Palma Fire crew, little too keen?
it is pretty useless to spray inside an engine trying to put out a fire either seen or unseen.
While I appreciate the need to protect the aircraft, I was under the impression that airport fire brigades were aware of the difference between fires in a tailpipe vs completely external fires.
I'm not saying that you can't spray where you want, but only to comment on the usefulness of this technique inside an engine. In the fire drills that I have witnessed they were designed to spray fuel in the tailpipe and elsewhere just to train the fire crews to concentrate on the elsewhere while allowing the tailpipe to eventually burn out its own residue.
While I appreciate the need to protect the aircraft, I was under the impression that airport fire brigades were aware of the difference between fires in a tailpipe vs completely external fires.
I'm not saying that you can't spray where you want, but only to comment on the usefulness of this technique inside an engine. In the fire drills that I have witnessed they were designed to spray fuel in the tailpipe and elsewhere just to train the fire crews to concentrate on the elsewhere while allowing the tailpipe to eventually burn out its own residue.
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lomapaseo has got it right.
The remark attributed to a visitor at P&W - "Actually, you people simply are trying to contain and control fire, aren't you?" - containly applies. It's only when the fire is outside the engine carcass that we get upset.
(The unofficial response at P&W was "Yes, and that's simply all the devil has to do in hell, too, as I understand it.")
The remark attributed to a visitor at P&W - "Actually, you people simply are trying to contain and control fire, aren't you?" - containly applies. It's only when the fire is outside the engine carcass that we get upset.
(The unofficial response at P&W was "Yes, and that's simply all the devil has to do in hell, too, as I understand it.")
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Seals
Its all down to the Laberynth seals i'm sure!!! Lots of Turbo-props suffer from this on shut down..plenty of smoke and lots of AnXt
However....Calm down!!!! in the words of Michael W it's only a Jet Engine............................... He's a c--t don't you think...
However....Calm down!!!! in the words of Michael W it's only a Jet Engine............................... He's a c--t don't you think...
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Naw, it is airport fire folks everywhere.
Dobbins AFB Atlanta, Georgia a few years ago. I landed a 727 with brand new brakes. Runway was wet. After we were parked and I shut down the engines the FE went down the aft airstair, per procedure, I noticed that the transit alert crew were running around the aircraft pointing to rear of the aircraft and talking on their radios. Then I saw the fire units leaving their building and heading toward us.
About that time the tower called and told me that both main gears were on fire. Basically I replied, "Say What!" The FE (who was a 72 PIC as well) came back into the cockpit then and said that the new brakes were smoking (very normal) but that he couldn't convince the people on the ground that we were not on fire.
By the time he and I got out of the aircraft we were surrounded by really big Air Force Crash/fire trucks. All the fire suppression foam nozzles were pointed at the main gear and other firemen were unrolling hoses from the truck. I grabbed the closest transit alert guy and told him to tell the fire trucks not to spray the foam until I gave the word. He was jumping around and yelling that we needed to evacuate the aircraft.
Yeah, right, I'm going to let a 100 some prisoners run off the aircraft for smoking brakes. There was a lot of smoke coming from the brakes but obviously no flames. As I was the one who landed I knew that I had not used the brakes very much; the parking area was at the end of a very long runway.
I finally had to walk up to the main gear and put my hand on the brake housing to prove that it was not on fire. Yes, I checked for heat before I did.
The guys in the crash trucks were annoyed that they were not allowed to bury the 727 in foam.
However, giving credit where credit is due, shortly after my incident a advanced prototype of the C-130 crashed during a high speed taxi test, it became airborne and crashed in the parking lot of the base hospital killing all on-board. Some of the fire personal were watching the test and realized that the C-130 was going to crash and they sounded the alarm before the 130 actually crashed. A job well done.
(Normally there is at least one crash/fire truck on alert near the runway during test flights, however, as this was not supposed to a flight no one was on alert.)
Dobbins AFB Atlanta, Georgia a few years ago. I landed a 727 with brand new brakes. Runway was wet. After we were parked and I shut down the engines the FE went down the aft airstair, per procedure, I noticed that the transit alert crew were running around the aircraft pointing to rear of the aircraft and talking on their radios. Then I saw the fire units leaving their building and heading toward us.
About that time the tower called and told me that both main gears were on fire. Basically I replied, "Say What!" The FE (who was a 72 PIC as well) came back into the cockpit then and said that the new brakes were smoking (very normal) but that he couldn't convince the people on the ground that we were not on fire.
By the time he and I got out of the aircraft we were surrounded by really big Air Force Crash/fire trucks. All the fire suppression foam nozzles were pointed at the main gear and other firemen were unrolling hoses from the truck. I grabbed the closest transit alert guy and told him to tell the fire trucks not to spray the foam until I gave the word. He was jumping around and yelling that we needed to evacuate the aircraft.
Yeah, right, I'm going to let a 100 some prisoners run off the aircraft for smoking brakes. There was a lot of smoke coming from the brakes but obviously no flames. As I was the one who landed I knew that I had not used the brakes very much; the parking area was at the end of a very long runway.
I finally had to walk up to the main gear and put my hand on the brake housing to prove that it was not on fire. Yes, I checked for heat before I did.
The guys in the crash trucks were annoyed that they were not allowed to bury the 727 in foam.
However, giving credit where credit is due, shortly after my incident a advanced prototype of the C-130 crashed during a high speed taxi test, it became airborne and crashed in the parking lot of the base hospital killing all on-board. Some of the fire personal were watching the test and realized that the C-130 was going to crash and they sounded the alarm before the 130 actually crashed. A job well done.
(Normally there is at least one crash/fire truck on alert near the runway during test flights, however, as this was not supposed to a flight no one was on alert.)
By the time he and I got out of the aircraft we were surrounded by really big Air Force Crash/fire trucks. All the fire suppression foam nozzles were pointed at the main gear and other firemen were unrolling hoses from the truck. I grabbed the closest transit alert guy and told him to tell the fire trucks not to spray the foam until I gave the word. He was jumping around and yelling that we needed to evacuate the aircraft.
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By the time he and I got out of the aircraft we were surrounded by really big Air Force Crash/fire trucks. All the fire suppression foam nozzles were pointed at the main gear and other firemen were unrolling hoses from the truck.
I grabbed the closest transit alert guy and told him to tell the fire trucks not to spray the foam until I gave the word. He was jumping around and yelling that we needed to evacuate the aircraft.
The guys in the crash trucks were annoyed that they were not allowed to bury the 727 in foam.
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Hi Diedtrying,
I think it's hard to give a definitive answer because there are so many factors, including environmental conditions.
Sometimes on a non-emergency landing the temperature rise is perceived immediately after landing, sometimes it can look fine for a couple of minutes and then start rising at quite a surprising rate.
Not very helpful, I know
I think it's hard to give a definitive answer because there are so many factors, including environmental conditions.
Sometimes on a non-emergency landing the temperature rise is perceived immediately after landing, sometimes it can look fine for a couple of minutes and then start rising at quite a surprising rate.
Not very helpful, I know
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I always thought that after you left the ship that you were no longer the captain in charge
