UA1175 emergency landing Honolulu
Seems like we were sold "way back when" that all the extra care done for an ETOPS operation would keep this kind of stuff from happening.
Psychophysiological entity
I recall a boss of Alitalia saying on British TV, "We will never cross the Atlantic on two engines . . . ever."
I've always been puzzled by the complete dismissal of Murphy's law. Or indeed the mathematical logic which seems to be saying something alters the Universe when one engine fails and affects the probability of a failure on the other engine.
I've always been puzzled by the complete dismissal of Murphy's law. Or indeed the mathematical logic which seems to be saying something alters the Universe when one engine fails and affects the probability of a failure on the other engine.
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Did the pilot give the passengers an accurate account of what, in the crews opinion, happened? I watched videos of "passengers preparing to die." The vibration from the missing blade and a half was shaking the plane like moderate chop. If the pilot doesn't say something I'd think the worst. Should be on check list. We have an engine failure but are prepared. The ride will be bumpy the rest of the flight but we will arrive in Honolulu on schedule." Or, "We don't want die any more than you do so we guarantee we will bring this plane into a safe landing in Honolulu."
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The jury will be out for some time. Having an airline line maintenance background I would not be surprised if debris from the nose cone separation caused the missing blade to snap off, damage the other blade as seen in the photos and the compromised fan cowl doors departed. Blade separation shouldn't result in nose cone departure unless already compromised?
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Last edited by number0009; 14th Feb 2018 at 14:01.
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I stand fully corrected. Only photos available early on were from inside the cabin. Definitely a blade failure, which likely took the 1/3 off the neighbouring blade with it - impact and perforation of Kevlar shroud would be a significant event that could easily have enough residual energy and displacement to tear the outer cowling/acoustic barrel off. Forward momentum of separated blade would focus event on front. Very lucky that blade happened to separate pointing away from wing and cabin. Somebody is going to be running lots of LS-DYNA models.
the brace, brace, brace chant was unusual..
Having an airline line maintenance background I would not be surprised if debris from the nose cone separation caused the missing blade to snap off, damage the other blade as seen in the photos
but we will arrive in Honolulu on schedule. Not even the "Sky Gods" of the old days could accomplish that with one engine out and reduced airspeed.
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Checkboard took the words out of my mouth. Was near the top of descent. Engine failure. Landing very likely to be sooner than planned unless descent speed sets up abnormal control/vibration.
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I've been once in a cabin with the crew yelling 'Brace! Brace!" and it was like being hit with bricks. I bet the pax were surprised to say the least.
I make no apologies for being sceptical about ETOPS, which has always struck me as an accountant's idea, and in that spirit I wonder how things might have worked out had this particular incident occurred on an ETOPS B777 at a point 180 minutes from the nearest diversion field, calculated for single-engine operation but otherwise clean.
Was the post-incident performance worse than that used for ETOPS planning? Did this failure compromise any ETOPS significant systems? I don't know, just asking.
Was the post-incident performance worse than that used for ETOPS planning? Did this failure compromise any ETOPS significant systems? I don't know, just asking.
which has always struck me as an accountant's idea
Which would you rather be on? A 777 with two modern, computer controlled and remote monitored engines or a 707 with four smokey turbojets with only 15% of the thrust and controlled by a hydromechanical unit using ten times the moving parts and serviced at whatever intervals?
All command courses should include the video reconstruction of the BA B747 that discovered flying through volcanic ash is not good for your engines nor your stress levels.
The Purser went back to the cabin with no idea what was going on, wether a ditching was possible, or they were going to land. When passengers started donning lifejackets he joked "You must know more than me."
So .. maybe not.
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Some pilots will be stronger than others coping and communicating under pressure. We have no idea which bracket this team fall under so don't undermine what they have achieved here.
Cabin Crew - in this day and age of everyone thinking they know best via social media, yell, scream and command your customers attention! It will help to offset some of the adrenalin. Because guess what, cabin crew are human and have families, and will probably never see an engine failure either.
There are some class A IDIOTS posting on this forum!
Cabin Crew - in this day and age of everyone thinking they know best via social media, yell, scream and command your customers attention! It will help to offset some of the adrenalin. Because guess what, cabin crew are human and have families, and will probably never see an engine failure either.
There are some class A IDIOTS posting on this forum!
Cabin Crew - in this day and age ... yell, scream and command your customers attention!
It will help to offset some of the adrenalin. Because guess what, cabin crew are human
When was the last time you told firefighters to yell & scream and worry about their adrenaline?
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A USA major network TV account this am showed an in-plane video of the bared engine rocking, with the windmilling fan center moving like a drill bit chucked up a bit crooked. It included the "...plane was shaking like a washing machine..." expression heard after a prior one of these sorts of events some months ago.
One male passenger said the engine was progressively loosing pieces, with bolts hitting the fuselage.
One male passenger said the engine was progressively loosing pieces, with bolts hitting the fuselage.
Single engine failure, fan blade contained within the engine cases. Subsequent debris out the inlet and fan discharge. Engine rundown safely with no fire or distress to its mounting.
Damage to engine cowling expected and confined to the affected engine. Remaining airworthiness questions are to aircraft structures or systems.
Damage to engine cowling expected and confined to the affected engine. Remaining airworthiness questions are to aircraft structures or systems.
"Mildly" Eccentric Stardriver
Generally the cabin crew don't "scream". Yes, they shout. "jump and slide" or "one leg, then the body" or similar. Would you sooner, in the chaos of an emergency hear "excuse me, could you possibly jump onto the slide?". It's called taking command of the situation.