Looking at the maintainece manual for the Rolls Royce engine and also consulting people in that department it looks like may things could have gone wrong.
N1 and N2 would have had sufficent oil pressure but N3 would have been in question.
A borescope and a MCD magnetic chip detector would be required on landing for the engine to be returned to service.
I assume that this is a RR engine here.
My airline runs the G/E on the 400.
But the performance data is not much difference, maint data is.
This may have not neen available for an inflight start if needed.
The N3 could have trashed itself out.
Looking at the 2 engine performance data just opened a bigger can of worms.
I can provide performance numbers if given the weights.
Sorry about the spelling but our ISP here keeps shutting down on us.
Most of the information here is second hand news.
If proper weights and numbers were available then we could run the charts.
But I agree B/A has a different set of rules and the crew operated on the advice given so they should not be penalized.
But if Murphys law has come into the picture which it often does then we would all be commenting on a different angle.
Like why did the crew not return after the first engine failure.
Guess we are damned if we do and also damned if we dont!
Last edited by Earl; 7th May 2005 at 18:30.