Thomson A/C In flight shutdown
Join Date: Nov 2006
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All operators have their own take on SOP's however I suspect they are all broadly similar. In Tom's case autopilot use is highly recommended / expected on 1 engine. Most people tend to use it after flap retraction/some earlier. It would be difficult to justify hand flying for extended periods.
With regards to landing we cannot plan to autoland on 1 engine, therefore this was a manual landing. The 75 can autoland on 1 engine but under strict guidelines - i.e. you must be planning to autoland and the failure occurs below 1500' when all of the failsafes have kicked in.
Just watched the video for the first time and everyone involved should be thoroughly proud of themselves. I think ATC deserves a special mention as it seems they couldn't have been more helpful.
Doobler
With regards to landing we cannot plan to autoland on 1 engine, therefore this was a manual landing. The 75 can autoland on 1 engine but under strict guidelines - i.e. you must be planning to autoland and the failure occurs below 1500' when all of the failsafes have kicked in.
Just watched the video for the first time and everyone involved should be thoroughly proud of themselves. I think ATC deserves a special mention as it seems they couldn't have been more helpful.
Doobler
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I have been told that "NO" damage was found to the engine and it was only changed due to EGT exceedance.
Any one from Thomsonfly care to confirm what l have been told by a reliable source.
Any one from Thomsonfly care to confirm what l have been told by a reliable source.
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Nicely done by crew and ATC. Had one similar on a tristar a few years ago. It sounded like we were being shot at by a cannon. Flames out of the font and back and our engine was knackerd.
I like the way the two firemen approaching from the front go first to the engine for a look before checking the brakes.
I think we can forgive the 7700 squark, the rest looked spot on, and Very good comms by the Brit.(FO?)
I like the way the two firemen approaching from the front go first to the engine for a look before checking the brakes.
I think we can forgive the 7700 squark, the rest looked spot on, and Very good comms by the Brit.(FO?)
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I read that one of the crew on-board says that the engine had to be scrapped. It know it sounds stupid but i was travelling on G-BYAW in Janaury and i was a little bit shocked by what is happening to them. Those RR RB211's on that flight i could not of asked for more power!
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Was waiting to go a few minutes behind the TFly 757 and can only say from a crew point of view, that I was mightily impressed by the handling of the situation by ALL parties involved. Really, IMHO,this was handled in text book fashion.
Well done to all involved on the day.
Well done to all involved on the day.
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I am pleased that this incident was recorded, it will do much to show the public that although incidents are relatively rare, given the rate of flying, the crews are ready to respond appropriately. Very neatly handled IMHO
Torquil Proot
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FE Hoppy,
Nearly all the comms we hear is the Capt, except for a few acknowledgments to ATC by the FO.
BA 767-300.
The engine is en route for inspection, and I think any question of scrapping is a little premature!
Nearly all the comms we hear is the Capt, except for a few acknowledgments to ATC by the FO.
BA 767-300.
The engine is en route for inspection, and I think any question of scrapping is a little premature!
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Well done guys! I experienced the same thing on APR21st on takeoff in FUE, 757-300 with RB 211. Although we were significantly higher, at about 30ft AGL, when that big seagull hit the right engine
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Every jet engine has a 'grill' in the combustion chamber, set to 'black & crispy'
Seriously, why put a metal FOD hazard in front of every engine for every flight? Metal grill + heron ingestion could have destroyed the engine, or if the bird had not been diced by the mesh, obstructed airflow for the duration?
I could only see one heron on the slow-mo, nearly made it too. Anyone care to speculate on outcome if it had hit the windscreen?
PS not an engineer
Seriously, why put a metal FOD hazard in front of every engine for every flight? Metal grill + heron ingestion could have destroyed the engine, or if the bird had not been diced by the mesh, obstructed airflow for the duration?
I could only see one heron on the slow-mo, nearly made it too. Anyone care to speculate on outcome if it had hit the windscreen?
PS not an engineer
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Nov71,
If that bird(s) had hit the windshield, virtually no damage would have occurred, excepting maybe for the wipers being ripped off!
The heated, laminated windshield is the stongest part of the airframe, significantly stronger than any part of the metal skin.
I saw an aircraft on fire on the ground some years ago, started from an oxygen fire inside the flight deck. When the fire crews arrived, one tried to get access by trying to smash his way thru the windshield, after several minutes with a large sledge hammer (on a cold w'screen), he gave up and entered via the rear door!
Cheers, FD
If that bird(s) had hit the windshield, virtually no damage would have occurred, excepting maybe for the wipers being ripped off!
The heated, laminated windshield is the stongest part of the airframe, significantly stronger than any part of the metal skin.
I saw an aircraft on fire on the ground some years ago, started from an oxygen fire inside the flight deck. When the fire crews arrived, one tried to get access by trying to smash his way thru the windshield, after several minutes with a large sledge hammer (on a cold w'screen), he gave up and entered via the rear door!
Cheers, FD
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Very nice job.
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gazza007 vbmenu_register("postmenu_3261053", true);
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I was fortunate to view this incident as live just north of 24R/06L centre line, must have been very scary for those on-board. I was just straightening living room curtains when noted several extremely loud bangs which sounded like a large dumper truck full of stone on speed bumps. I realised this was the engine surging as I had seen this on Discovery channel when they first tested the GE engines for the 777 on the 747 test bed. Pilot(s) levelled out immediately at about 1500' and it was very noticeable that thrust had been increased on Port RB211.
An immediate shallow left turn was initiated
So much for the silly concept of not turning into a dead engine.
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gazza007 vbmenu_register("postmenu_3261053", true);
Instead of being 'just another number' I could order a Personal Title and help support PPRuNe
Join Date: Jul 2006
Location: South Manchester
Posts: 12
I was fortunate to view this incident as live just north of 24R/06L centre line, must have been very scary for those on-board. I was just straightening living room curtains when noted several extremely loud bangs which sounded like a large dumper truck full of stone on speed bumps. I realised this was the engine surging as I had seen this on Discovery channel when they first tested the GE engines for the 777 on the 747 test bed. Pilot(s) levelled out immediately at about 1500' and it was very noticeable that thrust had been increased on Port RB211.
An immediate shallow left turn was initiated
So much for the silly concept of not turning into a dead engine.
Keeping Danny in Sandwiches
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There was and I presume still is an emergency turn on Take Off from RW 06 when I flew with Thomson (Britannia), straight ahead then a left turn. There is no problem in turning in towards a live engine.
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SOP for Brita...ooops....Thompson is for us to execute an Em. turn that follows the exact same path as the wallasey departure. This ensures that on one engine we have enough power (with reserves) to clear all obstacles in the flightpath using lower power settings at T/O than if we had gone straight ahead towards some sort of obstacle. Ahead to something like 2 miles then left turn onto about 350 dgrees to pick up the 084 radial inbound to wallasey. You can hear captain X telling ATC that he is doing this on the audio/
Engine Shutdown SOP?
As a pax I am curious - what is the SOP for engine shutdown after severe bird strike such as this? Are there any cirx when you would attempt to restart / continue running at low RPM a damaged, but contained, engine? Is this dependent on e.g. altitude / distance to alternative runway?
