Originally Posted by
Clandestino
It happens so seldom that the large majority of the pilots can justifiably say: "It never happened to me." Saying that it doesn't happen at all is somewhat untrue.
Similar to the refusal to believe by some on the proper way to operate modern de-ice boots.
Or just the belief that if it doesn't affect any of the types at my airline, it does not exist.
Well look at this....
Regulations.gov
"The FAA proposes to adopt a new airworthiness directive (AD)
for certain Boeing Model 747 airplanes and Model 767 airplanes. This
proposed AD would require revising the airplane flight manual to advise
the flightcrew to use certain procedures during descent in certain
icing conditions. This proposed AD results from reports of several in-
flight engine flameouts, including multiple dual engine flameout events
and one total power loss event, in ice-crystal icing conditions. We are
proposing this AD to ensure that the flightcrew has the proper
procedures to follow in certain icing conditions. These certain icing
conditions could cause a multiple engine flameout during flight without
the ability of the engines to be relit, and consequent forced landing
of the airplane."
"The requirement to activate the engine anti-ice prior to descent in
visible moisture with total air temperature less than 10 [deg]Celsius
(C) and greater than -40 [deg]C already exists for airplanes that are
not equipped with a primary in-flight ice detection system, which is
designed to automatically activate wing anti-ice and engine anti-ice
when the airplane is in icing conditions. However, the primary in-
flight ice detection system does not detect ice-crystal icing;
therefore, the engine anti-ice would not be activated during these
icing encounters. There is no requirement to activate engine anti-ice
at temperatures below -40 [deg]C, and this proposed AD would require
activation of engine anti-ice at temperatures below -40 [deg]C.
This condition, if not corrected, could result in a multiple engine
flameout during flight without the ability of the engines to be relit,
and consequent forced landing of the airplane."
So if by chance the 747's operated by Rainboe have CF6 engines, he will be doing what the revised manuals will tell him to do even if he still refuses to believe what many manufacturers, regulators and investigative agencies already know. I suppose if BA has different engines, then this problem is still just an unsubstantiated theory and does not exist.
