ATR 72-600 Uncommanded double engine rollback
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https://www.smh.com.au/national/virg...18-p50n22.html
I particularly like the part where they had to "manually re-ignite the engines before the aircraft hit the tarmac".
I particularly like the part where they had to "manually re-ignite the engines before the aircraft hit the tarmac".
https://www.smh.com.au/national/virg...18-p50n22.html
I particularly like the part where they had to "manually re-ignite the engines before the aircraft hit the tarmac".
I particularly like the part where they had to "manually re-ignite the engines before the aircraft hit the tarmac".
Yes. Me too.
PIC; "Quick as you can First, get out there with this cigarette lighter."
FO; "Which engine do you want me to do first Sir?"
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Well it’s making all media outlets this event about time the traveling public are informed of the poor quality of these ATRs. I guess loosing an engine seems more important than almost loosing a tail and flying around for 5 days like FVR did!
And here come the haters who have never operated an ATR in their life....
Did you say the same about the 737 after Lion Air? The A320 after Air Asia.....?
Im guessing the aircraft perhaps shouldn’t have been placed in that location due to the extreme precipitation at the time but it looks like the auto-ignition did its job and relit when it was supposed to.....more to come on this though no-doubt
Did you say the same about the 737 after Lion Air? The A320 after Air Asia.....?
Im guessing the aircraft perhaps shouldn’t have been placed in that location due to the extreme precipitation at the time but it looks like the auto-ignition did its job and relit when it was supposed to.....more to come on this though no-doubt
Except the systems worked exactly as they should have and re-lit the fires all by themselves. Last time I checked Pratt & Whitney made the engines, not ATR. Hmmm, I wonder what else P&W 100 series engines are fitted to....
The threadstarter's interpretation of what the ATSB notification actually says is quite inaccurate. It was NOT a double engine rollback, initially the right engine rolled back and was automatically restarted by the auto ignition system. At that point both engines were in operation. Later the left engine rolled back and again the auto ignition system worked as advertised and restarted the left engine. At no time was there a "double engine roll back", there were 2 seperate roll back instances. At least one engine was operating at all times.
Read the ATSB's actual words at https://www.atsb.gov.au/publications...r/ao-2018-081/
CC
Read the ATSB's actual words at https://www.atsb.gov.au/publications...r/ao-2018-081/
CC
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I think most in here get what the thread starter meant, its not worth getting excited about !
That aside whenever I see or know of heavy rain I am about to enter I push those magic buttons, I think the engineers are wondering why the buttons have such deep finger print marks on them after I fly:-):-)
That aside whenever I see or know of heavy rain I am about to enter I push those magic buttons, I think the engineers are wondering why the buttons have such deep finger print marks on them after I fly:-):-)
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Selection of MAN IGN is only found in the EEC fault checklist and in the following conditions; engine flame out, icing, heavy rain etc. ATR have not to my knowledge required this action as an SOP other than for this particular fault/conditions.
Having said that, certainly no criticism leveled at the crew. It will be interesting to see though, whether selection of MAN IGN had any impact on this successful outcome.
Having said that, certainly no criticism leveled at the crew. It will be interesting to see though, whether selection of MAN IGN had any impact on this successful outcome.
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Nothing to do with the quality of ATRs; CASA should prohibit the loosing of any aircraft parts in public.
https://www.smh.com.au/national/virg...18-p50n22.html
I particularly like the part where they had to "manually re-ignite the engines before the aircraft hit the tarmac".
I particularly like the part where they had to "manually re-ignite the engines before the aircraft hit the tarmac".
Am I the only one who is concerned by the fact the crew put the aircraft into a position where the rain was so heavy it snuffed out the fire?
Nope. Nor am I the only one to be bemused at the semantic discussion on the severity of the ensuing sequential failures. From time to time you hear of events where good flying skills were required to save the day after bad judgment caused a problem. I hope that this isn’t one of those cases.
