Obviously written by a Boeing Line pilot (F/O?) who is evidently concerned that his own smoke checklist is deficient.==>

lifted from Pprunet (the Airline Pilots Forum)

http://www.avnet.co.uk/pprune/Public_html/forum/Forum3/HTML/000085.html  (now at  http://pprune.org/cgibin/Ultimate.cgi  )

RoadrunnerIt is better to have lived and lost than never to have lived at all

posted 11-09-98 10:10 BST

I think most would agree, with a severe smoke in cockpit situation, the crew is going to be flat out getting much done re formal from-the-book checklist actions. It has always been my belief that certain non-recall actions should be memorized such as (B757-767) smoke in cockpit, auto speed brake and unscheduled stab trim etc. How many times in the sim (controlled conditions) have you been waiting and waiting for the other crewmember to find something in the checklist. The dirty little Fokker I used to fly in the good old days at least had something written down to give the crew an idea re shedding power in an elec. smoke situation.

B757-767 checklist doesn’t suggest much at all. Methinks it was written by the company lawyers. Of course it shouldn’t happen.

My point is this. It would be nice if Mr. Boeing could at least give some sort of suggestions regarding order of things to do. Nine times out of ten the crew will be flat out knowing the source of the elec. smell and smoke emanating from under the panel. This being the case all our checklist says to do is turn off the utility buses. Now the checklist is complete and after a suitable time, the smoke is still p***ing out. At this point the seasoned aviator may turn off his gens and hope for the best. Smoke still coming and the crew in desperation, (manual flight at this point) think of the stby buses. Hopefully they select gens back on, as once the stby is selected off they lose the sby AH. Getting busier.

The above scenario, or something similar, is all left up to the crew (maybe the crew have not looked at the elec. Section for a while) to come up with as the s**t is hitting the fan in a big way.

Sorry to be so long winded. I just feel Boeing could at least give us some direction regarding the above procedure. Maybe I’ll cc this to someone who cares in Seattle. Some might say the above is basic stuff, not necessarily for all.

By the way, don’t any of you (Air)bus drivers misconstrue this as Boeing bashing. I’m very happy with the Boeing, however, feel there is some room for improvement, especially concerning checklists.

On another point, anyone out there flying B757-767 have SOP during single engine acceleration in 3rd segment where the CAB is left back at V2 and a/c accelerated away from the bug. Saw this procedure used by a carrier in the past and thought it rather different.

 

 

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