Questions regarding abnormal flight conditions
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Questions regarding abnormal flight conditions
Hi,
I have some questions related to certain abnormal flight conditions:
-What's the maximum allowed diversion time for quadjets and trijets?
-What's is the maximum allowed diversion time for twin ETOPS now? (still 207 minutes or more?)
-Since quadjets and trijets are sometimes allowed to continue the flight as planned in certain cases of engine shutdown, is the engine oil system affected during extended windmill?
-During engine windmill, does the lubrication system limit the windmill time? (quadjets and trijets)
-Can the oil viscosity be a problem for engine lubrication after extended windmill (oil may get cold soaked after long period of windmill)?
-For certain old aircrafts like B 727-200, a windmill procedure is applied after engine shutdown (not engine fire) each 30 minutes. This procedure allows the flow of the fuel through the fuel pump and the FCU. I guess this fuel will lubricate these 2 components during the windmill, and then it will be dumped each 30 minutes since it becomes hot (just a guess). Is there any windmill procedure for other aircrafts (recents or not that old) mainly for extended windmill? if not how the fuel pump and the fuel metering valve (FCU, MEC, HMU) are lubricated during extended windmill?
- Is there any flight procedure in case of fuel entering oil system? (anomaly in the fuel/oil heat exchanger)
-Is there any flight procedure to isolate hydraulic leak in case of hydraulic loss? (mainly in wide-body aircrafts)
-Does the engine still provide electric and hydraulic power during windmill? What will the speed of N1 & N2 during windmill (after driftdown)?
Thank you for your answers.
Best regards.
I have some questions related to certain abnormal flight conditions:
-What's the maximum allowed diversion time for quadjets and trijets?
-What's is the maximum allowed diversion time for twin ETOPS now? (still 207 minutes or more?)
-Since quadjets and trijets are sometimes allowed to continue the flight as planned in certain cases of engine shutdown, is the engine oil system affected during extended windmill?
-During engine windmill, does the lubrication system limit the windmill time? (quadjets and trijets)
-Can the oil viscosity be a problem for engine lubrication after extended windmill (oil may get cold soaked after long period of windmill)?
-For certain old aircrafts like B 727-200, a windmill procedure is applied after engine shutdown (not engine fire) each 30 minutes. This procedure allows the flow of the fuel through the fuel pump and the FCU. I guess this fuel will lubricate these 2 components during the windmill, and then it will be dumped each 30 minutes since it becomes hot (just a guess). Is there any windmill procedure for other aircrafts (recents or not that old) mainly for extended windmill? if not how the fuel pump and the fuel metering valve (FCU, MEC, HMU) are lubricated during extended windmill?
- Is there any flight procedure in case of fuel entering oil system? (anomaly in the fuel/oil heat exchanger)
-Is there any flight procedure to isolate hydraulic leak in case of hydraulic loss? (mainly in wide-body aircrafts)
-Does the engine still provide electric and hydraulic power during windmill? What will the speed of N1 & N2 during windmill (after driftdown)?
Thank you for your answers.
Best regards.
