Quote from beardy:
"IF it's a software problem AND it's the same software on both engines I would have expected that to impinge on ETOPs certification since the risk of the second engine doing the same thing is higher than if it were a mechanical (as opposed to design) fault. ETOPs is defined by acceptable risk of the other engine failing within a set time period and whilst demonstrated failure rate is a very good metric it should not, IMHO, be considered in isolation."
That's a very powerful argument, IMHO.
In which case, are FADEC software updates permitted to be introduced simultaneously on the two engines of a given a/c? (Or, for that matter, simultaneously on all the engines of a/c with 3 or 4 engines?) As beardy implies, introducing faulty software could cause a failure on the first flight, whereas a mechanical failure caused by faulty manufacture and/or wear and tear is a different matter. It would be comparable to allowing one mechanic to change the chip detectors on both engines on the same turnround...
One hopes the loss of the A400M on a test flight due to a FADEC problem has focussed minds across the industry?
Last edited by Chris Scott; 24th Oct 2015 at 12:56.