Gulfstream 550 double engine shutdown
 

'Heard 2 days ago of a Gulfstream 550 that recently inadvertantly shut down both engines in the cruise as opposed to taking continuous ignition off!:eek:
Any ideas who, where, what?
HJ

What can I say
 

Old wives tail.....there is a 3 sec delay between closing the fuel switch, to the computer saying do you really mean that.....

glf

Does it really matter who in this case? Just saw the Gulfstream bulletin about this occurrence: basically a brain fart from a probably tired driver.. selected both fuel controls off instead of continuous ignition switches..
Gulfstream / Rolls Royce put in a "quick relight" feature into the FADEC for just that purpose.. So the bulletin basically says "uuuhhh.. don't do that, guys..".
In this case, the relight worked fine, no mention of altitude lost or anything.

Interestingly, the bulletin goes on to say that continuous ignition is never really needed, as the FADEC is much smarter than we are... makes you wonder if they installed those switches just to make us feel good :hmm:

This incident happened recently in Milan,a Gulfstream 5,managed out of Farnborough; 2 Captains flying together,just landed, handling pilot asked for igniters off,non handling pilot switched engine fuel shutoff valves off!(these are next to each other on the Gulfstream 5 & 550) Luckily they had enough momentum to roll out of the runway sterile area,but passengers plunged into darkness as APU not on line.Restarted engines taxied to ramp.It is true that if you inadvertantly shut down an egine on these types you can immediately reselect the EFSOV on again (the FADEC will make sure you don't torch the engine).This is not the first time this incident has happened (about 4 years ago the same thing happened)
The outcome appears to be that the handling pilot is being blamed,why? (might have something to do with the non handling pilot and the flight ops director being best mates)

Aha! Either the Gulfstream bulletin did not mention it happened on the ground, or I read the thing too fast... Now it makes sense that the engines actually spooled down immediately..

Anyways, I hardly see how apportioning any kind of blame helps matters in a case like this.. Good enough to make a bulletin about it so we all go back to the books to study the FADEC logic, then case closed.

Agree with you Fly MD however the 'blame game' seems more and more prevalent in our industry,as is the thinking ' it's not a mistake it's a criminal offence'.

Where is Flinstone when you need him? :} Any insides?

Not heard a thing.

Though I have to ask, fuel engine switches next to the igniters? What were they thinking? That's up there with the backward speed tape on the G4 :rolleyes:

Critical Speed on an anologue gauge was low spped up high speed down on approach, the same as a G4, the rest all got it wrong, so much so that G5 Operators were offered an option of changing to the G4 presentation, but l guess in the end its what you get use to.

Pushing down to drag the high speed , rather reminds me of a backcourse on and NDB approach ,Draging the tail of the needle.

Cheers

there is a story that a few years ago a GIV flew into a CB in south Africa, the engines flamed out and after selecting the airstarts the crew fried both engines, point is your supposed to retard throttles before performing immediate airstart in the IV.


brown trousers time!!!!

probably just hearsay anyway

.

I've seen it done on a Citation ...on rollout, instead of selecting reverse taking both throttles back over the gate to Cut Off.... ex turboprop driver reverting to previous type.