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On Wed, 24 Feb 2021 16:15:55 -0500, Wayne B
wrote:

On Wed, 24 Feb 2021 15:30:46 -0500, wrote:

On Wed, 24 Feb 2021 10:22:46 -0500, "Mr. Luddite"
wrote:

On 2/22/2021 7:54 PM, Wayne B wrote:
On Mon, 22 Feb 2021 19:08:43 -0500, wrote:

On Mon, 22 Feb 2021 10:08:12 -0500, Keyser SÃ¶ze
wrote:

On 2/22/21 9:58 AM, wrote:
On Mon, 22 Feb 2021 09:13:56 -0500, Keyser SÃ¶ze
wrote:

Good luck and don't forget your parachute. Sheesh.

Since Boeing doesn't make engines and the Pratt and Whitney PW4000 is
used on Airbus, and McDonald Douglas planes too, maybe you better take
the train.

Right...the loonytarian response...Boeing doesn't make the engines, so
it isn't responsible.

What failed? Boeing didn't make that engine, they come in assembled
and installed as a FRU
Perhaps you should be blaming United airlines for sloppy inspections.

===

The engine was made by Pratt and Whitney, as are about 9% of the other
Boeing 777s. The other engines are made by Rolls Royce and GE, and
are not known to have any issues. Supposedly the FAA sactioned Pratt
and Whitney a few years back for not providing their engine inspectors
with sufficient training.

The good news is that the plane landed OK and no one on the ground was
injured. There were some pretty big chunks that fell on those houses.

Many years ago (back in the early 80's) I was involved with the design
of a vacuum deposition system that deposited thin film strain gauges and
thermocouples on P&W jet engine turbine blades. It was for real time
testing of turbine blade designs.

I visited the P&W facility in Florida after the system was delivered
and installed and was given a plant tour. One room had a number of
people seated at tables who were physically handling turbine blades
from bins at each table.

My host explained that they were all visually handicapped or blind and
were using their sensitized sense of feel to inspect the blades, feeling
them for inclusions or other irregularities in the blade surfaces.

I suspect these defects developed many thousands of hours after the
engine left Florida. It was a United inspector (or their contractor)
who missed it. I am sure the NTSB will be looking at inspection logs
and procedures. The real question is why wasn't that casualty
contained. They were just lucky that it didn't come through a window
and depressurize the plane.

===

Or sever one or more hydraulic lines.

Apparently there's still a mystery about why the engine continued to
burn after its fuel was shut off. Depressurizing the plane shortly
after takeoff would probably not be that big a deal - not like it
would be at 35,000 ft.

We were once on a flight from RSW to LGA that lost cabin pressure
while still climbing around 20,000 ft or so. Our ears popped and the
pilot made a really steep descent to lower altitude. The oxygen masks
never dropped and we made an emergency landing at FLL a short time
later. There were a large number of emergency vehicles on a parallel
runway following our rollout after touchdown. They found a new plane
for us fairly quickly and we were back on our way.

I was on a plane from LGA to DCA that had a pressurization problem
(made a helluva sound) and the captain said they were just going to go
for it low and slow.
We flew to DC at about 7,000-8,000 feet but we made a straight in
landing, not stacked up
We got in a little late but any flight to or from LGA is going to be
late. It was sooner than I expected.

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