Human people are able to think, comment, understand or educate without judging.
And they can do this without fantasying and re-writting stories and incidents. Or worse.
I do learn and go forward reading those comments. Web-site or not, It helps me build my mind.
But I don't have to judge fellow pilots for that !
Not quite so!
Airlines may be approuved for ETOPS of a given fleet of an aircraft type after thousands of flights and a clean Engine-incident histroy. Good statistics may lead to extended range 90min, 120min, 180min, (210? 240? 270?) Huurrr freaking out.
AND, this is a BIG POINT: this fleet has to be maintained under very specific rules. Basicly everything on the 2 engines systems differes:
- specific certification of the engines and parts,
- not assembled on the same line,
- parts from different origines, including spares, and fluids,
- AND different mechanics andteams! (the "left-engine-mechanic" must NEVER touch the right engine).
This is what makes the chance of having "a 2nd engine lost" after failure of the first one closer to zero than ever !
This do not apply to all the other aircraft, including 4-engines, thus A380.
See my other posts for the "why did it flame out".
Sorry but you're not quite right when you state "3 other drinking fuel from the same supply": Airspeed is reduced, altitude lowered the needed power is -usually- reduced !
HOWEVER, consumsion is -usually- increased by 5 to 20% BECAUSE in this situation the engines' RPM (N1) needed to maintain -a speed close to- green dot differes from the best "FF/Speed" N1 value.
(But there are a few jet-aircraft that use less fuel with 1 Eng shutdown...)
Sorry preacher despite all the good I think about what you wrote: This is wrong!
The SOPs you're talking about do not ask to "DIVERT" and do not ask for "the CLOSEST field", for ENG FAIL.
As a specific exemple, the only B747-400 Non-Normal-C/L of the ENGINE section that requires to "Plan to land on the nearest SUITABLE airport" is the
"FIRE ENG or Engine Severe Damage or Separation".
And it requires to do so in the 3 following cases:
-Engine severe damage
-Engine Fire that does not estinguish
-Separation... (Engine missing! + 1 hydraulic lost + 1 air bleed lost + 1 gen Elec lost + fuel leak + Fuel Imbalance + modified longitudinal stability of the aircraft... )
This statement is obvious and the situation described is so much more HORRIFYING than this Emirates A380 engine's flame that simply extinguished because fuel was not supplied anymore.
And you're right. Certifications are made to have a manufacturer prove his flying-object is safe enough to be flown and manag
No sorry. Never heard of it.
I'll check it!
But if this is another psychotic -Mastered and Doctored- expert in aeronautics, that our aeronautical society is full of, writing best sellers -money making crap- ...I won't give it a second of my life ;)