Page 23 - Volume 18 Number 3

immediate: the number-two engine was spooling downwith the EGT climbing outof the green. I disconnectedthe auto-throttle and movedthe right throttle smoothly toidle; the EGT fell to a normallevel. At this point, my FORich and I thought that wehad received a strike andmight have damage; he pulledout the QRH (Quick Reference Handbook). We had no fire lights, the airplane was controllable and my ears didn’t indicate a pressure change. This provided comfort that we were still intact. But, that right engine was surely not happy about something. It appeared to be my second-in-a-career MD-80 engine failure.The CrewDepending on the number of times my FA’s push the chime call button, it means different things. I was receiving the number of chimes that meant an immediate reply was needed. The FA’s not only wanted to make sure we knew something had happened, but were also anxious to learn what was going on and what they should do. They forget we pilots can be busy putting out fires – sometimes literally. However, as much as other cockpit warning systems, their observations, input and assistance are an indispensible component of my decision making. We responded quickly: Yes, we know – yep, we were hit – is everything okay back there? Okay, good. Yep, we’re okay up here – don’t know yet, we’re working on it, we’ll get back to you......Normally, lightning will attach to, and exit from, a sharp, pointy part of the plane – like a wingtip or tail. As the airplane flies through the bolt, the lightning reattaches itself along the conductive skin and structures before exiting from another sharp point. While traveling along the skin, a bolt has the potential (no voltage pun intended) to induce electrical current into wires andequipment close to the surface. If any critical systems suffer this effect, such as computers or electronic flight controls, the result can be a challenge. Luckily, my trusty MD-80 is a good-old-fashioned, basic cable and hydraulic masterpiece of airliner engineering. So, what happened to the motor then?For those that have never flown a jet engine, they are about as simple and reliable as any powerplant could be. Compared to a high- compression, turbocharged piston engine with a million moving parts, jet engines are pretty much bullet- proof. Just give them the correct ratio of fuel and air, maintain proper temperatures and speeds, keep a few bearings lubricated and they will happily spin along at 10,000 rpm until the cows come home.Compressor StallTonight, it appeared we had a flame-out, compressor stall, or damage. A flame-out would have decreasing EGT, however, so only a compressor stall or engine damage remained. There was no vibration and both oil temperature and pressure were normal. We agreed it was likely a compressor stall from the shock-wave. After ten seconds at idle, both N1 and N2 (fan and compressor rotation speeds) returned to normal flight-idle parameters and the EGT remained normal. I eased the throttle up in stages until it was even with number one; number two continued to run smoothly within normal parameters and no vibrations.By this time, Rich had run a handful of checklists and I haddeclared the emergency, coordinated with ATC, the FA’s and turned the jet around. I made a PA explaining what they already knew: we had been struck by lightning. I explained that while it was quite common for an airplane to be stuck by lightning – it happens all the time – it’s very unusual for it to causean engine to quit. I assured them that the engine was restarted and everything was fine, but we were going back to DFW to have it checked out and get another airplane. We flew the ILS approach with 1⁄2 mile and sky obscured. Had the engine not returned to normal or been shut down, our single-engine alternate was AUS, where the weather was much better (tongue in cheek) at 200and11⁄2.Compliments and QuestionsThe overweight landing in DFW was smooth and ARFF found no damage. While we waited for a new jet, our passengers were full of compliments and questions; everyone that could make their Chicago connection came with us on the second plane. We loaded up and once again set sail on our two-hour flight...... our two-hour flight. We arrived in Chicago with the weather at 200 and 3⁄4, blowing snow; a couple of hours late, but not o•n the shore of a deserted, desert isle. And my vote? Definitely Mary Ann. T&TKevin Dingman has been flying for 40 years. He’s an ATP typed in the B737 and DC9 with 20,000 hours. A retired Air Force Major, he flew the F-16 then performed as a USAF Civil Air Patrol Liaison Officer. He flies volunteer missions for the Christian organiza- tion Wings of Mercy, is employed by a major airline, and owns and oper- ates a Beechcraft Duke. Contact Kevin at.Dinger10d@gmail.com.MARCH 2014TWIN & TURBINE • 21