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(Video) Airbus A340 Emergency - Engine Failure - CockpitOn the way from Zurich to Shanghai during the flight was an increased oil temperature found in engine 3. The flight had to be canceled, a landing was necessary. Then the flight was continued with a new plane. The video shows the entire approach to the landing, in an exceptional situation. (www.youtube.com) More...
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Well, it's a wonderful example of CRM and the Captain covering and verifying all the bases. As he said, not that big a deal, but he returned to Zurich as told by MX so not his decision. Looks like in a test flight the previous day that issue would have shown up but it just may have been a new issue. In that kind of deal, you really can't tell if it's instrument or actual. Better to be safe than sorry I guess, since the temp kept rising. As he said, it was a good deal for the pax with a replacement plane and crew available.
it is never mx decision. The pic will always have the last word.
Well, it was PIC making the actual decision. MX just suggested he come back no further out than he was and he agreed.
As being a Maintenance Controller I can only advise and have no authority when in the air.. When on the ground, I can tell him exactly what to do. A good example of a recommendation would be when a captain calls in that he has lost all #3 Hyd and hear hear a CB pop, and asked which on it is.. Under no circumstances can I aurthorize him to reset a breaker in flight.. Big NONO!! However, in the message that I would send would be like "I cannot authorize you to Reset the CB, However upon landing reset CB (which ever one) on panel (which ever) and give me a call upon arrival... If he resets it in flight that is on his authority and not mine and he is responsible. 9 times out of 10, I will not hear back from that captain... It all comes down to liability.
You're right.....good CRM technique....F/O calls out the problem, Captain tells her to handle the radios and fly the aircraft while he handles the checklist. Just after discussing this ENGINE problem with either Dispatch or Maintenance Control, he promptly goes to the wrong checklist (Integrated Driven Generator) and starts to get ready to switching stuff off stuff. Luckily, he asked for an opinion and was told he was doing the wrong one (CRM)respectfully. Finally on the right checklist, systems knowledge came into play when he killed the #3 GEN and all the Flight Directors, AP AT etc came off while the busses were shifting around..should have warned the FO she was about to be hand flying when he pushed the switch. 3 engines or not, better to declare that emergency in case more stuff hit the fan. Priority handling is a free item. I have more confidence in that whole scene than I did in him and like a few of "us" out there, have been in both those seats (not bragging, just saying)
Delta's Captain Happy should see this video.
MX was garbled at times and that may have been why he went to the IDG; they had gotten on it someway. At any rate, it got corrected. Had good CRM not been in effect, it would have been blind leading the blind and/or one hell of an argument. I have known some that were like God in the cockpit and did nothing wrong. I was FE on a 707 under one like that, and made a vow at that time that if I ever got into the left seat, I would never go there and that was a long time before CRM came into play. FO had basically done the same thing and we did a praise and hallelujiah the day he retired and we moved around. I flew under him for 5 years and if his retirement had not been announced, I would have had to do something else. All was cool in this cockpit and that was a good thing.