Jet Airways crew forgets to pressurize...

If the crew didnt reestablish bleeds after takeoff, either from doing a bleeds off takeoff or from just never checking them post-start, wouldnt the APU bleed still be on? At least for me, i dont shut down the APU itself until after takeoff, so there would always be a bleed source of some kind going at all times.
 
Screaming_Emu said:
I forgot to turn the packs on after start once. Thankfully my airplane is smarter than me.

"I thought it seemed pretty quiet."
Click to expand...

Watched a very tired and worn down YV crew climb out of ORD one hot afternoon from the jump trying to figure out why they weren't pressurizing. Pointed to the bleeds and they had their 'doh' moment. APU didn't work and when we got to IND their ground crew wouldn't hook up air for them. Captain rightfully said "screw this" and took his crew for an ice cream break.
 
MikeD said:
If the crew didnt reestablish bleeds after takeoff, either from doing a bleeds off takeoff or from just never checking them post-start, wouldnt the APU bleed still be on? At least for me, i dont shut down the APU itself until after takeoff, so there would always be a bleed source of some kind going at all times.
Click to expand...

Majority of 121 carriers shut down the APU after 2nd engine start, all about the fuel savings.
 
bike21 said:
Watched a very tired and worn down YV crew climb out of ORD one hot afternoon from the jump trying to figure out why they weren't pressurizing. Pointed to the bleeds and they had their 'doh' moment. APU didn't work and when we got to IND their ground crew wouldn't hook up air for them. Captain rightfully said "screw this" and took his crew for an ice cream break.
Click to expand...

I just got distracted during an abnormal start. It should have been caught during the “recall review” but it wasn’t. If it was a 400, we would have noticed when our ears popped on initial climb, but the -8 derates take off thrust so much we were only climbing because the earth curves. Then the messages became uninhibited shortly after takeoff.
 
Screaming_Emu said:
I just got distracted during an abnormal start. It should have been caught during the “recall review” but it wasn’t. If it was a 400, we would have noticed when our ears popped on initial climb, but the -8 derates take off thrust so much we were only climbing because the earth curves. Then the messages became uninhibited shortly after takeoff.
Click to expand...

We've all been there, I never forgot to arm the ignition on Barbie Jet either ;)
 
Nark said:
Airbus doesn't do this...

just saying
Click to expand...



The Airbus you got to hit the press controller button and switch to manual mode. No one ever does that. Boeing though from what I hear, it’s a rotary switch with positions of MAN and AUTO. For Helios, maintenance had left it in MAN mode for some testing they were doing on the ground and never put it back to auto. The flight crew didn’t catch it and took off. They got a takeoff configuration horn (according to the CVR) so they were confused why they had that warning in Flight.


Do you guys have a requirement to check bleed SD page and verify both packs are green after starting both engines? We had some case about no advisory/caution come up and a crew was in the air with only one pack, the other one was not showing green. I think it was white on their SD page. I can’t rememeber the specifics but I know we now check the SD page and verify both packs are green color during taxi out/after start checklist.
 
737, AUTO/MAN if Digital or that and STBY setting if the Analog pressurization panel. Either way you still have to set the panel numbers and the mode setting when you do check the panel, unless you completely forget to set anything on it. And then again, you check the gauge passing 10k to ensure its working, or obviously if you get a horn. In this case the wording appears to say they left the packs off completely.
 
Cherokee_Cruiser said:
The Airbus you got to hit the press controller button and switch to manual mode. No one ever does that. Boeing though from what I hear, it’s a rotary switch with positions of MAN and AUTO. For Helios, maintenance had left it in MAN mode for some testing they were doing on the ground and never put it back to auto. The flight crew didn’t catch it and took off. They got a takeoff configuration horn (according to the CVR) so they were confused why they had that warning in Flight.


Do you guys have a requirement to check bleed SD page and verify both packs are green after starting both engines? We had some case about no advisory/caution come up and a crew was in the air with only one pack, the other one was not showing green. I think it was white on their SD page. I can’t rememeber the specifics but I know we now check the SD page and verify both packs are green color during taxi out/after start checklist.
Click to expand...
No requirement for afterstart and checking the SD page. However the FO flow is to check the bleeds/packs and it’s on the checklist prior to takeoff.

If I remember correctly Le Bus will give you a caution at thrust reduction with bleeds off. Correct me if I’m wrong, I’m at the fun airport, not work airport without the AOM.
 
MikeD said:
737, AUTO/MAN if Digital or that and STBY setting if the Analog pressurization panel. Either way you still have to set the panel numbers and the mode setting when you do check the panel, unless you completely forget to set anything on it. And then again, you check the gauge passing 10k to ensure its working, or obviously if you get a horn. In this case the wording appears to say they left the packs off completely.
Click to expand...
You’d love the KC-135. “Why aren’t we pressurizing?”

*checks the AC switch in COND AIR on the far back of the overhead panel*.

*Glance for one second at the cabin altitude by the co-pilots right knee while the brand new boom operator cranks the pressurization rate all the way up without saying a word*

Crew does the deaf Archer impression for the next 10 minutes. Classic iron...it’s a real treat to fly.
 
On the Helios, and I may be thinking of something else, but wasn’t the CA (or FO) used to a different model 737 and the switch was in the right position for the other one but not the current model they were in?
 
NovemberEcho said:
On the Helios, and I may be thinking of something else, but wasn’t the CA (or FO) used to a different model 737 and the switch was in the right position for the other one but not the current model they were in?
Click to expand...
Don't remember that part. If I remember right the contract CA sort of rushed the FO through setup and was then concentrating on why the avionics were overheating
 
You must log in or register to reply here.
Back
Top