Qantas A380 uncontained #2 engine failure
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What the journalist said ..
is a hook to attempt to make a story out of what WE all know to be SOP .. gear lowers by gravity and aerodynamics under these circumstances .. press want to sell newspapers and will stop at nothing to do so. Hence the lack of informed comment .. and lack of tollerence of mindless hacks !! .. feeding their mindless readership in between the next soap presented as a news story ..... next ?
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Originally Posted by infrequentflyer789
The way it's written implies that gravity is in some way unreliable.
Resident insomniac
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Most chainsaw trousers are Kevlar as well...
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Did anyone else just hear the latest news that an expert says the shrapnel that pierced the wing narrowly missed a main wing spar and if it had hit that spar the wing might have actually have come off. I heard this just a few minutes ago on a regular network news station in los angeles.
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Interesting parallel
This is from a a Forum discussing the recent Carnival Cruise ship engine malfunction off SoCalif:
"If memory serves, the two stroke cycle "Jimmy" (GMC) diesel, which has a blower for exhaust scavenging, also has oil pressure to the blower shaft bearings, and if an oil seal adjacent to one of those blower bearings goes out, the engine will run just fine on that lube oil, ever increasing in rpm (read run-away diesel) until the engine finally blows up. They say that this is an especially terrifying situation in the engine room in a ship. Only thing you could do is somehow, quickly and completely choke off the intake air to the run-away engine before it blows up.."
GB
"If memory serves, the two stroke cycle "Jimmy" (GMC) diesel, which has a blower for exhaust scavenging, also has oil pressure to the blower shaft bearings, and if an oil seal adjacent to one of those blower bearings goes out, the engine will run just fine on that lube oil, ever increasing in rpm (read run-away diesel) until the engine finally blows up. They say that this is an especially terrifying situation in the engine room in a ship. Only thing you could do is somehow, quickly and completely choke off the intake air to the run-away engine before it blows up.."
GB
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"...attempt to make a story out of what WE all know to be SOP..."
Good on you, Busdriver. Unfortunately, not all journalists have ATPs. Nor have they been firefighters, or merchant captains or even deck crew, or doctors, or poets or schoolteachers or modern dancers or film producers or Nascar drivers...but every day, they have to write about these things, and they do the best they can. They mean well, believe me.
In fact they mean better and try harder than many of the people who criticize them for lacking specific knowledge in specific areas, though many of these critics are people who couldn't even tell you who won the Nobel Prize for Literature this year, or what a metastatic cancer is, what the argument about charter schools (in the U. S.) is all about or the difference between serial and parallel hybrid cars. Which is what mosst journalists need to be informed about every day.
Actually, your free-falling gear pales in significance against most of them.
Good on you, Busdriver. Unfortunately, not all journalists have ATPs. Nor have they been firefighters, or merchant captains or even deck crew, or doctors, or poets or schoolteachers or modern dancers or film producers or Nascar drivers...but every day, they have to write about these things, and they do the best they can. They mean well, believe me.
In fact they mean better and try harder than many of the people who criticize them for lacking specific knowledge in specific areas, though many of these critics are people who couldn't even tell you who won the Nobel Prize for Literature this year, or what a metastatic cancer is, what the argument about charter schools (in the U. S.) is all about or the difference between serial and parallel hybrid cars. Which is what mosst journalists need to be informed about every day.
Actually, your free-falling gear pales in significance against most of them.
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Hi,
Retired second class marine engineer here..
Dunno from where that come but what I read above is a non-sens
Just check a drawing of a marine diesel engine turbo blower (Brown Boveri or Stal Laval EG) and you will understand.
About overspeed (or overload).. it's auto protections for set immediately the engine in slow down ( not stop!) acting on fuel pumps and inlet forced air and a auto change from heavy fuel to diesel oil .. when T° meet requirement (monitored by the Graviner)
In fact all this is monitored by computer.
The stop of the engine will be performed by a other monitoring if the slow dow process fail.
And finally it's a ultimate mechanical protection if all fail (based on centrifugal force) for stop the engine.
All this apply for main engine or the diesel generators.(expet the fuel change for the diesel generators)
"If memory serves, the two stroke cycle "Jimmy" (GMC) diesel, which has a blower for exhaust scavenging, also has oil pressure to the blower shaft bearings, and if an oil seal adjacent to one of those blower bearings goes out, the engine will run just fine on that lube oil, ever increasing in rpm (read run-away diesel) until the engine finally blows up. They say that this is an especially terrifying situation in the engine room in a ship. Only thing you could do is somehow, quickly and completely choke off the intake air to the run-away engine before it blows up.."
Dunno from where that come but what I read above is a non-sens
Just check a drawing of a marine diesel engine turbo blower (Brown Boveri or Stal Laval EG) and you will understand.
About overspeed (or overload).. it's auto protections for set immediately the engine in slow down ( not stop!) acting on fuel pumps and inlet forced air and a auto change from heavy fuel to diesel oil .. when T° meet requirement (monitored by the Graviner)
In fact all this is monitored by computer.
The stop of the engine will be performed by a other monitoring if the slow dow process fail.
And finally it's a ultimate mechanical protection if all fail (based on centrifugal force) for stop the engine.
All this apply for main engine or the diesel generators.(expet the fuel change for the diesel generators)
Last edited by jcjeant; 12th Nov 2010 at 01:13.
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heck, even the orbiter's landing gear is lowered by gravity.
sounds like somebody's been reading PPRuNe, especially that damage list.
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Hedge36
Or a "53" , "71" or a "149" don't know about the EMD's
Graybeard
That's why they had blower flaps, and also if some numnuts put the governer fork in wrong. Of course the end result was a broken blower shaft, other wise the blower seals would be sucked out and the donk would keep on going until distruction.
In the real big boats they don't use Jimmy's, their to small, except for power generation. If you want above a couple of megs you need to go EMD or what ever the marine stuff is.
any way back to the Rollers.
There's nothing quite as exciting as standing in close proximity to a 8V92 or 16V92 when they overspeed and go grenade
Graybeard
That's why they had blower flaps, and also if some numnuts put the governer fork in wrong. Of course the end result was a broken blower shaft, other wise the blower seals would be sucked out and the donk would keep on going until distruction.
In the real big boats they don't use Jimmy's, their to small, except for power generation. If you want above a couple of megs you need to go EMD or what ever the marine stuff is.
any way back to the Rollers.
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jcjeant
Most diesel engines I know of, shut the engines down by killing the fuel, whether they be mechanical governer or electronic (Injectors). Which is why they have a bad habit of running away when a alternate source of fuel is introduced into the balanced system.
Most notable (notorious I should say) was the Jimmy (AKA GM, Detriot Diesel 2 strokes) That is why they had a blower flap. In the old caterpillar days they used to recommend a large steel plate or even the Manuel be slammed over the intake.
As for the real big marine stuff, I can't say as I have no experiance with them
Most diesel engines I know of, shut the engines down by killing the fuel, whether they be mechanical governer or electronic (Injectors). Which is why they have a bad habit of running away when a alternate source of fuel is introduced into the balanced system.
Most notable (notorious I should say) was the Jimmy (AKA GM, Detriot Diesel 2 strokes) That is why they had a blower flap. In the old caterpillar days they used to recommend a large steel plate or even the Manuel be slammed over the intake.
As for the real big marine stuff, I can't say as I have no experiance with them
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Waaaay off topic, but diesel air-intake shut-offs are common in the oil/gas industry (among others), to be able to kill runaway engines in a gas-rich environment.
Was a factor in the Deepwater Horizon/Macondo blowout in the Gulf of Mexico...
Was a factor in the Deepwater Horizon/Macondo blowout in the Gulf of Mexico...
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Problem solved - part of latest from RR
"These investigations have led Rolls-Royce to draw two key conclusions. First, as previously announced, the issue is specific to the Trent 900. Second, the failure was confined to a specific component in the turbine area of the engine. This caused an oil fire, which led to the release of the intermediate pressure turbine disc."
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Statement from RR:
Trent 900 Update
12 November 2010
TRENT 900 UPDATE
Rolls-Royce is now in a position to provide an update on its statement of
8 November concerning the engine failure on the Trent 900 powered A380
Qantas flight QF32 on 4 November 2010.
Immediately following this incident a regime of engine checks was introduced on
the Trent 900s to understand the cause and to ensure safe operation. These have
been conducted in parallel with a rigorous examination of all available
evidence, including data from the damaged engine and its monitoring system,
analysis of recovered material and interrogation of the fleet history.
These investigations have led Rolls-Royce to draw two key conclusions. First,
as previously announced, the issue is specific to the Trent 900. Second, the
failure was confined to a specific component in the turbine area of the engine.
This caused an oil fire, which led to the release of the intermediate pressure
turbine disc.
Rolls-Royce continues to work closely with the investigating authorities.
Our process of inspection will continue and will be supplemented by the
replacement of the relevant module according to an agreed programme.
These measures, undertaken in collaboration with Airbus, our Trent 900
customers and the regulators have regrettably led to some reduction in aircraft
availability. This programme will enable our customers progressively to bring
the whole fleet back into service.
Safety continues to be Rolls-Royce's highest priority.
For further information please contact:
Investor relations:
Mark Alflatt
Director of Financial Communications
Rolls-Royce plc
Tel: +44 (0)20 7227 9237
[email protected]
Media relations:
Josh Rosenstock
Head of Corporate Communications
Rolls-Royce plc
Tel: +44 (0)20 7227 9163
[email protected]
12 November 2010
TRENT 900 UPDATE
Rolls-Royce is now in a position to provide an update on its statement of
8 November concerning the engine failure on the Trent 900 powered A380
Qantas flight QF32 on 4 November 2010.
Immediately following this incident a regime of engine checks was introduced on
the Trent 900s to understand the cause and to ensure safe operation. These have
been conducted in parallel with a rigorous examination of all available
evidence, including data from the damaged engine and its monitoring system,
analysis of recovered material and interrogation of the fleet history.
These investigations have led Rolls-Royce to draw two key conclusions. First,
as previously announced, the issue is specific to the Trent 900. Second, the
failure was confined to a specific component in the turbine area of the engine.
This caused an oil fire, which led to the release of the intermediate pressure
turbine disc.
Rolls-Royce continues to work closely with the investigating authorities.
Our process of inspection will continue and will be supplemented by the
replacement of the relevant module according to an agreed programme.
These measures, undertaken in collaboration with Airbus, our Trent 900
customers and the regulators have regrettably led to some reduction in aircraft
availability. This programme will enable our customers progressively to bring
the whole fleet back into service.
Safety continues to be Rolls-Royce's highest priority.
For further information please contact:
Investor relations:
Mark Alflatt
Director of Financial Communications
Rolls-Royce plc
Tel: +44 (0)20 7227 9237
[email protected]
Media relations:
Josh Rosenstock
Head of Corporate Communications
Rolls-Royce plc
Tel: +44 (0)20 7227 9163
[email protected]