SWA catastrophic engine fail?

Burrito said:
I nuked my post because I didn't think there were mechanical differences between the two in retrospect.

HOWEVER I am wondering if @alphaone is citing another section of their shop's QRH...? (Having now just flipped to electrical fires)
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I rather like how the 170/175 QRH puts "Land at the nearest suitable airport" first, vs. the CRJ QRH, who bury it at the end of the procedure, incidentally.
 
Autothrust Blue said:
I rather like how the 170/175 QRH puts "Land at the nearest suitable airport" first, vs. the CRJ QRH, who bury it at the end of the procedure, incidentally.
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I'm in a C-17. We have oxygen tanks for days. 25 liter crew, 75 liter pax, and an extra 75 that you can use for whatever you want. We can also turn it off and on. Upon further review of smoke and fumes elimination, our procedures have us set the cabin altitude to 10k (normally 8k at cruise) which should result in the smoke purging. However our fuselage fire and smoke elimination checklist (yes, we're a bit heavy on checklists) has us descend to FL250 or below and emergency depress. This would obviously cause the pax masks to drop. We also have a bleed air smoke elimination.

You all are correct, a pax mask would not keep smoke/fumes from being ingested. I didn't mean to imply that.
 
Autothrust Blue said:
I rather like how the 170/175 QRH puts "Land at the nearest suitable airport" first, vs. the CRJ QRH, who bury it at the end of the procedure, incidentally.
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Many checklists will have it at the end of a particular procedure as its assumed the crew will be heading to a suitable field in the process of running the particular EP checklist. Especially in smoke/fumes, where taking care of you up front, immediately, is paramount, else you may not be able to get anywhere. I see the thought process behind putting it first, as a reminder. But would hate to see anyone wrapped around that first step in the stress of the situation for any given time, and not getting priority follow-on steps done.
 
knot4u said:
The fan looks relatively intact, I wonder if the engine was vibrating badly enough before they shut it down that it caused a structural failure of the cowl? I honestly can't think of another reason the inlet might fall off. Also that duct that's hanging in the wind would be for inlet anti-ice, with it wide open that could contribute to their depressurization issue. Of course I've only ever seen the inlet anti-ice shut-off valve mounted inside the inlet on Learjets, every other manufacturer realizes that valves fail and they need to be changed periodically.:mad:
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It's possible there was an anti-ice over pressurization that blew the cowl off just thinking off the top of my head.
 
alphaone said:
I'm in a C-17. We have oxygen tanks for days. 25 liter crew, 75 liter pax, and an extra 75 that you can use for whatever you want. We can also turn it off and on. Upon further review of smoke and fumes elimination, our procedures have us set the cabin altitude to 10k (normally 8k at cruise) which should result in the smoke purging. However our fuselage fire and smoke elimination checklist (yes, we're a bit heavy on checklists) has us descend to FL250 or below and emergency depress. This would obviously cause the pax masks to drop. We also have a bleed air smoke elimination.

You all are correct, a pax mask would not keep smoke/fumes from being ingested. I didn't mean to imply that.
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Oh sweet, you can control it. We can't.

Got it, as well, re: the masks. That was more my point - "I mean, yeah, you can have 'em, but it won't do you much good re: the fumes. Might keep enough oxygen in your system, though."
 
Autothrust Blue said:
Oh sweet, you can control it. We can't.

Got it, as well, re: the masks. That was more my point - "I mean, yeah, you can have 'em, but it won't do you much good re: the fumes. Might keep enough oxygen in your system, though."
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All good brotha. I didn't know there were chemical systems on commercial aircraft.
 
T/O w/FSII said:
cb31d88adbdf4c329c49530057583d6f.jpg


You know its called skin for a reason right? It doesn't take much to puncture the pressure vessel.
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The standard outflow valves on the MD88, 737, 757, and 767 are all bigger than that hole. If I remember my 737 days correctly, even one pack could keep up with that hole no problem by closing the outflow completely.
 
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alphaone said:
So if your cabin was filling with smoke, you wouldn't do smoke and fumes elimination (or whatever the 737 calls it) and drop the masks because you just equalized the px with the altitude you're flying?
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Every transport category aircraft I've flown does not call for dumping the cabin for smoke/fumes elimination in the QRH. Maybe later, after descending to 10K, but not at altitude.
 
alphaone said:
Why do you think they dropped the masks?
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Most times it's because the pilots either didn't follow the QRH correctly or didn't understand the system. I watched a captain drop the masks automatically, then pull out the QRH and when he reached the part which stated emphatically to NOT drop the masks, responded with, "Oops," He got a visit to the big desk for that!

Bandit_Driver said:
How do you know they were manually dropped vs the aircraft deciding to drop them.
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The cabin would have to hit 14K for them to auto drop. Gut feeling, they manually dropped them. I don't have a SWA QRH, so maybe they require it. Last time I looked at a SJI 737 QRH, it wasn't required.
 
Just checking, will this captain now become a national celebrity for saving everyone, write a book, advocate for stricter rules, and eventually end up in a movie where Tom Hanks stars as him?
 
Hey, they landed safely. I'm sure it will all be further reviewed and used for YEARS in recurrent of arm chair quarterbacking of "what did they do right and what would you do differently". Everyone will figure out what they should have done differently until the next "non-QRH type" issue comes forward. But yea, run the QRH. If the cabin rises, Don the masks, work through the problem. Worst case, the peanut gallery is still quiet in a atmospheric nap. If everyone wakes up on the ground, you still get the "win". Screaming from the back doesn't help any situation. A drop in temp, drop in O2, they get quiet and you get to deal with the problem like it's in the sim. When shtf in the sim it's always fun to randomly scream, bad tactic, but it's always hilarious to see the response 3 feet forward...Yes, there is sarcasm fully embedded in there, but it's true if you think about it. In the end, all were safe and the plane will fly again with plenty for the next recurrent class. Being that the 737 line will last forever in boeing's mind, I'm sure an AD will come out for some random inspection and these things will keep rolling off the line for another 100 years.
 
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