posted on May, 31 2015 @ 05:35 PM
a reply to: Blackfinger
Agreed, the Trent 900 is a joy to work on compared to the earlier Rollers, and positively awesome compared to the spaghetti crash of the CF-6 which is
an equally great engine. Its considered a right of passage to carry out mag plug checks on the CF-6 and then lock wire them (sometimes by hand!) for
any green engineer or apprentice. And the RB-211 has some nasty pneumatic line changes that the manual tells you cannot be done without dropping the
engine and de-riveting the hoop plate!
As you should know Blackfinger, the #2 eng T900 on VH-OQA only blew the IP/HP bearing oil feed stub line because RR stupidly went with counter-boring
as a manufacturing technique and totally failed to bother with quality control. This of course led to offset boring mistakes that caused stress
raisers and the eventual catastrophic failure which was attributed to the higher power setting that QF models run in order to get out of LAX's shorter
runways on trans-Pacific flights with high fuel loads. What the public doesn't generally know is that the same oil feed tube also suffered from a
vibration issue that caused the B-nut connection at the turbine case deflector assembly to back off and result in oil loss as well that led to other
inflight shutdowns. Hence the need for lots of SB inspections on said deflector and B-nut for a couple of years to prove that the new deflector, index
marking stripe and safety-cable system worked as planned.
As for the GTF on the A-320NEO, I would be interested to know which seals and clips they are referring too. Although I doubt this will be a major