What Happens When An HPT Lets Go (56k Wng)

Motormouse · Post by **Motormouse** » 08 Jun 2006, 20:32

Thats' why when doing a high power run no-one should stand in line with the rotating parts....

ttfn

Pete

VC10 · Post by **VC10** » 08 Jun 2006, 21:49

Motormouse wrote:Thats' why when doing a high power run no-one should stand in line with the rotating parts....

ttfn

Pete

That's why I do all my engine running from the cockpit these days!

After seeing those photo's I was reminded of when we did high power runs on 707's. If the EPR needed adjusting at the part power position or at the T.O. position we had to walk up to the side of the engine at the applicable power setting and adjust the FCU.

I wonder if we could do that these days with H & S regs?

Dyl Roberts · Post by **Dyl Roberts** » 08 Jun 2006, 22:13

When I have to adjust the Adour FCU or SIFCU, we always do it with the engine running at idle, when testing, we're in a cabin with four bullet proof paynes of glass in case of turbine or compressor failure.

thehappyotter · Post by **thehappyotter** » 08 Jun 2006, 22:18

I'm off to do some training at Rolls-Royce Hucknall tomorrow with work.

I think I shall stay well away from the engine test beds...

Looks rather messy :shock:

andy · Post by **andy** » 08 Jun 2006, 22:26

thehappyotter wrote:I'm off to do some training at Rolls-Royce Hucknall tomorrow with work.

I think I shall stay well away from the engine test beds...

Looks rather messy :shock:

You're OK with the home built, quality stuff. It's the imports you have to watch out for.

Post by **TSR2** » 08 Jun 2006, 23:14

andy wrote:
thehappyotter wrote:I'm off to do some training at Rolls-Royce Hucknall tomorrow with work.

I think I shall stay well away from the engine test beds...

Looks rather messy :shock:
You're OK with the home built, quality stuff. It's the imports you have to watch out for.

Hence why I thought it was GE or P&W... you wouldn't get RR doing that.

TobyV · Post by **TobyV** » 08 Jun 2006, 23:20

Cant remember off hand without checking my book, but I think AA's 767's are CF6-80 equipped. To my knowledge, the only RR RB211-524 equipped 767's are British Airways'. They had initially troubles with long cracks being found in the pylons due to the fact that the RB211-524 weighs about 1 tonne more than the GE or P&W engines offered on the 767 :redface: All long since fixed now though

VEGAS · Post by **VEGAS** » 08 Jun 2006, 23:23

Ben Watson wrote:
andy wrote:
thehappyotter wrote:I'm off to do some training at Rolls-Royce Hucknall tomorrow with work.

I think I shall stay well away from the engine test beds...

Looks rather messy :shock:
You're OK with the home built, quality stuff. It's the imports you have to watch out for.
Hence why I thought it was GE or P&W... you wouldn't get RR doing that.

Oh dear Ben. Perhaps you should'nt of said that! (although I agree 100%!) I feel that Mr Trott will be coming this way..!

Jetset · Post by **Jetset** » 08 Jun 2006, 23:24

Well that's one expensive can opener! Bet the brown adrenalin ran that day! :shock:

Post by **TSR2** » 08 Jun 2006, 23:24

I remember reading somewhere that RR have never lost a civil aircraft due to engine failure.... It was a while ago, and even then I don't know if its true.