Originally posted by BoeingBobby
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Air Zimbabwe 767 Engine Surge, Tailpipe Flames, Mayday... Continues to Destination
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Originally posted by 3WE View PostHow are we going to admonish the pilots unless we can find that they did something wrong?
AND am I to understand that you make popcorn in a pan, instead of an electrical corn popper with some automatic shutoff features? Sounds dangerous to me, and we don't like burnt kernels.
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Originally posted by Gabriel View PostBut in the DC-3? If you have one engine running rough, delivering significantly less than rated power, coughing and sputtering fire through the exhaust during a couple of minutes, and then it recovers...
Would you say it is wise to land or is it to cross the ocean?
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Originally posted by BoeingBobby View PostLook it up on the internet. You are so good at it. I might give you the wrong info like with the RTO brakes. Meantime, I am putting the Orville Redenbacher on the stove.
AND am I to understand that you make popcorn in a pan, instead of an electrical corn popper with some automatic shutoff features? Sounds dangerous to me, and we don't like burnt kernels.
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Originally posted by BoeingBobby View PostIn the 74, loosing an engine is not that big of a deal. Got 3 more!
Would you say it is wise to land or is it ok to cross the ocean?
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In the 74, loosing an engine is not that big of a deal. Got 3 more!
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Originally posted by Evan View PostWhy don't you put it side and tell us from experience? Is there a point at which the engine is considered compromised and warranting a return or diversion? Is running it back up after that point and continuing to climb risking a more catastrophic failure?
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Originally posted by BoeingBobby View PostThis is going to require a very large popcorn and maybe a pizza too. Carry on.
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This is going to require a very large popcorn and maybe a pizza too. Carry on.
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Originally posted by Evan View PostNo, not directly, but the reports suggest this was a continuous surge of 1-2 minutes where axial flow would be disrupted but combustion wasn't and was thus flaming out the tailpipe and you would expect a high EGT indication as a result.
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No, not directly, but the reports suggest this was a continuous surge of 1-2 minutes where axial flow would be disrupted but combustion wasn't and was thus flaming out the tailpipe and you would expect a high EGT indication as a result. There are AFM limits for EGT during a hot start so I would expect similar limits for a continuous surge in flight. AFAIK, EGT can rise about 5C per second during a minor surge to about 15C per second for an unrecoverable one. We're talking about 60-90 seconds here, and they recovered (or it self-recovered) and continued another 90 mins to destination despite being about 10mins from departure.
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ANy indication that the EGT was too high? The tailpipe fire can be unburned fuel burning when it gets out of the engine.
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Originally posted by elaw View PostI'd say the answer is a qualified "yes" but you missed a step.
There's probably an EGT threshold above which the engine must be shut down. In that case you'd of course (in this aircraft) be flying single-engine which probably would mandate landing.
There's a gray area I can picture: if the engine is damaged such that at a normal power setting the EGT is too high, but the EGT can be brought within limits by reducing the power. I'm not sure whether there's any specific guidance on whether to continue or terminate a flight in those circumstances. It seems like termination would be the safe choice, as if the engine is damaged, there may be things going on that that could cause it to fail completely later on.a
I just wonder if there is some written (or unwritten) rule, recommendation or policy about that.
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