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wolram
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http://news.uk.msn.com/Article.aspx?cp-documentid=7279188
Surly both engines do not share a single control system.
Surly both engines do not share a single control system.
mgb_phys said:The suggestions on the aviation forums are that engine icing could have slowed both engines to the point that the generators dropped out.
No way. Generators on large engines are driven by large transmissions called CSDs (constant speed drives). I have a very hard time believing that there would be nacelle icing that was so bad to ice up a generator to the point of not working. The thermal soakback from the engine alone should be enough to keep it happy, not to mention the relatively hot cooling oil circulating through it. I would need a lot more data to convince me of that one.mgb_phys said:The suggestions on the aviation forums are that engine icing could have slowed both engines to the point that the generators dropped out.
Whatever the problem ends up being, it is both. Planes are required to have reliability that exceeds million-to-one failure odds.wolram said:Would this be a type problem or general or may be a million to one set of circumstances?
Yes, having seen the conditions they are tested under in Canada - it's hard to believe a foggy morning in London could kill both engines.FredGarvin said:The engine has to perform under severe icing conditions. The same is for the big boys.
Is this the same Boeing that does FADEC on the RAF Chinooks?The idea that both FADEC systems went bad is pretty remote.
There was a suggestion that ice forming in the bottom of the tanks is a problem on the 777, I don't know if this could happen in such a way as to make the fuel management system think it was OK but still starve the engines.The fuel idea is the simplest and most direct one that is easiest to accept at this point.
I wonder if this failure had any commonality with the BA038 problem.On August 1, 2005, a Boeing 777-200, which had departed from Perth, received an EICAS (Engine Indication and Crew Alerting System) warning of low airspeed, as the plane was climbing through FL (flight level) 380. Simultaneously, the aircraft’s slip/skid indication moved full right, on the PFD (Primary Flight Display). The PFD speed tape also displayed contradictory information: that the plane was approaching both the high speed limit and the low speed (stall) limit. The aircraft, still connected to the autopilot, pitched up and climbed to approximately FL410 as the airspeed decreased from 270 kts to 158 kts. The stall warning devices also activated.
Hmmm. That's a curious question. To answer, the FADEC is produced by the engine manufacturer, not the airframer. So th answer would be no. It would be developed and produced by GE whereas the Chinook (genuflect when you say that) uses Honeywell-Lycoming T-55's. Has there been any issues in the UK with their aircraft? I try to keep an ear to the ground when it comes to Chinook issues and I haven't heard anything.mgb_phys said:Is this the same Boeing that does FADEC on the RAF Chinooks?
Is that on the inside of the tanks? Anything is possible, that's for sure.mgb_phys said:There was a suggestion that ice forming in the bottom of the tanks is a problem on the 777, I don't know if this could happen in such a way as to make the fuel management system think it was OK but still starve the engines.
Yes, it is possible for two engines to be controlled by one control system. This is known as a dual-engine control system and it is commonly used in aircraft and other vehicles.
Having two engines controlled by one system allows for greater precision and efficiency in controlling the vehicle. It also provides a backup in case one engine fails.
One potential challenge is the added complexity of the system, which may require more training and maintenance. Additionally, the system may be more susceptible to malfunctions or failures.
Yes, there are many real-world examples of dual-engine control systems, such as in modern aircraft, ships, and trains. These systems have been proven to be effective and reliable in controlling multiple engines simultaneously.
It is difficult to say whether a dual-engine control system will become the norm for all vehicle designs in the future. It may depend on the specific needs and requirements of each vehicle, as well as advancements in technology. However, it is likely that this type of control system will continue to be used in various industries.