Thomson A/C In flight shutdown
1. There appeared to be no physical damage to the engine itself. Only a 25degree overheat which dictated an engine change.
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Lineing up in a 757 on 24L this morning. As we were cleared for take off, bird van asked tower if he could do a run on 24L after our departure.He had just done 24R. I did think about not going for a second! Then again the other, light blue, 757 infront of us had probably done the job. Why did the van bother?
You always need to be wary of loafing birds around an airport that a shooed away from one runway only to set down near another. It's pretty damn difficlut to move birds completely off an airfield in a single day. Runway activity is your friend, as the birds don't feel welcome. Inactivity for over 30 minutes when bird shooing is ongoing somewhere else on the airfield is your worst risk. There goes ONA at JFK where they asked to use an inactive runway and nobody cleared it beforehand. Other similar examples
Per Ardua ad Astraeus
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For all (and Doobler) - PAGE references are user-pecific depending on how many posts are displayed per page (User CP/Edit options). It is best to refer to post number. I assume you mean Post#61?
To answer the question, most airlines encourage use of a/p whenever available to ease the workload, so probably yes, but it is always up to the crew.
To answer the question, most airlines encourage use of a/p whenever available to ease the workload, so probably yes, but it is always up to the crew.
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Someone said why did they call mayday so early?
I was involved in a bird strike at CWL a couple of years ago. 737 on dep hit a seagull in the starboard engine (i think) and called mayday very early on, maybe 50ft ish?
Its a good job they did, there was traffic which I was going to clear for takeoff as the crew called Mayday. As a result the departure was held and a runway inspection carried out. The runway inspection carried turned up several fan blades / parts of fan blades on the runway. They could have caused another equally difficult situation for the next a/c.
Its a good job they did, there was traffic which I was going to clear for takeoff as the crew called Mayday. As a result the departure was held and a runway inspection carried out. The runway inspection carried turned up several fan blades / parts of fan blades on the runway. They could have caused another equally difficult situation for the next a/c.
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Getting a call in to ATC early on has another side to it: Emergency Turn Procedures are company specific although at a guess, most companies have pretty similar ones because everyone is trying to avoid the same obstacles. On paper, ATC don't know what those procedures are so having aviated and navigated it would be a right bummer if you followed the ETP only to meet the Copper Chopper working just to the north of the centreline because everybody was expecting this chap to go south neatly avoided by having communicated! A good reason to listen out and build a situational awareness of where and what others are doing. Difficult in Spanish or French but that's another thread!
Any ATC comment on knowledge of ETPs?
As an irrelevant aside, both guys are fairly new in their respective seats I believe. Well done guys.
Any ATC comment on knowledge of ETPs?
As an irrelevant aside, both guys are fairly new in their respective seats I believe. Well done guys.
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ATC comment on ETP
I would think that at airfields where some are present, ATC have been contacted by the airline and told what they are so it can be included in TRUCE etc??
I am not aware of any where I am, maybe a cardiff pilot might confirm whether they have an ETP?
I am not aware of any where I am, maybe a cardiff pilot might confirm whether they have an ETP?
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It is not reasonable for ATC to know every company SOP.
But - if you say " callsign mayday standby", then we know that you have a problem , and we can start taking the appropriate actions , and wait for the crew to come back to us with what they intend to do.
louby
But - if you say " callsign mayday standby", then we know that you have a problem , and we can start taking the appropriate actions , and wait for the crew to come back to us with what they intend to do.
louby
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Hello everyone-I'm NOT a pilot-I'm one of those people that sit behind you and pay your wages-YES a dreaded member of the public.
I'm also a nervous flyer (had my first flight since 1982 the otherday)-and I just wonder if you guys ever think how an event like this affects the general public.
My pet fear about flying is loss of power on take off-I am literally cacking it when we roll down that runway-'What happens if the engine fails now-jeez we'll just fall out of the sky, and we're not high enough for the pilot to recover'-I think these are quite common thoughts of the ignorant passenger.
This incident, although it reflects my pet fear in real life, has gone a long way to ease my fears.
I realise that
1. A big jet can take off and climb on one engine.
2. The crew remain calm and in control of the situation
3. The bloody thing can land ok on one engine
I probably still be cacking it going down the runway-but not as much
Take care.
I'm also a nervous flyer (had my first flight since 1982 the otherday)-and I just wonder if you guys ever think how an event like this affects the general public.
My pet fear about flying is loss of power on take off-I am literally cacking it when we roll down that runway-'What happens if the engine fails now-jeez we'll just fall out of the sky, and we're not high enough for the pilot to recover'-I think these are quite common thoughts of the ignorant passenger.
This incident, although it reflects my pet fear in real life, has gone a long way to ease my fears.
I realise that
1. A big jet can take off and climb on one engine.
2. The crew remain calm and in control of the situation
3. The bloody thing can land ok on one engine
I probably still be cacking it going down the runway-but not as much
Take care.
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Doubledolphins
"Lineing up in a 757 on 24L this morning. As we were cleared for take off, bird van asked tower if he could do a run on 24L after our departure.He had just done 24R. I did think about not going for a second! Then again the other, light blue, 757 infront of us had probably done the job. Why did the van bother?"
I presume you are refering to the ops vehicle 'Scarecrow. Whilst not employed by the airport, I am given to understand that runways checks are performed by various operations personnel using callsigns 'Checker', 'Ops' and 'Scarecrow'. The fact that the 'run' was being undertaken by 'Scarecrow' does not necessarily mean that it was a birdscaring exercise and it was in fact more likely to have been a routine runway surface inspection.
Hope this helps.
Scottie Dog
I presume you are refering to the ops vehicle 'Scarecrow. Whilst not employed by the airport, I am given to understand that runways checks are performed by various operations personnel using callsigns 'Checker', 'Ops' and 'Scarecrow'. The fact that the 'run' was being undertaken by 'Scarecrow' does not necessarily mean that it was a birdscaring exercise and it was in fact more likely to have been a routine runway surface inspection.
Hope this helps.
Scottie Dog
Forewarned is Forearmed
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Scottie Dog : Sadly Aircraft don't scare birds that well, sometimes we check the runway towards the end of a patrol before changing over, as an additional surface inspection or indeed in case some bird/s are not clearly visible from the normal patrol route.
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Cargo Boy,
the guys did exactly what they are told on TOM opc/lpc, whith regards to ATC comms.
After the airplane is under control (it was) and it is not going to hit anything (it wasn't), transmit a mayday call. If there is no emergency turn, tell them your are going straight ahead (ie. not following the sid). If there is an emergency turn, just give atc a rough idea of what you are going to do. Keep it brief. Thats exactly what they did. If you have any further objections to that, take it with the Tfly training department.
The 45 minutes in the air that some of you find too much, were not to reduce the aircraft weight. In the old days, having an engine failure on take off and landing within 9 minutes, was an indication of job very well done. In the CRM era we live, the pilots must be more methodical and don't rush. After all, these airplanes are certified to fly on one engine for 3 hours! I am not suggesting un-necessary delayed landing. But what is necessary, is to perform all the normal and non-normal checklists methodically. That includes the QRH, the after take-off checklist, the diversion checklist, the overweight landing checklist, the approach checklist etc. Also you need to decide where you are going to go, your landing performance and to brief the cabin crew and to speak/reassure the punters. That's what we are taught and we are checked to meet that. Obviously, if the situation involves uncontrolled fire, smoke etc, is a different ball game.
The only comment about this star performance would be the way the fire crews approached the aircraft. They seemed happy to walk slowly past the sides of the tires (danger area). Their job was to check possible tire/brake overheat or any other smoke source. It seems their curiosity to see what went wrong overwelmed them and they had to have a good look inside the engine as well.
Regards, Gonso
the guys did exactly what they are told on TOM opc/lpc, whith regards to ATC comms.
After the airplane is under control (it was) and it is not going to hit anything (it wasn't), transmit a mayday call. If there is no emergency turn, tell them your are going straight ahead (ie. not following the sid). If there is an emergency turn, just give atc a rough idea of what you are going to do. Keep it brief. Thats exactly what they did. If you have any further objections to that, take it with the Tfly training department.
The 45 minutes in the air that some of you find too much, were not to reduce the aircraft weight. In the old days, having an engine failure on take off and landing within 9 minutes, was an indication of job very well done. In the CRM era we live, the pilots must be more methodical and don't rush. After all, these airplanes are certified to fly on one engine for 3 hours! I am not suggesting un-necessary delayed landing. But what is necessary, is to perform all the normal and non-normal checklists methodically. That includes the QRH, the after take-off checklist, the diversion checklist, the overweight landing checklist, the approach checklist etc. Also you need to decide where you are going to go, your landing performance and to brief the cabin crew and to speak/reassure the punters. That's what we are taught and we are checked to meet that. Obviously, if the situation involves uncontrolled fire, smoke etc, is a different ball game.
The only comment about this star performance would be the way the fire crews approached the aircraft. They seemed happy to walk slowly past the sides of the tires (danger area). Their job was to check possible tire/brake overheat or any other smoke source. It seems their curiosity to see what went wrong overwelmed them and they had to have a good look inside the engine as well.
Regards, Gonso