SWISS LX40 [ZRH-LAX] diversion to Iqaluit
Fifth engine ferry flights are normal on many 4 engine types, and passengers can be carried too. But passengers are never carried when a 4 engine aircraft is flown on 3 engine ferry flight.
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On the original Aercommander they pulled off one of the props, tossed it in the cabin, and flew to D.C. on their certification flight. Different times but with a more awesome plane.
Anyone remember the UA D10 they tried to ferry an engine ORD-HNL in the 90's. It got to DEN if I recall and they stopped due to it almost shaking the plane apart.
Anyone remember the UA D10 they tried to ferry an engine ORD-HNL in the 90's. It got to DEN if I recall and they stopped due to it almost shaking the plane apart.
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As for pax only some 20 airline staff
were allowed on board and we all had to sign a form that we were flying at
our own risk.
Besides the cabin crew were in civvies.
Maybe BA accepted us because otherwise we could have been stuck at
SEZ for ages!
But back on track: Swiss handled the YFB incident admirably!
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An updated local news article discusses some of the pax and logistics issues:
Here's an estimate for the repair time in the article:
Pictures and video of the Ant and the new engine in the article:
NunatsiaqOnline 2017-02-04: NEWS: Huge Antonov aircraft flies engine to Nunavut for stranded Swiss jet
Flight 40 passenger Judith Conrady, writing about her experience for the German online news site RP, described how the pilot said, “I am sorry to wake you up. We are about halfway between Zurich and Los Angeles. We have to land at the nearest airport. Because of a technical problem. The nearest airport, Iqaluit, is located in the top north of Canada.”
When the aircraft landed in Iqaluit, everyone applauded, Conrady said. The thought of getting off the aircraft was tempting, she said, but then the temperature dropped and darkness fell.
The passengers were remarkably quiet, she said, and some were even in a good mood despite the inconvenience: “This is probably due to the fact that the situation was so absurd that one could not help but accept it.”
The switch to the second aircraft sent to take the passengers on was complex, as Conrady described it: after the plane’s arrival at about 2 a.m. Feb. 2, two aircraft stairs had to be set up so they could head down into five heated school buses. Then the stairs—and the buses—were pulled up to the new aircraft, which took them on to their way to JFK International Airport in New York City.
“I would have liked Iqaluit. Surely it is the city that made the most impression on me without ever having entered it,” Conrady said.
A shortage of customs agents onsite has been suggested as a reason for why those on board were unable to tour the city.
Meanwhile, Frobisher Bay Touchdown Services, which takes care of contracted ground handling in Iqaluit, scrambled to provide services to Swiss International— and to take care of puppies in the hold. They left a message for the owners: “we kept your fur babies warm, watered and fed, we went for a quick walk bathroom break as well,” assuring them that their animals had been in good hands.
When the aircraft landed in Iqaluit, everyone applauded, Conrady said. The thought of getting off the aircraft was tempting, she said, but then the temperature dropped and darkness fell.
The passengers were remarkably quiet, she said, and some were even in a good mood despite the inconvenience: “This is probably due to the fact that the situation was so absurd that one could not help but accept it.”
The switch to the second aircraft sent to take the passengers on was complex, as Conrady described it: after the plane’s arrival at about 2 a.m. Feb. 2, two aircraft stairs had to be set up so they could head down into five heated school buses. Then the stairs—and the buses—were pulled up to the new aircraft, which took them on to their way to JFK International Airport in New York City.
“I would have liked Iqaluit. Surely it is the city that made the most impression on me without ever having entered it,” Conrady said.
A shortage of customs agents onsite has been suggested as a reason for why those on board were unable to tour the city.
Meanwhile, Frobisher Bay Touchdown Services, which takes care of contracted ground handling in Iqaluit, scrambled to provide services to Swiss International— and to take care of puppies in the hold. They left a message for the owners: “we kept your fur babies warm, watered and fed, we went for a quick walk bathroom break as well,” assuring them that their animals had been in good hands.
The Swiss International jet is likely to remain in Iqaluit for several weeks as a team carries out the repairs.
Fuhlrott said she couldn’t confirm how many people would be involved in the repairs or how long the repairs would require, due to the “adverse conditions.”
There is no hangar to protect workers, so unless a tent is put up, all work on the aircraft will be done outside, in some of the coldest weather Iqaluit sees all year.
Fuhlrott said she couldn’t confirm how many people would be involved in the repairs or how long the repairs would require, due to the “adverse conditions.”
There is no hangar to protect workers, so unless a tent is put up, all work on the aircraft will be done outside, in some of the coldest weather Iqaluit sees all year.
NunatsiaqOnline 2017-02-04: NEWS: Huge Antonov aircraft flies engine to Nunavut for stranded Swiss jet
I understand an A330 in KJFK did play a vital role flying out to pick up the stranded pax and deliver them in New York. This A330 was there, I suppose to fly a New York - Switzerland flight. So what happened to that flight and how the Switzerland reached their destination?
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Swiss had to wind up sending an extra aircraft to JFK at some point to fill the gap. It could have been a deadhead or training flight, or an extra section of a revenue flight. Actually that was already accomplished when the A330 arrived from ZRH.
But it gets recovered to ZRH when this 777 is fullly operational.
But it gets recovered to ZRH when this 777 is fullly operational.
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Bergerie1:
Getting more precise with language here: Carrying a spare engine in a fifth (or fourth) pod is not a "ferry" flight at all. It can be a normal revenue flight, albeit with revised performance data due to increased weight and drag.
Engine-out ferry is a different matter. This is done with the sole objective of moving the plane to a facility that can accomplish needed repairs. Takeoff thrust is 75% or 67% of normal. The performance planning must consider the risk of an additional engine failure. Minimum loads; no passengers or baggage. To reiterate, Engine-out ferry is a different matter.
Fifth engine ferry flights are normal on many 4 engine types, and passengers can be carried too. But passengers are never carried when a 4 engine aircraft is flown on 3 engine ferry flight.
Engine-out ferry is a different matter. This is done with the sole objective of moving the plane to a facility that can accomplish needed repairs. Takeoff thrust is 75% or 67% of normal. The performance planning must consider the risk of an additional engine failure. Minimum loads; no passengers or baggage. To reiterate, Engine-out ferry is a different matter.
tdtracer - is there any level of engine protection on the engine itself? That is, at a level below the FADEC controller(s)?
The PW4000, Trent (at least on Boeing installations), and the GEnx use an electronic overspeed protection - details vary but there is an independent circuit in the FADEC that if N2/N3 exceeds a set value it'll close the fuel metering valve (completely in the case of GE and Rolls, min flow stop for the PW4000). Once activated the electronic overspeed is latched, the FADEC must be reset to unlatch it.
Rolls has an additional electronic system on the Trent - the Rolls three spool design makes bearing design particularly tricky, and there have been cases where a bearing failure has sheared the shaft between fan (or compressor) and the turbine, allowing the turbine to accelerate uncontrolled and burst. So the Trent has a specific "Turbine OverSpeed" protection" (TOS) that monitors the rotor speeds at both ends - if they differ it'll shutdown the engine.
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Pic of tent in place to allow engine replacement
I love the last post on that Twitter thread:
"did they fly in a crew to help with the engine exchange?"
If only they'd had a F/E, he'd have managed it on his own.
"did they fly in a crew to help with the engine exchange?"
If only they'd had a F/E, he'd have managed it on his own.
No reports or photos that I can find on the Net of it departing, so presumably it's still there. FlightRadar24 was reporting for a time that the same aircraft (UR-82027) was in Turkmenistan yesterday, but that sounds pretty dubious.
I suspect the press quote
will turn out to be a bit of Inuit wishful thinking.
I suspect the press quote
The Swiss International jet is likely to remain in Iqaluit for several weeks as a team carries out the repairs.
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The An-124 which ferried the replacement engine to Iqaluit was UR-82007. It hasn't been seen on FR24 after it landed there on Saturday. So I presume it's still there.
barit 1,
You are, indeed, correct. I was not precise in my use of language
You are, indeed, correct. I was not precise in my use of language
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Can we assume that the replacement engine was essentially built up (QEC) configuration, or are there a lot of parts to be transferred between engines?
Anyone know?
Anyone know?
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