SWISS LX40 [ZRH-LAX] diversion to Iqaluit
In your defence, a "fifth engine ferry" is a perfectly good description of a flight whose secondary purpose (in addition to carrying revenue passengers) is to ferry the fifth engine somewhere. 
I'd have hoped that in the two-and-a-half days that elapsed between the landing at Iqualuit and the Antonov departing from Zurich that somebody would have had the common sense to arrange that.
Otherwise, swapping accessories from the dead engine in the tent to the replacement one in the cold outside wouldn't have been a lot of fun. But then again, it's the bean-counters who say what goes nowadays ...
Otherwise, swapping accessories from the dead engine in the tent to the replacement one in the cold outside wouldn't have been a lot of fun. But then again, it's the bean-counters who say what goes nowadays ...
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Quote from WingNut60:
On any given flight with these turbofans the first engine failure has proved to be, as argued then, an extremely low probability. Once it has taken place, the probability of a second failure is comparable: i.e., extremely low, in the 3 hours allowed. But it would almost certainly be catastrophic. Therefore, anything that can be done to mitigate that risk should be done.
On any given flight with these turbofans the first engine failure has proved to be, as argued then, an extremely low probability. Once it has taken place, the probability of a second failure is comparable: i.e., extremely low, in the 3 hours allowed. But it would almost certainly be catastrophic. Therefore, anything that can be done to mitigate that risk should be done.
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What about the rest of the aircraft? Sitting about for a week or more at -30 unprepared for such an eventuality. Lots of systems with water, etc., not to mention all the electronics, (and even the mini-wine bottles).
Heat the a/c the whole time, or just fire it up, bring to temp, and go?
Heat the a/c the whole time, or just fire it up, bring to temp, and go?
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What about the rest of the aircraft?
I once had American Airlines maintenance tell me they could remove and replace a 767 engine (CF6) in a shift under ideal circumstances (e.g. at a maintenance base). I'm sure a GE90 takes longer (and doing it at Iqaluit is far from ideal), but I'll be surprised if they aren't done and the 777 back in service by the end of the week.
The background does not seem to correspond to the tent used!
And then there is the questions about what happens to the "problematic" engine. By the way why they did not try to fix it and when is it going to be used again?
And then there is the questions about what happens to the "problematic" engine. By the way why they did not try to fix it and when is it going to be used again?
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I'm surprised to see the Antonov is waiting, chilling you might say.
I don't know the economics of it, but I would have guessed the Antonov would have been kept busy with other jobs and come back for a pick up at a later date.
I don't know the economics of it, but I would have guessed the Antonov would have been kept busy with other jobs and come back for a pick up at a later date.
I'm surprised to see the Antonov is waiting, chilling you might say.
I don't know the economics of it, but I would have guessed the Antonov would be kept busy with other jobs and come back for a pick up at a later date.
I don't know the economics of it, but I would have guessed the Antonov would be kept busy with other jobs and come back for a pick up at a later date.
I wonder what the break even $$$ point is between waiting like a taxi vs having the dead engine stuck for weeks at that location waiting for another taxi to arrive ?
And then there is the questions about what happens to the "problematic" engine. By the way why they did not try to fix it and when is it going to be used again?
Whether an engine change has been done on a tent in northern Canada or a Zurich hangar should make no difference.
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Wouldn't an ETOPS/EROPS plane need some sort of flight test before taking it over water? Or, could the test be done on the trip to ZRH with the ferry crew and the next leg could be a revenue sector?
Over the years I've occasionally had notes from maintenance like a request to start the APU after it is cold soaked in cruise, verify stable operation and shut it back down to comply with an ETOPS validation. And I did an odd gear down ferry as a flight engineer years ago. It was less than an hour and everything else was normal, or so the mechanics told me.
However, I'm thinking that an engine change at the base is normally followed by a separate full blown test flight before the aircraft is released to revenue operations.
Would Swiss do a functional check flight near Frobay, land and then put on fuel for a ferry out? Or, can they head out over the pond, do the checks and if something doesn't look good, visit Narsarsuaq?
Great pictures, and I hope it won't seem patronising to say that this whole affair, and the way it has been handled, has really put Iqaluit/Frobisher on the map for some of us southerners that never had the privilege to land there.
Quote from hoss183:
"I bet the G-YMMM incident at Heathrow pop into their heads - engine roll back due to icing of the fuel heat exchangers. If its in your mind that the second might do the same, you might land rather sharpish."
Yes. The only reservation I have (sitting comfortably at home
) would be the case where the alternate was rendered unsafe, owing to sudden strife or natural events, or had insufficient shelter for the passengers and no fuel. (That was why I mentioned welfare.)
In that case, of course, one would hope to have previously ruled the aerodrome out at the flight-planning stage.
Quote from hoss183:
"I bet the G-YMMM incident at Heathrow pop into their heads - engine roll back due to icing of the fuel heat exchangers. If its in your mind that the second might do the same, you might land rather sharpish."
Yes. The only reservation I have (sitting comfortably at home
) would be the case where the alternate was rendered unsafe, owing to sudden strife or natural events, or had insufficient shelter for the passengers and no fuel. (That was why I mentioned welfare.)In that case, of course, one would hope to have previously ruled the aerodrome out at the flight-planning stage.
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Winter Ops 101
Hi All
Just back from some cold , cod fishing. Pulling the net at plus 2c mind u is summer temp for Frobisher, Iqaluit.
Now:Minus 29, northwest wind at 13 knots make the nuts brittle,,,,,.!
Now back to basic winter ops.
1
Drain all water! Ps Wait until after flight crew has had a chance to have a piss. And do not drain on apron , as morning crew will break their neck on walkarround and if not pushback may be effected.
2
Connect external heated air and make shure all vents are open, just like in hot wx in summer.
3
Check gear and brakes free of snow and ice.
More to come in next chapter.
I must say I greatly enjoy this thread, considering the happy ending.
The HQ suits in Swiss has done a great job and this whole thing can be a textbook example for crew to read up on.
With regards to the Antonov crew , they are just waiting for the next gig.
If nothing happens, no empty trip. If anything pop up, gone.
Unless Swiss pay for them to wait for x days.
In that case , i think some raindeer hunting and noserubbing is on as we speak. Many good Ukrainian out in Canada, I used to work for Crazy Bill in Stewart Lake ,,,,,,,
ANYWAY,,,
Looking forward to the engine run. Never done one in a 777.
Can see some issues doing a static 100% on one engine up there.
Remember the Do328 TP needed to be full fuel , if not it would be so light it pulled forward on blocked wheels.
Hope someone gets a video for us. Good luck to all the crew involved.
Lets hope she fires on the first try.
Cpt B
Just back from some cold , cod fishing. Pulling the net at plus 2c mind u is summer temp for Frobisher, Iqaluit.
Now:Minus 29, northwest wind at 13 knots make the nuts brittle,,,,,.!
Now back to basic winter ops.
1
Drain all water! Ps Wait until after flight crew has had a chance to have a piss. And do not drain on apron , as morning crew will break their neck on walkarround and if not pushback may be effected.
2
Connect external heated air and make shure all vents are open, just like in hot wx in summer.
3
Check gear and brakes free of snow and ice.
More to come in next chapter.
I must say I greatly enjoy this thread, considering the happy ending.
The HQ suits in Swiss has done a great job and this whole thing can be a textbook example for crew to read up on.
With regards to the Antonov crew , they are just waiting for the next gig.
If nothing happens, no empty trip. If anything pop up, gone.
Unless Swiss pay for them to wait for x days.
In that case , i think some raindeer hunting and noserubbing is on as we speak. Many good Ukrainian out in Canada, I used to work for Crazy Bill in Stewart Lake ,,,,,,,
ANYWAY,,,
Looking forward to the engine run. Never done one in a 777.
Can see some issues doing a static 100% on one engine up there.
Remember the Do328 TP needed to be full fuel , if not it would be so light it pulled forward on blocked wheels.
Hope someone gets a video for us. Good luck to all the crew involved.
Lets hope she fires on the first try.
Cpt B
