Maybe now you are see the problem inherent in trying to guess the cause of a mishap without access to all the information available to those tasked with determining a cause.
That could easily be 5606 or 2380. Is that the wing or a pylon by chance ?
That's most likely fire fed by fuel from the broken line/s coming out of the left wing tank. Pictures also seem to show a large area of sanded or foamed fuel from the right wing on the lower level. They didn't run out of fuel due to not having enough. More than likely they were fueled for their original destination, KAUS. They most likely decided to forego a change to what they filed to avoid a possible delay and knew they were going to KLRD from brake release.
It would require equipment that isn’t necessarily required now, and would have the potential for dangerously slow airspeeds with strong tailwinds in some aircraft.
You can't assume that what you know from G.A. transfers to airline or structured corporate flying. Some does, much of it does not.
Neither have I. Best guess would be contamination that eventually blocked fuel filters but that's a wild guess at how it could be possible. Turbines are not nearly as picky about what they burn as are reciprocating engines.
Google "DEF jet fuel contamination". It usually shows up early in the flight. The three times I can think of it happened in the US.
That's interesting. How did DEF get in the jet fuel?
And the DEF was most likely for the fuel trucks' diesel engines.
This last flight leg last for about 1:40 hrs-per FlightAware- but the emergency likely happened beyond the mid point…….somewhere close to LRD……hmmmmmm, very interesting if considering DEF as a possible factor, per above narrative….
Do they require DEF in Mexico?
I have never seen it…
That makes sense. We don't use Prist in transport jets. We have fuel/oil heat exchangers where heat is removed from the oil and transferred to the fuel.
I don't think we need to debate whether a fire was possible. There was one. Regardless of how it happened.
Probably could figure this out mathematically. But searched my photos with Apple AI, crazy technology. It found a pic of me doing 250 at 10,000 feet in my M600. That gives a true airspeed of 285, so only need a 15 knot tailwind to hit 300 knots ground speed. Not saying that sometimes people are coming in a little hot.
I too posted the “dry tanks scenario” last Thursday and per the info I found on Aircraft Aluminum 2024, 6061 and 7025 , which may contain up to 0.5% Iron (for added tensile strenght ) do create tiny sparks if aluminum subjected to high speed friction or high pressure friction and dragging it on concrete (like an scenario of an airplane crashing against a concert barrier or a concrete runway), it generates tiny superheated shavings of metal burning which are enough to start a fire.
I have bought Prist in many places in Mexico, not a problem. Sometimes we carried our own. And always I was there when poured in by attendant!
The crew or the aircraft? It's not impossible that the crew changed. I don't know how to find that out unless NetJets has said so (which I could not find.)
For the crew. Do they change crews at NetJets in one day? I had thought only Airlines would do it…..
From Scottsdale would have been 9 hrs duty time for the day for the crew…..
I apologize for my error, it would had been 11 hrs from DEN that day for the crew and not 13 hrs …..
If you start in the morning, 14 hours is the duty limit under part 121 for a two-person crew. I wouldn't expect 91K to be more restrictive than that.
Could you imagine having to tailor your indicated speed for every change in altitude or direction under 10’000’ to produce a particular ground speed? You’d be setting power and retrimming every few seconds. That’s the biggest reason they don’t do it that way.
