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Safety Topics

Safety Topics TWO incidents are described, both involving bleed air ducts but in dissimilar aircraft with different engines. One incident concerned a Boeing 747136 in which at just after the decision speed V1. a loud bang was heard followed by severe vibration from all four thrust levers. The takeoff was continued normally and the aircraft rotated normally at Vr and entered the climb. The landing gear was not immediately retracted due to the possibility of burst tyres, however, shortly after the aircraft became airborne the No 4 engine generator failure warning lights illuminated, the engine oil temperature indication decreased offscale and the exhaust gas temperature EGT also reduced to a low reading. Suspecting an engine failure, the commander ordered the landing gear to be retracted. However, since the No 4 engine N1, N2 and fuel flow indications remained normal, the commander decided not to shut down the engine. As the aircraft climbed through 500 ft, the right wing overhead warning light illuminated. At a safe height the flaps and leading edge devices were retracted, control was transferred to the copilot and the flight engineer, monitored by the commander, completed the wing overheat and single generator inoperative check lists. While these were being completed, Heathrow ATC advised that debris had been found on the runway. The commander decided to return to Heathrow and radio vectors were requested for fuel jettison. http://www.deepdyve.com/assets/images/DeepDyve-Logo-lg.png Aircraft Engineering and Aerospace Technology Emerald Publishing

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Publisher
Emerald Publishing
Copyright
Copyright © Emerald Group Publishing Limited
ISSN
0002-2667
DOI
10.1108/eb037153
Publisher site
See Article on Publisher Site

Abstract

TWO incidents are described, both involving bleed air ducts but in dissimilar aircraft with different engines. One incident concerned a Boeing 747136 in which at just after the decision speed V1. a loud bang was heard followed by severe vibration from all four thrust levers. The takeoff was continued normally and the aircraft rotated normally at Vr and entered the climb. The landing gear was not immediately retracted due to the possibility of burst tyres, however, shortly after the aircraft became airborne the No 4 engine generator failure warning lights illuminated, the engine oil temperature indication decreased offscale and the exhaust gas temperature EGT also reduced to a low reading. Suspecting an engine failure, the commander ordered the landing gear to be retracted. However, since the No 4 engine N1, N2 and fuel flow indications remained normal, the commander decided not to shut down the engine. As the aircraft climbed through 500 ft, the right wing overhead warning light illuminated. At a safe height the flaps and leading edge devices were retracted, control was transferred to the copilot and the flight engineer, monitored by the commander, completed the wing overheat and single generator inoperative check lists. While these were being completed, Heathrow ATC advised that debris had been found on the runway. The commander decided to return to Heathrow and radio vectors were requested for fuel jettison.

Journal

Aircraft Engineering and Aerospace TechnologyEmerald Publishing

Published: Sep 1, 1991

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