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Luckily the dead engine wasn't dead after all.

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Luckily the dead engine wasn't dead after all.

Old 9th Feb 2019, 17:43
  #41 (permalink)  
 
Join Date: Feb 2000
Location: Alaska, PNG, etc.
Age: 55
Posts: 1,489
Originally Posted by DaveReidUK View Post
I don't think (in)ability to identify a failed engine was a factor in the BA38 accident.
LOL
"Hey, I think both engines have flamed out"

"IDENTIFY"

" Both engines"

*VERIFY"

(pulls both throttles back to flight idle) "Yep, it's both of them"

A Squared is offline  
Old 10th Feb 2019, 00:14
  #42 (permalink)  
 
Join Date: Jul 2013
Location: Everett, WA
Age: 63
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Sorry to be anal about this, but the BA38 engines didn't "fail" - they were both running above idle and producing thrust up to the point when they hit the ground. However the ice restriction in the fuel/oil heat exchanger meant that when they throttled up, the engines couldn't respond because the ice restriction wouldn't permit increased fuel flow.
tdracer is offline  
Old 10th Feb 2019, 10:12
  #43 (permalink)  
 
Join Date: Aug 2008
Location: Wiltshire U.K.
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Originally Posted by tdracer View Post
Sorry to be anal about this, but the BA38 engines didn't "fail" - they were both running above idle and producing thrust up to the point when they hit the ground. However the ice restriction in the fuel/oil heat exchanger meant that when they throttled up, the engines couldn't respond because the ice restriction wouldn't permit increased fuel flow.
Precisely why I suggest 'proving' engines while still at a safe height before the approach, under all conditions, after failure or not, is a sound idea. Of course this normally happens at busy airports anyway, but not always, and it may be very satisfying for a pilot to arrange their approach and landing such that the first application of power required after TOD is at the flare.
Shackeng is offline  
Old 10th Feb 2019, 10:33
  #44 (permalink)  
 
Join Date: Apr 2008
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Originally Posted by Shackeng View Post
Precisely why I suggest 'proving' engines while still at a safe height before the approach, under all conditions, after failure or not, is a sound idea. Of course this normally happens at busy airports anyway, but not always, and it may be very satisfying for a pilot to arrange their approach and landing such that the first application of power required after TOD is at the flare.
Nice. If the first application is at the flare, that's a bit irrelevant, as that's where you normally close the levers. I get what you're after though. The modern trend for CDAs is driven by noise around airports and other fuel driven causes. It's slick, but in reality, power is at about 42-60% for most of the final approach, certainly on CFM types.

It really is a bad day out if it happens, and cool headed judgement, calm demeanour and logic are key to successful outcomes in many cases. Like nearly everyone else here, I just hope I don't get tested on this for real. A friend recently did and passed with honours.
RVF750 is offline  
Old 10th Feb 2019, 10:38
  #45 (permalink)  
 
Join Date: Aug 2008
Location: Wiltshire U.K.
Posts: 24
Smile

Originally Posted by Small cog View Post


Your not familiar with normal ops into an airport or stabilised approach requirements then?
Not for some time, but while flying commercially for 20 odd years, there were occasions when what I described occurred into remote airfields. Call me an old granny if you like.

Last edited by Shackeng; 10th Feb 2019 at 10:54. Reason: remove superfluous word
Shackeng is offline  

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