That would be 3 engine. I don't think it would make it single engine.....
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First flight of the P-8A Poseidon and all things related to transition
- Thread starter PropStop
- Start date
Is it really an emergency if they still have 3 good engines? P-3 guys brag about shutting one down to save gas don't they?
Or are we talking 3 of the 4 engines stop running?
It's still an emergency. Yes, SOP for us is to shutdown a motor or even two to save gas but we're still moving at a pretty good clip so it's not much different controllability wise. Once we slow down and get on the runway, the asymmetric thrust is much more noticeable and can get squirrely. Two out on one side is even worse.
I've debated on calling an emergency before for a 3 engine, at least when I was over seas and didn't feel like dealing with foreign ATC. Then there's dealing with the AF when you land at one of their bases 3 engine. They roll the whole rescue team and make a big to-do about it, very irritating. Rather amusing watching some dude in a silver fire suit walk around my plane in the desert, inspecting my nicely FX'd engine, which hadn't been running for nearly two hours... I bet that suit was f'ing hot!
I'll agree to that and I remember a convo I had with one of my DHs who was doing an FCF on a bird and kept coming back 3 Eng. The first time or two he declared an emergency, but after that he just rolled with it. I've experienced the AF treatment coming in 3 Eng and it's pretty interesting but good to know they do have you covered. Here's another debate: do you declare an emergency for a no flap? What if you're an IP and do them for training anyways?
I think it would depend on my weight...but that being said, the usual rule of thumb was: if its unusual, declaring an emergency is free. Having a malfunction compound on short final isn't. If you're doing a no flap for practice, you know why you're flaps are up. If you have a flap malfunction and your flaps are stuck up, who knows what may have gone wrong or could further go wrong when you land. Better to have the guys there and not need them vice not having them and being on fire.
Roger all on the "it's nice they (AF) cares", but I wish he'd just gotten the hell outta my way so i could taxi back to my line and turn the keys in. It must have been a good five minutes he stood out there inspecting that damn engine. FIVE MINUTES!
Occasionally. I've had a couple of items smoke check themselves and lead to a fire smoke fumes checklist. We have this nifty piece of gear in the back that operates at >150 Kw. It arced once when a guy was working on it (improperly) and FUSED HIM TO THE AIRCRAFT. We don't have anything to tell us when the shit in the tube catches fire besides the noses and eyes of the crew And I'd be willing to bet we have many times more electrical shit on board than a P-3 or P-8. Where's that damned eye roll emoticon ?
The more I learn about P-8, the more I see the hand of the FO mafia in its design. Not that I ascribe it to outright malfeasance, just that a number of design decisions seem to have been made with no flight station input or consideration.
A buddy at VX-20 told me when they got the first one, it could be put in a "tactical coupled" autopilot mode (engaged from the tube) where the TACCO could put in waypoints from the back and override the flight station controls in determining where the aircraft flew. Nobody had a problem with that until the first pilot saw it. . .in a preproduction bird.
Or the tube crew statin layout, wherein the tactical crew sits in a line parallel to the direction of travel. The AoA required to fly low alt ASW at loiter speeds inclines the fuselage at such an angle that all the papers, pens, coffee cups, etc, roll off the desks and the crew is continually leaning sideways uphill. Genius!
I'd appreciate it, that red phone keeps interrupting my afternoon nap.... I'm mean planning session!
In related news, the surface navy has 50+ destroyers (in other words, more than half of all smallboys) whose flight decks slope several degrees downhill into the hangar and are about seven feet above the water, which is perfect- if your definition of perfect means that waves can crash into helicopter cabins, engine intakes, people trying to work on the aircraft...
Was he okay? If he wasn't okay, then ignore the rest of my comments. If he was okay, that tops my story of a maintainer who (semi) circumsized himself by hanging from a cargo strap hook (improperly).
No. Fatal.