Virgin Australia ATR suffered flameouts in both engines
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More info from Australian Transport Safety Bureau (ATSB): Engine issues on descent involving ATR 72-600, VH-FVN, near Canberra Airport, Australian Capital Territory, on 13 December 2018.
Last edited by CurtainTwitcher; 18th Dec 2018 at 06:57.
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Most likely continuous ignition.
(https://www.boldmethod.com/blog/list...-a-jet-engine/)
(https://www.boldmethod.com/blog/list...-a-jet-engine/)
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Certainly all the ingredients are there for such event to happen.
Lets see ...
Decending = Low Power Setting (lets call it "little flame")
Airspeed - If no turbulence, guessing it at 220 kts or even a tad more. This is not helpfull for the "little flame".
Then the freaking flood of water comes in (Heavy Rain) ... et voilá ... puts out the "little flame", or we have "Flame Out".
Wise decision !!!
Lets see ...
Decending = Low Power Setting (lets call it "little flame")
Airspeed - If no turbulence, guessing it at 220 kts or even a tad more. This is not helpfull for the "little flame".
Then the freaking flood of water comes in (Heavy Rain) ... et voilá ... puts out the "little flame", or we have "Flame Out".
The crew selected manual engine ignition for the remainder of the flight
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Hi all,
I don't know why but it conjures up an image of the co pilot reaching out the right window with a BBQ gas lighter in hand , calling " Fire in the Hole", then handing the lighter to the skipper to do the same on his side. LOL.
Merry Christmas to all. :-)
I don't know why but it conjures up an image of the co pilot reaching out the right window with a BBQ gas lighter in hand , calling " Fire in the Hole", then handing the lighter to the skipper to do the same on his side. LOL.
Merry Christmas to all. :-)
Certainly all the ingredients are there for such event to happen.
Lets see ...
Descending = Low Power Setting (lets call it "little flame")
Airspeed - If no turbulence, guessing it at 220 kts or even a tad more. This is not helpfull for the "little flame".
Then the freaking flood of water comes in (Heavy Rain) ... et voilá ... puts out the "little flame", or we have "Flame Out".
Lets see ...
Descending = Low Power Setting (lets call it "little flame")
Airspeed - If no turbulence, guessing it at 220 kts or even a tad more. This is not helpfull for the "little flame".
Then the freaking flood of water comes in (Heavy Rain) ... et voilá ... puts out the "little flame", or we have "Flame Out".
The NTSB report criticised the captain for relying on his weather radar to navigate through a thunderstorm. Faulty engine handling was a contributory cause of the severe damage and eventual loss of both engines. See Final Report in: https://en.wikipedia.org/wiki/Southern_Airways_Flight_242
Final Report:
https://www.ntsb.gov/investigations/...ts/AAR7803.pdf
Last edited by Centaurus; 19th Dec 2018 at 10:46.
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Just nitpicking, but according to the preliminary report linked in one of the early posts the engines restored power automatically by themselves. Only after the second engine went through a flame-out/automatic relight cycle did the crew turn on the continuous ignition. Which might not have prevented the flame-outs anyway.
The SO242 engine mishandling was the increasing of engine power to regain altitude with both engines surging due to the ingestion of hail. Different events include different combinations of results.
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Just nitpicking, but according to the preliminary report linked in one of the early posts the engines restored power automatically by themselves. Only after the second engine went through a flame-out/automatic relight cycle did the crew turn on the continuous ignition. Which might not have prevented the flame-outs anyway.
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What would be so particular about this event that has not been flown over so many years of service? I suspect that this was not the first time this aircraft had descended in heavy rain.....
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Stopped flying ATRs years ago ( or was it 6 months ) but AFAIK the 500/600 series have an automatic continous relight. When the turbine drops below 30% n2 it automatically kicks in the relight.