Wing Body Overheat 737.
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Wing Body Overheat 737.
Disscusion,
Wing body overheat, During Flight.
Followed QRH drills. Light still on.
Do you continue to destination with extra care, monitoring wing for signs of any damage, or divert to nearest suitable Airport for precautionary landing.
QRH drills do not say "Plan to land at the nearest suitable airport"
Wing body overheat, During Flight.
Followed QRH drills. Light still on.
Do you continue to destination with extra care, monitoring wing for signs of any damage, or divert to nearest suitable Airport for precautionary landing.
QRH drills do not say "Plan to land at the nearest suitable airport"
Warning Toxic!
Disgusted of Tunbridge
Disgusted of Tunbridge
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The damage that would kill you would not be visible. Hot air burning through a fuel tank or taking out controls, hydraulics...whatever. I seem to remember a shroud covers the ducting and it means air is detected coming out of the shroud. It is serious occurrence. My own feeling is get it on the ground soonest.
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What Rainboe said, get it on the ground as soon as possible!
Some failures you just don't screw around with. Bleed air leak is one of them, you might have a false warning, then again not.
Some failures you just don't screw around with. Bleed air leak is one of them, you might have a false warning, then again not.
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The logic to land at nearest suitable fails me. If the aircraft is capable of isolating the wing engine bleed and cross bleed off resulting the failure to cease would be a sure indication of a bleed air leak that has been controlled. Otherwise it would be a detection system failure.
Being unable to isolate a wing and bleed supply seems to be a design failure that I doubt would recieve operational approvement. I must also claim ignorance on the 737 as I have little time with the Jet.
Being unable to isolate a wing and bleed supply seems to be a design failure that I doubt would recieve operational approvement. I must also claim ignorance on the 737 as I have little time with the Jet.
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I don't recall any case on the B737, but maybe pilots should consider cases on other models, where the cockpit indication was merely one effect of a different problem (eg, electrical arcing inducing a failure of a pneumatic duct, then further complications.
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QRH procedures in 737 will result in all bleed air shut off to the affected side.
The duct pressure indicator will indicate if bleed air is really removed or the bleed valve or isolation valve has failed to close.
When the duct overheat light remains on after the bleed air is removed, it can safely be assumed that the sensor has failed.
If the duct overheat light goes out, a real bleed air leak is likely.
In either case, continue the flight.
The duct pressure indicator will indicate if bleed air is really removed or the bleed valve or isolation valve has failed to close.
When the duct overheat light remains on after the bleed air is removed, it can safely be assumed that the sensor has failed.
If the duct overheat light goes out, a real bleed air leak is likely.
In either case, continue the flight.
