A300-600 in Sharm
Join Date: May 2010
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We used to get 380 bums on seats on the DC10-10 and flogged them all over the place with very few incidents of any kind.
A bit more spacious than the A300 yes but both seem to be good workhorses.
I've always had a soft spot for Monarch and my old man was one of the first pilots they ever hired.
A bit more spacious than the A300 yes but both seem to be good workhorses.
I've always had a soft spot for Monarch and my old man was one of the first pilots they ever hired.
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..the left hand engine (CF6) had failed due to fuel no longer reaching the engine..
Some reasons for that would be more urgent (and less likely) than others. Any more details?
Join Date: Feb 2005
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Ozlander1:
A valid point, but independent of the number of engines. It is conceivable that fuel starvation could occur to all four on a 747 / A340 / A380.
They may have been wondering if it was going to happen to the right engine also.
Join Date: Aug 2007
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Technically, by definition, a 50% loss of power plants requires declaration of an emergency. In other words, a "Mayday". Here comes the judgement call though ; in the decent, towards destination airfield, no traffic congestion, airmanship suggests some moderation. oooops, "airmanship", what's that ?
Buddy of mine, donks ago (pardon the pun) suffered an engine failure, in the decent towards a foreign field with busy, broken english ATC. Took up the hold, investigated & restarted the failed engine. Uneventful normal ops app & landing followed. More problems on the ground prompted an internal inquiry where he nearly lost his job. Same guy, in the decent, lost an engine but this time into Orlando. More comfortable with ATC, declared the problem & requested priority (no declaration of a Mayday, though) & was afforded top class asistance.
All of us bought up on twins will remember the drill. Dead leg, dead engine. Look around, try & restart (might have just knocked a button or switch with your knee, eh ?). Bigger stuff had a "inflight restart envelope".
My point is that few of us would engage the drama following a "Mayday" even if that was technically required given careful situation awareness. Looks like Monarch chaps, again, did a fine job. Comes with working for supportive, situationally aware management. Very rare .
Buddy of mine, donks ago (pardon the pun) suffered an engine failure, in the decent towards a foreign field with busy, broken english ATC. Took up the hold, investigated & restarted the failed engine. Uneventful normal ops app & landing followed. More problems on the ground prompted an internal inquiry where he nearly lost his job. Same guy, in the decent, lost an engine but this time into Orlando. More comfortable with ATC, declared the problem & requested priority (no declaration of a Mayday, though) & was afforded top class asistance.
All of us bought up on twins will remember the drill. Dead leg, dead engine. Look around, try & restart (might have just knocked a button or switch with your knee, eh ?). Bigger stuff had a "inflight restart envelope".
My point is that few of us would engage the drama following a "Mayday" even if that was technically required given careful situation awareness. Looks like Monarch chaps, again, did a fine job. Comes with working for supportive, situationally aware management. Very rare .
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[QUOTE] A valid point, but independent of the number of engines. It is conceivable that fuel starvation could occur to all four on a 747 / A340 / A380./QUOTE]
I had low fuel pressure due to contaminated fuel on all the engines in a 4 - engines: landed pretty fast!
I had low fuel pressure due to contaminated fuel on all the engines in a 4 - engines: landed pretty fast!
Thanks to all for the insights on emergency versus precautionary landings. I withdraw my snarky remark in re our journalist friends with those points in mind. 
Join Date: Aug 2007
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Moi, wrong. Don't wish the thread creep to expand further or we might, quite rightly, get shut down by uncle Rob who already has his Thread Creep Module in "distruct" warm up mode ! But, one donk dead out of four is probably not even a state of urgency (Pan). One dead donk out of three might (urgency only, not an "Emergency which is a mayday). One dead donk out of two is a 50% loss of powerplants and by ANO definition, an Emergency (Mayday). Back on thread (thanks Rob), situational awareness, airmanship etc might modify the need for a Mayday call if you are left on one engine out of two. I still think that the Monarch Guys did a fabbo job. Cool, controlled airmanship at it's most admirable.But, what you expect from these chaps.
Join Date: Mar 2007
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DROP THE DEAD DONK(EY).
As one of the incredibly lucky ones, I've only ever seen an engine quit once, in statistically too many years of flying.
It was in a Bae146 and 1 of the wing-mounted APUs decided to run down to sub-idle with all bits rotating, decaying TGT, no unusual noises etc with all other indications normal.
As it was during the descent into London home base, we shut it down, info'd ATC non-emergency and landed without further drama.
Many years later, I am uncomfortable with the current fad in the simulator for dealing with an engine rundown, pausing for thought and then for the sake of dusting off those pages in the QRH, we are encouraged to attempt a restart.
Maybe in mid-pond on ETOPS it might be justified, but modern donks are stunningly reliable, and if one of our modern turbofans quits, it probably means it's definitely defective and quit for a serious reason.
Our ALF-Lycoming, when examined by the engineers, died quietly because the HP fuel manifold to the burners was holed by chafing against an attachment point, and was spraying fuel over the "cold section", the only reason we didn't get an engine fire was due to the cooler compressor casing in the descent.
So to all you TRE/TRIs out there who think it's a jolly good idea to attempt to revive an ailing donk in the simulator, and therefore encourage the practice on the line, please think again before encouraging this as the consequences may be more interesting than one would have hoped?
Just my eurocents worth whilst the topic of "why no fuel to my engine" is being aired.
It was in a Bae146 and 1 of the wing-mounted APUs decided to run down to sub-idle with all bits rotating, decaying TGT, no unusual noises etc with all other indications normal.
As it was during the descent into London home base, we shut it down, info'd ATC non-emergency and landed without further drama.
Many years later, I am uncomfortable with the current fad in the simulator for dealing with an engine rundown, pausing for thought and then for the sake of dusting off those pages in the QRH, we are encouraged to attempt a restart.
Maybe in mid-pond on ETOPS it might be justified, but modern donks are stunningly reliable, and if one of our modern turbofans quits, it probably means it's definitely defective and quit for a serious reason.
Our ALF-Lycoming, when examined by the engineers, died quietly because the HP fuel manifold to the burners was holed by chafing against an attachment point, and was spraying fuel over the "cold section", the only reason we didn't get an engine fire was due to the cooler compressor casing in the descent.
So to all you TRE/TRIs out there who think it's a jolly good idea to attempt to revive an ailing donk in the simulator, and therefore encourage the practice on the line, please think again before encouraging this as the consequences may be more interesting than one would have hoped?
Just my eurocents worth whilst the topic of "why no fuel to my engine" is being aired.
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Never thought of it that way, & indeed a bit "indoctrinated" to try & start the bugger if it hadn't died with an obvious sickening lurch/bang. . . but, I think you have something there.
