Originally posted by Evan
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BA777 Fire KLAS
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From AvHerald:
On Oct 6th 2015 the NTSB reported that first examination of the engine revealed that the stage 8-10 spool in the high pressure compressor (HPC) had failed liberating fragments that breached the engine case and cowling. Additional pieces of the HPC were found inside the engine and sent for metallurgic examination. The fracture began in the stage 8 disk web.That's the same section as the engines affected by the existing AD. GE has already said this engine had parts not affected by the AD, but maybe that AD needs to be expanded...
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Originally posted by Gabriel View PostDo you have the QRH of all airliners or what?
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Originally posted by 3WE View PostSo squib is the term you use to look cool on the aviation forum while solenoid is generic, but makes you look like a layman?
Here's a link to a Youtube video of a 737 fire extinguisher squib being fired. Really the only two points you need to see are the first 5 seconds and from 1:49 to 1:52 or so. Let's just say that video editing isn't the video poster's strong point.The "keep my tail out of trouble" disclaimer: Though I work in the airline industry, anything I post on here is my own speculation or opinion. Nothing I post is to be construed as "official" information from any air carrier or any other entity.
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Originally posted by Evan View PostThat's pretty universal basic logic. If you are seeing discharge lights (and messages if you have EICAS/ECAM) and you haven't turned the fire handle, that's most likely a thermal discharge. But, as I said, they are placed far away from the nozzles/initial source of heat.
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Originally posted by hongmng View Post
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Originally posted by VH-ROB View PostQantas done the very same thing. Many people think it was to preserve there statistic of no hull losses. See the below link
https://en.wikipedia.org/wiki/Qantas_Flight_1
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