Very true.. just a hypothethetical thought. kinda freak the passengers out though to first see a fire in the engine then see the engine fall off.. LOL

>Perfectly clear, I always thought that Boeing aircraft had 4>"bottles"; two for each engine. BTW - Is the extinguisher just>C02 and where does it enter/exit the engine?>>>Again, thanks for the info!>The 767 has 2 bottles.. either one can be discharged into either engine.

And then there is of course the El Al 747 disaster at Amsterdam, some 10 years ago. One engine left the aircraft and after some turning around above Amsterdam and the surroundings it crashed on a appartment building. The crew was killed (it was a cargo plane) and some 40 people on the ground (not sure about the fatals on the ground).The engine mounting pins are designed to break under heavy stress/vibration, so that the engine can leave the plane without doing structural damage to the wing. In the El Al case there was something wrong with the pins.The crash caused quite some attention in the Netherlands, not the least because of the secrecy about the plane's cargo. And of course it started arguments about how safe it is to have populated areas under the approach routes to the airport.Kind regards,Stephan Haaswww.lemont.nl/b767flightdeckhttp://www.pic767flyingclub.com/images/sas544.jpg

Since you are down to one generator you lose both Util Buses(and recircs fans), #2 Center hydraulic pump PRESS Illuminated, associated center fuel pump PRESS light (if you are feeding off the center tank) as the shut down engine spools downThe difference between closing the Hydraulic pump switch in the usual way on the OverHead and pulling the Fire Switch is both will feather (shut down/depress) the pump but only the Fire Switch also closes the hydraulic supply valve.Also on the 757 when you pull the Left fire switch it also closes the APU bleed.Then count to ten. The usual question asked every 6 months. Sometimes the examiner wants the "Reader's Digest" answer and another wants the whole evolution....pray for the first, prepare for the second.It will be interesting to see if V2 handles the systems indications correctly when the cascading effect of an engine fire and shut-down occurs.Tim__757 (with the credit card ready)

Stephan,I remember that crash. Was there not also some controversy due to the Noise Abatement Issues around Schipol, meaning that by the time ATC offered the crew a closer runway than was originally offered that it was too late to save the aircraft.

Mark,There were a lot of discussions in the aftermath.The fact that one engine had separated was not known to ATC until the very last moment. If I remember well even the crew was not fully aware of this. Given the restricted manoeuvrability another approach would have been better.A few years later there was a big parliamentary investigation about the crash, dealing both with what happened just before the crash and after the crash, including health issues for the survivors on the ground. The latter part was hindered by the secrecy about the cargo.Kind regards,Stephan Haaswww.lemont.nl/b767flightdeckhttp://www.pic767flyingclub.com/images/sas544.jpg

Thank youAlso, what's the logic with regard to the APU when the fire handles are pulled?

>The 767 has 2 bottles.. either one can be discharged into either engine.Unless you have RB211 engines... in which case you have four fire bottles ;-)The CF6 bottles are in the forward cargo sidewall. The RB211 bottles are in the engine cowls.Cheers.Ian.