JoeyMeatballs

reading above I wan't to make a comment "firewalling" .................an engine on a DC-9 will most likely destroy itself if firewalled, but engines with FADECS will allow as much power as possible without burning itself up, are the Q engines FADEC equipped?

DublinFlyer

Very good point. Our CRJ-200's engines would probably just croak if I firewalled them. They are so old and beaten down it's ridiculous. In fact I had one 200 yesterday that apparently the #1 engine caught on fire yesterday morning. That made me feel great. But again, very good point. The 700s and 900s would be fine as they are FADEC.

I believe the Q does have FADEC, but not autothrottles from what I gather.

The Dude Abides

That is correct.

captain152

What he said ... unfortunately the beasty Saabypoo only has a DECU, not the FA version. But I will give the Saab some credit ... that thing is a friggin tank!! In fact the only time I have ever seen physical damage to a Saab since I've flown it is from a lightning strike in the nose and a hail storm that put some nice dents in the wings.

DublinFlyer

Sounds like I need to switch A/C and companies. You should have seen this POS 200 I flew yesterday. Broken APU, one thrust reverser, one pack, no ACARS, and the engine fire in the morning. LMAO, that's a record in my book, I was actually a bit scared to fly it.

If it weren't clear blue and a million I would have refused it. Made me think of Marvin and Bekki, and what they would have wanted me to do.

captain152

... Ok, that's one of the worst lists I've heard in a while, lol. I'm not sure I would have flown that, haha. Everything was alright until you tacked on the engine fire in the morning, lol ... That's a bit scary they would still allow a plane to fly after it had an engine fire the same day

JoeyMeatballs

Ops Check Good

captain152

LMAO, that's just wrong

DublinFlyer

LMAO that's EXACTLY what they said. The crew didn't have an indication of a fire, but ATC was like "Umm, Air Shuttle - you're left engine is on fire." They just shut it down and it went away. Could have been fuel or oil pooled up maybe since they were doing a crossbleed start (due to the APU) it may have aggrivated the situation. If they had blown the bottle or something we wouldn't have flown it. I had ramp drive the belt loader up to the front and rear of the engine and I was all up in there checking it out. I didn't see anything that jumped out of me, and I spent a good 5 minutes looking too. I think the can said something like:

"No evidence of fire noted. Ran several checks on engine, no defects noted. Ops check good."

lolololol



oops, sorry to hijack this thread. Just imagine if we'd have lost that engine in icing, with a broken APU - that would have been really bad. I definitely wouldn't have taken that plane had there been IMC - but there wasn't a cloud in the sky on the east coast. There - back on topic.

flynomore

An interesting observation from the nasa films.

They focus on the complete stall and flight chrateristics thereafter but I am wondering about what happens prior to stall when you have reduced lift.

If the tail is in partial stall due to leading edge ice and the AP is active, I wonder how far up the elevator would be? If boots blow and you exit the near stall will you feel it when when the AP corrects? How fast and how much?

What happens if all this occurs with gear and flaps down, perhaps with ice impaired wings?

With the de-ice on auto cycle (particuarly slow) and quickly building ice there is a finite chance that this could happen all at once.

Perhaps it is a good Idea to manually activate the deice prior to any major configuration change when there is any chance of ice, even if you are on autocycle?

Any thoughts?