Delta divert to Cold Bay

Dan208B said:
Sounds like a typical case of bad reporting. Don't think any 767s have anything like that. On the other note, I think CDB is probably the best alternate in that area if things go south. Not that anywhere out there has great accommodations but CDB would be my top choice if ANC is too far.
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I've used Shemya and Cold Bay as alternates along the NOPAC, usually with ANC being the last enroute alternate for ETOPS. Either way, I agree: If Shemya is your alternate behind you, ANC is ahead, but Cold Bay is below? Heck, Cold Bay sounds mighty fine during an emergency, even if it's not listed on your paperwork (as long as you can get in).
 
As a pilot that generally does up to 200nm legs, a flight coming from Japan and going to SFO seemed to me like it would go over Hawaii. I guess the earth is curved!
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Doesn't necessarily have to do with great circle route shortest distances but rather the ETOPS rules that flight was following that day.


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dasleben said:
At least it wasn't Shemya.

Maybe I'm missing something, but I also have no idea what sort of system on a 767 would cause an "auto shutdown." Must be fancy mainline stuff.
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I'm sure it was simply bad reporting by the uniformed media. However, losing both channels of the FADEC would likely cause the engine to "auto" shutdown. Happened to me once on the 'Bus during an engine start....
 
Cold Bay is well known for their hospitality, as well. There have been two other similar circumstances in which an airplane had diverted, and they rolled out the Alaskan Red Carpet. It involves Moose, Caribou, Alaskan Salmon and King Crab potlucks. It may not be 5-star, but many people are leaving with life-long fond memories.
 
At an old job we tech stopped in cold bay and petro frequently. People in cold bay are great, but it's good Delta was able to get another airplane up there quickly.
 
dasleben said:
At least it wasn't Shemya.

Maybe I'm missing something, but I also have no idea what sort of system on a 767 would cause an "auto shutdown." Must be fancy mainline stuff.
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I don't know anything about the 767 or whether it is so equipped, but that sounds an awful lot like the ugly side of FADEC to me (at least from what little I've seen). Random thrust reductions or full on auto shutdowns based on faulty indications. Not uncommon.
 
///AMG said:
I don't know anything about the 767 or whether it is so equipped, but that sounds an awful lot like the ugly side of FADEC to me (at least from what little I've seen). Random thrust reductions or full on auto shutdowns based on faulty indications. Not uncommon.
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You and @A300Capt might be on to something, but I'd lean more toward inaccurate reporting. I'd look in my manuals, but modern Boeing manuals written for pilots are basically "Use your blue crayon to color in the engine nacelle." ;)

I've flown the 767 for two companies now, and the most I know about its FADECs are "Oh, the thrust levers are even. Guess this one has FADEC." :)
 
Which plane has it where if the EEC quits then the motor goes silent? I thought it was the 767, but I guess it is the 757. Heck, maybe they fixed it. I could have sworn I heard that at some point.
 
Pilotdude3407 said:
Which plane has it where if the EEC quits then the motor goes silent? I thought it was the 767, but I guess it is the 757. Heck, maybe they fixed it. I could have sworn I heard that at some point.
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Neither, at least with the GEs/Pratts on the 76, or Rolls on the 75. Turn the EECs off, all you lose is overspeed protection.
 
dasleben said:
Neither, at least with the GEs/Pratts on the 76, or Rolls on the 75. Turn the EECs off, all you lose is overspeed protection.
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What about the Pratts on the 57? Would the 767-200 be any different? My dad used to fly them at southernjets back in the late 90s early 2000s and I am about 95% sure there was something funky about it. I don't think I am loosing my mind.
 
The EEC is a pretty robust system, it even has it's own PMA (Permanent Magnet Alternator) so that a loss of ships power doesn't cause an EEC to fail. That, coupled with multiple failure modes, means it's pretty rock solid. There are no QRH procedures for any of the failures of an EEC that trigger an engine shutdown. Maybe it's been improved over the years, but that's at least how it functions today.

Now if an EEC were to go into an alternate mode, and cause some mayhem, that would drive the crew to the QRH and run the Limit, Surge, or Stall procedure, which could lead to an engine shutdown.
 
///AMG said:
I don't know anything about the 767 or whether it is so equipped, but that sounds an awful lot like the ugly side of FADEC to me (at least from what little I've seen). Random thrust reductions or full on auto shutdowns based on faulty indications. Not uncommon.
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I only saw two instances of FADEC misbehavior on the 145 in my brief experience on the airplane. One was a hung start, the other was an "almost" auto-shutdown on the after landing roll. Both were arguably the result of odd environmental conditions too. (The EECs on the Brasilia are a different matter, but because we have this nifty low-technology feature set called "cables" and "hydromechanical units" and only lose a few 'nice' features, we don't care as much.)

Your point of view, while Ludditical in nature, has some merit. On the EMB 145, in the unlikely event of the failure of both FADECs, you're going to lose the engine. Hey, why is the left one spooling down? (PDF target)

Pilotdude3407 said:
What about the Pratts on the 57? Would the 767-200 be any different? My dad used to fly them at southernjets back in the late 90s early 2000s and I am about 95% sure there was something funky about it. I don't think I am loosing my mind.
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I've flushed this information for information about the airplanes I fly currently, and so I do not remember.
 
Autothrust Blue said:
I only saw two instances of FADEC misbehavior on the 145 in my brief experience on the airplane. One was a hung start, the other was an "almost" auto-shutdown on the after landing roll. Both were arguably the result of odd environmental conditions too. (The EECs on the Brasilia are a different matter, but because we have this nifty low-technology feature set called "cables" and "hydromechanical units" and only lose a few 'nice' features, we don't care as much.)

Your point of view, while Ludditical in nature, has some merit. On the EMB 145, in the unlikely event of the failure of both FADECs, you're going to lose the engine. Hey, why is the left one spooling down? (PDF target)
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Don't get me wrong....I've never flown a FADEC jet, and my only frame of reference is the Super Hornet, so I'm sure other systems are more/less/differently robust. Just throwing the idea out there
 
///AMG said:
Don't get me wrong....I've never flown a FADEC jet, and my only frame of reference is the Super Hornet, so I'm sure other systems are more/less/differently robust. Just throwing the idea out there
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The probability is "extremely remote."
 
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