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I don't agree that that's the only response. In addition to creating a yaw, losing an engine means losing thrust. That means throttling up and up elevator to compensate.cjl said:...the only necessary immediate response would be left rudder.
berkeman said:It would be interesting to see the data from the Fight Data Recorder of Southwest Airlines Flight 1380 when its engine exploded.
http://www.b737.org.uk/incident_vq-bjp.htm said:About 13 minutes into the flight, as the aircraft was climbing through 28,300 feet, a fan blade failed in the left engine, resulting in severe vibration and a series of engine stalls and surges. An outer portion of a fan blade had failed and separated, causing severe damage to the entire fan section. The fan blade failure was the result of a blade vibratory instability, referred to as blade flutter, which initiated in the engine fan blade at a specific combination of high thrust and flight conditions.
The aircraft immediately experienced a high level of airframe vibration which was felt in the flight deck by the crew and in the cabin by the flight attendants and passengers. The crew also smelled fire and air conditioning smoke in the flight deck. No visual or aural alerts accompanied the failure.
As a result of the fan blade failure, the left engine began operating erratically. The automatic throttle (auto-throttle) system was at this point still engaged and active, commanding the engine to maintain the target thrust that had been set for the climb. The flight data recorder (FDR) indicated fluctuations in the left engine parameters. The FDR also indicated that the right engine continued stable operation. The fan speed (N1) for the left engine fluctuated and indicated a lower value than the right engine. Exhaust gas temperature (EGT) for the left engine was about 100ºC higher than the right engine EGT, with an eventual peak difference of about 125ºC. Fuel flow for the left engine dropped and fluctuated. The airborne vibration monitor (AVM) for the left engine indicated five units, the maximum indication on the gage. While the right engine AVM was less than one unit and stable.
About eight seconds after the fan blade failure, the captain took control of the aircraft and disengaged the autopilot. During the investigation he stated that he had looked at the engine displays but did not gain any indication of the source of the problem
anorlunda said:I don't know what the curve AoB(*) is. CAS means computed air speed.
Good point. The OP was asking about maintaining straight and level flight, but depending on the specifics of the scenario that may not be possible/desirable. Still, I'm not sure how fast the plane will pitch over on its own vs the need to pitch-over faster, but for example in "The Miracle on the Hudson", they kept climbing for 18 seconds after impact and loss of both engines, in a situation where decending was ultimately necessary. I'm not sure if the lost of thrust was instantaneous, but that seems like a lot given that they were in a relatively low speed situation to begin with. They did end up dropping a little below their optimal glide speed though before finding the right attitude.cjl said:If anything, it means throttle up and down elevator - up elevator in response to a loss of thrust is just asking for a stall condition to develop.
And also due to loss of airspeed itself. I really don't know though how fast it will pitch-over on its own...unless X-Plane flight simulator is accurate...This is somewhat countered however by the fact that with underwing engines, the thrust is very loosely coupled to pitch, and a loss of thrust would naturally cause a pitch down moment anyways.
Fair enough.As you said, it is a complicated series of interactions, which is why I used the word immediate - I think you'd be pretty safe with an immediate left rudder, followed by a further evaluation and likely more inputs after that.
berkeman said:It would be interesting to see the data from the Fight Data Recorder of Southwest Airlines Flight 1380 when its engine exploded. It sounds like it banked pretty hard and quickly (not sure if it was just the loss of power that caused that, or maybe the shrapnel interfering with flight control surfaces...
I noticed that too, and the information we get from the media on this is frustratingly thin. They focus on the "human" stories (they wore the masks wrong!) and probably don't ask the right questions to find out what happened. We'll just have to wait for the official reportanorlunda said:Note that the fan blade breaking did not immediately shut down the engine. I have not seen that detail yet on the 1380 news reports.
russ_watters said:I was surprised by the report that it banked 41 degrees
Maybe, but it is itself a dangerous and stressful maneuver for a damaged airplane. I was surprised at how slow the descent was; I think I read 4,000 fpm. That's only about 4 degrees of down pitch at cruising speed.256bits said:isn't the bank a way to loose airspeed quickly for as fast a descent as possible and still keep the plane flying.
A nose down only steep dive and the planes wings tear off, or the passengers run out of oxygen.
About 15 min. They sound like the same solid chemical oxygen generators used by the Navy for escape purposes.How long do the oxygen bottles last for the drop down masks?
I wouldn't pull up as an initial response, but if remaining good engine(s) cannot supply enough thrust to maintain level flight then up elevator trim will halt the descent if you're able to stay above minimum control speed.cjl said:If anything, it means throttle up and down elevator - up elevator in response to a loss of thrust is just asking for a stall condition to develop.
russ_watters said:One significant issue is that unless I'm missing it, there is no turn and slip indicator, so I can't tell how fast its yawing until I level off
anorlunda said:CAS means computed air speed.
Filip Larsen said:Actually, it means calibrated airspeed
Tom Kunich said:Curious - aren't you aware that engines on aircraft are placed so that the failure of one engine (or in the case of four engine aircraft TWO on the same wing) can be balanced with ailerons and rudder?
I guess that what I was getting at is that your example of a pencil held above or below the center of mass was a little naive. It is more like the pencil laying on its side and the center of lift is also widely spaced. This forms a combination with a very slow rotation which is easily offset with only slight control surface actions. The larger and/or faster the aircraft the less control surface actions are required.anorlunda said:I think that is what this whole thread is about ailerons/rudder/elevators/throttle.
Tom Kunich said:I guess that what I was getting at is that your example of a pencil held above or below the center of mass was a little naive.
Commercial aircraft and military aircraft are designed to fly on a single engine. It isn't as if the Wright Bros. were last year.russ_watters said:Good point. The OP was asking about maintaining straight and level flight, but depending on the specifics of the scenario that may not be possible/desirable. Still, I'm not sure how fast the plane will pitch over on its own vs the need to pitch-over faster, but for example in "The Miracle on the Hudson", they kept climbing for 18 seconds after impact and loss of both engines, in a situation where decending was ultimately necessary. I'm not sure if the lost of thrust was instantaneous, but that seems like a lot given that they were in a relatively low speed situation to begin with. They did end up dropping a little below their optimal glide speed though before finding the right attitude.
And also due to loss of airspeed itself. I really don't know though how fast it will pitch-over on its own...unless X-Plane flight simulator is accurate...
Fair enough.
I'm aware...I'm not sure how that relates to what you quoted.Tom Kunich said:Commercial aircraft and military aircraft are designed to fly on a single engine. It isn't as if the Wright Bros. were last year.
There are several potential causes for losing engine power on one wing in an airplane, including mechanical failure, fuel system issues, and human error. It is important for pilots to regularly check and maintain their aircraft to prevent these types of failures.
Losing engine power on one wing can cause the airplane to roll and turn in the direction of the failed engine. This can also result in a loss of altitude and airspeed, making it more difficult for the pilot to control the aircraft.
The first step is to identify which engine has failed and then reduce the power on the remaining engine to prevent the airplane from rolling. The pilot should also adjust the flaps and ailerons to maintain control and use rudder input to counteract the turning motion. It is crucial for the pilot to communicate with air traffic control and seek a safe landing as soon as possible.
Yes, most commercial airplanes are designed to be able to fly with only one engine in case of an emergency. However, it is important for the pilot to follow proper procedures and maintain control of the aircraft to ensure a safe landing.
Pilots can prepare for this type of emergency by regularly practicing engine failure procedures during flight training. They should also conduct thorough pre-flight checks and stay current with aircraft maintenance. Pilots should also be aware of their aircraft's performance limitations and always be prepared to handle unexpected situations.