BA 747-400 Engine fire, Mauritius 23/11/03???
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Join Date: Oct 1999
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Special Operations A340-3 Engine Ferry Flight
I thought to add a little bit of info concerning another limiting factor on a 3 engine flight pertaining to an A340 as per FCOM 2.04.40 P2
Ferry Flight Windmilling:
Quote: The total flight time (with engine failed during the previous flight plus the ferry flight) must not exceed:
-7 hours without lubrication
-9 hours with lubrication
During the ferry flight, the lubrication system is always considered inoperative, so, the duration of the ferry flight itself is in all cases limited to 7 hours.END QUOTE
Quote: Ferry Flight with Rotor locked:
No flight duration limitation END QUOTE.
Would the 747 in this case have a simliar limitation, or lock the rotor or remove the N1 blades and due to the range, 5400nm ferry to FIMP-LHR, possibly stop over somewhere enroute?
Another thing regarding a 3 engine thrust for take-off and a flex 4 engine take-off, as per FCOM 2.02.14 P1.
Quote" Thrust must not be reduced by more than 25% of full rated takeoff thrust" End quote. Thereby, one could say a maximum flex take-off would equal a maximum 3 engine thrust take-off.
Obviously there are other factors to be considered in take-off roll, weight, climb-out climb graidents, yaw, further failures etc...
Ferry Flight Windmilling:
Quote: The total flight time (with engine failed during the previous flight plus the ferry flight) must not exceed:
-7 hours without lubrication
-9 hours with lubrication
During the ferry flight, the lubrication system is always considered inoperative, so, the duration of the ferry flight itself is in all cases limited to 7 hours.END QUOTE
Quote: Ferry Flight with Rotor locked:
No flight duration limitation END QUOTE.
Would the 747 in this case have a simliar limitation, or lock the rotor or remove the N1 blades and due to the range, 5400nm ferry to FIMP-LHR, possibly stop over somewhere enroute?
Another thing regarding a 3 engine thrust for take-off and a flex 4 engine take-off, as per FCOM 2.02.14 P1.
Quote" Thrust must not be reduced by more than 25% of full rated takeoff thrust" End quote. Thereby, one could say a maximum flex take-off would equal a maximum 3 engine thrust take-off.
Obviously there are other factors to be considered in take-off roll, weight, climb-out climb graidents, yaw, further failures etc...
Last edited by planecrazi; 26th Nov 2003 at 12:37.
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Out of curiosity.... do they let the dead engine windmill or fit intake covers etc? Is there a special place to insert a pin to stop it rotating or do they just throw a spanner in the front?
Join Date: Nov 2003
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Why not fly it to SA ??
They can just make a short flight over the ocean to Johannesburg and put a 5th engine on the normal overnight flight down, and have the plane fixed in no time.
Then there are no worries as to long term coldsoaking the engine.
And we can see a 5 Engine -400 again ( long time since ive seen one )
Then there are no worries as to long term coldsoaking the engine.
And we can see a 5 Engine -400 again ( long time since ive seen one )
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planecrazi
I don't believe there is a limit for the 211 windmilling following a failure (would certainly be more than 7 hours if an engine failed on take off in say, NRT).
For a 3 engine ferry, generally the fan blades would be removed and a blank fitted over the core engine. The LP shaft still rotates in the breeze (unless well stuck down with tape!) and usually manages about 3-4% in the CRZ. The only other requirements are the engine multiplex unit must be removed and the FAFC (EEC) must be either removed or powered up for the duration to prevent condensation forming.
As regards YGG in MRU it was a combustion chamber boroscope plug that failed resulting in a gas leak generating a fire warning. A/C all serv. now
I don't believe there is a limit for the 211 windmilling following a failure (would certainly be more than 7 hours if an engine failed on take off in say, NRT).
For a 3 engine ferry, generally the fan blades would be removed and a blank fitted over the core engine. The LP shaft still rotates in the breeze (unless well stuck down with tape!) and usually manages about 3-4% in the CRZ. The only other requirements are the engine multiplex unit must be removed and the FAFC (EEC) must be either removed or powered up for the duration to prevent condensation forming.
As regards YGG in MRU it was a combustion chamber boroscope plug that failed resulting in a gas leak generating a fire warning. A/C all serv. now
