where and what the problem is outside of the aircraft.
Most systems lose power yes but that's what you want when you evacuate. The instruments that you see working after both engines are killed are the systems powered by Standby Power (Battery). On battery alone (No RAT) the battery can power the stand by system for a minimum of 5 minutes. The emergency lights are powered by independent batteries and last 15 minutes which is more than enough for evacuation.
In certain companies this PA is used during "On Ground Emergency" and rejected takeoffs. It's a trigger for the cabin crew to stand up and look outside assessing conditions for a potential evacuation. That's when they decide if the conditions outside their individual door are suitable for evacuation to see if they should open it or if they should redirect passengers to a different exit.
Not in flight. That's not how things work. If you have abnormal engine indications (not a fire and not a severe damage) the course of action is to retard the engine until indications are normal. That way you still have the engine available in case you need it (terrain escape or windshear escape manoeuvre). If you pull that fire switch the engine is gone for the day.
Steve Doe yes, that's if time allows its verify that flaps are indicating 30 before engine cuttoff. Flaps needed to be 30 in an evacuation because of the passengers evacuating via the overwing exits. It is required
That's aircraft specific. The video doesn't state whether this is a -200 or a -300. The -200 has no overwing exits, so I'm guessing it wouldn't be on that checklist.
That's how it's done. During the rejected takeoff there's no time to assess which engine has failed. You just initiate the reject. An engine that is on fire is not a dead engine and still provides thrust.
That's how it's done. During an RTO there has been no confirmation on which engine has failed. I don't know where you get your procedures from but the QRH does not say anything about using only one reverser during an RTO.
@@brandon_dammers It's ok. We only act one one engine alone if we have done a crucial step of the checklist or memory items which involves CONFIRMATION by both pilots on which engine has failed. Not doing this crucial step has lead to many accidents. Same applies for a go around after an engine has failed suddenly. We accelerate both engines and only after reading the checklist we'll secure the failed one.
Shouldn't they have started fighting the fire as soon as the warning lights pop up? Waiting until you're completely stopped seems like a waste of valuable time to me.
An engine fire has perfectly defined memory items. They run the memory items of the FIRE ENG checklist. Since they're on the ground they immediately action the evacuation checklist if the fire indication remains. An engine fire does not mean that the airplane is on fire.
![กี่หมื่นฟ้า | Your Sky Series EP.1 [1/4]](http://i.ytimg.com/vi/vLGjxFL6U_I/mqdefault.jpg)
This would probably feel like hours between stopping and evacuating when you're a passenger sitting there watching the engine burning but not knowing how calmly and professionally it's being handled behind the cockpit door.
Also as a flight attendant. Specially on a 777 fighting off 300+ passengers trying to open your door
This shows how important and vital the flight attendants' decision is, wether to open a door or not. If you open a door where there is fire in front of it during your annual training exams, you have failed your exams and with some airlines a flight attendant's career might be finished. You see, it's not just 'beef or chicken'.
You gotta love how quiet the warning is compared to a a321 or a 737 lol
Sounds like a incoming call on a office
Its pretty loud yt does some things to reduce loud sounds
@@NordoNyle its more like “oh neat theres a fire” than “holy shit theres an engine fire”
The 737 and 767 have real mechanical bells for fire
Im sure its a lot louder in the actual 777 lol
This video was made for CRM awareness and training, so the people that would have actually viewed it for training purposes would most likely be cabin crew. Most airlines have a policy where the cabin supervisor will likely make that kind of decision because they're in a better position to identify the dangers (fire/smoke etc). In this case, however, we don't know obvious the fire is. It was a question that we hoped would come up in the classroom.
Australian understatement at its finest
Handled professionally. Bravo.
While not identical, the Japan Airlines incident just recently reminded me of this one
❤ should have checked the simulation ❤❤
I’m in the sim in a couple of days. I really shouldn’t be watching the procedures of a different aircraft type!
Is it the switching both outflow valves to manual which causes the master warning at around 3:15, which the captain immediately cancels?
I'm assuming that at around 3:35 is due to the aircraft having only the battery supplying the electrical systems.
Yes but it's a master caution instead of a master warning (Note the EICAS message is amber). It's □ CABIN ALTITUDE AUTO (Automatic pressurization control is failed or both outflow valve switches are in manual)
At 3:15 you have a whole bunch of master cautions (amber with beeper) and advisories (indented amber without beeper) related to the loss of AC.
The only Master Warning in the video is the □ FIRE ENG R (RED EICAS, Illuminated fire switch, fire switch unlocks, illuminated engine fuel control switch and Fire Bell rings)
Useful for CRM as in the back we’re unaware of what happens behind the F/D door
PF does his own memory items with the Fire ENG Cx..... seems odd to me , what do other 777 operators do?
Yes. Immediately after raising the speedbrake. It's at about the 1.11 mark.
what does 1.11 mark neans?
I imagine this is what was happening in the cockpit of British Airways flight 2276 in 2015.
Good video. At 2:50 the Captain states to the Fire Chief that there was a continuation of the right engine fire; after receiving further confirmation from the Fire Chief, the decision is made to evacuate the aircraft.
My question is, why was the order given to evacuate rather than evacuate left side only?
at some airlines, the final decision about which exits are usable for an evac rests with the respective flight attendant at the given door. the reason is, that the individual cabin crew member has the best picture about if the escape route is endangered by fire/smoke or not
It may have been previously mentioned but, should the evacuation be out the left side only? RH eng fire.
I see. I just wondered because it was a fire on the left engine. Anyways, thx! Nice to know about the procedures as an aircraft engineering student :) Keep up the great work!
just tell me you're not a pilot ...
@@jamc666 Don’t really get your question. It was clarified before and working in aviation 9 years after my comment I know better. Have a nice day commenting on other people on TH-cam!
I always thought the have to lower the flaps to 40 degrees for an easier escape down the wings ?
The 777 has wing mounted slides right? So I don't think it's needed
@@incrediblezab in worst case scenario...
How did you know
The captain should also activate the Emergency evacuation signal after initiating a the cabin evacuation.
Not all 777s have the Emergency evacuation signal.
There's an switch on the back of the center console, on some 777s, that sends an alarm to the FAs in the cabin to evacuate.
Delta's 777-200ERs had the Evac switch at one time, but the switch was on the center console behind the L radio, on the Capt's side. I'm not sure if that switch has been retained. The Delta 777-200LRs never had this switch.
That's completely dependant on company SOPs. In my airline we don't tell them "cabin crew at stations" after an RTO.
Hi there, when will you have the training vídeos available? I might perform the 777 200 ER Type-Rating and im looking for some training vídeos.
Thanks
Did you get your type rating? And did you find any good resources?
As engine #2 was on fire Which is right RH side engine Evacuation should be Announced From the LH side Of The Cabin.
Brilliant.....
All flight crew should be trained to this level of professionalism.....
As ghey say down under...no pisdin around
We don't have a firm date as yet. If you subscribe to our mailing list at flight.org you'll be the first to know when we release them to the wild.
Good vid-but clear the "left seater" knew that an engine fire abort was coming-fastest reactions in history.
Took him about a second to realize, I could even hear some shock and disbelief in his voice. They might not have known, which makes them better at the training.
Anyone here knows (yes, knows - not guesses) what time we are talking of for the engine to go from full RPM (forward) to full reverse? So, time counting from they pull down to full reverse.
I guess the engine has to spool down a bit first and then open the reverser. Does it spool up after that too?
Yes
@@johnnyninetytwo And the answer is?
@@Xanthopteryx yes, after you close the reverser it spools back up to idle
@@shevi7774 And the answer to my questions are?
@@Xanthopteryx can’t you read?
Just a question. Shouldn´t the captain order for an evacuation on the left side explicitly? The cabin crew doesn´t know there´s a fire on the right side. Thanks for answering!
Never, ever assume. "Captain" means responsibility for all phases of flight and safety of all passengers and crew. Captain should explicitly order evacuation with instructions.
It's my understanding that in some companies the proper procedure is for the pilot ordering an evacuation to NOT mention further details (unless required). This is done in order to prevent confusion if the information is incorrect or misunderstood and also to prevent cabin crew from acting on that information without confirming for themselves its accuracy. Confirmation bias may also come into play, where the crew are looking to confirm the pilot's information rather than assess the situation for themselves.
For example in this case the captain could have advised the cabin crew of an 'engine fire number two'. But what if a member of the cabin crew mistakenly believes they are on a plane with 4 engines? That would mean engine number two is the innermost engine on the left side, so an evacuation on the right side would be required.
Add to that the fact that the pilots may have all sorts of warnings and indications, but in many planes they can't actually look at the engines from the cockpit, so they don't know if there's still any fire and if there is, how bad it is. Maybe there was a fire but due to its location (engine) and a favorable wind direction, the right rear exit was available. Or perhaps in this hypothetical case the fire was already out but the fire warning remained due to damage caused to the fire detection system. In that case evacuation on the right could have been perfectly safe, allowing the entire aircraft to be evacuated much quicker compared to only using the exits on the left, which in turn also improves the chances of an orderly evacuation without injuries due to panicked passengers all rushing for the few available exits.
All in all I believe it's safer to have the cabin crew determine if it's okay to open an emergency exit before doing so, without being burdened by any unnecessary preconceived notions.
Also thanks for reading my wall of text!
window blinds are always ordered to be open on take -off and landing so that flight attendants can see where and what the problem is outside of the aircraft.
Well done
revers withe engin failure ?
Fired engine also😆
Yep. The engine is on fire but it's not dead and at that point there is no confirmation on which engine has failed.
I was wondering when they cut the fuel to the left engine would the airplane not lose power?
the second engine is still running thus providing power to the plane
also the auxiliary power unit might power vital equipment
The APU is switched off after engine start
Most systems lose power yes but that's what you want when you evacuate. The instruments that you see working after both engines are killed are the systems powered by Standby Power (Battery). On battery alone (No RAT) the battery can power the stand by system for a minimum of 5 minutes. The emergency lights are powered by independent batteries and last 15 minutes which is more than enough for evacuation.
are they virgin australia pilots??
yep
Nah, both of them are married with kids. So, definitely not virgins. But yes, they are Australian.
@@bobalobalie - nice
cabin crew to your stations..what does it mean?
Tommy The Heist i believe its get ready for evac
Ahh thanks!
In certain companies this PA is used during "On Ground Emergency" and rejected takeoffs. It's a trigger for the cabin crew to stand up and look outside assessing conditions for a potential evacuation. That's when they decide if the conditions outside their individual door are suitable for evacuation to see if they should open it or if they should redirect passengers to a different exit.
I hope they have now all their checklists on some tablet where you dont have to go through a pile of papaer to come to the correct page ...
That cheesy 90s intro music lol
It’s odd how with their SOP’s some duties are done by PM and some by PF .... to me it all seems mixed up....
On the ground the actions are based on the area of responsibility.
No turn to put the side with the fire down wind?
1:07 There you Go
when in doubt use fire supression
When in doubt dont say words
Not in flight. That's not how things work. If you have abnormal engine indications (not a fire and not a severe damage) the course of action is to retard the engine until indications are normal. That way you still have the engine available in case you need it (terrain escape or windshear escape manoeuvre). If you pull that fire switch the engine is gone for the day.
They better have fire in both engines! /sarc
Looks like Capt K.P .
Should of just throttled up and found some water to land in like skully
Swang sully you mean..
skully I'm dead HAHAHAHAHHA
no, engine 2 could be having a compressor stall, increase the thrust only makes matter worse.
Not below V1. Below V1 is safer to stop for engine malfunctions.
Ok United Airlines haves an Engine fire
Some part of the procedure was off
Procedures vary between companies. I spotter a few differences but this was pretty standard Boeing
Is this a simulator
It is.
cHeCkeD, ChEcKeD
1:05
Its real
Hola.
WHAT ABOUT FLAP LEVER 30???
Steve Doe yes, that's if time allows its verify that flaps are indicating 30 before engine cuttoff. Flaps needed to be 30 in an evacuation because of the passengers evacuating via the overwing exits. It is required
That's aircraft specific. The video doesn't state whether this is a -200 or a -300. The -200 has no overwing exits, so I'm guessing it wouldn't be on that checklist.
Not part of the 777 evac checklist as it has overwing slides. Only aircraft without overwing slides need full flaps for evacuation.
Not on the 777. The 777-300 has huge escape slides in L3/R3 (only disarmed during ditching) and the -200 does not have overwing exits.
what game ?
not a game, it is a flight simulator.
Typical music when u enter the plane ….
and you still used the bad engine to reverse ?
That's how it's done. During the rejected takeoff there's no time to assess which engine has failed. You just initiate the reject. An engine that is on fire is not a dead engine and still provides thrust.
Thats a flight simulator why everyone is dumb and thinking its real
Flight Simulator
Subs: sixty guns
In real life pilots take 20 minutes to react to warnings
Nope
ΛΕΙΤΟΥΡΓEI ΜΕ ΤΗΝ V1 TAXYTHTA ENΩ ΑΝ ΕΙΧΕ ΤΗΝ VR ΔΕΝ ΘΑ ΜΠΟΡΟΥΣΕ ΝΑ ΤΟ ΣΤΑΜΑΤΗΣΕΙ
Be aware with deploying rev thrust with an engine fire. You handled the situation like it should have been except for the rev thrust
That's how it's done. During an RTO there has been no confirmation on which engine has failed. I don't know where you get your procedures from but the QRH does not say anything about using only one reverser during an RTO.
@@palopo-t3v Ah i see, i am not a real pilot whatsoever so you are absolutely correct on this. Just an enthausiast. I learn new stuff every day!
@@brandon_dammers It's ok. We only act one one engine alone if we have done a crucial step of the checklist or memory items which involves CONFIRMATION by both pilots on which engine has failed. Not doing this crucial step has lead to many accidents. Same applies for a go around after an engine has failed suddenly. We accelerate both engines and only after reading the checklist we'll secure the failed one.
@@palopo-t3v sounds like the safest thing indeed. I haven’t learned the memory items yet but i’ll be sure to take a peak!
Shouldn't they have started fighting the fire as soon as the warning lights pop up? Waiting until you're completely stopped seems like a waste of valuable time to me.
This is a training video. If You look for entertainment videos only, then training videos is not for You.
An engine fire has perfectly defined memory items. They run the memory items of the FIRE ENG checklist. Since they're on the ground they immediately action the evacuation checklist if the fire indication remains. An engine fire does not mean that the airplane is on fire.
In real life is not like this!
In real life it's exactly like this but with a startled crew. If it's not like this then the airline is doing poorly in the training department.
1:09