Take a look, a really dramatic engine failure just after liftoff, the worst time, complete with a record of the radio transmissions all caught bt plane spotters !

Bet THAT woke them up !

Regards,

David Gladwin.


http://cosmos.bcst.yahoo.com/up/play...9&src=ukyvideo

Ya gotta watch a stupid commercial before the vid comes on... but it's worth it....

Andy

David

Why did the affected engine continue to push out what appeared to be pulses of burning fuel for quite a long time after the bird strike? Is there not an auto shutdown / fire supression in that condition?

Best regards

John

There is never an automatic shutdown in the air , it must always be actioned by the pilot. I had a multiple bird strike, many years ago, taking off from Dublin. The engine, a JT8D, had hardly any compressor blades left and the vibration was such it was hard to focus on the instruments until the engine had been shut down.

John

I notice that he continues to climb out at the same AOA, so the engine was probablly still producing usable thrust. All those bird guts probablly clogged some pressure ports, and the fuel control was running with limited inputs.

A

If a motor fails prior to V1 you abort. If after V1 you accelerate to VR (rotate speed) and then climb at V2. (single engine climb speed) You continue to climb out at V2. If the engine fails after V2 you climb at the speed at which the engine failed above V2. Most flight directors command a speed somewhere between v2 and v2 + 20. Dont mess with the switches until you are at a safe altitude. Even an engine on fire still provides some thrust unless it has seized. Remember AVIATE,NAVIGATE and COMMUNICATE in that order.

The aircraft is a Boeing 757 and it does not have JT8's for engines. They could any number of manufactures out there that make jet engines. The aircraft is designed to takeoff and fly one only one engine. Massive thrust!!!!

Really impressive, and a testament to professionalism of commercial pilots.
Tommy

i always wondered about the maintenance guys who clean out the guts from it.


[:-]

They are lucky if the engine nacells are all they had to clean up. If I had been flying that thing and it was belching fire like that as I rotated, I imagine the cockpit would have been a helluva lot messier than the engine nacelles.....[:'(]
Tommy

who said it did, read more carefully.

Carbunkle,
I re-read it. I stand corrected Sorry!!

Wonder why they don't make any guard to the engine intake. Perhaps our tea strainers dont match

Reuben

Rubeun,
It would seem logical to have a full size FOD guard but the impact damage at speed is massive and I doubt if one could withstand the forces and not end up down the engine itself! The engines are tested by firing frozen chickens into the engine - the results are spectacular and the smell through the air conditioning is distinctive!

John

TP 777 obviously flies Boeings and has it dead on. The 757 in question has RB211 535 E4 engines and would have been doing a derated take off, so not even using full power. The 75 (and the 76 and 77) has so much thrust there was probably no need even to go to full power, just climb at V2 to 1000 feet and accel. in level flight to clean up (or keep flaps at 5 for an immediate return. It should have been no sweat for the crew because every airline pilot does this in every simulator check and I have heard that it was immaculately handled as one would expect from Britannia. (despite the awful name change imposed by the new German owners.) Hope to get some pictures of the engine soon so we can see the damage to the fan blades and why the engine was pulsing fire.

There is no auto shutdown (heaven forbid) and no need to do anything too close to the ground until everything is nicely under control, the problem engine POSITIVELY indentified and THEN carry out the Fire drill. It may well have been that there was no fire warning if the engine case remained intact , it is shrouded in kevlar, but the fire drill is still carried out , minus the shot, to shut down the engine and "isolate" it. In fact I remember flying with one BOAC captain, an ex wartime Lancaster pilot whose take off briefing included his personal approach to a take off fire on the VC10 : Let the B...... thing burn till we get to 1000 feet THEN we shut it down, a bit different to the company height of 400 but who was I to question this fine gentleman who was such a pleasure to fly with ?

.....and John L . the chickens are DEFROSTED first but you have probably heard that joke anyway !

Bird strikes are always a risk and one DC8 departing Sydney back in the 60s took birds in all 4 engines and ditched in Botany Bay, so the guys at Manchester were relatively lucky that only one engine was affected. At least, at LHR the big attraction for birds on the airfield, the sewerage works, has been converted into Terminal 5 !

Still, great video and accompanying R/T !

Regards,

David Gladwin.

Yepp, not very nice, been there, done that on a Vulcan in a former life, smell was indescribable [:'(] You would not believe some of the crazy shapes the shed Olympus compressor blades were bent into.

This incident happened at our local Manchester International Airport last weekend just goes to show the power these big donkeys have in reserve, starboard side rear cabin passengers had a hell of a view.

Rob.

The fireballs are the result of compressor stalls. With all the blades bent from the bird strike the airflow throught he engine is disrupted and caused the stalls. Stall - clear - stall - clear until it totally uncorks or it is shut down. What the video doesnt show is the fireball also going forward out of the intake. That really gets the passengers attention...especially at night. That is also why the seats are made or foam rubber....they are more easily removed.

Tom, you don't write on here often enough, I love your comments on stuff like this!

You gotta come to Austin this year and tell the story again how you flipped a 737 upside down!

Going to try to get up Thursday mornning for a little while if anyone will be there. I have to go back to work Thursday afternoon. Back to work on the Avonds F-15 as I got my rudder kit from PA. Just bought a Artes Eagle for push. See Ya!

TP

I just put an eagle in my Rookie II, very strong engine, and a great trade off, everyone was commenting how much better it flew with the eagle over the Rhino I had in it.

Tiny bit less verticle, Roger K flew it more than I did, and he didn't seem to notice. Looking forward to seeing you, to bad you can't stay for a few beers. Maybe come up on Wed night? We'll be there at base camp, fully stocked.

luckly my Citation Ultra dose not flinch much when we do a V1 cut. I bet the 757 is more of a handful.

I hear suggestions that the flashes of flame were caused by compressor stall followed by re-ignition of the fuel as the ignitors tried a relight, sounds reasonable as does flame forward of the engine as the pressure in the compressor collapses due to the stall and the pressure in the burners is therefore discharged forward. No doubt RR will give a full analysis.

and Yes Rob Row is right, the stink in the cockpit after a birdstrike is truly awful, had one on landing at 100k in reverse idle, no damage to the engine, lots to the birds, but that stink, yuk !


Anyone had a bird strike witha model jet ? Here in Australia I frequently have to take avoiding action on inquisitve pelicans who do not like us using their airspace at weekends !

Regards,

David Gladwin.

Let me state: I only fly the Ultra not OWN!! HA HA HA at least not yet.

OK Here is one for U Guy's

We just so an example of a Bird Strike on Take Off.

One of our Micro Turbine has bound to have sucked in a few Bugs and Video of that???????????????????

Ian

I would thing the that higher rpms of the smaller turbines would push them through much faster with less damage. Like a quzanart!!