Qantas A380 uncontained #2 engine failure
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Mmm did have my doubts about a contra-rotating HP section but i don't think this is the cause.
To the informed, I speculate a knock on from the recent Singapore engine change and subsequent inspections in the UK.
Rolls Royce are a great British institution, I work with them closely and hope this does not cause too much damage.
To the informed, I speculate a knock on from the recent Singapore engine change and subsequent inspections in the UK.
Rolls Royce are a great British institution, I work with them closely and hope this does not cause too much damage.
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If a disc is allowed to break free then I am not going to sit next to the engine for fear I will get ripped apart...seems front engine standard not same as rear end
Sounds like we need more regulation for engine makers
Sounds like we need more regulation for engine makers
I'd love to see your suggestions on how to protect against an uncontained disc failure, considering the forces involved (hint: 12,000rpm+)I'm disappointed, PPRuNe.
10 pages, and still no METARs?
Standards are slipping.
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Let's put this into perspective. A Fan/Disc failure on the centre engine of a Tri-Jet is a different thing altogether. Cold someone in the know please tell us with authority, just how many accidents (by definition causing injury or death) have occurred on four-engined public transport aircraft following Fan/Disc failure? So as to give a fair comparison, it should differentiate between turbo-jet, high by-pass turbo-jet and the latest turbo fan engines.
This is a genuine question, I simply do not have the facility to research it myself.
This is a genuine question, I simply do not have the facility to research it myself.
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Ancient,
Qantas suspends A380 flights - Yahoo!7
at 2.05 there is vision of the engine running whilst the pax are disembarking.
Qantas suspends A380 flights - Yahoo!7
at 2.05 there is vision of the engine running whilst the pax are disembarking.
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VinRouge:
If an engine was running that does not necessarily indicate that is could not be shut down. Maybe the aircraft had only just stopped and the crew were still in the process of shutting down. Maybe one engine was kept running to provide electrical and hydraulic power until the APU or ground power was available.
I see no evidence to support speculation that the engine was out of control.
If an engine was running that does not necessarily indicate that is could not be shut down. Maybe the aircraft had only just stopped and the crew were still in the process of shutting down. Maybe one engine was kept running to provide electrical and hydraulic power until the APU or ground power was available.
I see no evidence to support speculation that the engine was out of control.
It's pretty clear that they had no control of the No1 eng, but you have to also ask if they had any control of the failed engine, ie did the start master or fire switch actually do anything when selected on the No.2?
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If a disc is allowed to break free then I am not going to sit next to the engine for fear I will get ripped apart...seems front engine standard not same as rear end
Sounds like we need more regulation for engine makers
Sounds like we need more regulation for engine makers
All aircraft safety is a based on the relative probability that something will go wrong. Things do go wrong, but the chances of you being affected are microscopic. If you're looking for 100% safety then it's just not possible.
Maybe it's time to ground Airbuses. They seem to have a dismal record, from the accident in France 'til now... especially as they are such a modern design..
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surge due to bad controls design
given the charred cowl forward of the (most definitely uncontained) turbine failure, it's possible that this was an uncontrolled surge, followed by a disc failure due to overspeed.
modern jet engines have not-so-complicated control systems (PID-a-go-go) attempting to control a very complicated and nonlinear system. my guess is that the engine (during the climb phase, which is a max envelope type of operating area) entered a poorly modeled/unmodeled regime for which the controls system was not correctly designed.
modern jet engines have not-so-complicated control systems (PID-a-go-go) attempting to control a very complicated and nonlinear system. my guess is that the engine (during the climb phase, which is a max envelope type of operating area) entered a poorly modeled/unmodeled regime for which the controls system was not correctly designed.
If an engine was running that does not necessarily indicate that is could not be shut down. Maybe the aircraft had only just stopped and the crew were still in the process of shutting down. Maybe one engine was kept running to provide electrical and hydraulic power until the APU or ground power was available.
I see no evidence to support speculation that the engine was out of control.
So Let's see, Hmm. The engine is running to provide electrical while being flooded by a fire hose ? Come on !!
I see no evidence to support speculation that the engine was out of control.
So Let's see, Hmm. The engine is running to provide electrical while being flooded by a fire hose ? Come on !!
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Only 200 posts before Sharksandwich posted about grounding Airbus
The standards are definitely slipping.
For those who have not seen his posts before, check his history out and you will see a recurring theme...
The standards are definitely slipping.
For those who have not seen his posts before, check his history out and you will see a recurring theme...
Last edited by mannej; 4th Nov 2010 at 16:15. Reason: poor spelling
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Using radio as alternative backup to wires in huge aircraft.
local RF commanded engine shutdown.
No way ! You want to enable terrorists to command a total engine shutdown ?
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I have worked with some military radio equipment, and it is perfectly possible to protect critical radio signals from being jammed using good and old frequency hopping or making decoding of signals too difficult by crypting with impossible key lenghts and changing them sufficiently often via wires until wires are ok. Also, radios must not be active at all during normal operation. If wires are ok, radios are silent. As they use already some ethernet derivative protocol on their plane, it is not so difficult to add alternative channels like radios.
No way ! You want to enable terrorists to command a total engine shutdown ?
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I have worked with some military radio equipment, and it is perfectly possible to protect critical radio signals from being jammed using good and old frequency hopping or making decoding of signals too difficult by crypting with impossible key lenghts and changing them sufficiently often via wires until wires are ok. Also, radios must not be active at all during normal operation. If wires are ok, radios are silent. As they use already some ethernet derivative protocol on their plane, it is not so difficult to add alternative channels like radios.
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A380 grounded
A380 is grounded by Quantus due to one uncontained engine failure so why was the B777 fleet allowed to continue to fly (ETOPS et all) after the BA B777 dual engine failure resulting in a complete power loss?
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Negative,
3 engines are in use:
1) Engine Alliance (EA) GP7270 used by Emirates & Air France
2) Rolls-Royce Trent 970/B used by Singapore Airlines & Lufthansa
3) Rolls-Royce Trent 972/B used by Qantas
Korean has the EA on order and Malaysian the Trent 970.
The Trent 972 is a slightly powerfull version of the Trent 970
3 engines are in use:
1) Engine Alliance (EA) GP7270 used by Emirates & Air France
2) Rolls-Royce Trent 970/B used by Singapore Airlines & Lufthansa
3) Rolls-Royce Trent 972/B used by Qantas
Korean has the EA on order and Malaysian the Trent 970.
The Trent 972 is a slightly powerfull version of the Trent 970
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Sharksandwich is an idiot
Fatal Plane Crash Rate for Selected Airliner Models
This is an engine issue versus an airframe manufacturer issue. Airbus does NOT equal RollsRoyce
This is an engine issue versus an airframe manufacturer issue. Airbus does NOT equal RollsRoyce
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Originally Posted by b00bsmith
surge due to bad controls design
given the charred cowl forward of the (most definitely uncontained) turbine failure, it's possible that this was an uncontrolled surge, followed by a disc failure due to overspeed.
modern jet engines have not-so-complicated control systems (PID-a-go-go) attempting to control a very complicated and nonlinear system. my guess is that the engine (during the climb phase, which is a max envelope type of operating area) entered a poorly modeled/unmodeled regime for which the controls system was not correctly designed.
given the charred cowl forward of the (most definitely uncontained) turbine failure, it's possible that this was an uncontrolled surge, followed by a disc failure due to overspeed.
modern jet engines have not-so-complicated control systems (PID-a-go-go) attempting to control a very complicated and nonlinear system. my guess is that the engine (during the climb phase, which is a max envelope type of operating area) entered a poorly modeled/unmodeled regime for which the controls system was not correctly designed.
The only things that seem fairly sure at this moment are:
1. There was an uncontained engine failure, and
2. It appears to have been impossible to shut down #1 normally after landing
As several people have stated above, there are some parts of the engine where a failure is not expected to be contained due to the high energy of the rotating parts. Therefore the engine is designed so these never experience a failure condition (by operation, maintenance, lifing). Equally it is not feasible to make an aircraft proof against every eventuality or it would be so heavy it wouldn't fly. The FMEA sets the severity of damage against the probability of it happening. The overall risk is mitigated by reducing the probability of the incident not protecting against its effects.
I suspect the investigators will be looking at two main issues.
1. What failed, and why, and is it a one-off?
2. Although the aircraft is not expected to withstand an uncontained engine failure is there sufficient redundancy in the engine control system?
As also indicated above the 'fail safe' condition for loss of signal to the engine control is to continue at last demanded power, it is obviously not a satisfactory condition if a single event can lead to loss of control.
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1toGo -
A380 is grounded by Quantus due to one uncontained engine failure so why was the B777 fleet allowed to continue to fly (ETOPS et all) after the BA B777 dual engine failure resulting in a complete power loss?
Only Quantas and Singapore Air are grounding their fleets voluntarily. The rest of the A380s are not grounded. The 777 fail was different also because it wasn't a brand spankin new airplane. However, in both cases (today and the 777) RR seems to struggle with controls design.
A380 is grounded by Quantus due to one uncontained engine failure so why was the B777 fleet allowed to continue to fly (ETOPS et all) after the BA B777 dual engine failure resulting in a complete power loss?
Only Quantas and Singapore Air are grounding their fleets voluntarily. The rest of the A380s are not grounded. The 777 fail was different also because it wasn't a brand spankin new airplane. However, in both cases (today and the 777) RR seems to struggle with controls design.