Bad week for Thomson

Similar to the B777, but no specific N1 percentage specified:

Takeoff Procedure
Do the normal Takeoff Procedure with the following modification:

When engine anti-ice is required and the OAT is 3°C or below, the takeoff
must be preceded by a static engine run-up. Use the following procedure:

Run-up to as high a thrust setting as practical and confirm stable
engine operation before the start of the takeoff roll.

Gentlemen,

Copied from the non-normal checklist, operational procedures, cold weather operations section;

Do the normal Before Takeoff procedure with the following :
modifications:

: Flaps……………………………Takeoffposition

: Before Takeoff checklist …………………..Complete

: Holdover time………………………….. Review :
If necessary inspect wing visually just prior to takeoff. :

Do the normal Takeoff procedure with the following modification: :

Static engine run-up . . . . As high as practicable up to 60% N1 :

If engine A/I is required and OAT ≤ 3°C run-up for 30 sec.
and confirm stable engine operation.

The engines idle at around 33% and the aeroplane will move, up to around 170 tonnes plus with the brakes off, at that “idle” power setting. Thus up to 60% N1 is an awful lot of wellie for a static airframe; hence the Capt’s PA.

Most of my fellow “Biggles” chums do try to explain beforehand, but sometimes there is a lot going on and it isn’t possible.

Reckon this probably explains Wilag’s flight.

Ndege.

Cking just to let you know we were at Manchester heading out to Barbados so I don’t think runway was an issue. It was along blooming flight as well, was suppose to be 8.5 hours ended up just a tad short of 11.

Sorry I miss read that bit:o

Cking

If the turn round was 75 minutes I very much doubt that any engine related components were changed. (Ten minutes to open and correctly close the cowlings, Half an hour for the red hot engine to cool enough to work on it, fifteen minutes to do the paperwork Ten minutes to drink tea etc, etc)
Also doing an engine run to leak check or validate a component with passengers on is a no-no.
I suspect the reason you were treated to the high power run was that it would have been full of fuel, passengers and luggage full of straw donkeys. I don’t know about the runway length at Cancun but it would have been hot so the aircraft would have been heavy and Biggles would have wanted to know that he could get full power before he let his brakes off.
As for de icing the engine I have never heard of that procedure myself so I can’t coment.
At full power a 767 will jump about a bit, GREAT WASN’T IT!!!!
Rgds Cking

It may remain a total mystery on why this happed, Cking just to let you know we were at Manchester heading out to Barbados so I don’t think runway was an issue. It was along blooming flight as well, was suppose to be 8.5 hours ended up just a tad short of 11.

See the mistake Greyarea, “2010” it was indeed,

If the turn round was 75 minutes I very much doubt that any engine related components were changed. (Ten minutes to open and correctly close the cowlings, Half an hour for the red hot engine to cool enough to work on it, fifteen minutes to do the paperwork Ten minutes to drink tea etc, etc)
Also doing an engine run to leak check or validate a component with passengers on is a no-no.
I suspect the reason you were treated to the high power run was that it would have been full of fuel, passengers and luggage full of straw donkeys. I don’t know about the runway length at Cancun but it would have been hot so the aircraft would have been heavy and Biggles would have wanted to know that he could get full power before he let his brakes off.
As for de icing the engine I have never heard of that procedure myself so I can’t coment.
At full power a 767 will jump about a bit, GREAT WASN’T IT!!!!
Rgds Cking

Was thinking along those lines as we had to be de-iced, was Dec 2011….

Are you sure it was a B767, and not a TARDIS? 😎

Ndege, Was thinking along those lines as we had to be de-iced, was Dec 2011I wasn’t to bothered by all this, was quite good fun holding the brakes as she was jumping around, but I think for the benefit o fall others maybe Mr Captain should of explained this, thanks for the update anyway.

Wilag,

When was the flight you mention? If it was in the winter, or if inclement conditions existed, which could cause engine icing to occur, under those circumstances an engine run-up is required. Checking stable engine parameters is part of that process.

When you follow that procedure, it certainly does rattle around a bit.

Cheers,

Ndege.

Yeh it was actually SFB-LTN however it should be going back into service at either MAN tonight or LGW tommorow morning.

Noticed on flightaware g-oobm came back from pittsburg to manchester last night too.

G-OOAN flew into LTN yesterday evening at around 6:15, under flight code Tom9015, with a route of egcc – gvba? The flight path looked more like she was heading back from Florida. A lot bigger than the usual a/c we get coming into LTN!

wilag, sounds like a high powered engine run. If so, maintenance would have been done on an engine component or an engine related system during the turn around that required validation with a high powered engine run. Essentially, they would have been ran to (or close to) take off power but with the brakes firmly on to stop you going anywhere. I’d guess it was essential maintenance that had to be done during the turn around. They can’t do it at the gate because of airport operations.

G-PJLO

Doesnt seem to be looking too bad inside these days -> Photo Here

It looks ok in a picture, but when you get on board and start notice things are a bit different. Don’t get me wrong, the seat pitch and the 2x3x2 is very good, just the general cabin condition was woeful, seat back tables with missing clips were wedged in with paper, arm rest broken which pointed floor bound, flickering lights and much more without going into full detail. The other strange occurrence which someone with an engineering or pilot back ground might want to answer.
Our 767 came in from Cancun, was on stand for a round 75 mins “we were already into a four hour delay”. We boarded and taxied to 25R at Manchester, lined up then a PA from upfront which went something like this “ ladies and gentlemen just to let you know we will be powering up the engines for 30 seconds and holding the brakes, the aircraft will bounce and twitch a bit, this is just to check the engine parameters. If ok we will continue as normal”
I have never heard this before or experienced this sat there engines screaming and our 76 was jumping all over the place then 30 sec later we shot off. They were a few worried faces I can tell you.

It’s just their turn in the barrel! The second best aircraft engineer I know works for them (My brother:D) and he wouldn’t let a bad aircraft fly.
Next week it will be someone else’s turn.

Rgds Cking

G-PJLO

Doesnt seem to be looking too bad inside these days -> Photo Here

What’s gone wrong with her now, as I said inside was grotty and panels were coming away from the roof, some of the lights inside were out or flickering, IFE was bust and had been for some time so we were told? Wonder if she is the Friday afternoon plane of the bunch? Funny I think I am correct but isn’t PJLO the only one without winglets.

Jethros has it down as -W but i dont think she is at the moment. I think LO is the first one ear marked to go after the 787’s arrive so i wonder if they think its not worth spending as much on the interior.

PJLO is stuck in Cancun now too.

What’s gone wrong with her now, as I said inside was grotty and panels were coming away from the roof, some of the lights inside were out or flickering, IFE was bust and had been for some time so we were told? Wonder if she is the Friday afternoon plane of the bunch? Funny I think I am correct but isn’t PJLO the only one without winglets.

And an appearance on BBC’s Watchdog as well. What a week!

PJLO is stuck in Cancun now too.

I never said it was, I just said they’ve been unlucky…

Why is the 767 to blame for a bird strike ?