SlipKid

That was the Capt. on the radio.

rickair7777

New way of thinking is FO flies so CA (presumably more experienced) can manage the emergency, and provide one-stop-shopping for comms and decision making without a middle-man. CA would normally do the LDG of course.

RomeoHotel

Are they still doing maintenance down in San Salvador...?

BoilerUP

Because they were in the terminal area getting vectored for final by PHL TRACON when I picked up the LiveATC recording, and while I understand and have practiced the "give the FO the jet" CRM technique myself, my experience is most CAs would prefer to do a OEI landing themselves - especially if the integrity of the aircraft has been compromised.

<shrug>

at6d

Some airlines have policies stating who will land OEI.

Adlerdriver

Regardless of which convention you choose (he or she), normal ops (proper English) is you pick one with the understanding that it encompasses either option. Traditionally this has been "he". That's the way I was taught and I don't give a sh!t enough to change at this point in my life.

Back to something that actually matters - like the SWA flight.

gipple

Even if maintenance is to blame for poor work, (not insinuating that at all) CFM has a huge problem on its hands. Two uncontained failures that sent shrapnel into the wing and fuselage certainly does not meet certification standards.

PowderFinger

Sheeeeeyut

Great job by the crew.

Swedish Blender

Many years ago, had an engine fire at second segment. I was flying and asked the captain if he wanted the jet. He said he'd never done one for real either and I was doing fine and keep the jet.

Maybe it depends on how much you trust the person next to you.

Jeff Lebowski

Pretty sure that was just airframe checks on the Classics but I could be wrong.

As for engines, I'm wondering where our responsibility ends and GE's begins. As part of the certification process manufacturers have to show that their engines can contain catastrophic events to ensure that parts don't get sprayed up against the fuselage and tragedies like this don't occur. Clearly this wasn't the case with this motor or the one that let loose over the Gulf in 2016.

Also, I wonder how much work we actually perform on these engines. If it is strictly a "power by the hour" type of agreement, then do we just add oil and whenever the time's up send them off to a manufacturer-approved MRO? Or are we actually getting into the guts of the things on a regular basis?

I'd be interested in hearing from someone more conversant with this kind of thing than myself.