What impressed me was when approach told them that they would initially expect the ILS for 13, and the Aer Lingus Pilots immediately knew they were unable to do so because that runway was too short. No "standby while we check our numbers" or anything like that-they immediately knew they needed an ILS and for a longer runway. That's good airfield knowledge and great communication with ATC.
I took off from Gatwick in 2001 in a Boeing 767-300. Weighed max gross of 407,000 pounds. Had 3 loud explosions at gear retraction, from left engine. Flames reported out the front and back of engine. Throttled left engine back a bit, accelerated and compressor stalls ceased. All I can figure, is we had a crosswind from the right, and at rotation, the fuselage blanked some of the airflow going into the turbofan engine (lots of fuel and not the proper amount of ingested air). We dumped fuel, and diverted to Heathrow. Mechanics checked engine for 5 days. Nothing broken, so we 3 pilots ferried it back to the US, where they put a fresh engine on, then overhauled that engine.
Many years ago, heard several engine pops in an American 727 as we were taking off from LaGuardia. Pilot immediately got on the intercom and said compressor stalls...no big thing....and kept on going. Couple of years later I was a passenger in a KC-135 tanker taking off from Newark and the same thing happened as we rolled down the runway. Pilot aborted the takeoff, explaining these engines were newly installed and came from American Airlines. I thought to myself "and I know the exact airplane they came from!". The pilot made his way back to the head of the runway and 10 minutes later we were on our way to Peterson AFB.
Why did ATC say heavy? It was only a flight from Bradley to Boston they didn't need much fuel. Also that engine replacement took a while to fix because the only Big engine supplier in CT is Pratt and Whitney and not GE.
I'm a fueling supervisor at BDL. I was there when this incident happened. I fueled the aircraft when it made its initial diversion here. BOS was having storms, so they diverted here. I fueled it. Then, I thought nothing of it. My boss called us telling us it was coming back. I put on Live ATC and heard that it had a compression stall. Landed safely back here. It took about 9 days for them to fix the engine completely. They had to bring a new one in.
Many years ago I remember being a passenger in an American or Eastern 727 which experienced a compressor stall in the #2 engine during a takeoff roll at JFK. Plenty of time for rejected takeoff, and I was later told that this was not uncommon for 727's taking off in crosswinds.
I believe this is the second engine issue on the right engine of a Shamrock 330 in about 10 days. The other was at JFK. Wonder if it's the same airframe....
Your comment doesn't make sense since it's an engine issue and they are not the engine manufacturer, nor are they responsible for the airlines maintenance or lack there of.
@@foaRIonia You mean the 2 crashes by poorly trained crews out of the literally 1000s of flights that the Max-8 had at that time? It wasn't MCAS it was a training issue pure and simple. No other airline had any issues with MCAS and not one person in the world did either until 2 backwater airlines with poorly trained crews crashed their airplanes. Also, that was also the only 2 crashes of the Max-8 to date, so no, MCAS was not the issue. It was a strawman that they used to go after Boeing, all while ignoring the fact that Airbus had just killed a flight test team on the A400 project because of something similar. So go boo-hoo hoo to someone that cares.
![[REAL ATC] Aer Lingus HYDRAULIC LOSS and FIRE at JFK](/img/1.gif)
Other pilots were very helpful in this situation. Nice to see everyone helping out.
Good guys, that is what it should be, all people in the industry doing what they can, to make flying as safe as possible for you
What impressed me was when approach told them that they would initially expect the ILS for 13, and the Aer Lingus Pilots immediately knew they were unable to do so because that runway was too short. No "standby while we check our numbers" or anything like that-they immediately knew they needed an ILS and for a longer runway. That's good airfield knowledge and great communication with ATC.
I took off from Gatwick in 2001 in a Boeing 767-300. Weighed max gross of 407,000 pounds. Had 3 loud explosions at gear retraction, from left engine. Flames reported out the front and back of engine. Throttled left engine back a bit, accelerated and compressor stalls ceased. All I can figure, is we had a crosswind from the right, and at rotation, the fuselage blanked some of the airflow going into the turbofan engine (lots of fuel and not the proper amount of ingested air). We dumped fuel, and diverted to Heathrow. Mechanics checked engine for 5 days. Nothing broken, so we 3 pilots ferried it back to the US, where they put a fresh engine on, then overhauled that engine.
Many years ago, heard several engine pops in an American 727 as we were taking off from LaGuardia. Pilot immediately got on the intercom and said compressor stalls...no big thing....and kept on going. Couple of years later I was a passenger in a KC-135 tanker taking off from Newark and the same thing happened as we rolled down the runway. Pilot aborted the takeoff, explaining these engines were newly installed and came from American Airlines. I thought to myself "and I know the exact airplane they came from!". The pilot made his way back to the head of the runway and 10 minutes later we were on our way to Peterson AFB.
Why did ATC say heavy? It was only a flight from Bradley to Boston they didn't need much fuel. Also that engine replacement took a while to fix because the only Big engine supplier in CT is Pratt and Whitney and not GE.
I'm a fueling supervisor at BDL. I was there when this incident happened. I fueled the aircraft when it made its initial diversion here. BOS was having storms, so they diverted here. I fueled it. Then, I thought nothing of it. My boss called us telling us it was coming back. I put on Live ATC and heard that it had a compression stall. Landed safely back here. It took about 9 days for them to fix the engine completely. They had to bring a new one in.
Where is the best place at BDL to watch departures and landings?
Yeah if it leads to a compressor surge then that’s very serious it’s not serious the stall as long as pilots know how to handle it
BDL to BOS is a very short flight for an A330.
Flight was originally DUB to BOS, diverted to BDL due to weather
Why is Air Lingus operating a flight from one US market to another US market?
The regularly scheduled flight is between DUB and BOS, but the aircraft had previously diverted from BOS to BDL due to weather.
It’s a reposition
What happened with the United 2024. Why was the approach clearance cancelled and why did they seem to not understand?
They cancelled the approach clearance because of the emergency inbound aircraft. They were getting everyone out of the way.
Many years ago I remember being a passenger in an American or Eastern 727 which experienced a compressor stall in the #2 engine during a takeoff roll at JFK. Plenty of time for rejected takeoff, and I was later told that this was not uncommon for 727's taking off in crosswinds.
I remember when aer lingus planes would always fly to BDL and even air force 1!!!. Nowadays its just boring little planes.
Edit: AER LINGUS IS BACK!
Was thi flight previous rerouted? Or why an Domestic Flight on an Irish Carrier
Yes, previously diverted from BOS due to weather. Normal route is between Dublin and Boston.
This is where B-17 909 crashed, isn't it?
yes
I believe this is the second engine issue on the right engine of a Shamrock 330 in about 10 days. The other was at JFK. Wonder if it's the same airframe....
It’s not. It was EI-EAV in JFK. Also this was in August
Its a cf6 problem.
The luck of the Irish.
Thumbnail says "reGuest", instead of "reQuest"
Nobody said anything about fumes. He said “seems like the right engine”
Well I saw it banging overhead when it took off.
Well, good thing they had their lucky charms
Hi
it should be "panpan-panpan-panpan"
the word repeated is panpan
you don't shout "may-may-may", do you?
cry about it
Great job from the Air Hostess on the radio on the Irish plane.
what
Oh look yet another non Boeing incident. This for those that always post when a Boeing has an incident. Albeit an actual engine incident.
Your comment doesn't make sense since it's an engine issue and they are not the engine manufacturer, nor are they responsible for the airlines maintenance or lack there of.
POINTLESS COMMENT !!!
Boeing doesn’t make the engines…
You seem to easily forget about the deadly accidents caused by Boeing's shady tactics of not disclosing the MCAS.
@@foaRIonia You mean the 2 crashes by poorly trained crews out of the literally 1000s of flights that the Max-8 had at that time? It wasn't MCAS it was a training issue pure and simple. No other airline had any issues with MCAS and not one person in the world did either until 2 backwater airlines with poorly trained crews crashed their airplanes. Also, that was also the only 2 crashes of the Max-8 to date, so no, MCAS was not the issue. It was a strawman that they used to go after Boeing, all while ignoring the fact that Airbus had just killed a flight test team on the A400 project because of something similar. So go boo-hoo hoo to someone that cares.