Cathay A340 engine surges on take off at LHR
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Cathay A340 engine surges on take off at LHR
Hi All
I've just watched this evenings CX256 ( I think?) take off from LHR. There were very loud bangs, and flames coming out of the no. 3 engine.
As someone who works on the other side of the flight deck door it still gave me quite a shock. Must have been pretty loud in the cabin too? Was this an engine surge or flame out?
Would the aircraft return to London?
Interested to know your thoughts and any further info on the flight?
Cheers all.
tsb
I've just watched this evenings CX256 ( I think?) take off from LHR. There were very loud bangs, and flames coming out of the no. 3 engine.
As someone who works on the other side of the flight deck door it still gave me quite a shock. Must have been pretty loud in the cabin too? Was this an engine surge or flame out?
Would the aircraft return to London?
Interested to know your thoughts and any further info on the flight?
Cheers all.
tsb
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I find myself in agreement with 411A because, while an engine failure is a serious event, it's not an excuse to rush anything. Take enough time to get it right because you'll have less chance of shutting down the wrong engine. Transport category aeroplanes (ie FAR 25 types) will fly with OEI and most companies have OEI escape procedures to keep the aeroplane away from things that stick up out of the ground.
First rule, as always, fly the aeroplane to keep it away from rocks and stuff. Then work out which one died and act accordingly. More chance of getting it right. Just like the result in the case of the incident that is the subject of this thread.
First rule, as always, fly the aeroplane to keep it away from rocks and stuff. Then work out which one died and act accordingly. More chance of getting it right. Just like the result in the case of the incident that is the subject of this thread.
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My mum was on that flight. supposedly they all heard bangs from the engine during climbout and the captain elected to return to LHR.
Logistical nightmare for CX tho having to put up all these people in hotels.
She said that they have been split between CX252 and QF30 departing at lunchtime today.
Any ideas on what will happen to the aircraft, I believe to be B-HXI?
Will it fly back empty as CX now have a spare aircraft in LHR, albeit broken atm...
Logistical nightmare for CX tho having to put up all these people in hotels.
She said that they have been split between CX252 and QF30 departing at lunchtime today.
Any ideas on what will happen to the aircraft, I believe to be B-HXI?
Will it fly back empty as CX now have a spare aircraft in LHR, albeit broken atm...
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"broken atm". Apologies in advance, English is not my first language, but have Cathay begun to install ATMs onboard their aeroplanes? Sounds like a smashing idea tho(ugh).
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Read OzExpat's comments well, for he gets to the heart of the matter.
I have noticed guys (and a few gals as well) rush procedures in the sim, and invariably...get it wrong.
Not good...
I have noticed guys (and a few gals as well) rush procedures in the sim, and invariably...get it wrong.
Not good...
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411A
Rushing procedures in the sim is perhaps an indication of poor training. If you are involved in checking, are you not also involved in training? Perhaps you should bring this up in your next training meeting, and not on PPRuNe. Being just a youngster myself, I was always taught that everything is done in SLOWTIME, and every movement of any critical system's levers or switches are cross checked. But then again perhaps I was trained under a different regime. I was also always taught to use a Mayday following an engine failure or shutdown. It can always be downgraded. Many of my points of view have already been voiced on the other thread.
Eff Oh.
Rushing procedures in the sim is perhaps an indication of poor training. If you are involved in checking, are you not also involved in training? Perhaps you should bring this up in your next training meeting, and not on PPRuNe. Being just a youngster myself, I was always taught that everything is done in SLOWTIME, and every movement of any critical system's levers or switches are cross checked. But then again perhaps I was trained under a different regime. I was also always taught to use a Mayday following an engine failure or shutdown. It can always be downgraded. Many of my points of view have already been voiced on the other thread.
Eff Oh.
Interestingly enough I have spent 40-odd years teaching pilots to "sit on their fingers" when something goes wrong. Only mistakes are made in a hurry.
The only possible emergency in a modern aeroplane that does NOT allow you to sit on your fingers is the sudden loss of cabin pressure at altitude.
If you do not get that oxygen mask on your face within 30 seconds you are going to be no good to man nor beast.
Anything else (including an engine fire on take-off) you have got time to sit on your fingers before touching things that might be serious if touched in a hurry.
The only possible emergency in a modern aeroplane that does NOT allow you to sit on your fingers is the sudden loss of cabin pressure at altitude.
If you do not get that oxygen mask on your face within 30 seconds you are going to be no good to man nor beast.
Anything else (including an engine fire on take-off) you have got time to sit on your fingers before touching things that might be serious if touched in a hurry.
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One would have to agree with Ozexpat, who by the sounds of things must have a welter of sim experience along with deflated tyres and emulating Weismuller!
Cheers, Ozzie.
Cheers, Ozzie.
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No, Eff Oh, not poor training, it is just that sometimes these young guys have their head up their behind, and don't THINK.
A little 'encouragement' usually does the trick...as in, 'do THAT again, and you're OFF the fleet.'
Works like a charm...
A little 'encouragement' usually does the trick...as in, 'do THAT again, and you're OFF the fleet.'
Works like a charm...
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Eff Oh
An engine failure is, by definition, not a MAYDAY call (unless you are in a single). It is always a PAN, calling MAYDAY and then downgrading it is unnecessary and pushes all the wrong buttons on the other end of the radio call.
"SLOWTIME" is good though.
An engine failure is, by definition, not a MAYDAY call (unless you are in a single). It is always a PAN, calling MAYDAY and then downgrading it is unnecessary and pushes all the wrong buttons on the other end of the radio call.
"SLOWTIME" is good though.
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Originally Posted by MOR
Eff Oh
An engine failure is, by definition, not a MAYDAY call (unless you are in a single). It is always a PAN, calling MAYDAY and then downgrading it is unnecessary and pushes all the wrong buttons on the other end of the radio call.
"SLOWTIME" is good though.
An engine failure is, by definition, not a MAYDAY call (unless you are in a single). It is always a PAN, calling MAYDAY and then downgrading it is unnecessary and pushes all the wrong buttons on the other end of the radio call.
"SLOWTIME" is good though.
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Hmmm, does having 4 engines mean that you are TWICE as likely to have an engine failure as in a twin?
I think it does.
Of course the consequences of losing one in a twin are more serious...
Or are they? Dump fuel and land seems to be the general drill in either case. (Or not dumping fuel as in the case of this CX)
So who needs 4 engines these days?
I think it does.
Of course the consequences of losing one in a twin are more serious...
Or are they? Dump fuel and land seems to be the general drill in either case. (Or not dumping fuel as in the case of this CX)
So who needs 4 engines these days?
Bottums Up
I've yet to fly an aircraft, including a 4 engined jet, that can dump fuel. Dumping fuel is one of aviation's great myths, almost on a par with (pre RVSM) aircraft emergency at 30,000 feet. 