The level of vibration generated will be altered by engine speed. For a discussion of Engine Vibration malfunction handling also see P&T Engine VIB-ration. While primarily used for condition monitoring, VIB can be useful to identify an engine after foreign object damage, or fan imbalance due icing. Vibration is measured against all rotating cores (N1, N2, N3-RR) and in cases where the specific core causing vibration cannot be identified, an average broad band (BB) indication is given. High Fuel Flow may indicate a Fuel Leak downstream of the Fuel Control Valve, particularly if rotor speeds are normal or low. There is no minimum Oil Quantity, although a quantity below a certain value will activate the inverse display of Oil Quantity as well as the automatic display of Secondary/Compacted Engine Indications. Oil Pressure/Temperature have operating limits (Red Lines). For GE engines the Oil Pressure and Temperature are measured prior to entry into the engine (RR also measures Oil Pressure entering the Engine Core and Temperature leaving the Engine Core). Rapidly fluctuating N2 (N3) can be indicative of an Engine Stall Typically N2 (N3 RR) is used to monitor the engine start/relight sequence the EEC’s use N2 (N3!) as a parameter to identify an engine that has dropped below idle. N2 (N3 RR) High Pressure Compressor Rotor Speed.These include N2 (N3 for RR) Oil Pressure/Temperature/Quantity and Engine Vibration. High EGT can be an indication of:įurther engine parameters can be found on the lower MFD (Multi Function Display or the Compacted Engine Display on Upper EICAS. While thrust setting on takeoff will be determined using a target N1/EPR value, as an engine wears over time the peak EGT during the takeoff roll will increase. Rapid fluctuating N1/EPR can indicate Engine Compressor StallĮGT (Exhaust Gas Temperature) is measured after the final turbine stage of the engine outlet, and is a primary parameter for monitoring engine wear with time.Low N1/EPR can indicate an engine flameout.N1/EPR is representative of engine thrust, and the following indications can be indicative of engine malfunction: Primary engine parameters commence with N1 (Fan Speed – GE) or EPR (Engine Pressure – RR) and EGT. Application of an incorrect procedure / deviation from published correct procedure.Rejected Takeoff above V1 (Startle Factor).Loss of Control (flight path/navigation not adopted in response to the engine malfunction).Typically the following incorrect crew actions have been identified from a comprehensive review of engine malfunction related aviation incidents/accidents: Since simulators are not representative of the accelerations, noise and vibrations that many actual failures generate – your experience base can be miss-leading in terms of what you will actually encounter should your modern high-bypass fan engine malfunction. Most pilots will never see an actual engine malfunction – let alone a failure – in their career hence all experience of this axiomatic checking/training event is from the simulator.
The GE90 boasts an IFSD rate of one shut down per million+ operating hours. The failure rate of the modern jet engine is at an all time low.
0 kommentar(er)
