Emergency landing today of Air Canada's B787 in CYUL...
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From NAVCAN:
The tower at Montréal (CYUL), QC, advised the terminal that an Air Canada Boeing 787-8 (C-GHPU/ACA017), from CYUL to Shanghai (ZSPD), China, had flames visible from the right engine on takeoff. The aircraft declared "PAN PAN" at 1753Z. The aircraft was vectored to Mirabel (CYMX), QC, to dump fuel between the Mirabel VOR and 15 NM to the North East between approximately 1820Z and 1840Z. ARFF services were deployed. The aircraft landed runway 06L at 1857Z and was towed off the runway at 1919Z. Runway 06L was not available between 1857Z and 1920Z, including runway inspection. GMFIR, MACCO, JRCC Trenton, NOC and TSB advised. Impact: minimal delays to several arrivals due to one runway operation, and one arrival, an Air Canada Boeing 777-300 (ACA871), from Paris (LFPG), France to CYUL, on descent, conducted a 360 at OMBRE at FL210.
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The pilot said "... going straight out (at) 11 DME IUL right turn heading 100 feet (at) 2900 feet". To understand the context better I added "(at)". Also, pilot said "heading 100 feet" !
BTW, by coincidence, on straight out of 06R/L, 11 DME IUL is very close to IAF to 24R/L, I believe.
EDIT: cleared up my explanation.
BTW, by coincidence, on straight out of 06R/L, 11 DME IUL is very close to IAF to 24R/L, I believe.
EDIT: cleared up my explanation.
... The fun begins shortly after AC17 is cleared for takeoff at about 21:55 into this clip of tower audio:
http://archive-server.liveatc.net/cy...2017-1730Z.mp3
AC17 was cleared for takeoff on 06R. The tower told them that they had 'three flameouts [sic] on the right engine' (I realize that the controller might not be very fluent in English). AC17 called Pan-Pan-Pan and asked for vectors to stay close to the airport.
They then said they were going straight out with a turn at 11 DME IUL, maybe one of those special engine-out procedures that the company teaches but ATC knows nothing about....
http://archive-server.liveatc.net/cy...2017-1730Z.mp3
AC17 was cleared for takeoff on 06R. The tower told them that they had 'three flameouts [sic] on the right engine' (I realize that the controller might not be very fluent in English). AC17 called Pan-Pan-Pan and asked for vectors to stay close to the airport.
They then said they were going straight out with a turn at 11 DME IUL, maybe one of those special engine-out procedures that the company teaches but ATC knows nothing about....
Last edited by alph2z; 28th Mar 2017 at 14:29.
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Has anyone done actual inflight tests to determine the level of hazard? We used to regularly get our F-4 windscreens dampened with fuel while doing crossunders while the lead aircraft was dumping. Never a sneeze or cough from the J-79s that powered us.
I do remember an issue with the early A-4 Skyhawks swallowing too much fuel during certain malfunctions while inflight refueling from a drogue. (Putting a kink in the probe fixed that.)
I suspect that people are being a bit overly concerned about the dumping process. Swissair 111 would have had far better chances if they had put the nose down toward Halifax and just turned on the dumps.
I do remember an issue with the early A-4 Skyhawks swallowing too much fuel during certain malfunctions while inflight refueling from a drogue. (Putting a kink in the probe fixed that.)
I suspect that people are being a bit overly concerned about the dumping process. Swissair 111 would have had far better chances if they had put the nose down toward Halifax and just turned on the dumps.
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He said later, after plane reply, "... I see 3 Flameout/(s)/(ed) (of engine tail)..." and then later says in the same sentence "I saw 3 Flameouts...".
"(of engine tail)" added by me. He should have said "3 Flames out of engine tail"; or better.
His mind automatically translated "Je vois/J'ai vu 3 flames sortir ..." to "I see/saw 3 flame outs ..."; i.e. he did a word for word translation instead of a complete sentence translation. EDIT: this sentence added.
I flew around, and landed at CYUL, CYMX, CYHU, CYOW, many times and I'm "completely" bilingual.
I hate the use of non-english even though I'm bilingual, especially for foreign pilots who don't understand french. It's harder to keep track of those around you.
EDIT: added last sentence.
Last edited by alph2z; 28th Mar 2017 at 18:28.
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Land asap, or dump fuel??
My 2 cents worth.
It depends on circumstance. If the remaining engine is operating normally, I would definitely dump fuel before landing. A Vref20/flaps 20 landing at or close to MTOW will be of the order of 175-180 kts. Not a good situation with only one reverser working.
But, if there is a compelling reason to land sooner - fire - I would land ASAP!
My 2 cents worth.
It depends on circumstance. If the remaining engine is operating normally, I would definitely dump fuel before landing. A Vref20/flaps 20 landing at or close to MTOW will be of the order of 175-180 kts. Not a good situation with only one reverser working.
But, if there is a compelling reason to land sooner - fire - I would land ASAP!
Thread Starter
Totally off subject... You obviously have not flown anywhere else in the world because if you would have flown in South America, in Europe, in Russia or in Asia to name a few places, you would know that local languages are heard all the time in communications with ATC...
Now back to the subject on hand please.
