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Old 12th Nov 2012, 19:48   #21 (permalink)
 
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Quote:
20 minutes to FL100?
Have you ever departed LHR towards the east.....?
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Old 12th Nov 2012, 19:59   #22 (permalink)
 
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Why hurry? These engines are not bulletproof.....
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Old 12th Nov 2012, 19:59   #23 (permalink)
 
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Quote:
Have you ever departed LHR towards the east.....?
Admittedly not. Blimey!
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Old 12th Nov 2012, 20:53   #24 (permalink)
 
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We don't know for sure, but the crew typically might have seen no fire warning, only a crazy EGT with every other parameter spooling down.

Quote:
20 minutes to FL100?
Quite possibly block time, not flight time.

What amuses me is the "judder". Does the A380 have judder pedals?
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Old 12th Nov 2012, 22:03   #25 (permalink)
 
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Quote:
Originally Posted by DaveReid
Quote:
Have Emirates a problem with engine maintenance or are they just unlucky ?
Well judging from the above, yes:


Quote:
the captain said there was an engine problem with engine number three and that engine had now been shut down
Quote:
A passenger reported the crew announced engine #4 had been shut down
To lose one engine may be regarded as a misfortune; to lose two looks like carelessness.
Which incident involved a double engine shutdown?
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Old 12th Nov 2012, 23:39   #26 (permalink)
 
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A380 engine in flight shut-downs

First RR then GE. Is there a case to be made that we are experiencing a typical "bathtub curve" failure characteristic ? Or.....is it possible we are entering an area where these (very) high power plants have met their designer's limit of knowledge and capabilities ?
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Old 12th Nov 2012, 23:48   #27 (permalink)
 
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Quote:
Or.....is it possible we are entering an area where these (very) high power plants
On an A380? Not even close, power-wise, to a GE90. More like overstepping the cutting-things-fine line.
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Old 13th Nov 2012, 00:44   #28 (permalink)
 
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20 minutes to FL100? - Artie

Flightradar 24 indicates the aircraft got to 19,000' just about over Mudgee when it climbed no further and turned due east.

20 minutes was probably from pushback...
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Old 13th Nov 2012, 06:23   #29 (permalink)
 
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Quote:
Which incident involved a double engine shutdown?
None. That was my point.
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Old 15th Nov 2012, 02:52   #30 (permalink)
 
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This report mentions the flight number but not the aircraft tail number. Would anyone happen to know the specific tail number of the aircraft involved with any certainty, and if so, how did you go about finding out the tail number?
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Old 15th Nov 2012, 03:17   #31 (permalink)
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Quote:
Originally Posted by RamRod67 View Post
This report mentions the flight number but not the aircraft tail number. Would anyone happen to know the specific tail number of the aircraft involved with any certainty, and if so, how did you go about finding out the tail number?
Read the report in post #4 which tells you it was A6-EDA.
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Old 16th Nov 2012, 13:55   #32 (permalink)
 
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perhaps a little overblown?

The headline:
"DISTRESSED passengers told how they survived a mid-air emergency last night when an Emirates A380's engine exploded at 10,000 feet and forced it to turn back for an emergency landing."

Oh my! An A-380 returns to land safely on 3 engines!

I just crossed that entire route a week ago on 2 engines in a B-777! I did no know that I was in such danger!
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Old 16th Nov 2012, 14:06   #33 (permalink)
 
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I FORD

Be Careful of sensational journalism, and self interpreted observations from a non aviation professional.
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Old 16th Nov 2012, 14:06   #34 (permalink)
 
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HERALD SUN

at its best...


Last edited by hetfield; 16th Nov 2012 at 14:07.
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Old 16th Nov 2012, 14:15   #35 (permalink)
 
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Try landing one on one in KEF on a typical barely CAT II day.
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Old 21st Nov 2012, 01:58   #36 (permalink)
 
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Smile The silence is deafening !!

I have been outta my game ( look at the Login name ) for 5 of the last six years but I have been an Avid PPRuNe watcher - - - - -, Thats why I guess I am back in the game for a little while longer !
I read the A380 Trent 900 Qantas reports and saved every detail . - - re-read it a couple of times too .
My wife bought me the Book that the pilot wrote ( De Crespigny ,QF32 )- - - then I met the guy last week at a Conference and had a chat with him - - , I think he will never forget the events and I now think he is a Lucky Hero !.

But what gets me slightly puzzled about this series of events Emirates ( A6-EDA GP7270 ) are the words " Uncontained Failure " and the total silence on real detail since 17/11/12 - - -.

Any more details ? - - a bland "time on wing" and approximate problem from the Aviation Herald and really nuthin else ?? - - What about the Analysis - - , the why's and whats ??

I am almost prepared to believe that there is a bit of a conspiracy of silence - - - .
De Crespigny ( The QF pilot ) is doing a good job of restoring Rollers reputation - - but If I worked for Rolls I would think that the jolly old PPRuNe guys who can winkle anything out had some Slight preferences in engines that they write about ?

Maybe Ive not been reading PPRuNe enuff - - - and plain missed a bit - - -, feel free to correct .
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Old 21st Nov 2012, 06:52   #37 (permalink)
 
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I think you should stick to reading.
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Old 21st Nov 2012, 07:20   #38 (permalink)
 
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he has some valid questions
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Old 21st Nov 2012, 11:34   #39 (permalink)
 
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Quote:
First RR then GE. Is there a case to be made that we are experiencing a typical "bathtub curve" failure characteristic ? Or.....is it possible we are entering an area where these (very) high power plants have met their designer's limit of knowledge and capabilities ?
As I understand it, evolution in technology is similar to biological evolution in that it happens in leaps and plateaus, not a steady plod. I seem to recall the engines on the early 747s, which were the biggest in their day, much like the A380's now, had similar recurring problems. I suspect the next big leap will initially suffer, too.
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Old 21st Nov 2012, 16:03   #40 (permalink)
 
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hi borescope....

"The silence is deafening !!"

A societal thing? The case can be made that in a culture where almost all the people allow others to make decisions for them, there will be an environment of acceptance....

Can anyone come up with a more disturbing in flight emergency than an incontinent engine at altitude? Cabin fire? Loss of vertical Stabilizer?

The culture is adversarial...there is much to be gained by maintaining a level of ignorance in the client base. How is this done?

Post incident "damage control". But there is a balance to be struck, when the client base is not informed, and subject to unwarranted and hysterical press.

QF 32, a case in point? The appetite for hysteria is satisfied; once encountered, any anomalous near-disaster becomes less interesting, especially when there is a "hero" or three to trot out, to solidify our need to be protected from danger.

Minimize the good Captain? Not at all, his work, and that of his mates was exemplary. The technical issues were initially not popularly known, became so, and have now retreated back into the protective coccoon of proprietary issues, and minimized data.

No one has written a book about the initiating technical problems. That is a book I would buy. A book about a competent crew doing what they are paid to do?

Pass.....
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