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Qantas A380 uncontained #2 engine failure

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Qantas A380 uncontained #2 engine failure

Old 24th Dec 2010, 11:45
  #1961 (permalink)  
Join Date: Dec 2010
Location: France
Posts: 10
Yes, the between HP and IP shafts there is a space where the oil can go outwards (red 1 in picture) and follow the IP shaft forwards, there seems to be a labyrinth between the IP and HP shafts at the line from 2 in the picture.

I guess they use the same principle here, a labyrinth sealing with a higher pressure in the space between the HP and IP shaft then the inner bearing area.
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Old 24th Dec 2010, 17:17
  #1962 (permalink)  
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Thanks for the Trent 900 cutaway. Although it is only a sketch as the Trent 500 cutaway was, it gives some indications of changes that were made, particularly in the area of the IPT rotor and Stage 1 LPT nozzle that has been puzzling me.

First, I am pretty convinced that the fire caused by oil leakage (broken feed line) occurred in this area and was the instigator of the subsequent events leading to catastrophic failure of the components in this area of the engine.

In the Trent 500 engine series, there have been two failures in this same area. One failure has been identified as to coking instigating a fire causing the IPT rotor to fail at the disc rear drive arm 580 bolt holes. The second failure (Qantas B-747 out of SFO) is still under investigation by the ASTB, no cause yet given. However, in both cases the failures were uncontained. In both cases the IPT rotor moved rearward wiping out the Stage 1 LPT nozzle ring and the casing holding the nozzle ring as well as eliminating all the IPT rotor blades. In both cases, the IPT disc did not rupture but there was considerable damage to the LPT nozzles and blades as quite a bit of the debris went through the turbine. So why did the IPT rotor disc not rupture on these engines, but did on the Qantas A-380? All three aircraft were in a climb out mode, with the A-380 at an initial stage, the other two at 20,000+ feet altitude. In making the assumption that all three experienced a fire at or around the IPT rotor, the answer may be some changes made in the Trent 900 engine verses what is present in the Trent 500 engine. In particular, note the gap between the IPT rotor blades and the leading edge of the airfoils of Stage 1 LPT nozzle on the Trent 900. Compare it to the gap present on the Trent 500.

In the design of rotor/stator interfaces in this area of the engine, two important considerations must be addressed, fire and shaft breakage. If the rotor is released due to one or the other, the design should assure that the airfoils come in contact first as a breaking mechanism to prevent disc overspeed and subsequent possibility of a disc burst. The reason for this is a term called "False Bearings". If the disc or a portion thereof contacts first, there is sufficient energy present to melt the contact surfaces and momentarily make a low friction bearing long enough to allow overspeed to occur. This liquid metal bearing is referred to as the "false bearing". Often, the LPT nozzle airfoils have their leading edges bowed outward to assure first contact with the IPT rotor blades should a disconnect occur.

Because of the closeness of these airfoils in the Trent 500, blade to nozzle contact prevented IPT disc overspeed. But in the Trent 900, note the Stage 1 LPT nozzle airfoils are more rearward precluding contact and breaking effect before overspeed occurs.

So my thought is the oil fire and temperatures in the cavities "softened the IPT rotor disc, causing the rear drive arm to fail, the rotor moved aft, but the blades didn't contact the nozzle airfoils first causing a disc overspeed condition and subsequent burst.

Turbine D
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Old 26th Dec 2010, 21:08
  #1963 (permalink)  
Posts: n/a
Yes, the Oil Quantity is tapped at the oil tank by a Transmitter operated by the EEC. The conformed signal goes to the Cockpit to appear on the lower ECAM. Green is good, and less than 4 quarts causes the alert, a blink of the prompt. The total capacity is 28 quarts, seven gallons.

The Oil Pressure sensing occurs at the FOHE, and the data is likewise supplied to the lower ECAM screen. Normal display is Green, the needle and Digital signals go Red when the Oil Pressure drops below 25 psi. There is an additional condition that involves relative Oil Pressure to N3 set. If this proportional value drops below its minimum but stays above 25psi, a maintenance message is sent.

Oil Temperature is collected at the scavenge return at the oil tank. An alert trips at predetermined low temps, and/or high temps. These alerts I believe cause an alert in the cockpit, an aural one. In addition, when Temps are out of limits, one gets the "Master Caution".

Last edited by bearfoil; 26th Dec 2010 at 21:28.
Old 27th Dec 2010, 01:24
  #1964 (permalink)  
Join Date: Dec 2010
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I think the problem is that I am too new in this forum. I can´t find the tab that opens the possibility of attachments. So, those interested in my list send me an e-mail. I will send the list then as an attachment ot a normal e-Mail.
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Old 29th Dec 2010, 14:59
  #1965 (permalink)  
Join Date: Mar 1999
Location: UK
Posts: 2,131
As this thread is becoming excessively long and unweildy, and has evolved from Rumours & News into a technical dicussion between a few contributors, it is being closed here and continued in the Tech log forum.

Any further News can be posted as a new thread.

Thread continues here.
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