Luckily the dead engine wasn't dead after all.
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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.
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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.
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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.
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.
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Last edited by Shackeng; 10th Feb 2019 at 09:54. Reason: remove superfluous word
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Dave,
There are a lot missing from this report.
It was an Expat traveling as a passenger that see aircraft has lost its aerodynamic and falling from sky!
He has written 4 to 5 pages of report from the time that he has gone to the cockpit and "saved the day".
stand by for more detail of his reports and other issues that this company management taking this company down the tube.
There are a lot missing from this report.
It was an Expat traveling as a passenger that see aircraft has lost its aerodynamic and falling from sky!
He has written 4 to 5 pages of report from the time that he has gone to the cockpit and "saved the day".
stand by for more detail of his reports and other issues that this company management taking this company down the tube.
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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.
On GoAir Flight 338 DEL to BOM with VT-GOS.
There is a lot missing from the truth.
That was an Expat that was traveling as a passenger in that flight that saved the day.
The truth is hidden but it is surfacing shortly. LOL
There are so much info missing that you would say WOW.
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Keep digging for truth and eventually you will get it in this case.
There are more truth to this incident that would of be defiant was accident with lost of one aircraft and 164 sole which turned around by an Expat who was a passenger in that flight and "saved the day".
Note, Crew did two attempt to restart the Healthy Eng Number 1 Eng) but unsuccessful.
It was the expat that restart the Eng number one(Healthy Eng) then the captain of the flight G8-338 requested and ask Expat " Okay I want to shut down number Two Eng now"?
Expat by grading the center thrust lever and after pushing Captains hand away, advice him that "The only time he is going to allow him to shut down any Eng is on the Ground after parking brake set".
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There is quite a bit of historical experience to argue against this. Nobody is telling you what to do other than your operating manuals. But given that there is no nacelle fire warning bells I would advise you to take your time about turning off the the fuel to an engine. Sure pull it back to idle and then monitor the gages if you want. There are lots of in-service test points that say the worst you can do is melt the turbine blades and scrap out a compressor with no significant threat to continued safe flight.on the remaining engines
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Drives me nuts in the sim when my partner slams the thrust lever for the "failed" engine closed. Even worse on Boeing types where PNF moves thrust levers and the manufacturer insists on dealing with serious engine malfunctions from memory.
"Mildly" Eccentric Stardriver
Just to clear my own mind. The incident happened at 115 kts, and the FO asked whether the Capt wanted to reject when the IAS was 129 kts. V1 was 146 kts, ASDA is 2813m. The Capt didn't reject because he wasn't certain he could stop in the remaining runway?
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Alpha Floor
Sorry for slight drift here but I’m astounded by the number of incidents of non-normal situations ending up in Aloha Floor on the Bus.
Airbus family FBW logic is great technology but it demonstrates the less than optimal use of automation/task fixation in these events.
There-but by the grace of god do I....
Airbus family FBW logic is great technology but it demonstrates the less than optimal use of automation/task fixation in these events.
There-but by the grace of god do I....
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This incident is very poor example of flying. The Capt had 12000 hrs on type. Thirty knots before V1 they had bird hit on the right engine. The rookie copilot suggested reject which the Capt decided to investigate in the air. The engine was vibrating badly. The No2 engine vibration monitor was showing excessive reading of N1,which the copilot read as NO1 engine. And the Capt of total 20000hrs didn't bother to check and shut down No.1. During restart at 2000ft thanks to Airbus they got alpha floor in Boeing they would be dead. Managed to restart asked for immediate Landing without much preparation. When vectored made a meal of it had to goround and landed safely if you can call that second time around. Some guardian angel who's duty time was not over must have taken mercy.
Yes to all of the above. It should clear your mind, but not put it at ease.
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It was the Expat, who saved the day and not the crew of that flight.
Expat was as a passenger.
The crew of that flight fail to restart the Eng number one after two attempt.
It was the Expat who came in, from that point full power the Eng number 2 and restart the Eng number one,...…….
it will more news will surface as you dig more to the incident.
The report is hidden a lot.
Dig and you will get to truth,
Keep looking into it and you will be surprise !!!
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The Crew of this flight was so behind, so behind and lost in the cockpit to what is going on.
It was the Expat that has gone in and saved the day.
Keep digging and try to question of this incident.
They are not telling the truth.