QANTAS A380 Uncontained failure.
Usual disclaimers apply!
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In fact the 900 series is the first to have a chip detector that sends messages back to base. It is detailed, along with the other sensors on the engine here..
Mind you the last one I had had so much debris on it the chip counter couldn't add it all up!
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picky perkins
Any admission of a "Vibration Problem" opens up a double container (Maersk Line) of Worms, obviously. No vibration (unaddressed) can be called a "Novelty".
A Pint says the chap who ticked the Box at 48 ft/lbs. will swear he did, and another Pint says He will not even be Interviewed, not even by RR (Plausible Deniability).
What of the Bench Monkey who belched whilst counterboring that horrid Pipe??
Same tick, different box. No Interview.
just sayin'
Curioser and Curioser.
Any admission of a "Vibration Problem" opens up a double container (Maersk Line) of Worms, obviously. No vibration (unaddressed) can be called a "Novelty".
A Pint says the chap who ticked the Box at 48 ft/lbs. will swear he did, and another Pint says He will not even be Interviewed, not even by RR (Plausible Deniability).
What of the Bench Monkey who belched whilst counterboring that horrid Pipe??
Same tick, different box. No Interview.
just sayin'
Curioser and Curioser.
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When a oil tube joint is found loose, it would be natural to assume it wasn't tightened properly during original assembly by the assembly mechanic. That is the obvious and it could be true. It may not have been that it was the assembly mechanic, not tightening it to specification, perhaps his torque wrench was out of order, so the wrench was the culprit. But the history of this particular engine is not be so clear to us. The engine was originally assembled sometime in 2008, so it probably was a Mod A. So during its life, so far, it was probably disassembled and reassembled at least once and maybe twice in going from Mod A to Mod C. But then again, maybe this particular joint wasn't involved during these changes. But then again, there is the not so obvious.
Could it be possible that as a result of making the changes from A to C, a vibration problem (noted in QF32's stub pipe failure, at least partially due to fatigue instigated by vibration) has moved up stream, so to speak? In simple terms, is vibration still affecting an oil supply line to bearings at this engine location, only now on the outside of the engine? Did a properly torqued oil line connection vibrate loose over a period of time? A real possiblility, we will have to wait to see.
Could it be possible that as a result of making the changes from A to C, a vibration problem (noted in QF32's stub pipe failure, at least partially due to fatigue instigated by vibration) has moved up stream, so to speak? In simple terms, is vibration still affecting an oil supply line to bearings at this engine location, only now on the outside of the engine? Did a properly torqued oil line connection vibrate loose over a period of time? A real possiblility, we will have to wait to see.
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This gets more fun as it goes along. Turbine D that was a fabulous answer!
Thank you!
Now the only question I have is just how they were able to manitain level at 38k feet on three engines. Anybody?
This saga is becoming more like a Walt Disney Cartoon everyday.
Somebody should hire these Bayesian people as a circus act. Better still we could have a Jerry Springer special. Airbus vs. The Rest.
Me and you Bear would be security..hahah
Thank you!Now the only question I have is just how they were able to manitain level at 38k feet on three engines. Anybody?
This saga is becoming more like a Walt Disney Cartoon everyday.
Somebody should hire these Bayesian people as a circus act. Better still we could have a Jerry Springer special. Airbus vs. The Rest.
Me and you Bear would be security..hahah
Last edited by DERG; 19th Feb 2011 at 01:34.
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You put together a good list of attributes for a jet engine. Just have to add, check the bolts and fittings twice for proper torque and I think you got it!
Then there is the matter of ratcheting up or ratcheting down. As I type this to you at 8:20 PM US EST, here is a partial listing of the airplanes flying this evening in the world:
332 B-737-800
322 B-737-700
293 A-320
274 B-757
232 B-777
213 A-319
171 B-747-400
160 B-767-300
139 CRJ-100
139 ERJ-145
120 CRJ-200
119 B737-300
71 A-340
And the list goes on to include freighters, other commuter jets and biz jets.
And finally,
9 A-380
So if you take out the B-747's and the A-340's (and the nine A-380's), the world flies on two engine aircraft very successfully. So, I would not ratchet up 4 but down 4.
As a matter of interest, think of all the fuel being used at the moment, and tomorrow, day or night it will be the same.
Then there is the matter of ratcheting up or ratcheting down. As I type this to you at 8:20 PM US EST, here is a partial listing of the airplanes flying this evening in the world:
332 B-737-800
322 B-737-700
293 A-320
274 B-757
232 B-777
213 A-319
171 B-747-400
160 B-767-300
139 CRJ-100
139 ERJ-145
120 CRJ-200
119 B737-300
71 A-340
And the list goes on to include freighters, other commuter jets and biz jets.
And finally,
9 A-380
So if you take out the B-747's and the A-340's (and the nine A-380's), the world flies on two engine aircraft very successfully. So, I would not ratchet up 4 but down 4.
As a matter of interest, think of all the fuel being used at the moment, and tomorrow, day or night it will be the same.
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Another EUREKA moment
This problem is less complicated than we thought.
What we need are MORE vibration sensors. Then we need the soft and hard ware to filter them. Then we need more satellite links to tell the folks on the ground.
The crew do not need to know about nasty bits in the oil so that idea is out the window. They have enough to do as it is.
No..we need another two may be three sensors in the key places. We could then give the Bayesians more data to make better betting conclusions.
Really the cost of adding more sensors is negligable compared to the cost of ignorance. So our pals in accounts can sleep well knowing that the extra few pennies spent...and believe it is pennies...will return a very handsome plus on the warranty costs.
Go forth with this idea and prosper RR we wish you well
What we need are MORE vibration sensors. Then we need the soft and hard ware to filter them. Then we need more satellite links to tell the folks on the ground.
The crew do not need to know about nasty bits in the oil so that idea is out the window. They have enough to do as it is.
No..we need another two may be three sensors in the key places. We could then give the Bayesians more data to make better betting conclusions.
Really the cost of adding more sensors is negligable compared to the cost of ignorance. So our pals in accounts can sleep well knowing that the extra few pennies spent...and believe it is pennies...will return a very handsome plus on the warranty costs.
Go forth with this idea and prosper RR we wish you well
Last edited by DERG; 19th Feb 2011 at 14:50.
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Not too sure about peppering the case with additional Vibe Transducers. Ninety Nine percent of all vibrations produced by this powerplant are known, and catalogued. Even the one percent is not the problem. The problem is a specific and transient Resonant. There is a reason the problems eventuate at specific Thrust, AoA, and Temperatures.
I brought this up on the BA038 thread, relative to fluids Stall at TOGA chat. I also injected it early on in this thread, (Actually the original). The FOHE is a candidate for failure both in cooling/heating capabilities due its position on the Fan Case. Here, the unidentified (though known) Harmonic wreaks its damage in a trail of Wear to all parts in the Core. The OIL Stub Pipe, the Frames, the Fasteners, the Shafts, the Discs, and the Blades. There was an AD for HP airfoil cracking in 2007 for this engine, and no critical part is immune. A reduction (or increase) in Thrust demand might lessen its effect, but will not eliminate it, save in Operational Profiles only.
By the time a Vibration Transducer causes the EEC to relax its demands, the event is merely the last in an increasingly alarming trail of chronic wear. The answer is not even to identify this transient, (this has been done), but to eliminate its cause. This means that an otherwise perfectly serviceable powerplant has a fatal flaw, a self sabotage that needs a re-design. IMHO.
I brought this up on the BA038 thread, relative to fluids Stall at TOGA chat. I also injected it early on in this thread, (Actually the original). The FOHE is a candidate for failure both in cooling/heating capabilities due its position on the Fan Case. Here, the unidentified (though known) Harmonic wreaks its damage in a trail of Wear to all parts in the Core. The OIL Stub Pipe, the Frames, the Fasteners, the Shafts, the Discs, and the Blades. There was an AD for HP airfoil cracking in 2007 for this engine, and no critical part is immune. A reduction (or increase) in Thrust demand might lessen its effect, but will not eliminate it, save in Operational Profiles only.
By the time a Vibration Transducer causes the EEC to relax its demands, the event is merely the last in an increasingly alarming trail of chronic wear. The answer is not even to identify this transient, (this has been done), but to eliminate its cause. This means that an otherwise perfectly serviceable powerplant has a fatal flaw, a self sabotage that needs a re-design. IMHO.
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Why don't RR just start whistling tunelessly while staring into the distance in a distracted manner and deny all knowledge of the 900 which looks like it will cost them a fortune in constant running repairs or litigation.
"Trent 900 ? what's that then? Not one of ours"
"Yes it damn well is it's on the A380"
"Nah can't be. It's two 800s on the outside ends and two 1000s as inners innit?"
"Yes it is now but the A380 started with the 900 and one blew up"
"Don't recall that and it won't be in the official history"
Are the other engines that RR make not capable of being slung on the A380?
Or would the cost to the airline be about the same as fitting GE engines?
Car makers used to produce the occasional lemon (before computers came along) so maybe this is an RR lemon.
In the opinion of the learned gentlemen on here is the engine fundamentally flawed for some reason that other Trents are free from or are the modifications really going to sort it once and for all?
I thought these things were tested to the nth degree before they entered service not after.
"Trent 900 ? what's that then? Not one of ours"
"Yes it damn well is it's on the A380"
"Nah can't be. It's two 800s on the outside ends and two 1000s as inners innit?"
"Yes it is now but the A380 started with the 900 and one blew up"
"Don't recall that and it won't be in the official history"
Are the other engines that RR make not capable of being slung on the A380?
Or would the cost to the airline be about the same as fitting GE engines?
Car makers used to produce the occasional lemon (before computers came along) so maybe this is an RR lemon.
In the opinion of the learned gentlemen on here is the engine fundamentally flawed for some reason that other Trents are free from or are the modifications really going to sort it once and for all?
I thought these things were tested to the nth degree before they entered service not after.
Last edited by Flapping_Madly; 19th Feb 2011 at 17:01. Reason: Spelling
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Well, may as well earn some revenue whilst exploring the "nth degree".
Let's close the circle. Resonance can float a massive Shaft making tens of thousands of Horsepower. Can it "Freeze" (Fluid Stall) a few kilograms of Fuel in the FOHE by virtue of the device's location adjacent this Massive Resonance Maker, otherwise known as the Fan?? I say Yes, and cause synchronous Cavitation in both Engine's Mechanical Pumps as well?? Again, Yes.
Boeing, RR, and the FAA (via NTSB) were unable to produce water Ice in Fuel replicating the vaunted "Fuel Ice" problem of The TRENT 700 in BA and NorthwestAL incidents/accidents. A fuel Path is no less a Shaft than a Steel one. Can Resonant energy "suspend" a Fuel "PLUG" in transit?? Again, I say yes. The AD was to cut down the protrusions of the tubes, ex-tubesheet. However, also commanded were reductions in Thrust to ostensibly "Melt the Ice Plug". Wait, the Engines ran at reduced Thrust after the Cavitation. Right, the Pumps were Toast, and what allowed the Power was Gravity Feed. There was that "Knocking" sound heard by Pax as well. Was that the noise of liberated Fuel Lines rapping on the case??
Funny how a reduction in Thrust also terminates the Resonant.........
I'd like to suggest a newer way to entertain the TRENT problems. Rather than isolating each problem from the Whole, (As in shifting Thread to Spotter's), the best way is to consider the TRENT as "Family", and the problems as siblings, not some easy to marginalize "lone Wolf" that can be marginalized by RR and its puppies into irrelevance.
dons Kevlar
Let's close the circle. Resonance can float a massive Shaft making tens of thousands of Horsepower. Can it "Freeze" (Fluid Stall) a few kilograms of Fuel in the FOHE by virtue of the device's location adjacent this Massive Resonance Maker, otherwise known as the Fan?? I say Yes, and cause synchronous Cavitation in both Engine's Mechanical Pumps as well?? Again, Yes.
Boeing, RR, and the FAA (via NTSB) were unable to produce water Ice in Fuel replicating the vaunted "Fuel Ice" problem of The TRENT 700 in BA and NorthwestAL incidents/accidents. A fuel Path is no less a Shaft than a Steel one. Can Resonant energy "suspend" a Fuel "PLUG" in transit?? Again, I say yes. The AD was to cut down the protrusions of the tubes, ex-tubesheet. However, also commanded were reductions in Thrust to ostensibly "Melt the Ice Plug". Wait, the Engines ran at reduced Thrust after the Cavitation. Right, the Pumps were Toast, and what allowed the Power was Gravity Feed. There was that "Knocking" sound heard by Pax as well. Was that the noise of liberated Fuel Lines rapping on the case??
Funny how a reduction in Thrust also terminates the Resonant.........
I'd like to suggest a newer way to entertain the TRENT problems. Rather than isolating each problem from the Whole, (As in shifting Thread to Spotter's), the best way is to consider the TRENT as "Family", and the problems as siblings, not some easy to marginalize "lone Wolf" that can be marginalized by RR and its puppies into irrelevance.
dons Kevlar
Last edited by bearfoil; 19th Feb 2011 at 17:35.
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The "nth degree" reveals itself, not when you are looking for it, but only when the circumstances that trigger it, co-join to announce its presence.
Whether its resonance, cavitation, 'ice-making' through unforeseen expansion, or fire due to faulty seals / fractured lube oil lines, its the critical "nth degree" that conspires to trap even the most savvy. Simply design to prevent it. Yep, but you have to appreciate what those conditions might be, before you can even start thinking of a programmable routine that will identify a problem.
So, ultimately there will always be a "nth degree" lurking to bite you in the b
m when least suspected.
In the case of QF32, from the moment that climb thrust was set, an abnormal "trend" was apparent in the monitored conditions of No.2 when compared with the averaged data monitored from the remaining three engines. A simple comparison routine would have revealed a potential "nth degree" was developing at least a minute before the proverbial hit the fan.
Whether its resonance, cavitation, 'ice-making' through unforeseen expansion, or fire due to faulty seals / fractured lube oil lines, its the critical "nth degree" that conspires to trap even the most savvy. Simply design to prevent it. Yep, but you have to appreciate what those conditions might be, before you can even start thinking of a programmable routine that will identify a problem.
So, ultimately there will always be a "nth degree" lurking to bite you in the b
m when least suspected. In the case of QF32, from the moment that climb thrust was set, an abnormal "trend" was apparent in the monitored conditions of No.2 when compared with the averaged data monitored from the remaining three engines. A simple comparison routine would have revealed a potential "nth degree" was developing at least a minute before the proverbial hit the fan.
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Or would the cost to the airline be about the same as fitting GE engines?
From an Airbus ceremony in Toulouse, France, December 2010:
“The GP7200 engine has been performing very well on the A380,” said Alain Flourens, Airbus Executive Vice President, A380 Program. “We congratulate the Engine Alliance on its 100th Engine milestone and look forward to many more engine deliveries to come.” The GP7200 powers the Airbus A380 aircraft, and the 100th engine is destined for Korean Air's first A380. The airline is expected to take delivery in May 2011. There are 19 GP7200-powered A380s in service. EA launch customer Emirates began operating the aircraft in August 2008 and received its fifteenth A380 on November 30. Emirates is Airbus' largest A380 customer with orders for 90 of the super-jumbo aircraft. Air France entered service with the GP7200-powered A380 in late 2009 and has four A380s in its fleet and eight more on order. Other GP7200 customers, in addition to Korean Air, include Etihad Airways, Air Austral and International Lease Finance Corporation (ILFC).
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The GP7200.This is not good reading for RR then:-
Trent 900 vs. GP7200: Competitive pressures getting too hot? The k2p blog Bit of a morbid article .
Or. Was the Trent 900 that disintegrated just a rogue engine and while other copies may have problems and need close attention they are generally behaving themselves. And as time goes by and operating experience increases this incidence will assume its correct importance in the scheme of things.
This and the other thread have been immensely interesting and instructional. Do the guys at RR and Airbus read it do you think?
Trent 900 vs. GP7200: Competitive pressures getting too hot? The k2p blog Bit of a morbid article .
Or. Was the Trent 900 that disintegrated just a rogue engine and while other copies may have problems and need close attention they are generally behaving themselves. And as time goes by and operating experience increases this incidence will assume its correct importance in the scheme of things.
This and the other thread have been immensely interesting and instructional. Do the guys at RR and Airbus read it do you think?
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Turbine D
Please explain to me why the 800 or 1000 would not be suitable. They have as much thrust if not more. What makes the 900 the only RR engine for the A380 ?
Thank you. (Remember I'm only SLF)
Please explain to me why the 800 or 1000 would not be suitable. They have as much thrust if not more. What makes the 900 the only RR engine for the A380 ?
Thank you. (Remember I'm only SLF)
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Hi. the Trend (T?) was monitored, but keep in mind the EEC must command different settings for each engine to get normed Thrust across the wing. Also, to make a statement such as that means we need to fault the Aircrew for acting late. They did NOT. The EEC commands the engines, to include Monitoring. Each DEP is different, but only in Memory, it is tailored to each powerplant individually, due each engine's "personality" after Test.
Your statement is open ended, did you mean the "Monitoring" was not done (By Crew)? Or did you mean the Monitoring was done, but too late for the crew or the EEC to act (The Machine).
This engine may have Three completely failed Shafts, but the EEC will "Make Up" an RPM to send to the cockpit for the LP and IP, and pour fuel by the actual RPM of the HP Rotor. I am not kidding, and I apologize for bringing up the "Dilemma".
Smilin' Ed
You are jesting, No?
Turbine D
Emirates speced the GP briskly, without so much as a nod to Derby. Some have said they knew something......
Flapping Madly
k2p blog have a bit of an attitude re: RR. (Who, Me?)
Hi. the Trend (T?) was monitored, but keep in mind the EEC must command different settings for each engine to get normed Thrust across the wing. Also, to make a statement such as that means we need to fault the Aircrew for acting late. They did NOT. The EEC commands the engines, to include Monitoring. Each DEP is different, but only in Memory, it is tailored to each powerplant individually, due each engine's "personality" after Test.
Your statement is open ended, did you mean the "Monitoring" was not done (By Crew)? Or did you mean the Monitoring was done, but too late for the crew or the EEC to act (The Machine).
This engine may have Three completely failed Shafts, but the EEC will "Make Up" an RPM to send to the cockpit for the LP and IP, and pour fuel by the actual RPM of the HP Rotor. I am not kidding, and I apologize for bringing up the "Dilemma".
Smilin' Ed
You are jesting, No?
Turbine D
Emirates speced the GP briskly, without so much as a nod to Derby. Some have said they knew something......
Flapping Madly
k2p blog have a bit of an attitude re: RR. (Who, Me?)
You are jesting, No?
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Hmm... It is exactly like asking MacDonalds to take up the slack for a foundering competitor.
Eliminating the T9 on the Whale would be the Death Knell for RR.
Not that they don't face it already.
It is a long discussion, and I've had it before, Rolls couldn't sell Cracker Jacks Charms if they lost the TRENT. The only reason the 9 would be terminated is if it kills someone. There is no "Out of the Blue" any longer. The AD's spoilt that bromide. The latest cage of #4 972 (Qantas) may be non survivable. There are no lemons in Aviation, only metallic Cyanide Pills.
Hiding in innocence of new limits (Comet), or even loss of wings (C5-MIL) the game is up. Rolls knows why, and in desperation to maintain a facade, is pretending like it is a "Mystery". "New and Unknown Fuel Characteristics"?? "Misbored Pipes" ?? Faulty Bearings, etc. etc. The Public seems docile because they are ignorant. When they find out they've been had, the "World is not Enough".. just sayin'
Eliminating the T9 on the Whale would be the Death Knell for RR.
Not that they don't face it already.
It is a long discussion, and I've had it before, Rolls couldn't sell Cracker Jacks Charms if they lost the TRENT. The only reason the 9 would be terminated is if it kills someone. There is no "Out of the Blue" any longer. The AD's spoilt that bromide. The latest cage of #4 972 (Qantas) may be non survivable. There are no lemons in Aviation, only metallic Cyanide Pills.
Hiding in innocence of new limits (Comet), or even loss of wings (C5-MIL) the game is up. Rolls knows why, and in desperation to maintain a facade, is pretending like it is a "Mystery". "New and Unknown Fuel Characteristics"?? "Misbored Pipes" ?? Faulty Bearings, etc. etc. The Public seems docile because they are ignorant. When they find out they've been had, the "World is not Enough".. just sayin'
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Flapping Madly
I think the bottom-line to this question is SFC (specific fuel consumption). When Airbus decided to examine the possibility of building a new long range transport, larger than the B-747-400, Airbus went to work internally on the design. They came up with everything new, especially the wing. As part of this wing development they tested various designs and eventually tested the best candidate with various nacelle designs, before settling on the final nacelle shape and size. Then they went to the engine suppliers with a recipe of ingredients they needed, particularly to achieve the maximum range goal of the aircraft. The engines had to:
- Produce 70K lbs. of thrust with some growth potential
- The engines had to fit inside the designed nacelle
- The engines had to have a SFC capable of delivering the maximum range plus minimum reserves.
- The engines should not weigh more than "X" and it must attach to the pylon at these points.
- And there were many more technical requirements such as noise.
Pratt and GE were unsure of the market size and neither thought they wanted to spend $2B US to develop an engine in a marketplace that could be divided up three ways. No one had an engine that met Airbus' requirements. So Pratt and GE decided to form a new company (Engine Alliance) and take the best of the PW4000 and the GE90 and come up with a design to meet requirements.
Rolls Royce decided to develop the Trent 900 with some technology coming from the previous family of Trents, some new features.
And IMHO, this is how it got started. The biggest challenge was SFC, especially for Rolls Royce. Traditionally, 3 spool engines (Trents) are shorter than two spool engines (GE or PW) and when contained in shorter nacelles, overcome a deficiency in SFC compared to a longer engine that has good SFC. But the Airbus A-380 has longer nacelles aerodynamically matched to the new wing.
So if you look at SFC:
GE90 SFC (SLS) 8.30 mg/N-s (cruise)
Trent 882 SFC (SLS) 15.66 mg/N-s (cruise)
Cruise at altitude is where most of the fuel is burned in long range flights.
The Trent 800 probably wouldn't meet the SFC target.
So the GP7200 uses a GE90 core with a PW fan and LP turbine.
Rolls Royce had a big challenge and needed all the best of the new technology to narrow the gap, and for the most part new technology worked with the Trent 900 to meet the SFC target.
The Trent 1000 came along later specifically designed to meet the Boeing 787
Requirements and as such, may not meet the A-380 requirements.
This represents my best estimations of this and it could be wrong
(disclaimer).
Please explain to me why the 800 or 1000 would not be suitable. They have as much thrust if not more. What makes the 900 the only RR engine for the A380 ?
- Produce 70K lbs. of thrust with some growth potential
- The engines had to fit inside the designed nacelle
- The engines had to have a SFC capable of delivering the maximum range plus minimum reserves.
- The engines should not weigh more than "X" and it must attach to the pylon at these points.
- And there were many more technical requirements such as noise.
Pratt and GE were unsure of the market size and neither thought they wanted to spend $2B US to develop an engine in a marketplace that could be divided up three ways. No one had an engine that met Airbus' requirements. So Pratt and GE decided to form a new company (Engine Alliance) and take the best of the PW4000 and the GE90 and come up with a design to meet requirements.
Rolls Royce decided to develop the Trent 900 with some technology coming from the previous family of Trents, some new features.
And IMHO, this is how it got started. The biggest challenge was SFC, especially for Rolls Royce. Traditionally, 3 spool engines (Trents) are shorter than two spool engines (GE or PW) and when contained in shorter nacelles, overcome a deficiency in SFC compared to a longer engine that has good SFC. But the Airbus A-380 has longer nacelles aerodynamically matched to the new wing.
So if you look at SFC:
GE90 SFC (SLS) 8.30 mg/N-s (cruise)
Trent 882 SFC (SLS) 15.66 mg/N-s (cruise)
Cruise at altitude is where most of the fuel is burned in long range flights.
The Trent 800 probably wouldn't meet the SFC target.
So the GP7200 uses a GE90 core with a PW fan and LP turbine.
Rolls Royce had a big challenge and needed all the best of the new technology to narrow the gap, and for the most part new technology worked with the Trent 900 to meet the SFC target.
The Trent 1000 came along later specifically designed to meet the Boeing 787
Requirements and as such, may not meet the A-380 requirements.
This represents my best estimations of this and it could be wrong
(disclaimer).
Last edited by Turbine D; 20th Feb 2011 at 00:26. Reason: Added addresse
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Bearfoil;
It wasn't apparent to me that I was implying the crew should have monitored for the trend. No, the trend monitoring would have revealed the abnormality IF the EEC had a routine for doing so.
At this stage, it is after the fact. Done before, may have provided a different set of facts.
It wasn't apparent to me that I was implying the crew should have monitored for the trend. No, the trend monitoring would have revealed the abnormality IF the EEC had a routine for doing so.
At this stage, it is after the fact. Done before, may have provided a different set of facts.
Last edited by mm43; 20th Feb 2011 at 05:21.
Bear:
It could also impact Qantas and anyone else who is dependent on the long-range fuel specifics promised by RR for the A380. If the T9s and other large RR engines keep having catastrophic failures (or having to be shut down due to impending failure), and fuel prices continue to escalate, everyone, airlines, EADS, and RR will suffer. We may be on the threshold of the scenario put forth in the k2p blog where one engine supplier inherits a monopoly.
Hmm... It is exactly like asking MacDonalds to take up the slack for a foundering competitor.
Eliminating the T9 on the Whale would be the Death Knell for RR.
Eliminating the T9 on the Whale would be the Death Knell for RR.