There is some additional information from Aviation Week regarding some of the system failures.
Here is the link: http://www.aviationweek.com/aw/generic/s...eyond%20Engines
I have flown the A320 and A330 for Northwest Airlines (Now Delta) and suspect that reports about fuel imbalance were somewhat inaccurate. With the total fuel load on that airplane, even with one engine shut down, there would not be any significant fuel imbalance due to fuel burn on the other 3 engines considering the total flying time after the uncontaminated engine failure.
The A380 Aircraft Hydraulic system is very similar to the A320 and A330 in that there are two systems, yellow and green, with a blue system as backup. Even though the green system normally powers the landing gear functions, the yellow system can also serve the same function through a PTU, or power transfer unit. The blue hydraulic system works through a RAT or Ram Air Turbine and is not dependent on engine or electrical power to supply hydraulic power to the flight controls and landing gear. Braking can be accomplished using the hydraulic accumulators as a backup system to normal and alternate braking.
Overweight landings are not desireable, however performance planning does take into account max gross weight landings without the use of spoilers or reverse thrust.
My biggest concern as a pilot was the loss of the fuel control lever function making it difficult to shut down the #1 engine due to a fire warning. In addtion, there was no capability to discharge any fire extinguishing agent into the affected engine.
I can do without reverse thrust and ground spoilers, but braking is a desired item (which was accomplished through the alternate system). Also desired is a way to close off a fuel supply to an engine that is on fire, plus the ability to discharge fire suppression agents to put out the fire.
Good job by the entire crew. That is exactly why we have more than one pilot in the cockpit. When things start going bad, you need someone to FLY THE AIRPLANE, and another to work the problem. Every once in awhile someone suggests that we don't really need 2 pilots in a commercial flight operation. This event reinforces why we do.
757 Guy
Here is the link: http://www.aviationweek.com/aw/generic/s...eyond%20Engines
I have flown the A320 and A330 for Northwest Airlines (Now Delta) and suspect that reports about fuel imbalance were somewhat inaccurate. With the total fuel load on that airplane, even with one engine shut down, there would not be any significant fuel imbalance due to fuel burn on the other 3 engines considering the total flying time after the uncontaminated engine failure.
The A380 Aircraft Hydraulic system is very similar to the A320 and A330 in that there are two systems, yellow and green, with a blue system as backup. Even though the green system normally powers the landing gear functions, the yellow system can also serve the same function through a PTU, or power transfer unit. The blue hydraulic system works through a RAT or Ram Air Turbine and is not dependent on engine or electrical power to supply hydraulic power to the flight controls and landing gear. Braking can be accomplished using the hydraulic accumulators as a backup system to normal and alternate braking.
Overweight landings are not desireable, however performance planning does take into account max gross weight landings without the use of spoilers or reverse thrust.
My biggest concern as a pilot was the loss of the fuel control lever function making it difficult to shut down the #1 engine due to a fire warning. In addtion, there was no capability to discharge any fire extinguishing agent into the affected engine.
I can do without reverse thrust and ground spoilers, but braking is a desired item (which was accomplished through the alternate system). Also desired is a way to close off a fuel supply to an engine that is on fire, plus the ability to discharge fire suppression agents to put out the fire.
Good job by the entire crew. That is exactly why we have more than one pilot in the cockpit. When things start going bad, you need someone to FLY THE AIRPLANE, and another to work the problem. Every once in awhile someone suggests that we don't really need 2 pilots in a commercial flight operation. This event reinforces why we do.
757 Guy
Last edited: