Anyone know what happened at EWR last evening???
03-21-2007 | 11:28 AM
#3
Gets Weekends Off
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From: 737 Left
A Continental 777 had an un-contained engine failure with subsequent abort and spread of FOD all over the place.
My understanding was that the airport was closed down for a while. This disrupted things for a while I'm sure.
My understanding was that the airport was closed down for a while. This disrupted things for a while I'm sure.
03-21-2007 | 01:30 PM
#4
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From: 737 Left
04-05-2007 | 05:52 PM
#5
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High speed, just under V1 and the thing let go.
But apparently the engine casing supported the entire event. Remember that slow motion video? I guess GE knows how to build an engine to run or when they decide to let go.
I'm not sure why they are saying it was un-contained as nothing pierced the outer casing. The engine casing performed as designed. Now I'm sure some parts went out the back but that isn't a determining factor for contained and un-contained. Some of these Embry-Riddle professors need to hit the design books a bit more.
Either way, crew did a magnificent job.
But apparently the engine casing supported the entire event. Remember that slow motion video? I guess GE knows how to build an engine to run or when they decide to let go.
I'm not sure why they are saying it was un-contained as nothing pierced the outer casing. The engine casing performed as designed. Now I'm sure some parts went out the back but that isn't a determining factor for contained and un-contained. Some of these Embry-Riddle professors need to hit the design books a bit more.
Either way, crew did a magnificent job.
04-10-2007 | 05:04 AM
#7
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From: C-130J Front / AB320 Right
04-10-2007 | 08:07 AM
#8
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"should" is the key word. I would bet that even though some of the numbers say "the plane should be able" to stop, some would not. Anyone care to do the math? How short is the runway at LGA?
04-10-2007 | 09:23 AM
#9
Organizational Learning
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From: Directly behind the combiner
I don't believe the word "should" is used in certification of airplanes.
It's not in 14 CFR 25.109 Accelerate-Stop Distance (Airworthiness Standards: Transport Category Airplanes)
It's not in 14 CFR 23.55 Accelerate-Stop Distance (Airworthiness Standards: Normal, Utility, Acrobatic, and Commuter Category Airplanes)
It's not in 14 CFR 25.109 Accelerate-Stop Distance (Airworthiness Standards: Transport Category Airplanes)
It's not in 14 CFR 23.55 Accelerate-Stop Distance (Airworthiness Standards: Normal, Utility, Acrobatic, and Commuter Category Airplanes)
04-10-2007 | 10:01 AM
#10
Chief Jeppesen Updater
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From: Executive Transport Driver
I've seen calculated V1 as low as 72 knots in the CRJ (due to snow/ice on the runway). If we had an engine failure after that point, we were to continue and per the performance we'd lift off prior to the end of the runway.
As long as you calculate V1 correctly and perform the appropriate abort/go decision and procedure in a timely manner, you will be protected (provided that the variables upon which V1 is calculated are all correct and the operating engine is producing the charted thrust).
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