davetheflyer
New Member
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A possible V1 cut or engine failure with pax? Enjoy the jet, and congrats!
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FL410, you must have put a curse on me, because yesterday, my second day in the airplane, on my second leg, with all of six hours in type, we had an engine failure just after takeoff from GSO (Greensboro NC).
About 200 AGL, mere seconds after slipping the surly bonds of earth, we got a master caution light and message on our EICAS (engine instrument and crew alerting system) that said "right engine exceeded." When I looked at the instruments, the ITT was flashing red. Anything flashing red in a cockpit is generally not a good sign.
We continued to climb to a safe altitude and cleaned the airplane up. The captain, who was the pilot flying, took the radios, and, as I discussed in the "sim training" thread, I ran the QRH checklist for that message.
We reduced thrust on the engine to idle and contacted our dispatch and maintenance on the radio. At idle, the engine cooled to within limits, but the ITT was high enough that we weren't able to use the engine above idle. Since it was within limits, the checklist gave us discretion on whether to shut it down or not. We kept it running, even though it was useless to us.
We turned the airplane around for GSO and got delaying vectors in order to burn off excess fuel since we were over our maximum landing weight. The captain made an uneventful visual approach and landing.
When our maintenance people arrived, they said, in layman's terms, that the engine just decided to stop working. We lost the hot section of the turbines and many of the stator blades. A boroscope inspection revealed that a new engine was required.
That was my second in-flight engine failure. The first was on the Jetstream last year (I had about 50 hours in type at that point). I can say again that after the sim training, dealing with a real emergency is much easier!
A possible V1 cut or engine failure with pax? Enjoy the jet, and congrats!
[/ QUOTE ]
FL410, you must have put a curse on me, because yesterday, my second day in the airplane, on my second leg, with all of six hours in type, we had an engine failure just after takeoff from GSO (Greensboro NC).
About 200 AGL, mere seconds after slipping the surly bonds of earth, we got a master caution light and message on our EICAS (engine instrument and crew alerting system) that said "right engine exceeded." When I looked at the instruments, the ITT was flashing red. Anything flashing red in a cockpit is generally not a good sign.
We continued to climb to a safe altitude and cleaned the airplane up. The captain, who was the pilot flying, took the radios, and, as I discussed in the "sim training" thread, I ran the QRH checklist for that message.
We reduced thrust on the engine to idle and contacted our dispatch and maintenance on the radio. At idle, the engine cooled to within limits, but the ITT was high enough that we weren't able to use the engine above idle. Since it was within limits, the checklist gave us discretion on whether to shut it down or not. We kept it running, even though it was useless to us.
We turned the airplane around for GSO and got delaying vectors in order to burn off excess fuel since we were over our maximum landing weight. The captain made an uneventful visual approach and landing.
When our maintenance people arrived, they said, in layman's terms, that the engine just decided to stop working. We lost the hot section of the turbines and many of the stator blades. A boroscope inspection revealed that a new engine was required.
That was my second in-flight engine failure. The first was on the Jetstream last year (I had about 50 hours in type at that point). I can say again that after the sim training, dealing with a real emergency is much easier!
