Typical Bombardier product.

palebird wrote: ↑Fri Mar 20, 2020 3:49 pm Typical Bombardier product.

Didn't the engine come from Pratt ?

goldeneagle wrote: ↑Fri Mar 20, 2020 4:06 pm

palebird wrote: ↑Fri Mar 20, 2020 3:49 pm Typical Bombardier product.

Didn't the engine come from Pratt ?

Shh.

Software.

https://www.flightglobal.com/safety/a22 ... 58.article

Wow it's caused by resonance. Some engineer is getting fired.

Inverted2 wrote: ↑Fri Mar 20, 2020 3:17 pm Just like modern appliances. High tech and efficient but don’t last very long.

Lol,

That sounds exactly like the critics of the “plastic A320” over 30 years ago. It will never last!

All new tech has growing pains. These new geared engines are a huge leap. Give it time.

Maintaince nicknamed the A320 the A360 back in the day. It would go out and need a computer reset. Back to the gate. Reset and leave.

They nicknamed the E190 the E180. It left the gate and needed a computer reset. Back to the gate and stayed.

It’s not an Auto Throttle issue.
It’s an engine issue.

Gino Under wrote: ↑Fri Apr 03, 2020 6:36 am It’s not an Auto Throttle issue.
It’s an engine issue.

Software...

Not a really a software issue, engines are blowing due to internal resonance and vibration. Problem can be addressed by a software load that will prevent the fadec from operating in the range that the resonance occurs.
https://www.flightglobal.com/safety/a22 ... 58.article

But, it’s software that regulates the engine core speeds causing the engine resonance and vibration issue through the FADEC/EEC which are software dependent. The rest is just a bunch of metal bits whizzing around at great speed under high temperature extremes. And it does so very quietly, I might add.
So far, it looks like just the Swiss who’ve had IFSDs on their 300s.
Better safe than sorry.
Are we throwing bombardier under the bus for this one? I noticed some like to, that’s all.
Airbus anyone?

Cheers

Gino Under

Air Baltic as well.

https://www.ainonline.com/aviation-news ... g-shutdown

This post intentionally left blank.

https://www.flightglobal.com/safety/a22 ... 69.article

Often when they try to correct an issue with a software load, it ends up causing a new unforeseen issue.

Seems to be happening to new engines only. These engines are built to such tight tolerances that anything slightly out can cause an issue. Once the engines seem to get some time on them and “loosen up” they seem ok.

It’s a combination software and hardware fix. Word is maybe the fix will be approved by next spring. There is a procedure to climb above FL290 but most companies have decided the risks are not worth the reward.

As for costs, well, at FL290 the burn is similar to an E190 but with 39 more seats and lots more cargo room.

teacher wrote: ↑Sun Jul 05, 2020 7:04 pm Seems to be happening to new engines only. These engines are built to such tight tolerances that anything slightly out can cause an issue. Once the engines seem to get some time on them and “loosen up” they seem ok.

It’s a combination software and hardware fix. Word is maybe the fix will be approved by next spring. There is a procedure to climb above FL290 but most companies have decided the risks are not worth the reward.

As for costs, well, at FL290 the burn is similar to an E190 but with 39 more seats and lots more cargo room.

What companies are those? Disengaging the A/T is too great a risk?

telex wrote: ↑Sun Jul 05, 2020 7:10 pm

teacher wrote: ↑Sun Jul 05, 2020 7:04 pm Seems to be happening to new engines only. These engines are built to such tight tolerances that anything slightly out can cause an issue. Once the engines seem to get some time on them and “loosen up” they seem ok.

It’s a combination software and hardware fix. Word is maybe the fix will be approved by next spring. There is a procedure to climb above FL290 but most companies have decided the risks are not worth the reward.

As for costs, well, at FL290 the burn is similar to an E190 but with 39 more seats and lots more cargo room.

What companies are those? Disengaging the A/T is too great a risk?

They probably aren't afraid of the pilots flying around without AutoThrust. AC encourages it, but if the tolerances are exceeded that will be several million dollars. Best burn a bit more fuel than blow up an engine.

telex wrote: ↑Sun Jul 05, 2020 7:10 pm

teacher wrote: ↑Sun Jul 05, 2020 7:04 pm Seems to be happening to new engines only. These engines are built to such tight tolerances that anything slightly out can cause an issue. Once the engines seem to get some time on them and “loosen up” they seem ok.

It’s a combination software and hardware fix. Word is maybe the fix will be approved by next spring. There is a procedure to climb above FL290 but most companies have decided the risks are not worth the reward.

As for costs, well, at FL290 the burn is similar to an E190 but with 39 more seats and lots more cargo room.

What companies are those? Disengaging the A/T is too great a risk?

Air Baltic is the only one that operates the 300s above FL290