Saudi 744 engine drops off at CAI
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Saudi 744 engine drops off at CAI
This from yesterday - must be more to this one than meets the eye.....!
A Saudi Arabian Airlines Boeing 747-400, re-positioning flight SV-9302 from Cairo (Egypt) to Jeddah (Saudi Arabia) with 22 crew, rejected takeoff from Cairo ...One of the four engines of a Saudi Airlines passenger aircraft fell on the runway of Cairo International Airport while taxiing for take off.
The outer engine on the right wing of the Boeing 747 dropped off and rolled out to hit the airport's perimeter fencing and leaving a hole in it.The airport was closed for all flight operations as it took two and half hours for the ground staff to clear the runway.The runway was closed for about 2.5 hours until the debris was removed.
The aircraft had brought 416 passengers to Cairo on a charter flight and was scheduled to re-position to Jeddah without passengers.
A Saudi Arabian Airlines Boeing 747-400, re-positioning flight SV-9302 from Cairo (Egypt) to Jeddah (Saudi Arabia) with 22 crew, rejected takeoff from Cairo ...One of the four engines of a Saudi Airlines passenger aircraft fell on the runway of Cairo International Airport while taxiing for take off.
The outer engine on the right wing of the Boeing 747 dropped off and rolled out to hit the airport's perimeter fencing and leaving a hole in it.The airport was closed for all flight operations as it took two and half hours for the ground staff to clear the runway.The runway was closed for about 2.5 hours until the debris was removed.
The aircraft had brought 416 passengers to Cairo on a charter flight and was scheduled to re-position to Jeddah without passengers.
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This report is somewhat different.....
Usually the B747-400 can be identified by winglets on the outer portion of the wings 
Anyway they are improving, last time they lost the whole engine after takeoff in Jeddah and i dont mean Saudia......
Mutt
A Saudi Arabian Airlines Boeing 747-400, re-positioning flight SV-9302 from Cairo (Egypt) to Jeddah (Saudi Arabia) with 22 crew, rejected takeoff from Cairo at low speed around 07:30L (04:30Z) when engine #4 (outer right) failed leaving debris behind on the runway. The airplane slowed safely.
The runway was closed for about 2.5 hours until the debris was removed.
The runway was closed for about 2.5 hours until the debris was removed.
Anyway they are improving, last time they lost the whole engine after takeoff in Jeddah and i dont mean Saudia......
Mutt
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I should imagine the F/O looks out his windows and shouts, Captain, We have lost engine 4!"
Yes my dear son, now get me that checklist!
But captain, we have lost engine 4!!!!!
Yes my dear son, now get me that checklist!
But captain, we have lost engine 4!!!!!
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See this thread for NTSB Report relating to CF6 3rd stage LPT disc failure mode.
Another one bites the dust.
.
Another one bites the dust.
.
Last edited by Spanner Turner; 20th Jul 2010 at 06:26. Reason: For accuracy
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Yes, this acft is GE powered; it was formerly PH-BUU of KLM, although ironically Phuket Air was banned from flying to AMS; I believe the airline is still banned from the EU.
(I think they also had a 743 - possibly this one? - parked at LGW for quite a long time).
(I think they also had a 743 - possibly this one? - parked at LGW for quite a long time).
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I should imagine the F/O looks out his windows and shouts, Captain, We have lost engine 4!"
Yes my dear son, now get me that checklist!
But captain, we have lost engine 4!!!!!
Yes my dear son, now get me that checklist!
But captain, we have lost engine 4!!!!!
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@Mutt
Last time they also didn't loose the "whole engine" but a portion of the LPT module ( like the actual event at Cairo) !
Subject CF6-50E2 engine ( 1st event ) is still sitting at JED if u want to have a look
It's a well known problem ( LPT Stg.3 disk failure ) caused by vibrations due to HPT rotor unbalance. Most often happened due to mid chord burning of HPT Stg.1 blades ( known prob ). Since most of the B747 classic operates have a deactivated AVM system, increased N2 vibrations can't be observed during TAKO and Cruise.
FAA has recently surperseded the initial AD Note for repetitive BSI inspection ( 175 CIS ) and issued AD2010-12-10 calling for a repetitive BSI of 75 CIS + additional checks ( e.g. EGT system etc ) + special instruction in case of TREND shifts or reported vibs.
The new AD Note was issued after the NTSB recommendation to FAA office ( other thread ).
It has ( normally ) nothing to do with bad maintenance or so but with problems on some HPT Stg.1 blade part numbers. If these blades are "burning" down ( like matches ), the N2 system can go into unbalance with an intersetion to the N1 system, causing cracking ( HCF / HAF ) at the outer rim of the LPT Stg.3 disk. So actually the problem is not the LPT stg.3 disk itself as highlighted by the FAA but the final "result" of the HPT blade problem.
Last time they also didn't loose the "whole engine" but a portion of the LPT module ( like the actual event at Cairo) !
Subject CF6-50E2 engine ( 1st event ) is still sitting at JED if u want to have a look
It's a well known problem ( LPT Stg.3 disk failure ) caused by vibrations due to HPT rotor unbalance. Most often happened due to mid chord burning of HPT Stg.1 blades ( known prob ). Since most of the B747 classic operates have a deactivated AVM system, increased N2 vibrations can't be observed during TAKO and Cruise.
FAA has recently surperseded the initial AD Note for repetitive BSI inspection ( 175 CIS ) and issued AD2010-12-10 calling for a repetitive BSI of 75 CIS + additional checks ( e.g. EGT system etc ) + special instruction in case of TREND shifts or reported vibs.
The new AD Note was issued after the NTSB recommendation to FAA office ( other thread ).
It has ( normally ) nothing to do with bad maintenance or so but with problems on some HPT Stg.1 blade part numbers. If these blades are "burning" down ( like matches ), the N2 system can go into unbalance with an intersetion to the N1 system, causing cracking ( HCF / HAF ) at the outer rim of the LPT Stg.3 disk. So actually the problem is not the LPT stg.3 disk itself as highlighted by the FAA but the final "result" of the HPT blade problem.
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Actually,, as the originator of the thread Spanner references, I need to point out a bit of trivia. The original report was an NTSB report with urgent recomendations; These are often the origin of FAA AD's. The FAA can still reject them and do nothing, however unlikely. I'm sure there will be a case argued about the quality of "off-shore" maint.The US carriers will squeal like pigs,,it'll be interesting.
My guess is that it will be a few months before anything regulatory comes of this known-since-conception flaw,, but this will add to the "harsh" side of the judgement scales.
--heracles
My guess is that it will be a few months before anything regulatory comes of this known-since-conception flaw,, but this will add to the "harsh" side of the judgement scales.
--heracles
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I would say the engine is still there, just the jetpipe decided to go it's own way.
I doubt the damage would have been that much more serious at fl370. A big bird like the 747 can handle it. tanks might be punctured and a fe bits of alu missing, but I'd say the craft will make it down in one bit.
Not too long before or after the ElAl 747 in AMS a B707 cargo dropped 2 complete engines over France and landed on a military field in France. Crew escaped by using escape ropes but sadly the craft burned down because it was outside normal ops hours...
You would see these sights ( and worse) at Ostend in the late 80's and early 90's where old tired b707 and DC8's had dropped a complete engine in flight or had on wing engine explosions in flight.
I doubt the damage would have been that much more serious at fl370. A big bird like the 747 can handle it. tanks might be punctured and a fe bits of alu missing, but I'd say the craft will make it down in one bit.
Not too long before or after the ElAl 747 in AMS a B707 cargo dropped 2 complete engines over France and landed on a military field in France. Crew escaped by using escape ropes but sadly the craft burned down because it was outside normal ops hours...
You would see these sights ( and worse) at Ostend in the late 80's and early 90's where old tired b707 and DC8's had dropped a complete engine in flight or had on wing engine explosions in flight.
