Ferrari Mailing List: Re: Initial report on SW flight 1380

[Peter Rychel (dino308gt4]

To me, it seems slightly unusual for a crack to start at such a random location. The fatigue cracks I am more accustomed to always start with some sort of stress-riser like a sharp change in contour (weld undercut, excessive grinding away of material, etc). Could something have struck the fan blade to cause a sharp nick? Unless I’m not reading the report correctly, or visualize an undamaged fan blade next to this one.

 

Also, the requirement for fan blade base lubrication, is this for movement during use, or just to make it easier for removal during servicing?

 

Peter

 

Sent from Mail for Windows 10

 

 

 

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From: Ferrari <ferrari-bounces+dino308gt4=hotmail.com [at] ferrarilist.com> on behalf of Clarence Romero Jr. <clyderomerof4 [at] gmail.com>
Sent: Monday, May 7, 2018 2:28:55 PM
To: PeterGT4
Cc: The FerrariList
Subject: [Ferrari] Initial report on SW flight 1380

 

For those of you interested 

     RF4-4EVR

Scars are Tattoos with better stories !

If you have no enemies, you have no character !

Clyde Romero    

Initial report on SW flight 1380

 

Here’s the money line from the report:

 

The FDR also indicated that the airplane rolled left to about 40 degrees before the flight crew was able counter the roll with control inputs. 

 

The flight crew reported that the airplane exhibited handling difficulties throughout the remainder of the flight. 

 

The captain took over flying duties and the first officer began running emergency checklists. 

 

The captain requested a diversion from the air traffic controller; she first requested the nearest airport but quickly decided on Philadelphia. 

 

Gary B. says: 

 

This clears up the questions of who was at controls and who was on RT.

 

IMHO, Good decision for capt to fly and talk while F/O ran multiple checklist.

 

40 degree bank is somewhat of a big deal in an airliner. Normal bank angle limit is 30 degrees.

 

We do emergency training at 45 degrees, which is really an instrument cross check exercise to maintain level altitude.

 

It wasn’t clear if the pilot descended at a slower IAS that redline due to the structural damage. 

 

Redline would be normal for rapid loss of pressurization. ie get down to 10,000 feet ASAP for oxygen.