I would have thought that when the blade separates, it would just punch its way out of the engine due to the centrifugal force involved. However, I could be wrong and I'm happy to be educated.
Trim runs are old world maintenance tasks brother, today you just bolt the donkey on and the digital everything regulates everything else. I remember trimming JT3D FCU's, if you had to trim down three turns you would always trim down five and up two in order to prevent hysteresis.
I am sorry your engine ate itself but at least there was no other fall out associated with it. I wonder if this is a common problem and if there are AD notes against the engine or repeat BSI/NDT tasks to be performed at reduced intervals.
A bit of a long shot but is anyone able to identify this turbine blade or suggest the best way to track it down (engine / stage). I am thinking it will be from a Rolls Royce engine. Cheers and merry Xmas all.
.
On thé surface of the root there should be a part number, tell me the part number and I will check our engine databank.
@Twocats - Looks like it might be an Olympus engine blade (Concorde and Avro Vulcan). That will make it special for me as there is some family history which I can no longer cross check. I never thought to check the root / my eyesight is not the best without a loop. Thanks again and let me know it you can get an exact match.
Yep, it’s coming up as Concorde applicable. Very nice piece to have.
Its a sixth stage compressor blade. The fir tree root is normally reserved for the turbine section but Rolls being Rolls always wanted to do it differently. Most other engine OEMs use a dove tail system in compressor and fir tree in turbine.
Great info, many thanks. The recent engine failure post and being near Xmas got me digging into some family relics, so an already sentimental item just got even more special :0)
I collect turbine engine desktop models, and I have one of these blades in a framed photo signed by the BA Concorde chief pilot and Rod Eddington the then CEO of BA. There is a bunch of stuff always for sale on e-bay but its mostly crap.
More engine fun. Now you have got me rummaging. I think I do know what this one is and again it has similar sentimental value / some family history. I do not think this has any markings or ID. It is Military and from a slightly later project if I am right. It is about 5.5cm long.
.
More engine fun. Now you have got me rummaging. I think I do know what this one is and again it has similar sentimental value / some family history. I do not think this has any markings or ID. It is Military and from a slightly later project if I am right. It is about 5.5cm long.
.
There will normally be an identifying part number either stamped or engraved somewhere on the root. Clean it with Jet A1 or petrol and a toothbrush and something will appear.
It actually looks like someone used an engraver to remove the numbers in the area between the root of the blade and the top of the fir tree. This area will normally never show signs of rubbing or wear so I am guessing in order to give then as gift or souvenirs the identifying number needed to be removed.
as @Longbow mentions, the leading edge and training edge has cooling holes. On modern blades there are multiple cooling holes across both faces of the blade. the NGV (Nozzle Guide Vanes) are the fixed airfoil between the rotating airfoils who have similar holes and air is ducted from the engine and forced through the hollow center to cool the airfoils, normally the cooling air is about 250c temp.
A CFM56-7B (737-800) has 80 T1 blades and each blade in overhauled condition will set you back $10-14,000.00 per blade depending on market availability. Generally you will get 25000 hours and one overhaul before they scrap out, its an expensive business.
….so an already sentimental item just got even more special :0)
Noticed this on the Daily Mail, I would certainly never call it a newspaper but that is another story 🤦
Imperial War Museum Duxford and the largest gathering of different models of Spitfires.
There will normally be an identifying part number either stamped or engraved somewhere on the root. Clean it with Jet A1 or petrol and a toothbrush and something will appear.
It actually looks like someone used an engraver to remove the numbers in the area between the root of the blade and the top of the fir tree. This area will normally never show signs of rubbing or wear so I am guessing in order to give then as gift or souvenirs the identifying number needed to be removed.
as @Longbow mentions, the leading edge and training edge has cooling holes. On modern blades there are multiple cooling holes across both faces of the blade. the NGV (Nozzle Guide Vanes) are the fixed airfoil between the rotating airfoils who have similar holes and air is ducted from the engine and forced through the hollow center to cool the airfoils, normally the cooling air is about 250c temp.
A CFM56-7B (737-800) has 80 T1 blades and each blade in overhauled condition will set you back $10-14,000.00 per blade depending on market availability. Generally you will get 25000 hours and one overhaul before they scrap out, its an expensive business.
