A330-200 flameout / relight of both engines on approach
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You can get a A330-200 on the ground in 20 to 25 minutes from cruise. There were numerous airports that were suitable in that time frame. The reality is they flew an extra 30 to 35 minutes. Wise or not we are talking about remaining airborne a lot longer than a few extra minutes.
Incident: Emirates B773 near Iqaluit on Jul 18th 2018, engine shut down in flight
Then you probably don't want to hear about the "Emirates B773 near Iqaluit on 18 July 2018 (engine shut down in flight)" that flew single engine for TWO HOURS to land at Goose Bay?
Incident: Emirates B773 near Iqaluit on Jul 18th 2018, engine shut down in flight
Incident: Emirates B773 near Iqaluit on Jul 18th 2018, engine shut down in flight
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that flew single engine for TWO HOURS to land at Goose Bay?
Not with me on board; but if you have faith in statistics you can enjoy the 420 minutes struggling along on one engine over the chilly ocean. Sorry; for "struggling" read "cruising happily", that was just a lapse by this old dinosaur. What we ODs just cannot grasp is that so long as you maintain your ETOPS aircraft a little bit better, a double-engine failure in a twin is, well, just impossible. Isn't it?
Last edited by old,not bold; 14th Jan 2019 at 16:32.
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the whole point is these folks in the 330, apparently did not for whatever reason, land at the nearest suitable airport, the other flights mentioned above have nothing to do with this, as it it is quite possible their nearest suitable airport/designated ETOPS alternate may have been further away..
Just to clear one thing up. ETOPS alternates are for flight planning purposes only. Once airborne the nearest suitable airport may or may not be the ETOPS alternate. You are still required to go to the nearest suitable regardless of what your ETOPS alternate was. There is a judgement component however. Weather and other factors could mean flying to a airport further away if conditions dictate.
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Not with me on board; but if you have faith in statistics you can enjoy the 420 minutes struggling along on one engine over the chilly ocean. Sorry; for "struggling" read "cruising happily", that was just a lapse by this old dinosaur. What we ODs just cannot grasp is that so long as you maintain your ETOPS aircraft a little bit better, a double-engine failure in a twin is, well, just impossible. Isn't it?
Also the calculation behind twin-engine ETOPS leverages the fact that once an occasional 2-engine airframe loss is computed into the fleet ownership costs, what increases is insurance overhead, but eg. a 3 engine would probably have higher maintenance overhead due to the greater number of individual engine units to maintain.
But that way when you're in seat 0A and lose a donk over the blue, you get to show the right stuff and smile.
As an SLF and an engineer, I always liked 747s
Edmund
Last edited by edmundronald; 15th Jan 2019 at 02:36.
So how many planes have crashed due to a lack of engines that worked?
And I am just talking "big" aircraft here, if you look from the B707&DC8 era all the way to A330, A321LR, B737max, B777 aso, how many hull losses would have been prevented, if only they had a few more engines?
And I am just talking "big" aircraft here, if you look from the B707&DC8 era all the way to A330, A321LR, B737max, B777 aso, how many hull losses would have been prevented, if only they had a few more engines?
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Clip from the movie Fight Club.
"On a long enough time line, the survival rate for everyone drops to zero.
"I was a recall coordinator. My job was to apply the formula. ... A new car built by my company leaves somewhere travelling at mph. The rear differential locks up. ... The car crashes and burns with everyone trapped inside. Now, should we initiate a recall? ... Take the number of vehicles in the field, A. Multiply it by the probable rate of failure, B. Multiply the result by the average out-of-court settlement, C. A x B x C equals X. If X is less than the cost of a recall, we don't do one."
"On a long enough time line, the survival rate for everyone drops to zero.
"I was a recall coordinator. My job was to apply the formula. ... A new car built by my company leaves somewhere travelling at mph. The rear differential locks up. ... The car crashes and burns with everyone trapped inside. Now, should we initiate a recall? ... Take the number of vehicles in the field, A. Multiply it by the probable rate of failure, B. Multiply the result by the average out-of-court settlement, C. A x B x C equals X. If X is less than the cost of a recall, we don't do one."
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So how many planes have crashed due to a lack of engines that worked?
And I am just talking "big" aircraft here, if you look from the B707&DC8 era all the way to A330, A321LR, B737max, B777 aso, how many hull losses would have been prevented, if only they had a few more engines?
And I am just talking "big" aircraft here, if you look from the B707&DC8 era all the way to A330, A321LR, B737max, B777 aso, how many hull losses would have been prevented, if only they had a few more engines?
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You would probably have to count US1549, even though the cause was environmental there would have been a remote chance that an additional engine might have retained sufficient thrust to get the aircraft to a suitable (there's that word again) field. Against that, how many hull losses have resulted from a single catastrophic failure of or around an engine? UA232, LY1862,QF32 (almost) for a start. Having more engines that could save you also means having more engines that could kill you.
You would probably have to count US1549, even though the cause was environmental there would have been a remote chance that an additional engine might have retained sufficient thrust to get the aircraft to a suitable (there's that word again) field. Against that, how many hull losses have resulted from a single catastrophic failure of or around an engine? UA232, LY1862,QF32 (almost) for a start. Having more engines that could save you
No idea why threads degenerate into number of engines after an event
Nobody adds engines purely for redundancy. They are added for performance reasons.
Given that the number of engines is performance based, that the more engines the more failure combinations per flight and once you start adding the loss of more than a single engine you're going to be performance limited far more often te US1549 event.and in the news more often.
If you just feel more comfortable with more engines than maybe they ought to add a syllabus to training to certify a pilots ability to handle multiple engine outs in takeoff bird ingestions etc.
No idea why threads degenerate into number of engines after an event
Nobody adds engines purely for redundancy. They are added for performance reasons.
Given that the number of engines is performance based, that the more engines the more failure combinations per flight and once you start adding the loss of more than a single engine you're going to be performance limited far more often te US1549 event.and in the news more often.
If you just feel more comfortable with more engines than maybe they ought to add a syllabus to training to certify a pilots ability to handle multiple engine outs in takeoff bird ingestions etc.
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Also BA38, although it was fuel icing it was very transient and difficult to reproduce, on a four-holer (or three) the difference in temperature exposure of tanks and pipes etc. between inboard and outboard might have been enough that at least two of the engines would have spooled up when they asked for power, and that is probably all they needed.
If you loose two engines during takeoff, on anything short of a B-52 you're probably going to have a really bad day - the extra engine(s) just mean you have slightly more control over where you're going to crash.
https://en.wikipedia.org/wiki/1995_A...entry_accident
If having more than two engines made the aircraft inherently safer, you'd expect to see that in the fatal hull loss statistics. Yet the 747-400 rate is more than twice what it is for the 757, 767, 777, or A330 (and you don't even want to ask about the MD-11).
https://en.wikipedia.org/wiki/1995_A...entry_accident
22 September 1995 crash of a United States Air Force Boeing E-3 Sentry airborne early warning aircraft with the loss of all 24 people on board.[1] The aircraft, serial number 77-0354 with callsign Yukla 27, hit birds on departure from Elmendorf Air Force Base in Alaska, United States. With the loss of thrust from both of the left engines the aircraft crashed into a wooded area less than a mile from the end of the runway.
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If you loose two engines during takeoff, on anything short of a B-52 you're probably going to have a really bad day - the extra engine(s) just mean you have slightly more control over where you're going to crash.
https://en.wikipedia.org/wiki/1995_A...entry_accident
If having more than two engines made the aircraft inherently safer, you'd expect to see that in the fatal hull loss statistics. Yet the 747-400 rate is more than twice what it is for the 757, 767, 777, or A330 (and you don't even want to ask about the MD-11).
https://en.wikipedia.org/wiki/1995_A...entry_accident
If having more than two engines made the aircraft inherently safer, you'd expect to see that in the fatal hull loss statistics. Yet the 747-400 rate is more than twice what it is for the 757, 767, 777, or A330 (and you don't even want to ask about the MD-11).
I always liked that plane for a variety of reasons and safety wasn't bad either.
If you loose two engines during takeoff, on anything short of a B-52 you're probably going to have a really bad day - the extra engine(s) just mean you have slightly more control over where you're going to crash.
https://en.wikipedia.org/wiki/1995_A...entry_accident
If having more than two engines made the aircraft inherently safer, you'd expect to see that in the fatal hull loss statistics. Yet the 747-400 rate is more than twice what it is for the 757, 767, 777, or A330 (and you don't even want to ask about the MD-11).
https://en.wikipedia.org/wiki/1995_A...entry_accident
If having more than two engines made the aircraft inherently safer, you'd expect to see that in the fatal hull loss statistics. Yet the 747-400 rate is more than twice what it is for the 757, 767, 777, or A330 (and you don't even want to ask about the MD-11).
