Posted: 08 May 2007, 14:12
An emergency at the critical stage of take-off, the flight crew and ATC handle it calmly............True proffessionalism.
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Bird Strike
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Posted: 08 May 2007, 15:19
OT: Marmots in your life Tonks?
Posted: 08 May 2007, 18:15
I'm glad it had a happy ending -positively the worst moment for a failure , but very calmly handled. I was particularly interested in the pulse jet noise one could hear , more or less synchronised with the gouts of flame
Posted: 08 May 2007, 18:33
That would be the surges cause by compressor stalls I think.
Posted: 08 May 2007, 20:57
Well handled!
Posted: 09 May 2007, 10:16
cstorey,I was particularly interested in the pulse jet noise one could hear , more or less synchronised with the gouts of flame
Could possibly be the igniters trying to restart the engine, as the engine fails to restart the fuel is ignited into a huge flame hence the constant but timed sequence of bangs.
Posted: 09 May 2007, 10:18
Do they have some form of auto relight on during take off?
Garry
Garry
Posted: 09 May 2007, 10:51
Garry,
Taken from the Wikipedia:
Just hope that I have not got out of my depth here or else will feel a complete prat!! :redface:
http://en.wikipedia.org/wiki/Jet_engine
Scroll down to 6.11 Ignition
Ignition
Usually there are 2 igniter plugs in different positions in the combustion system. A high voltage spark is used to ignite the gases. The voltage is stored up from a low voltage supply provided by the starter system. It builds up to the right value and is then released as a high energy spark. Depending on various conditions, the igniter continues to provide sparks to prevent combustion from failing if the flame inside goes out. Of course, in the event that the flame does go out, there must be provision to relight. There is a limit of altitude and air speed at which an engine can obtain a satisfactory relight.
Equally, having read a pre take off briefing from a book, the captain stated that should an engine and or fire occur at V1 continue with the takeoff, wait until the gear is up then re-state the emergency and on my direction initiate the emergency procedure.
This may well be the reason the ignitors were still operating up until the gear was raised after which the full engine shut down was made.
Regards Nigel.
Taken from the Wikipedia:
Just hope that I have not got out of my depth here or else will feel a complete prat!! :redface:
http://en.wikipedia.org/wiki/Jet_engine
Scroll down to 6.11 Ignition
Ignition
Usually there are 2 igniter plugs in different positions in the combustion system. A high voltage spark is used to ignite the gases. The voltage is stored up from a low voltage supply provided by the starter system. It builds up to the right value and is then released as a high energy spark. Depending on various conditions, the igniter continues to provide sparks to prevent combustion from failing if the flame inside goes out. Of course, in the event that the flame does go out, there must be provision to relight. There is a limit of altitude and air speed at which an engine can obtain a satisfactory relight.
Equally, having read a pre take off briefing from a book, the captain stated that should an engine and or fire occur at V1 continue with the takeoff, wait until the gear is up then re-state the emergency and on my direction initiate the emergency procedure.
This may well be the reason the ignitors were still operating up until the gear was raised after which the full engine shut down was made.
Regards Nigel.
Posted: 09 May 2007, 12:18
Yes, I think it was the effect of the igniters rather than surges ; it would be unusual for surges to be so regular, and in my ( fortunately limited) experience of a surge, you tend to get a loud bang and often flames out of the front rather than the back!
Posted: 09 May 2007, 16:37
fouled by a bird
......amazing :think:
......amazing :think: