Originally Posted by
retired guy
Does anyone in this thread actually fly a long haul commercial jet? I often wonder at some of the comments?
people seem to make statements rather than ask questions for the experienced aviators to answer eg “ some kids doused in fuel is better than a smoking hole”!
My cousin is a van driver and he knows some pilots if that counts.
Originally Posted by
retired guy
I have learned so much about for example, the 737 STAB trim system from the likes of Peter Lemme and other contributors who clearly are very learned on their specialist subject. Long may it continue.
As you probably know, Peter Lemme had a few of his posts removed. Perhaps one of the mods didn't like his ADS-B analysis. He no longer contributes here, his last post was three years ago.
Boeing has a classic article about the decision whether to dump fuel or land overweight. I believe a version of this paper has been around for at least three decades. The verbiage in this article finds its way into many airline ops and training manuals. I'll attach a .pdf of Boeing's 'Overweight Landing? Fuel Jettison? What to Consider' to this post.
Delta had compressor stalls on a B-762 out of LAX in 1987. It was the tail end of the Sky-God cowboy era and before that new-fangled CRM had taken hold in the training building off Virginia Avenue. Without a checklist or comment, the captain reached over to turn off the EEC switches which at that time were on the center pedestal. He had a little finger trouble and shut down both engines instead.
The RAT popped out, they got both engines relit (below 1000 feet
)) and after consulting Flight Ops in ATL (Captain Alger?) they pressed on to CVG with the RAT merrily humming away.
Like everyone else, I'm puzzled why Delta 89 would dump fuel on final even if they had lost an engine. It looks like you have to deliberately arm the jettison system and then open the nozzles to get the dump going. Any Triple drivers care to comment? wiggy, I see you just did, thanks.