Icelandair B757 returns to KEF..
Join Date: Dec 2006
Location: Essex
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Rb211-535e4
The E4 was a reliable engine but some are getting on for 23 yrs old, the B757 came into operation in Dec 1982 with RB211-535C engines the E4 came in to operation in approx 1985. The cost of a 535E4 shop visit is now $3.5M plus this does not include replacing LLPs ( discs). LLPs are costing an average of approx $0.5M per shop visit. This equates to approx $350 per engine per flight cycle in shop visit maintenance costs, or $700 in engine shop visit costs just for the engine each time the a/c takes off. Currenlty operators are trying to reduce operating costs even more. This exorbitant cost of maintaining the E4 could be a factor that may see E4 reliabilty reduce in coming years. Operators will spend the minimum to refurbish and overhaul the E4 engine.
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So was I particularly unlucky to experience an IFSD as pax on a BA 757 out of LHR back in Oct 1999? I believe that would have been of these RR engines (but correct me if I'm wrong...reasonably well-informed SLF only!)
From a pax point of view, a bit more reassurance from the CC wouldn't have gone amiss. They looked more scared than us, and it was only the calm, "hey we do this all the time in the sim" voice from the flight deck which slowed the adrenaline. The ensuing landing seemed a bit different from normal to me (yeah, I know, I know...) - can someone humour me and tell me whether there are any differences in approach in these circumstances, apart from the obvious compensation for unilateral thrust?
From a pax point of view, a bit more reassurance from the CC wouldn't have gone amiss. They looked more scared than us, and it was only the calm, "hey we do this all the time in the sim" voice from the flight deck which slowed the adrenaline. The ensuing landing seemed a bit different from normal to me (yeah, I know, I know...) - can someone humour me and tell me whether there are any differences in approach in these circumstances, apart from the obvious compensation for unilateral thrust?
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They are differences in the approach, according SOP we have to use Flaps 20 for landing and higher autobrakes settings, it is about 10-20 kts faster than a normal landing depending on the weight and weather conditions(wind/gust).No automatic landing (planned) itīs allowed with 1 eng out. If you miss the engine when you have already selected flaps 30 you continue with that configuration.
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All slightly off thread I think.
From what I hear (VERY reliable source) there was FOD into the engine causing substantial damage.
Handled by the PILOTS with the usual (and expected) consummate skill, turning a genuine emergency (Engine out just after V1) into a safe return, just as they are trained to do (unfortunately that isn't good press!!).
Whatever newspapers say or make up, whatever the state of the Icelandic Krona and Icelandairs Maintenance department, the rights or wrongs of the RB211's, let us for once remember this is a pilots forum and say 'Well done, chaps. Good job!'
It seems when it goes bad it is always the pilots fault, so for once let's glorify in saying that they got this one right, and b*llocks to the rest!
BD
From what I hear (VERY reliable source) there was FOD into the engine causing substantial damage.
Handled by the PILOTS with the usual (and expected) consummate skill, turning a genuine emergency (Engine out just after V1) into a safe return, just as they are trained to do (unfortunately that isn't good press!!).
Whatever newspapers say or make up, whatever the state of the Icelandic Krona and Icelandairs Maintenance department, the rights or wrongs of the RB211's, let us for once remember this is a pilots forum and say 'Well done, chaps. Good job!'
It seems when it goes bad it is always the pilots fault, so for once let's glorify in saying that they got this one right, and b*llocks to the rest!
BD
