US Airforce C17 4 engine failure.
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Joined: Dec 2009
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From: london
US Airforce C17 4 engine failure.
According to an Ares Blog.
A US Airforce C17 over Pakistan Lost all 4 engines and a sizeable amount of onboard electronics in a lightning strike. 2 engines restarted the aircraft landed safely. radome described as "fried".
Anyone know more about this incident?.
A US Airforce C17 over Pakistan Lost all 4 engines and a sizeable amount of onboard electronics in a lightning strike. 2 engines restarted the aircraft landed safely. radome described as "fried".
Anyone know more about this incident?.
Joined: Jun 2002
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From: Geneva, Switzerland
Just wondering - is there any electric / electronic requirement to have the engine continue to operate ? I would think they shouldn't shutdown even in the case of a complete electric failure ?
Joined: Mar 2002
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From: Florida
The FADECs are designed to run on their own power, regardless of what happens to the electrics in the plane.
Most of these kinds of reports later turn out to be temporary in nature and/or related to instruments.
Most of these kinds of reports later turn out to be temporary in nature and/or related to instruments.
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!?!?
The reason i posted this was i find it very unusual, that a modern 4 engine fly by wire jet could lose all 4 engines following a lightning strike.
Trash du Blanc
Joined: Mar 2001
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From: KBHM
When I was flying the Brasilia, we had a crew report a dual engine failure on short final.
Turns out the left engine erroneously autofeathered itself. The burst of thrust as the prop coursened yawed the nose to the right. The crew interpreted that as a right engine failure and feathered the right one......
Turns out the left engine erroneously autofeathered itself. The burst of thrust as the prop coursened yawed the nose to the right. The crew interpreted that as a right engine failure and feathered the right one......
Joined: Jun 2010
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From: Brisbane, Australia
Hey Huck...
"..yawed the nose to the right. The crew interpreted that as a right engine failure and feathered the right one......
Didn't they have any engine indications in the flight deck?
nuf said
"..yawed the nose to the right. The crew interpreted that as a right engine failure and feathered the right one......
Didn't they have any engine indications in the flight deck?
nuf said
Joined: Jan 2009
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From: alameda
I know one guy who managed to lose both engines on a metroliner....going into KTVL at night...forgot to put on the anti ice on the prop spinners.
but on short final, switched the prop spinner heat on without putting on the ignition...ice melted, ran into engine, flamed out on short final but made the runway...took over half an hour to get to the gate though.
but on short final, switched the prop spinner heat on without putting on the ignition...ice melted, ran into engine, flamed out on short final but made the runway...took over half an hour to get to the gate though.
Joined: Aug 2000
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From: formally Alamo battleground, now the crocodile with palm trees!
On the ERJ-145, I was told one could lose both in the event of a bad strike.
For this reason we were advised to start the APU if a strike looked likely.
The -145 had FADEC equipped engines.
For this reason we were advised to start the APU if a strike looked likely.
The -145 had FADEC equipped engines.
I have not heard about a similar procedure from either Embraer or US operators. I had two lightning strikes in the E145, one on the approach to PHL, the other into MAN and never had any resulting engine/FADEC issue. Some damage though...
FADEC systems have their own dedicated generator on each engine.
Joined: Apr 2005
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From: Australia
When I was flying the Brasilia, we had a crew report a dual engine failure on short final.
Turns out the left engine erroneously autofeathered itself. The burst of thrust as the prop coursened yawed the nose to the right. The crew interpreted that as a right engine failure and feathered the right one....
Turns out the left engine erroneously autofeathered itself. The burst of thrust as the prop coursened yawed the nose to the right. The crew interpreted that as a right engine failure and feathered the right one....
He was briefed the instructor would give him a simulated engine failure at lift off by pulling back a throttle. As the 748 became airborne, the instructor quickly closed the left engine throttle. The pilot immediately detected a yaw and pushed hard on the wrong rudder (as it turned out).
The aircraft yawed very sharply but fortunately the instructor managed to take over and get the wings level.
What happened was that when the instructor closed the left throttle very quickly, the propeller momentarily coarsened,causing the aircraft to initially yaw in the opposite direction than expected by the pilot under the hood. Throughout the take off roll he had his concentration pinned on the compass heading and detected the swing on the compass heading and reacted to the swing quickly and correctly.
All this happened in less than two seconds and his corrective rudder was instantaneous. A fraction of a second later the aircraft then swung strongly in the direction of the simulated failed engine and was not exactly helped by rudder in the same direction no matter how momentary.
Pulling throttles quickly in a turbo-prop aircraft especially near the deck can lead to an unpleasant surprise and the recent fatal accident at Darwin proves that.
Joined: Mar 2007
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From: hungary
Not neccessarily a electrical failure... The FADEC has total control over the engine, incliuding the shutdown sequence, Perhaps a spurious signal triggered by the strike. Although, all four simultaniously ????
(Military a/c have extra protection against electromagnetic interfrerence.)
b
(Military a/c have extra protection against electromagnetic interfrerence.)
b
Joined: Aug 1998
Aviation Qualifications: ATPL
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From: Ex-pat Aussie in the UK
Probably the second worst thing that could happen is a flameout. Single flameouts due to lightning strikes are fairly common on airplanes with aft mounted small jet engines, and dual-engine flameouts have occurred. The reason for this seems to be the lightning channel sweeping past the engine inlet and disturbing the airflow. An airplane travelling at 450 knots will move 380 feet in one-half second, and a lightning flash with several return strokes can last that long. If the first lightning attachment point is at the nose, the lightning channel can sweep along the entire length of an airplane even if shorter strikes and slower speeds are involved. The temperature of the lightning channel itself can get up around 30,000ºC, which is not exactly what the engine manufacturers had in mind when they designed the engines for the operating environment. If a strike sweeps along only one side, it may snuff out one engine as it goes by. If the lightning channel orientation is side to side rather then more or less fore and aft (which is less common but apparently happens), two engine (or conceivably more, if there are more) could flame out...
Highly recommended!