Sluggo63
Pattern Altitude
- Joined
- Oct 9, 2013
- Messages
- 1,897
- Display Name
Display name:
Sluggo63
Nothing factual, but I heard that it was an anti-ice overpressure that caused the cowl to separate. FL310. The cowl struck the aircraft (wing leading edge and horizontal stab) and there was an associated depressurization event. Supposedly the engine continued to run. Divert to Pensacola.Not just a flight plan but an appropriate alternate listed.
Didn't read a cause. Was this the compressor section coming apart?
Nothing factual, but I heard that it was an anti-ice overpressure that caused the cowl to separate. FL310. The cowl struck the aircraft (wing leading edge and horizontal stab) and there was an associated depressurization event. Supposedly the engine continued to run. Divert to Pensacola.
No word if Pensacola was the alternate listed on the flight plan! ;-)
Flight crew probably hosed it down hoping for an easy start.
Window seats near the front of the wing don't look like great places to sit.
What was that, anyway? A turbine blade?
It done come from together.
I have seen a picture that shows fan damage, which would be expected with that much coming from together, ahead of the fan.Yeah I saw another pic from the front. Looks like the fan was fine. Gash in fuse below the windows as well.
What was that, anyway? A turbine blade? QUOTE]
A turbine would have penetrated the fuselage. Delta had a MadDog do that on takeoff in PNS years ago. I think it killed 2 and seriously injured passengers in the rear most seats. Always hated sitting back there when I nonreved.
http://www.ntsb.gov/investigations/AccidentReports/Reports/AAR9801.pdf
I find that hard to believe! How would ATC know where they wanted to go if they didn't file a flight plan and listed an alternate that they intended to fly to? ;-)I highly doubt Pensacola was the listed alternate, it is no where near the destination of Orlando. When you have an in flight emergency like this you divert to the nearest suitable airport.
I'm still thinking it was a TAI failure. Hot, high stage compressor bleed air got somewhere it shouldn't be in the ring cowl, and it separated. My second guess would be that some acoustical tiles delaminated, "came from together" and took the cowl with it. From another picture, it looked like the fan section stayed together pretty well, but it was hard to tell.TAI over pressure, doubtful. Composite stronger than steel, definitely not.
You're quick. I Googled it and found it, and deleted my post as to not look like a Luddite. Too late, I guess. ;-) Thanks!I have my sources.
Google images.
You're quick. I Googled it and found it, and deleted my post as to not look like a Luddite. Too late, I guess. ;-) Thanks!
I don't know what you're talking about...Yeah but since I didn't quote you, you got away with it. Now my post which you just quoted and thereby saved for posterity makes no sense. Thank you.
Chances are we will never find out the cause. My money is on an insufficient composite repair, or incorrect fasteners installed. You can see some fan damage in the picture here: https://www.ar15.com/mobile/topic.html?b=1&f=5&t=1903254I'm still thinking it was a TAI failure. Hot, high stage compressor bleed air got somewhere it shouldn't be in the ring cowl, and it separated. My second guess would be that some acoustical tiles delaminated, "came from together" and took the cowl with it. From another picture, it looked like the fan section stayed together pretty well, but it was hard to tell.
I wonder how much the pilots actually knew. But if this happens, and the fan is still turning (as it appears in some of the in-flight pictures), do you shut it down? Send the FO back to take a look? Or just keep flying and hope it doesn't eat the rest of the cowling?
I don't know about the 737, but the other Boeing's I've flown had a checklist for "Engine Fire, Severe Damage or Separation." The checklist calls for shutting the engine down and pulling the fire switch.I wonder how much the pilots actually knew. But if this happens, and the fan is still turning (as it appears in some of the in-flight pictures), do you shut it down? Send the FO back to take a look? Or just keep flying and hope it doesn't eat the rest of the cowling?
Pulling the fire handle shuts down the engine.I don't know about the 737, but the other Boeing's I've flown had a checklist for "Engine Fire, Severe Damage or Separation." The checklist calls for shutting the engine down and pulling the fire switch.
I know that. But it isn't the best way to shut the engine down quickly.Pulling the fire handle shuts down the engine.
Yes, there is a reason there is no window there though it has nothing to do with what happened on this flight.View attachment 47424
Can't argue with 8.1.5, however, I doubt the engine driven pump will suck much fuel from a closed line, that's not how it's designed to work.I know that. But it isn't the best way to shut the engine down quickly.
To shut down the engine as quickly as possible, you should use the fuel control switch, then pull the fire handle. The fire handle usually shuts the fuel off at the spar valve, way upstream from the engine, whereas the fuel control switch shuts off the fuel valve right at the engine. If you just pulled the fire switch, that engine would run for a while as it burned all the fuel in the line between the spar valve and the engine itself. To shut it down the quickest... use the fuel control switch, then pull the fire switch to shut off the hydraulics, pneumatics, electrical, etc. to that engine.
I don't know about the 737. Never flew it. But this is the Engine Fire, Severe Damage or Separation checkist from a B757. I'm sure the 737 is similar.
I've heard that one before.Can't argue with 8.1.5, however, I doubt the engine driven pump will suck much fuel from a closed line, that's not how it's designed to work.