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Discussion in 'Flight Following' started by Stingray Don, Oct 28, 2016.
That very well could be, it's been about 30 years...
It was a sobering sight to see the results of the engine explosion. Just a few seconds later and the outcome would likely have been ugly to say the least.
Parts of the turbine disc were found about 1/3 mile from the airplane. Good thing no one was killed by shrapnel.
They are really lucky that the disk shrapnel didn't penetrate the fuselage and kill someone on board.
Part of it tore thru the roof of a UPS building with workers inside. Didn't hit anyone fortunately. Delta had a MD88 blow a turbine out in PNS years ago and it penetrated the fuselage, killing a mother and her son. Never did like sitting in those last few rows next to those motors.
Listening to those things throb next to your head was bad enough.
That may be. In 99% of the cases, the passengers know nothing. Did you tell the crew your diagnosis? Do you know what they probably put in the book? "Airframe vibration at flaps 30. Subsided at flaps 25." I'm guessing they didn't put "passenger in seat 18F says it's the right inboard fore flap, outboard carriage attach point." I'm thinking they just let the professional mechanics at Southwest Airlines do their job and diagnose and fix the problem.
And this is why we don't trust passengers with mechanical abnormality diagnosis.
I just phoned it into 1800flysafe.
Yeah, like they don't ever get crack-pot calls !
That is the reason. B727, DC8, DC9, and others all did the same thing to meet the Stage II limits.
But if you have a pax with Glenn's experience and knowledge sitting back there and he observes something and communicates it to the crew in a manner that indicates that he knows what he is talking about, the crew would be stupid not to listen.
Well that's just it - how do we know their background ? Coupled with the fact that the vast majority of the "observations" come from bozo's. Not saying it's right but after a 1000 crank "observations" you kind of find yourself spring loaded into thinking it's bogus.
When an individual uses aircraft terminology that corresponds with the specific aircraft involved, it might be a sign.
BTW, 1-800flysafe was sarcasm.
Anybody notice that the aft left door slide was getting blown back by the left engine exhaust? I'm betting that the FAs initiated the evac before the crew finished the evacuation checklist.
The plane was half empty by the time that they got to the engine shutdown part of the checklist.
1 out of about 10,000 passengers MIGHT have a clue. Odds are not in your favor.
It has been my experience that most passengers check their brains at the airport entrance.
Might've been that male FA from JetBlue a few years ago...
Is that why the beer is all gone? That ba$tard!
Yeah he says "see ya", hit the slide, and booked with all the beer!
Just the wind I believe. It was quiet enough to hear pax, I don't hear an engine.
Yeah, that is what I thought, too.
all I know (ok, i know a little more than I will tell here, but) is that everybody got out with only a few minor injuries, and survived what could have been a total disaster. the entire crew did a great job. a close look at that aircraft will scare the H...ll out of you.
Yeah, the aircraft was a mess. Did you notice all the charred composite fabric flapping in the breeze (on empennage) after the fire burned all the resin out?
Oh yeah, that **** is stronger than steel.
Well, I am type rated on the 737 and granted I only flew it for 18 months but I have NO precise idea what your describing. I have never heard that terminology in reference to the 737 and it does not appear in my 737 manual. I do recall speed brake activation causing a prounced vibration in the tail though but that's normal even if it doesn't sound that way.
I will say that I find it odd that the crew in question returned the flaps to a lesser position. That would only be done in association with an abnormal checklist at my airline. Unless of course it was in response to an instantaneous life threatening loss of control or sense there of.
I thought so too. But look at the smoke on the other side of the airplane. It's not blowing aft.
It'll all be revealed at the investigation anyway. Whatever the circumstances and sequence of events. Coulda been a gust.
Could also be the engine windmilling after shutdown. It takes a while for that big fan to stop turning.
There was a report that I need to confirm that the authorities indicated that the left engine was not fully shut down when the rear slide was deployed.
The NTSB has already stated that one of the compressor blades penetrated a UPS warehouse some distance from the m the runway.
OK, I guess that's to be expected just like mechanics wouldn't have a need to know a lot of pilot terminology. But your mechanics would know precisely where to go with that terminology.
There is a big difference between windmilling and an engine coasting down after shutdown. They are not synonymous.
Well SkyDog the fan is part of the engine, and those buggers are big on a 767...
You are welcome. I am always happy to educate the uneducated.
He's worked on big fan engines for a very long time. I know, shocking!
And how would the crew actually reliably make that judgement on the spot that one's knowledge and experience is such that it's worth listening too? I think we have enough challenges in the airline business already without advocating we now allow the passengers to participate in flying the airplane...
So if the passengers take part in flying the airplane... Can they log it??
PIC....Passenger in Command!
Pieces of that engine went a long way.
That "P" can stand for many names...