I hope they filed a flight plan...

Sluggo63

Sluggo63

Pattern Altitude
Joined
Oct 9, 2013
Messages
1,897
Display Name
Display name:
Sluggo63
...and had their sectional open.

https://twitter.com/swapapilots/status/769578018087972864

SWA%20Engine.jpg
 
Not just a flight plan but an appropriate alternate listed.

Didn't read a cause. Was this the compressor section coming apart?
 
Velocity173 said:
Not just a flight plan but an appropriate alternate listed.

Didn't read a cause. Was this the compressor section coming apart?
Click to expand...
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! ;-)
 
Sluggo63 said:
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! ;-)
Click to expand...

Yeah I saw another pic from the front. Looks like the fan was fine. Gash in fuse below the windows as well.
 
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.
 
so that's what's under there. glad they landed safely.
wonder if they used LED's on landing?
is it normal to keep them stowed if something hits the leading edge so you doesn't have asymmetric lift if one is damaged or doesn't deploy?
 
Window seats near the front of the wing don't look like great places to sit.

What was that, anyway? A turbine blade?
Photo%20Aug%2027%2C%2016%2053%2051.jpg
 
NoHeat said:
Window seats near the front of the wing don't look like great places to sit.

What was that, anyway? A turbine blade?
Click to expand...

Part of the cowling. Don't need a blade to explode to do that kind of damage.


Clark1961 said:
It done come from together.
Click to expand...

Rapid Unscheduled Disassembly.
 
:eek::hairraise:
I lost a seat cushion just looking at the pics. Must've been a fun ride.

Nauga,
Who says, "THERE'S A MAN ON THE WING!"
 
The motor and housing will come off early and easily. Looks like de-ice bleed value malfunctioned. Fuselage damage is going to take some time to fix.

Not a cheap repair by any means. Plus new seats for those who soiled their shorty-shorts.
 
Sluggo63 said:
Photo%20Aug%2027%2C%2016%2053%2051.jpg
Click to expand...

There's a reason there is no window in that fuselage section.

About 10 years ago I was on a SWA 737 that had the left engine disassemble itself at 10,000' over SFO on climb out from OAK. Fortunately, in that incident the untogetherness stayed mostly inside the engine, with only a few strays leaving the aft-end. The good news for the pax is they can expect a nice "we're sorry for your experience" letter with a "here's a free round trip voucher to anywhere we fly" (if you're willing to fly with us again...).
 
midwestpa24 said:
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.
Click to expand...
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? ;-)
 
GlennAB1 said:
TAI over pressure, doubtful. Composite stronger than steel, definitely not.
Click to expand...
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.
 
SkyDog58 said:
I have my sources. :D


Google images.
Click to expand...
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!
 
Sluggo63 said:
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!
Click to expand...

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. :(
 
SkyDog58 said:
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. :(
Click to expand...
I don't know what you're talking about... ;)
 
Sluggo63 said:
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.
Click to expand...
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=1903254
 
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?
 
Lindberg said:
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?
Click to expand...

Punch out!
 
Lindberg said:
I wonder how much the pilots actually knew.
Click to expand...

These days, when some cars have blindspot cameras that display on the panel, why don't airliners?

It seems like it would not be hard to add a camera, behind the landing-light window, that's pointed sideways, at the engine.

upload_2016-8-28_20-14-39.png
 
Lindberg said:
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?
Click to expand...
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.
 
GlennAB1 said:
Pulling the fire handle shuts down the engine.
Click to expand...
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.
757%20Engine%20Fire.jpg
 
Pretty impressive what those airplanes can take...
 
Sluggo63 said:
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.
757%20Engine%20Fire.jpg
Click to expand...
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.
 
GlennAB1 said:
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.
Click to expand...
I've heard that one before.

Me: "Hey... That thing you designed just exploded in a giant ball of flame."

Engineer: "...well that's not supposed to be true."
 
You must log in or register to reply here.
Back
Top