lightning strikes
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lightning strikes
greez everybody !
Please give me a few seconds and let me know if you recently or ever experienced a lightning strike during approach.
I would like to collect as many as available date from any incidents, especially relating to new generation B737.Many thanks for your kind attention.
Background : After 30 minutes cruise at 410, we entered a bank of stratoform clouds, when we approached FCO, Italy.
The WX showed widespread green echoes at auto gain. We entered the weather at Fl 100, moderate turbulence began, indicatin low lewel TCU,s embedded within the layers. Moderate rain followed, no lightnings visible in the whole area. At 5000 ft on intercept heading to ILS 16L, speed 230 KIAS, temp 8 °C, wing antiice on, clean config, LIGHTNING STRIKES ! I could feel the impact on my feet, loud bang. 3 seconds later, another one ! This time in the back of the aircraft !
CB,s checked, MASTERCAUTION checked, no system malfunction, landing uneventfull.
On the outsidecheck we found more than 20 wholes in the area of the nosecone, melting down the aircrafts skin and burning off the colour 3 inches wide,travelling backwards on the fuselage up to the fwd cargo door. More signes on top of the fin and on the stabilizer (this was the second hit ).
What makes me curious is that the only reported an visible lightnings in the area hit our 737-800 !
What I suspect is that we brought a lot of electrical charge from the cruising level, which discharged at once in the unstable cloud layer, caused significant damage to a new aircraft and did not amuse us after all.
What I missed completley was the "St.Elmos Fire" normaly seen when descending into clouds, which provides a means of step by step discharging.
Also I want to make a point in not using levels beyond 330, second to the cosmic radiation exposure.
Looking forward to your reply, excuse my poor english, and check your six, gerald.k
Please give me a few seconds and let me know if you recently or ever experienced a lightning strike during approach.
I would like to collect as many as available date from any incidents, especially relating to new generation B737.Many thanks for your kind attention.
Background : After 30 minutes cruise at 410, we entered a bank of stratoform clouds, when we approached FCO, Italy.
The WX showed widespread green echoes at auto gain. We entered the weather at Fl 100, moderate turbulence began, indicatin low lewel TCU,s embedded within the layers. Moderate rain followed, no lightnings visible in the whole area. At 5000 ft on intercept heading to ILS 16L, speed 230 KIAS, temp 8 °C, wing antiice on, clean config, LIGHTNING STRIKES ! I could feel the impact on my feet, loud bang. 3 seconds later, another one ! This time in the back of the aircraft !
CB,s checked, MASTERCAUTION checked, no system malfunction, landing uneventfull.
On the outsidecheck we found more than 20 wholes in the area of the nosecone, melting down the aircrafts skin and burning off the colour 3 inches wide,travelling backwards on the fuselage up to the fwd cargo door. More signes on top of the fin and on the stabilizer (this was the second hit ).
What makes me curious is that the only reported an visible lightnings in the area hit our 737-800 !
What I suspect is that we brought a lot of electrical charge from the cruising level, which discharged at once in the unstable cloud layer, caused significant damage to a new aircraft and did not amuse us after all.
What I missed completley was the "St.Elmos Fire" normaly seen when descending into clouds, which provides a means of step by step discharging.
Also I want to make a point in not using levels beyond 330, second to the cosmic radiation exposure.
Looking forward to your reply, excuse my poor english, and check your six, gerald.k
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Happened to me twice in the last 2 years.
Both on 737 300/400 though.
Both times similar events, flying in the vicinity of cb`s below FL 100. In VMC.
Both times it made everybody jump, but no apparent damage. Second time there was one puncture hole above the no. 2 windshield.
Both on 737 300/400 though.
Both times similar events, flying in the vicinity of cb`s below FL 100. In VMC.
Both times it made everybody jump, but no apparent damage. Second time there was one puncture hole above the no. 2 windshield.
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Had one going intoAGP on Xmas eve morning.
6000` over the MAR vor, WX radar showing moderate rain with windshear, the hail started then there was an almighty bang and flash, all systems ok.Informed ATC, the usual response from the Spanish, Keh!
The exit point was the outboard cowling of the No1 engine, lots of rivets and fasteners were welded to the cowling.
6000` over the MAR vor, WX radar showing moderate rain with windshear, the hail started then there was an almighty bang and flash, all systems ok.Informed ATC, the usual response from the Spanish, Keh!
The exit point was the outboard cowling of the No1 engine, lots of rivets and fasteners were welded to the cowling.
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To: Cmdr Data
A streamer could have caused the exit wound that you described. A streamer is generated when there is a high difference between the potential of the aircraft and the charge built up on the fuselage skin. The potential difference can cause a high amperage bolt that flows from inside the aircraft to the external charge. At times the streamer can generate a lot of explosive energy.
Now, speaking of damage caused by lightning if you fly an A310 or an A300-600 you can be in big trouble. According to Airbus technical Design Directive TDD 20 A 001 the two most frequent lightning attach points on the two aircraft are the nose and on a partially extended slat. If you are hit on the nose there should be no problem as the charge flows through diverter strips on the nose to the fuselage. However if it attaches to the partially extended slat you are in big trouble. The entire slat system (as well as the flap system is not bonded to the airframe. If a lightning bolt attaches to the slat it will try to go to ground (the airframe). In order to do that, the charge will arc to the outboard slat jack and since the slat jack is not bonded to the airframe the charge will arc to the wing structure causing the fuel tank to rupture and catch fire and there goes the outer part of the wing.
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The Cat
[This message has been edited by Lu Zuckerman (edited 09 January 2001).]
A streamer could have caused the exit wound that you described. A streamer is generated when there is a high difference between the potential of the aircraft and the charge built up on the fuselage skin. The potential difference can cause a high amperage bolt that flows from inside the aircraft to the external charge. At times the streamer can generate a lot of explosive energy.
Now, speaking of damage caused by lightning if you fly an A310 or an A300-600 you can be in big trouble. According to Airbus technical Design Directive TDD 20 A 001 the two most frequent lightning attach points on the two aircraft are the nose and on a partially extended slat. If you are hit on the nose there should be no problem as the charge flows through diverter strips on the nose to the fuselage. However if it attaches to the partially extended slat you are in big trouble. The entire slat system (as well as the flap system is not bonded to the airframe. If a lightning bolt attaches to the slat it will try to go to ground (the airframe). In order to do that, the charge will arc to the outboard slat jack and since the slat jack is not bonded to the airframe the charge will arc to the wing structure causing the fuel tank to rupture and catch fire and there goes the outer part of the wing.
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The Cat
[This message has been edited by Lu Zuckerman (edited 09 January 2001).]
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NTSB Identification: LAX01IA066
Scheduled 14 CFR 121 operation of DELTA AIRLINES INC.
Incident occurred DEC-29-00 at HONOLULU, HI
Aircraft: Lockheed L-1011, registration: N735D
Injuries: 300 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On December 29, 2000, about 2115 hours Hawaiian standard time, a Lockheed L-1011, N735D, operated by Delta Airlines as flight 219, experienced an electrical fire forward of the flight engineer's station while en route from San Francisco, California, to Honolulu, Hawaii. The flight was about 2 hours out of Honolulu, and continued for an uneventful landing, arriving at the gate at 2330. There were no injuries to the airline transport rated pilot, commercial rated co-pilot, airline transport rated flight engineer, 10 flight attendants, or the 287 passengers. The regularly scheduled domestic flight was operating under 14 CFR Part 121 and an instrument flight plan was filed. The flight originated at San Francisco at 1910. The flight was cruising at 32,000 feet msl in clouds at the time of the incident. A few minutes before the incident the flight was experiencing a phenomenon called Saint Elmo's fire. The phenomenon is a discharge of static electricity often seen on airplanes flying through or near stormy weather. Static electricity from clouds collects on the airplane structure and discharges from sharp points in the form of visible light. This activity lasted for about 3 minutes, after which an arc was observed at the location of the windshield heat wire bundle above the first officer's side window. The crew donned their smoke goggles and masks. Two of the windshield heat circuit breakers had opened and the crew opened the remaining breakers. The panel covering the wire bundle area was opened for application of a Halon fire bottle on the burnt area of the bundle. Post incident examination of the affected wires revealed electrical arcing had occurred between the airplane structure, an Adel clamp, and a 30-wire bundle, with burning occurring to 20 of the wires. The wire bundle passes behind the flight engineer's station and overhead to the heated windshield.
Index for Dec 2000 | Index of Months
Scheduled 14 CFR 121 operation of DELTA AIRLINES INC.
Incident occurred DEC-29-00 at HONOLULU, HI
Aircraft: Lockheed L-1011, registration: N735D
Injuries: 300 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On December 29, 2000, about 2115 hours Hawaiian standard time, a Lockheed L-1011, N735D, operated by Delta Airlines as flight 219, experienced an electrical fire forward of the flight engineer's station while en route from San Francisco, California, to Honolulu, Hawaii. The flight was about 2 hours out of Honolulu, and continued for an uneventful landing, arriving at the gate at 2330. There were no injuries to the airline transport rated pilot, commercial rated co-pilot, airline transport rated flight engineer, 10 flight attendants, or the 287 passengers. The regularly scheduled domestic flight was operating under 14 CFR Part 121 and an instrument flight plan was filed. The flight originated at San Francisco at 1910. The flight was cruising at 32,000 feet msl in clouds at the time of the incident. A few minutes before the incident the flight was experiencing a phenomenon called Saint Elmo's fire. The phenomenon is a discharge of static electricity often seen on airplanes flying through or near stormy weather. Static electricity from clouds collects on the airplane structure and discharges from sharp points in the form of visible light. This activity lasted for about 3 minutes, after which an arc was observed at the location of the windshield heat wire bundle above the first officer's side window. The crew donned their smoke goggles and masks. Two of the windshield heat circuit breakers had opened and the crew opened the remaining breakers. The panel covering the wire bundle area was opened for application of a Halon fire bottle on the burnt area of the bundle. Post incident examination of the affected wires revealed electrical arcing had occurred between the airplane structure, an Adel clamp, and a 30-wire bundle, with burning occurring to 20 of the wires. The wire bundle passes behind the flight engineer's station and overhead to the heated windshield.
Index for Dec 2000 | Index of Months
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THX everybody so far, TO DATA : u had an iluminated x-mas, I heard ;-), serious : do u recall the cruising level u came in from and did u have st.elmo,s fire before the strike ? Thank u indeed.
TO ZUCKERMAN : do u have more information about the streamer buissiness, especially about how to minimize the risk (other than not flying into cloud's, which is my first option, if I could). Do u think there is a relationship between high cruising level (330+) and the amount of electrical charge u carry ? Thx again for your thoughts !
To SHORE GUY : Great support, thx ! St. Elmo's now is not that cosy to me anymore !
my best regards, and at any case : check your six ;-)
TO ZUCKERMAN : do u have more information about the streamer buissiness, especially about how to minimize the risk (other than not flying into cloud's, which is my first option, if I could). Do u think there is a relationship between high cruising level (330+) and the amount of electrical charge u carry ? Thx again for your thoughts !
To SHORE GUY : Great support, thx ! St. Elmo's now is not that cosy to me anymore !
my best regards, and at any case : check your six ;-)
