Ryanair Engine Failure (again!)
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Hello All
I was there and a saw a bit of the goings on and also heard some of the R/T.
Now EI-COB was operating the Ryanair 28J, which makes its a Dublin-Stansted flight. Also was only a short time after T/O when cabin crew reported to the flightdeck , oily smell in aft cabin then shortly after that , No2 engine low oil pressure warning light can on, at that stage the engine was shut down and COB came back to Dublin. Landed on 28 and seemed to take ages to stop, went all the way to the end with the fire trucks following. Taxing under its own half power to stand 74 after visual inspection by the fire crew, (oil leak evident)
PP
I was there and a saw a bit of the goings on and also heard some of the R/T.
Now EI-COB was operating the Ryanair 28J, which makes its a Dublin-Stansted flight. Also was only a short time after T/O when cabin crew reported to the flightdeck , oily smell in aft cabin then shortly after that , No2 engine low oil pressure warning light can on, at that stage the engine was shut down and COB came back to Dublin. Landed on 28 and seemed to take ages to stop, went all the way to the end with the fire trucks following. Taxing under its own half power to stand 74 after visual inspection by the fire crew, (oil leak evident)
PP
Join Date: Feb 2002
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What happened is rumoured to be as follows:
1. 737 pushed back from stand at Dublin. No 2 engine wouldn't start. Decided to go anyway as chances of another engine failure have to be slim, and besides the reduction in fuel burn would save the company money.
2. About and hour into flight it was realised that kgs had been confused with lbs when ordering fuel, and there was insufficient to reach destination.
3. Captain did the maths on speed/distance/wind (no 1st Officer to cross check as the airline was operating its new single pilot policy on this flight which further cuts costs in terms of salary and weight carried in the aircraft, offering yet lower fares for no great drop in safety), but forgot that 300/40 means the wind is from 300 at 40, not blowing 300 at 40.
4. A/C glided into Dublin from around Liffy and taxied on stand. The "1 hour" the engineer was talking about was the amount of time of the pilot had had off so far this year.
Much tosh on this post, song and dance about nothing. Had this been a full cost carrier, say Aer Lingus no doubt must posts would be "well done to the boys on the flight deck". Because its a low cost it must be due to a f*&£ up.
1. 737 pushed back from stand at Dublin. No 2 engine wouldn't start. Decided to go anyway as chances of another engine failure have to be slim, and besides the reduction in fuel burn would save the company money.
2. About and hour into flight it was realised that kgs had been confused with lbs when ordering fuel, and there was insufficient to reach destination.
3. Captain did the maths on speed/distance/wind (no 1st Officer to cross check as the airline was operating its new single pilot policy on this flight which further cuts costs in terms of salary and weight carried in the aircraft, offering yet lower fares for no great drop in safety), but forgot that 300/40 means the wind is from 300 at 40, not blowing 300 at 40.
4. A/C glided into Dublin from around Liffy and taxied on stand. The "1 hour" the engineer was talking about was the amount of time of the pilot had had off so far this year.
Much tosh on this post, song and dance about nothing. Had this been a full cost carrier, say Aer Lingus no doubt must posts would be "well done to the boys on the flight deck". Because its a low cost it must be due to a f*&£ up.
"Mildly" Eccentric Stardriver
I'm sure someone with more knowledge will correct me, but isn't the reliability target for safety-critical items like engines one failure per 100,000 cycles ? Ryanair have some 45 aircraft, or if you like, 90 engines, flying an average of say six sectors a day. 540 cycles per day,3,780 per week, 195,560 cycles per year. So statistically they should expect two failures per year, say three to allow for statistical spread. Seems to me they aren't getting any more. A lot of us may not like Ryanair very much, but we can't argue with their safety record.
>I'm sure someone with more knowledge will correct me, but isn't the reliability target for safety-critical items like engines one failure per 100,000 cycles ? Ryanair have some 45 aircraft, or if you like, 90 engines, flying an average of say six sectors a day. 540 cycles per day,3,780 per week, 195,560 cycles per year. So statistically they should expect two failures per year, say three to allow for statistical spread. Seems to me they aren't getting any more. A lot of us may not like Ryanair very much, but we can't argue with their safety record.
<
What's a failure in you assumptions?
If it is a minor failure like a single engine shutdown it would be more like ten times your number. For a failure that affects the safe return of the aircraft it would be more like your number.
Their safety record is well within reasonable reliability so far.
<
What's a failure in you assumptions?
If it is a minor failure like a single engine shutdown it would be more like ten times your number. For a failure that affects the safe return of the aircraft it would be more like your number.
Their safety record is well within reasonable reliability so far.
"Mildly" Eccentric Stardriver
A single engine shutdown a minor failure ? Not in my world it isn't. But then again, I plan to live long enough to collect my pension.
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I drove the lovely (and I DO mean lovely to fly) COB to France and Italy this evening. She behaved impecably all day. I thought it somewhat ironic though, when a pax brought to our attention the strem of oil down the side of the engine cowl. The usual "don't worry, that just means there's oil in the engine" and "that'll be a JT8" explanations didn't stop this guy from coming to the flight deck after we landed in STN.
When he saw the oil quantity (3.9 gallons ) he seemed happy enough.
Anyway I've watched this thread with interest since it's inception and I'd just like to say; although it generally makes for good gossip and interesting reading (sometimes), I'm sick of all the FR bashing. So many people say that, so many people say "you might not like 'em" etc...... So many people think it's terrible, but so many people keep on slingin the Sh#t.
Ryanair crews work bloody hard. They also work safely and efficiently (as efficiently as G spot let them i suppose).
Please let this be the last post on this inane topic.
This thread shouldn't even have been here.
In fact I've had enough, bye...
When he saw the oil quantity (3.9 gallons ) he seemed happy enough.
Anyway I've watched this thread with interest since it's inception and I'd just like to say; although it generally makes for good gossip and interesting reading (sometimes), I'm sick of all the FR bashing. So many people say that, so many people say "you might not like 'em" etc...... So many people think it's terrible, but so many people keep on slingin the Sh#t.
Ryanair crews work bloody hard. They also work safely and efficiently (as efficiently as G spot let them i suppose).
Please let this be the last post on this inane topic.
This thread shouldn't even have been here.
In fact I've had enough, bye...
