Qantas engine problem out of Canberra
Join Date: Oct 2009
Location: Alabama, then Wyoming, then Idaho and now staying with Kharon on Styx houseboat
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Add another one to the list.
-300 had an engine failure enroute WEI-CNS this arvo.
-300 had an engine failure enroute WEI-CNS this arvo.
Join Date: Aug 2000
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Heard the Dash 8 - 300 into Cairns radio transmissions.
Request immediate descent to FL160. Stand by for PAN call.
I later heard from an unconfirmed source that the problem was a chip light on requiring an engine shutdown.
My question is, why would descent to a lower level be required?
I can only assume it might be a pressurisation issue. Would the bleed air from one engine only not be sufficient to maintain pressurisation?
Request immediate descent to FL160. Stand by for PAN call.
I later heard from an unconfirmed source that the problem was a chip light on requiring an engine shutdown.
My question is, why would descent to a lower level be required?
I can only assume it might be a pressurisation issue. Would the bleed air from one engine only not be sufficient to maintain pressurisation?
My question is, why would descent to a lower level be required?
I can only assume it might be a pressurisation issue. Would the bleed air from one engine only not be sufficient to maintain pressurisation?
I can only assume it might be a pressurisation issue. Would the bleed air from one engine only not be sufficient to maintain pressurisation?
Posted by Two_dogs
My question is, why would descent to a lower level be required?
My question is, why would descent to a lower level be required?
Sorry, but I couldn't let it past without throwing that line in!
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Green Goblin,
I was asking because I DIDN'T KNOW!
My background is piston engine GA, not turbo prop RPT.
You obviously have the knowledge and experience to answer my question.
Why don't you educate me instead of resorting to snide remarks.
Something along the lines of, Two Dogs, the Dash 8 has a single engine service ceiling etc... or the flight manual states OEI pressurisation schedules ...
This forum is getting worse by the day.
I was asking because I DIDN'T KNOW!
My background is piston engine GA, not turbo prop RPT.
You obviously have the knowledge and experience to answer my question.
Why don't you educate me instead of resorting to snide remarks.
Something along the lines of, Two Dogs, the Dash 8 has a single engine service ceiling etc... or the flight manual states OEI pressurisation schedules ...
This forum is getting worse by the day.
At a guess it wouldn't be able to hold altitude on one in that part of the world where you are ISA+15 and beyond. 160 seems like a safe FL to drift down to if you were around the FL200 mark and unsure what level you could hold.
F160 is the Target driftdown level for 16T at ISA+20.
As the flight was 95% full out of WEI, F160 was probably not a bad guess until you can get into the QRH.
Apparently the noise stopped and the Tq and Nh just went zero.
Don't think there's a 'chip light' on the Dash.
As the flight was 95% full out of WEI, F160 was probably not a bad guess until you can get into the QRH.
Apparently the noise stopped and the Tq and Nh just went zero.
Don't think there's a 'chip light' on the Dash.
Green Goblin,
I was asking because I DIDN'T KNOW!
My background is piston engine GA, not turbo prop RPT.
You obviously have the knowledge and experience to answer my question.
Why don't you educate me instead of resorting to snide remarks.
Something along the lines of, Two Dogs, the Dash 8 has a single engine service ceiling etc... or the flight manual states OEI pressurisation schedules ...
This forum is getting worse by the day.
I was asking because I DIDN'T KNOW!
My background is piston engine GA, not turbo prop RPT.
You obviously have the knowledge and experience to answer my question.
Why don't you educate me instead of resorting to snide remarks.
Something along the lines of, Two Dogs, the Dash 8 has a single engine service ceiling etc... or the flight manual states OEI pressurisation schedules ...
This forum is getting worse by the day.
For the record, a jet, turboprop etc can't either.
However the remaining engine(s) is/are certified to provide the required bleed pressure (pressurization, anti ice, de icing, pneumatics etc) and electrical current to satisfy demand for all primary systems.
In regards to electrical load from ancillary systems which cant be met from one generator source, these are generally shed automatically (via a shed bus) to allow the primary systems to continue to operate.
Mostly these systems can be restored with an APU (in the case of an ETOPS twin).
TGG, I dont think you can bring the -300 APU gen online during flight or start it or was that just the 100/200??
Been a LONG time so forgive me on the PW engines being able to maintain cruise alt AND Pressurisation to a sufficient Diff Pressure.
Been a LONG time so forgive me on the PW engines being able to maintain cruise alt AND Pressurisation to a sufficient Diff Pressure.
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Green Goblin,
Thanks for your considered response.
A lot closer to what I was looking for.
No I do not expect to continue at my cruising altitude in piston twins on one engine, unless of course I'm low anyway.
Most of the types I fly will probably be a nightmare at charter weights, they tend to be a handful on one engine at training weights!
Thanks for your considered response.
A lot closer to what I was looking for.
No I do not expect to continue at my cruising altitude in piston twins on one engine, unless of course I'm low anyway.
Most of the types I fly will probably be a nightmare at charter weights, they tend to be a handful on one engine at training weights!
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Hi guys. The Apu on any dash 8 (1/2/3/400) is not certified for fight ops. And hence will auto shutdown if you go trundling down the runway with it still going. 
it is very evident on the 400, as the EMU logs the shutdown.
I thought there were more than 7 shutdowns of recent..
Cheers.
it is very evident on the 400, as the EMU logs the shutdown.I thought there were more than 7 shutdowns of recent..
Cheers.