PropSettin'
Low n Slow
So many winning quotes in this thread, very impressive guys!
SWA catastrophic engine fail?
- Thread starter Baronman
- Start date
T/O w/FSII
Well-Known Member
You know its called skin for a reason right? It doesn't take much to puncture the pressure vessel.
Autothrust Blue
”…trusting ze process…”
That face you make when someone suggests deploying passenger oxygen in the event of fumes in the cabin...
Roger Roger
Bottom of the list
I'm guessing that the fan containment did its job, but pieces went forward and took out the inlet lip.
Burrito
Position And Hold My Beer
View attachment 36267
On the ramp? Why, that's where I took the above photo!
Tell those fat bastards to get off their lazy ass and conduct a walk around when they're "pilot monitoring" that leg.
How long of a maintenance hit did you take when the 10 rampers out of frame saw you stop to take a photo of the airplane though?
8 think, "Mmm nothing of it, 17 minutes left to get these bags off, hut hut hut"
1 thinks, "I'll ask the pilot why he took said photo,"
and then that one special snowflake goes and calls the sup over. ACE!
knot4u
Repeat Offender
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.
Beep
Well-Known Member
alphaone
Well-Known Member
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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Autothrust Blue
”…trusting ze process…”
Some QRHs specifically say "WARNING: Do not deploy passenger oxygen masks."
I'd have to dig mine up, but I'm pretty sure the CRJ has you take the cabin to 8000', then descend to 10, then depressurize the rest of the way for smoke elimination. The fire hazard back there with chemical generators going off, plus the fact that pax-O2 is a "normal mode" (not 100%) type affair makes them of dubious utility for anything other than sustaining life at low pressure.
Edit:
"CAUTION: Passenger masks should not be deployed when performing smoke or fire procedures."
Carry on...
Burrito
Position And Hold My Beer
O2 if req'd, then to 10k' I thought?
Autothrust Blue
”…trusting ze process…”
Reading now, the procedure on the CRJ to descend to 10,000' (or MEA, whichever is higher), then depressurize the cabin - IF you read the QRH, and follow the steps "strictly" in order, that is.
Unfortunately, this guy wrote the QRH:
There is a big angry admonition about (1) land the jet, and (2) don't deploy passenger oxygen at the start of the Smoke/Fire/Fumes section.
The flight crew, with smoke or fumes in the cabin, will be on 100% the whole time; again, the pax oxygen other than keeping partial pressure up to keep your physiology going doesn't do anything for fumes or smoke.
Autothrust Blue
”…trusting ze process…”
Huh, interesting. Maybe you have a different system.
We cannot stop the flow of oxygen once the firing pin is actuated.
Autothrust Blue
”…trusting ze process…”
The 145 (if memory serves, it's been a half-decade and 4 initial events) and 170/175 have the chemical system as well. The Brasilia was fed by a cylinder, which means we could control it using the rotary switch on the FO's sidewall.