Re: The Vulcan XH558 & General Aviation Thread
Posted: Tue Jun 27, 2017 9:39 pm
Jesus wept ...
Not quite; if they had just got on the ground straight away they would have got away with it. The trouble was that, having followed a course of action that appeared at the time to have had the desired effect, they then flew on without further investigation for long enough for the duff engine to eat itself and only found out when it was too late, even though they were the only two people on board who didn't know that they had shut down the wrong engine. As to why nobody saw fit to inform them, that's an entire can of worms in itself, albeit an issue that has been very thoroughly addressed since.Renegadenemo wrote: ↑Sun Jun 25, 2017 9:50 pm
....humans will still find a way to scupper themselves even with a checklist. There was the Kegworth accident where, had they bothered to read it properly and not thrown their aircraft at the ground, they'd likely have picked up that they'd shut down the wrong engine.
Back in 2006, I was having an in-depth medical exam courtesy of a doctor who'd been involved in examining victims of the Kegworth crash. He told me that a high proportion of the victims he examined had been killed by glass duty-free booze bottles flying from the overhead lockers and striking them on the backs of their heads.
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I have just had another look at the AAIB report and you're quite right; they did in fact land with minimum delay and the resultant high workload was likely to have compromised their ability to adequately review their actions. I stand corrected.Renegadenemo wrote: ↑Thu Jun 29, 2017 12:30 amIt's a long time since I read either report but my recollection is that the Kegworth crew were in a big hurry to get down and this clouded their problem solving process. If memory serves - and I'll look this up and read it tomorrow because this is my anoraky subject - the duff engine shed part of a hollow fan blade, vibrated a bit and blew smoke into the cockpit but on the later 73 (on which they'd had very little conversion training but found themselves flying that day) their air was fed from the other engine so they assumed wrongly and shut down the good engine. The damaged one then ran happily through the descent until the flaps were extended and the auto-throttles tried to spool it up whereupon the remains of the damaged blade let go under load and that was that. They attempted to start the undamaged engine but that was outside the available envelope so they bounced off a field then slammed into the embankment on the side of the road and stopped dead.