Malaysian 777 engine problem in Stockholm
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If the engine was shut down by the crew, why did they go dump fuel over the ocean?...risking loosing the second engine.
Id rather be on the ground having done an overwight landing rather then risk being over the ocean when i loose the second engine.
Or are procedures different on the 777?
Thanks
Id rather be on the ground having done an overwight landing rather then risk being over the ocean when i loose the second engine.
Or are procedures different on the 777?
Thanks
If oil press drops to zero there are not too many options......
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If the engine was shut down by the crew, why did they go dump fuel over the ocean?...risking loosing the second engine.
Id rather be on the ground having done an overwight landing rather then risk being over the ocean when i loose the second engine.
Or are procedures different on the 777?
Id rather be on the ground having done an overwight landing rather then risk being over the ocean when i loose the second engine.
Or are procedures different on the 777?
Whatever decisions were made in the cockpit bob, I guessed they were the right ones as they got the plane down in one piece with all lives accounted for
Join Date: Apr 2005
Location: Stockholm Sweden
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Sorry this is a bit slow, I have been at work all weekend in the hangar at ARN.
The D Duct inner wall disintegrated on ratation. What you can see is glass fibre deris leaving the aircraft. The crew were advised by ATC. At 6000ft, the fan air stream pushed the exhaust nozzle into the core exit and the engine surged. The crew pulled it back to idle, but had no cockpit indications. The engine was left running at idle until it landed after dumping 60tons of fuel. The engine only suffered impact damage to the exhaust nozzle, a firewire and a oil scavenge pipe. Boroscopes OK. The left flaperon also suffered impact damage and is being changed.
We have changed the D duct., replaced blankets in the left D Duct, replaced the fire wire and the oil tube. We are awaiting a sling for the flaperon which comes from BA tomorrow morning.
All the spares came on a MH freighter which was rerouted to ARN.
Boeing Seattle and RR Derby have inspected the damage and concur that it was delamination, and no FOD or engine defect.
It has happened to the Trent 892 before and is the subject of an AD.
The D Duct inner wall disintegrated on ratation. What you can see is glass fibre deris leaving the aircraft. The crew were advised by ATC. At 6000ft, the fan air stream pushed the exhaust nozzle into the core exit and the engine surged. The crew pulled it back to idle, but had no cockpit indications. The engine was left running at idle until it landed after dumping 60tons of fuel. The engine only suffered impact damage to the exhaust nozzle, a firewire and a oil scavenge pipe. Boroscopes OK. The left flaperon also suffered impact damage and is being changed.
We have changed the D duct., replaced blankets in the left D Duct, replaced the fire wire and the oil tube. We are awaiting a sling for the flaperon which comes from BA tomorrow morning.
All the spares came on a MH freighter which was rerouted to ARN.
Boeing Seattle and RR Derby have inspected the damage and concur that it was delamination, and no FOD or engine defect.
It has happened to the Trent 892 before and is the subject of an AD.
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Have a look at this, particularly remark about people purporting to be maintenance engineers.
I like the way Flight copied my comments verbatim.
aka Capt PPRuNe
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Initial inspections teams from by Boeing Seattle and from R-R have concluded that blade delamination on the core of the reverser was the probable cause, a source within the maintenance provider has told Flight. No engine defect or operational issue was found by preliminary inspections.
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Looks like you're only purporting to be an engineer Steve.
Good excuse to use when you get a real crippler of a job.
" Sorry Boss, can't do that toilet tank - i'm only purporting to be an engineer! "
Fargoo
Good excuse to use when you get a real crippler of a job.
" Sorry Boss, can't do that toilet tank - i'm only purporting to be an engineer! "
Fargoo
OLD RED DAMASK
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Reading the FAA report and it's AD.All I can say is look at my moniker and the cracking problems on the root and shear key have been resolved.I will say no more.
"The INTRODUCER"
From those nice Flightglobal guys
Sorry, sorry, no disrespect intended.
1. We handled the story clumsily. Apologies.
2. Should have linked to Pprune. Apologies, nothing sinister, just in a rush.
3. Unlike other sites we don't accept anonymous forum credentials at face value. The guy involved has no idea who or what Swedish Steve is.
4. Unlike other sites we don't nick people's photos and we tracked down and paid the photographer as we always do.
Not our finest moment, but just a guy trying to do the right thing.
Algy
1. We handled the story clumsily. Apologies.
2. Should have linked to Pprune. Apologies, nothing sinister, just in a rush.
3. Unlike other sites we don't accept anonymous forum credentials at face value. The guy involved has no idea who or what Swedish Steve is.
4. Unlike other sites we don't nick people's photos and we tracked down and paid the photographer as we always do.
Not our finest moment, but just a guy trying to do the right thing.
Algy
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This quote has got me stumped 
,
"Initial inspections teams from by Boeing Seattle and from R-R have concluded that blade delamination on the core of the reverser was the probable cause, a source within the maintenance provider has told Flight."
Besides the atrocious grammar, since when have there been blades on the core of a thrust reverser? Either that or I must be missing something very critical here.
I am a bit surprised that a website that deals with aviation would let this one slip by.
It is amazing that the writer has accused someone of supposedly being a maintenance engineer when he himself seems to know far less . Any way, thanks for the updates Swedish Steve 
!
,"Initial inspections teams from by Boeing Seattle and from R-R have concluded that blade delamination on the core of the reverser was the probable cause, a source within the maintenance provider has told Flight."
Besides the atrocious grammar, since when have there been blades on the core of a thrust reverser? Either that or I must be missing something very critical here.
I am a bit surprised that a website that deals with aviation would let this one slip by.
It is amazing that the writer has accused someone of supposedly being a maintenance engineer when he himself seems to know far less
. Any way, thanks for the updates Swedish Steve ! Pilots' Pal
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Swedish Steve,
I wasn't implying you were not an AME; your post indicates you are! I was having a go at Flight Global who, to their credit through Algy's post, have clarified their position.
I wasn't implying you were not an AME; your post indicates you are! I was having a go at Flight Global who, to their credit through Algy's post, have clarified their position.
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Mmmm.... still don't quite get it
. Perhaps he misspelled bad?Join Date: May 2004
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not touched yes he must have been kidding
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"Initial inspections teams from by Boeing Seattle and from R-R have concluded that vane delamination on the core of the reverser was the probable cause, a source within the maintenance provider has told Flight."
Mmmm.... still don't quite get it . Perhaps he misspelled bad?
Mmmm.... still don't quite get it
. Perhaps he misspelled bad?
?
Join Date: Apr 2005
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Well MRI is flying home as I write.
We took it out for runs Wed night and the engine performed normally.
The aircraft left ARN 0347 this morning. (no night jet ban here).
The work to the engine consisted of a firewire replacement and two thermocouples and the exhaust nozzle. Rest of work was on the D Ducts and the flaperon.
The smoke you can see was fibreglass.
We took it out for runs Wed night and the engine performed normally.
The aircraft left ARN 0347 this morning. (no night jet ban here).
The work to the engine consisted of a firewire replacement and two thermocouples and the exhaust nozzle. Rest of work was on the D Ducts and the flaperon.
The smoke you can see was fibreglass.