Incidents Moteurs présumés

Fennec a écrit: Bonsoir,

Concernant le B 767-300 de Transaero :

Rien à dire de plus sur l'incident, à ce stade

Mais, d'après une source, il s'agirait d'un modèle 767- 3P6(ER), ce qui correspond dans le catalogue Boeing à deux moteur GE CF-6 80C2B4.

Même modèle que les ex Mexicana, Gulf Air. Ça doit "parler" à quelques uns... !

Juste une correction éventuelle. Les IFSD devant être attribués au motoriste adéquat. :o

• RR déclare ses incidents avec promptitude ;
  
• GE et P&W le font avec beaucoup moins de promptitude, ...mais dans un degré bien moindre que celui qui réfléchit les habitudes de GE ;
  
• ce sont des cas de GE, allant jusqu'à > 2 ans de masquage, qui ont incité le NTSB à mettre GE sous surveillance rapprochée, et, en même temps la FAA, qui avait été juge coupable de laxisme, voir favoritisme, dans ses travaux et conclusions et recommandations , à tel point que même la Maison Blanche / la Présidence des USA (-G. W. BUSH) est intervenue pour veiller à ce que des têtes tombent au sein de la FAA , ...... ce qui fut fait !
  

Pas la peine de se perdre dans les détails gênants ! Ce n'est pas le but !

Jeannot a écrit:Qantas pourrait reprendre les vols 380s sur LAX dès le 17 janvier.

Qantas set to resume A380 flights to LA

Australia's Qantas Airways is set to announce this week the resumption of its Airbus A380 flights to Los Angeles from January 17, the Australian Financial Review said on Wednesday in an unsourced report.
The airline grounded its super jumbo fleet after a Rolls-Royce engine disintegrated mid-flight in November, but it has resumed A380 flights to London.
Qantas declined to confirm the report on resuming flights to Los Angeles, one of its most-profitable routes but the longest served by its A380s.
"We are working towards resuming services to Los Angeles as soon as possible based on the advice from our engineering department and stakeholders, but we are not in position to make a comment yet," a company spokesman said.
The airline is expecting the delivery of a new Airbus A380 in January, which will bring its super jumbo fleet to eight.
One of its A380s remains under inspection while the aircraft involved in the November incident is being repaired.
Qantas shares have lost nearly 14 percent since the engine explosion.

A confirmer...

[Vous devez être inscrit et connecté pour voir ce lien]

Angolan carrier TAAG is working with General Electric to determine the root cause of two engine events on the airline's Boeing 777-200ERs.

One event, according to the US National Transportation Safety Board, was on 6 December.

The board says the GE90-powered aircraft suffered a low-pressure turbine failure in the number two engine after take-off from Portuguese capital Lisbon.

The flightcrew performed a turnback and landed without any injuries.

The NTSB says turbine blades were reportedly expelled from the rear of the engine over a populated area.

GE says it is working with the carrier, after local reports from Angola said that TAAG grounded its three 777-200ERs after another incident on 23 December involving a GE90 shortly after take-off from Luanda on a flight to Dubai.

Jeannot a écrit:Je savais bien que cet article de Leeham provoquerait l'ire de notre ami Sevrien mais ainsi il ne reste pas sans réponse...

Rolls-Royce, the global power systems company, and British Airways have completed contracts for Trent 900 and Trent 1000 engines to power up to 61 new wide-body aircraft.

The order, originally announced in September 2007 and worth in excess of $5 billion at list prices if all options are exercised, is for Trent 900 engines to power 12 Airbus A380 aircraft, with a potential additional seven options, and Trent 1000 engines to power 24 Boeing 787 Dreamliners, with 18 options. The contracts include TotalCare long-term support agreements.

Willie Walsh, Chief Executive Officer, British Airways, said: “We are delighted to have concluded these contracts, which position British Airways strongly for the future. We have had a long and positive relationship with Rolls-Royce, and we look forward to continuing to work with them in the future. We believe the support of the Rolls-Royce TotalCare package will significantly benefit British Airways operations.”

Sir John Rose, Chief Executive, Rolls-Royce, said: “We welcome the conclusion of these contracts with a valued customer. We are pleased that British Airways continues to put its trust in our world class Trent engine technology and service provision.”

British Airways is one of nine customers that have selected the Trent 900 for the Airbus A380. The Trent 1000 has been selected to power the first Boeing 787 to enter service with Japanese airline All Nippon Airlines and has already powered over 2,000 hours of aircraft test flights.

Jeannot a écrit:Asiana Airlines commande 6 Airbus A380

Asiana Airlines commande 6 Airbus A380

La compagnie aérienne sud-coréenne Asiana Airlines a annoncé aujourd'hui qu'elle avait commandé six exemplaires de l'avion gros porteur A380 d'Airbus pour un prix catalogue de 1,8 milliard de dollars US.

Le constructeur européen doit livrer les appareils entre 2014 et 2017, a ajouté Asiana Airlines, deuxième compagnie aérienne sud-coréenne. Les gros porteurs doivent être utilisés pour des liaisons vers l'Europe et les Etats-Unis, a précisé la compagnie.

Cette commande intervient alors que l'assouplissement de l'attribution de visas pour les entrées aux Etats-Unis a dopé la demande sur les vols trans-pacifiques. "Les vols long-courrier devraient augmenter de plus de 5% chaque année grâce aux accords de libre-échange (qu'a passés la Corée du Sud avec l'Europe et les Etats-Unis) et l'assouplissement de l'attribution de visas", a déclaré Yoon Young-Doo, Pdg de la compagnie dans un communiqué.

"Nous avons pris la décision d'accélérer notre développement", a-t-il ajouté.
La compagnie a jusque là exploité essentiellement des vols régionaux vers l'Asie tandis que son principal concurrent, Korean Air, domine le secteur long-courrier.

L'A380, un avion très gros porteur pouvant transporter jusqu'à 853 passagers, a rencontré récemment des problèmes quand un moteur du constructeur britannique Rolls-Royce, équipant un avion de la compagnie australienne Qantas, a explosé en vol le 4 novembre.

Cet incident a contraint à des inspections et remplacements qui ont fini par perturber la production des avions équipés de cette motorisation. Airbus a indiqué fin décembre avoir livré en 2010 moins d'A380 que prévu, avec 18 très gros porteurs remis aux compagnies aériennes, contre 20 prévus à l'origine.

[Vous devez être inscrit et connecté pour voir ce lien]

Jeannot a écrit:Plus de détails sur le Pourquoi et le Comment de la commande d'Asiana

Asiana To Operate A380s To the U.S.

South Korea’s second-largest carrier Asiana Airlines has placed a firm order for six Airbus A380s, which will help it take advantage of an expected boost in demand on transpacific routes.
An Asiana spokesman says the carrier has signed a contract with Airbus for the six A380s with the first two to come in 2014, followed by two in 2015 and two in 2017.
The Star Alliance carrier has yet to make an engine selection, adds the spokesman, who was unable to say when a decision would be made.
Asiana’s spokesman concedes that Korean Air’s decision to order A380s, with the first five coming this year, may have been a factor in Asiana’s move.
But he says a bigger reason for the decision was Asiana’s desire to capitalize on the projected increase in traffic that is set to occur between South Korea and the U.S., now that a free trade agreement between the two countries appears likely to come into effect.
He says passenger traffic between the two countries is also expected to increase because it is now easier for Koreans to get visa-free entry to the U.S.
The spokesman declines to say which U.S. cities Asiana’s A380s will serve. He also says the carrier plans to operate the aircraft to Europe.

Another reason for the move is that Asiana wants to use the A380 to reinforce its position as a top-tier premium carrier, says the spokesman.
At this stage, Asiana plans to equip its A380s with 525 passenger seats in three classes: economy, business and first.
The aircraft will be replacing some of the carrier’s Boeing 777-200ERs and its two Boeing 747-400 passenger aircraft.
Asiana in the past had a larger fleet of 747-400 passenger aircraft, but it converted some to freighters. The spokesman says the last two 747-400 passenger aircraft in the fleet might also be converted to freighters or reassigned to routes within Asia such as Seoul Incheon-Bangkok.

The spokesman says one reason Asiana chose the A380 over the Boeing 747-8 is because the carrier already has an order for 30 Airbus A350s and there is some commonality in parts and equipment between the two aircraft types.

Airbus’ chief operating officer customers, John Leahy, says the order “is a further endorsement of the A380 as the most efficient tool to meet demand on the world’s most heavily traveled routes, especially out of the fast-growing Asia-Pacific region.”
“With the A380 in its fleet, Asiana will be able to increase its share of international traffic and reinforce its well-deserved status as one of the world’s premier carriers,” he says.

[url=http://www.aviationweek.com/aw/generic/story.jsp?id=news/awx/2011/01/06/awx_01_06_2011_p0-280466.xml&headline=Asiana To Operate A380s To the U.S.&channel=comm][Vous devez être inscrit et connecté pour voir ce lien] To Operate A380s To the U.S.&channel=comm[/url]

Jeannot a écrit:Je savais bien que cet article de Leeham provoquerait l'ire de notre ami Sevrien mais ainsi il ne reste pas sans réponse...

Group Highlights

• Order book remains strong at £58.4bn (2009 year-end £58.3bn).
  
• Group revenues increased to £5,421m (2009 first-half £5,142m). Revenues on an underlying basis* increased by seven per cent to £5,259m. Services revenues increased by eight per
  cent to £2,615m on an underlying basis.
  
• Profit before financing was £594m (2009 first-half £593m).
  
• Underlying profit before taxation* increased by four per cent to £465m (2009 first-half £445m).
  
• Strong financial position
  
  
  
  • Average net cash for the period improved by £155m to £915m (2009 first-half £760m).
    
  • Robust balance sheet with net cash of £1,388m at the period-end (2009 year-end £1,275m) after a cash inflow in the period of £113m.
    
  
  
• Interim payment to shareholders increased 6.7 per cent to 6.40 pence per share.

LeehamNews a sans doute grillé ses dernières chances d'accéder aux responsables de RR, pour une interview, avant très, très longtemps . C'est idiot ! :roll:

Jeannot a écrit:Un long article de Beandylandsns qui égratigne RR, Airbus et l'EASA

Qantas A380s, the Pacific and the real story

Qantas is yet to seek CASA approval for its plans to resume A380 flights between Los Angeles and Australia on or about January 17.
It has final submissions from engine maker Rolls-Royce on the suitability of using its Trent 900 engines at a full 72,000 lbs thrust rating from LAX, but is still going over them in fine detail.

However behind the scenes there are even more serious matters in motion, starting with doubts about the credibility of EASA, the European Aviation Safety Agency, which certified the Rolls-Royce Trent 900 suite of engines for use on the giant Airbus, (the alternative being the US Engine Alliance suite made by a joint venture between GE and Pratt & Whitney).
It is obvious from the number of faulty engines now detected among the RR Trent 900 inventory that the engine had issues that EASA should have identified and acted upon in the certification testing.

EASA by definition failed in its obligations by certifying an engine so seriously compromised that it nearly caused massive loss of life on November 4, [Vous devez être inscrit et connecté pour voir ce lien] on the A380 operating QF 32 shortly after it left Singapore for Sydney, putting all 469 persons onboard in grave peril.
Qantas CEO Alan Joyce and his management team had the grim and grueling task of trying to monitor the stricken jet for almost two hours before it successfully landed back at Changi Airport, all the time faced with the possibility that the A380 and those onboard would be lost.

This is not however the only reason it has taken Qantas so long to settle on a re-start date for the trans Pacific flights, which unlike the Sydney-Singapore-London flights which resumed on November 28, require the engines to operate at a higher thrust level in order to depart LAX with a commercial payload.

Qantas has substantial information about Rolls-Royce’s performance in hyping the engine, in claiming that it was based extensively on the proven excellence of earlier Trent family designs,.....

......and in its astonishing failure to communicate a series of modifications made to newer versions of the engine.

The intensity with which Qantas has pursued detailed technical explanations and assurances from Rolls-Royce that it can now resume using Trent 900 engines with 72,000 lbs thrust available rather than the usual 70,000 lbs per unit has not been based on accepting the manufacturer’s words, but in making it prove what it claims to be the situation with the latest C series engines to the satisfaction of its engineers and technical advisers.

The groundings have cost Qantas an appalling but undisclosed amount in lost business and alternative arrangements, but it is spending the money determined to retrieve all of it from Rolls-Royce.

Consider this. Rolls-Royce was providing engines that Airbus was hanging on new partly finished A380s that incorporated the latest modifications, which in one disclosure it claimed had nothing to do with specific deficiencies in the earlier versions that caused the QF32 incident, without replacing those earlier versions which were regularly flying hundreds of passengers at a time on a multi daily basis for Singapore Airlines, Lufthansa and Qantas.

What sort of dark logic was at work here? Were they gambling that nothing would happen before they made the modular changes as routine upgrades at a time that suited them? Rolls-Royce has simultaneously claimed that the module changes in the C series engines will prevent a repeat of the QF32 incident, but that the changes were not a response to the known problems that were to manifest themselves on that flight.

Il n'y a pas de "Series C engine" ! Il n'est pas au courant, le mythomane ?

Rolls-Royce didn’t even turn up in the Federal Court to defend itself when Qantas successfully took out an injunction and filed a preliminary statement of claim against them two months ago.

QF32 was only saved by an element of luck as to where the wing rather than the pressurized cabin was pierced by debris, and by the calm and methodological response of the experienced Qantas pilots on board to a situation never envisaged in any of their training exercises.
Yet according to both Qantas, and Airbus, Rolls-Royce kept them uninformed as to the detail of the changes it saw fit to make on new A380s, but not those in service before the QF32 incident.

Which raises of course, another question as to how Airbus could have failed as the manufacturer to scrutinize everything that Rolls-Royce was doing to such a critical part of their product? Whatever that explanation, Airbus is also officially making claims for compensation for production disruption against Rolls-Royce.

Now consider the position of the ATSB and the investigation it leads, with help from EASA and Airbus among others, into the incident.

In its [Vous devez être inscrit et connecté pour voir ce lien] the ATSB points to a manufacturing defect in a pipe recovered from the disintegrated engine which appears to be a prime cause of the failure, and which has been found in other engines, some of which have been used in flight, and in others yet to fly.
However as the ATSB cautions, these findings may change in the light of subsequent inquires, and Qantas is I believe in possession of information which suggests that other contributing factors were the consequences of acoustic or vibration related damage causing the failure of components that were designed too light for the stresses placed on them thus playing their part in the engine’s destruction.

This brings us back to the failures in the certification process. Did Rolls-Royce somehow persuade EASA that the Trent 900 was more like a Trent 800 than it really was, with a consequence that more rigorous testing of the behavior of what were really quite different sections of the larger engine did not form an adequate or appropriate part of the certification process?

It is easy to imagine that the ATSB will come under intense pressure to avoid over emphasizing anything critical of the competency of one of its partners in the QF inquiry.

It is also not impossible to contemplate the ATSB resisting such pressure. It may, for example, conclude that all of the actions taken in relation to the Trent 900 engines both through special inspections and modular changes will provide satisfactory outcomes.

Or it might recommend a review of what constitutes a significantly changed rather than evolved engine design in the certification processes.
There is little reason to doubt that EASA was incompetent in certifying an engine which proved so dangerous in use, and so badly made in the course of an audit of the inventory. It should never have been allowed to fly in the condition that it was in when it disintegrated on QF32.

And Qantas should never have been given the assurances it accepted from Rolls-Royce at the time it chose them over the Engine Alliance alternative.

In this decade Airbus will evolve the A380 into an even more competent jet than it is today, and its design always anticipated the use of more powerful engines in the future.
It isn’t hard to imagine Qantas reviewing its future engine choice for these later model A380s at all.

Jeannot a écrit:Je le poste pour qu'il appelle une réponse forte et ainsi ne reste pas sans réponse.

[Vous devez être inscrit et connecté pour voir ce lien]

SEVRIEN a écrit:

In its [Vous devez être inscrit et connecté pour voir ce lien] the ATSB points to a manufacturing defect in a pipe recovered from the disintegrated engine which appears to be a prime cause of the failure, and which has been found in other engines, some of which have been used in flight, and in others yet to fly.
However as the ATSB cautions, these findings may change in the light of subsequent inquires, and Qantas is I believe in possession of information which suggests that other contributing factors were the consequences of acoustic or vibration related damage causing the failure of components that were designed too light for the stresses placed on them thus playing their part in the engine’s destruction.

Des hypothèses ! De la conjecture ! "I believe" ! On n'a cure de ce qu'il croit ! Ce ne sont pas enquêteurs qui puissent déterminer cela seuls dans leur coin ! C'est RR et / ou ses partenaires fournisseurs (mais c'est RR le responsable en première ligne, bien sûr ! ).
Sauf fait nouveau, inconnu à ce jour (et que l'auteur ne connaît surtout pas), le RR Trent 900 ne serait frappé d'aucun défaut fondamental de conception ou de "design" ! Nous l'avons déjà écrit, faits à l'appui, de la meilleure source qui soit ! Ce qui n'est pas la cas du blogger mythomane !

vonrichthoffen a écrit:

SEVRIEN a écrit:

In its [Vous devez être inscrit et connecté pour voir ce lien] the ATSB points to a manufacturing defect in a pipe recovered from the disintegrated engine which appears to be a prime cause of the failure, and which has been found in other engines, some of which have been used in flight, and in others yet to fly.
However as the ATSB cautions, these findings may change in the light of subsequent inquires, and Qantas is I believe in possession of information which suggests that other contributing factors were the consequences of acoustic or vibration related damage causing the failure of components that were designed too light for the stresses placed on them thus playing their part in the engine’s destruction.

Des hypothèses ! De la conjecture ! "I believe" ! On n'a cure de ce qu'il croit ! Ce ne sont pas enquêteurs qui puissent déterminer cela seuls dans leur coin ! C'est RR et / ou ses partenaires fournisseurs (mais c'est RR le responsable en première ligne, bien sûr ! ).
Sauf fait nouveau, inconnu à ce jour (et que l'auteur ne connaît surtout pas), le RR Trent 900 ne serait frappé d'aucun défaut fondamental de conception ou de "design" ! Nous l'avons déjà écrit, faits à l'appui, de la meilleure source qui soit ! Ce qui n'est pas la cas du blogger mythomane !

Du point de vue de l'accidentologie, la question est pertinente : un défaut de centrage dans l'alésage d'une pièce la fragilise au point de réduire sa durée de vie de façon conséquente. On peut donc se demander s'il ne faut pas la refaire, si sa marge de sécurité est suffisante, s'il y a suffisamment de matière sur la pièce en question.
Je me permets de penser que ce sont les gens de chez RR qui ont du se poser cette question avant qui que ce soit d'autre, après l'identification de la root-cause mécanique.
Mais dans cette affaire, ne l'oublions pas, il y a une root-cause dans la root-cause, il y a une root-cause humaine (un faisceau de ratées) dans la root-cause purement mécanique.
Remise dans le contexte, la question devient alors la suivante : faut-il refaire cette pièce en la redimensionnant plus généreusement, sachant qu'un sous traitant peut mal centrer son alésage, que la pièce peut passer à l'as aux différents contrôles de qualité et que le client peut s'asseoir sur les consignes de surveillance rapprochée du motoriste ?
La réponse va de soi, d'autant que comme vous nous l'avez dit, il n'y a pas eu de AD concernant la conception du moteur.
Pour ma part, je suis peut-être angélique, mais je ne crois pas une seconde à une collusion entre l'EASA et un quelconque constructeur.

• de fait, à ce stade, il n'y a aucune modification à faire aux spécifications existantes d'une quelconque pièce ou zone du moteur ;
  
• car, selon l'enquête (je répète, comme souligné, 'à ce stade'), rien n'a révélé un défaut fondamental de conception ou de design du moteur ou de ses composantes ;
  
• tout au plus, la seule conclusion que l'on puisse tirer, sans préjuger de ce que l'Enquête puisse découvrir ultérieurement, comme fait nouveau, et sans porter atteinte aux principes juridiques et / ou déontologiques en jeu, ou au simple 'bon sens' ("common sense"),........
  
• et sans dévier par rapport aux éléments "libérés" par l'enquête officielle au domaine public, .....
  
• l'apparente "root cause mécanique" semble résulter d'un aspect du"process", qui serait, effectivement, "la première root cause dans la root cause" ;
  
• et, comme je l'implique, en rédigeant fidèlement (du moins, en essayant de le faire) la synthèse des commentaires bien pesés et nuancés de mes interlocuteurs, ceci serait lié à, ou causé par une "autre root cause, dans la 1ère root cause de la root cause" (nous sommes dans l'axe de votre analyse pertinente, cher vonrichthoffen), .......
  
• soit une insuffisance d'assurance qualité dans les réglages des outils proprès à l'étape (et à son "set-up") de la production, ...... et dans son éxécution, et les réalisations de ladite étape, 'incriminée' dans le diagnostic :
  
• je cite l'ATSB, dont la prose est le fruit des "inputs" de RR, que le Comité d'Enquête a pu, de fait, valider, n'en déplaise aux scribouillards du même tonneau que celui, dont nous déplorons le texte dans notre message ci-dessus :

  "
  The ATSB statement continues: "Further examination of the cracked area has identified the axial misalignment of an area of counter-boring within the inner diameter of the stub pipe; the misalignment having produced a localised thinning of the pipe wall on one side. The area of fatigue cracking was associated with the area of pipe wall thinning........"

  ..... ;
  
• bien entendu, cette "assurance qualité" est un aspect 'clé' du système TQM ("Total Quality Management"), tant au niveau du système global du motoriste, qu'au niveau du 'partenaire-fournisseur-sous-ensemblier', dans le système TQM de ce dernier, pour l'étapes ou les étapes qu'il assure, dans sa contribution à la réalisation, à la vérification et aux insertions et assemblages,..... travaux qui lui sont confiés dans le schéma global des opérations de la fabrication et la construction du moteur ;
  
• que les réglages soient manuels ou électroniques (contrôle numérique des outils at de leur fonctionnement?), il est clair qu'ils sont le fruit des interventions des êtres humains, travaillant comme opérateurs ou superviseurs ,
  
• .......et que le système TQM (au niveau global, et aux étapes intermédiaires, depuis les racines jusqu'au sommet de l'arbre) devra être amélioré pour.......
  
• renforcer le(s) process(es) qui assure(nt), qui effectue(nt) les réalisations, et la qualité attendue et nécessaire,
  
• et, par là, aider les êtres humains à jouer leur rôle plus efficacement, et avec davantage de "bonnes certitudes" sur la qualité sous leur "contrôle" / responsabilité !
  

"....faut-il refaire cette pièce en la redimensionnant plus généreusement, sachant qu'un sous traitant peut mal centrer son alésage, que la pièce peut passer à l'as aux différents contrôles de qualité et que le client peut s'asseoir sur les consignes de surveillance rapprochée du motoriste ?
La réponse va de soi, d'autant que comme vous nous l'avez dit, il n'y a pas eu de AD concernant la conception du moteur.

• dès que la notion d'un AD de non modification est officiellement acquise, il est jugé légitime par les Enquêteurs Officiels de focaliser sur les aspects 'ailleurs', notamment, par exemple, sur les "processes" et les aspects assurance-qualité (processus dynamique qui a lieu pendant les opérations, et 'qui assure l'impossibilité de' / 'rend impossible' la génération de défauts de qualité, & / ou l'injection de non qualité dans le "process" & /ou dans le produit) ;
  
• le "contrôle qualité " étant une étape "après les réalisations" ('statique"', pourrait-on dire), qui vient comme "back-stop", pour épauler l'aspect dynamique, qu'est l'assurance qualité précitée ;
  
• et il a ajouté qu'il est normal de focaliser sur le renforcement de tous les processes concernés ;
  
• bien entendu, il m' confirmé que le grand soulagement fut que le disque de turbine ait été jugé comme étant totalement "sound" !
  

vonrichthoffen a écrit:Pour ma part, je suis peut-être angélique, mais je ne crois pas une seconde à une collusion entre l'EASA et un quelconque constructeur.

vonrichthoffen a écrit:[Vous devez être inscrit et connecté pour voir ce lien]
A reporter since November 30, 1960, Ben looks at what really matters up in the sky: public administration of air transport and its safety, the accountability of the carriers, and space for everyone’s knees.

Le Monsieur a pourtant l'air d'avoir de la bouteille. Peut-être devrait-il s'occuper un peu plus des hôtesses de l'air ? Ou alors postuler à "Point de vue et Images du Monde".

Il met trop souvent à côté !

An Air Europa Airbus A330-200, registration EC-JQQ performing flight UX-42 from Buenos Aires Ezeiza, BA (Argentina) to Madrid,SP (Spain), diverted to Rio de Janeiro Galeao,RJ (Brazil) after the crew needed to shut the right hand engine (CF6) down.
The airplane landed safely on Galeao's runway 10.

• je la verrais (sur la base des maigres informations factuelles que nous connaissons, dans le domaine public, et non pas dans les écrits, d'hypothèses et de délires des Agités de Service et autres scribouillards, bourrés de parti-pris et de mauvaise foi), ......
  
• comme une modofication qui améliore l'accessibilité à la zone ou au module 'incriminé' , où est installée / insérée la composante "défaillante", .... car ....
  
• cela faciliterait les inspections et interventions d'entretien préventif et de remplacement.
  

Eider2 a écrit:IFSD d'un CF-6 ( 80E1A ) sur A 330 d'Air Europa

[Vous devez être inscrit et connecté pour voir ce lien]

An Air Europa Airbus A330-200, registration EC-JQQ performing flight UX-42 from Buenos Aires Ezeiza, BA (Argentina) to Madrid,SP (Spain), diverted to Rio de Janeiro Galeao,RJ (Brazil) after the crew needed to shut the right hand engine (CF6) down.
The airplane landed safely on Galeao's runway 10.

Spawn2 a écrit:Bonjour, merci

Oui, record battu, dans tous les domaines, des problèmes moteurs.

Mais la base installée est très importante. Ce qui ne constitue pas un ragument valable.

Le -80E1A a été l'objet de pas mal d'attentions et a tout de même moins de soucis que le 80C2B. ( source Snecma / Safran )

On peut regretter la présence sous l'aile du KC-45 proposé par EADS en réponse au TDR de l'USAF, comme vous l'avez déjà fait remarquer.

Qantas Airways will resume operating the Airbus A380 to Los Angeles on 16 January, after it stopped operating the superjumbo jet on trans-Pacific routes following an uncontained engine failure two months ago.
The Oneworld carrier will operate the A380 from Melbourne to Los Angeles on 16 January, and will resume A380 flights on Sydney-Los Angeles later this month.
"After extensive engineering analysis and close consultation with Rolls-Royce, Airbus and the European and Australian regulators, Qantas, Rolls-Royce and the Civil Aviation Safety Authority are now satisfied that it is appropriate for Qantas to resume A380 flying on the Los Angeles-Australia routes," says the airline.

Qantas grounded all A380 flights after one of its A380s experienced an uncontained engine failure on a Singapore-Sydney flight on 4 November. It had progressively resumed A380 services since then but has not done so on flights to Los Angeles, due to thrust limitations on Qantas' Trent 900 engines which emerged in the aftermath of the failure.

"In close consultation with Rolls-Royce, we are now confident that we can begin flying the A380 to and from Los Angeles without any conditions on the use of maximum engine thrust," says Qantas' CEO Alan Joyce without elaborating.

A Qantas spokesman did not immediately respond to questions about what changes were made to the Trent 900s to allow them to operate again on the trans-Pacific routes, which would require maximum engine thrust.

Altogether, Qantas will operate 14 A380 services a week for the remainder of January on three routes, says the airline. The routes are: Melbourne-Singapore-London, Sydney-Los Angeles and Sydney-Singapore-London, it adds.
It is not clear yet if the 16 January Melbourne-Los Angeles flight will be the only one operated with the A380 this month. A Qantas spokesman did not immediately respond to queries.

The airline will gradually increase A380 frequencies on London and Los Angeles routes as more aircraft return to service and new deliveries join the fleet, it says.

Qantas operates seven A380s currently, including the jet damaged in the 4 November incident.
In response to Qantas' announcement, Rolls-Royce says: "We are delighted that Qantas is now resuming its services to Los Angeles and that the Trent 900 fleet has returned to normal operation. All engine thrust restrictions have now been removed in agreement with Airbus, our airline customers and the regulators."

A COPA Airlines Boeing 737-700, flight CM-463 (dep Jan 11th) from Panama City (Panama) to Cordoba,CD (Argentina) with 117 passengers, was on approach to Cordoba when the crew reported engine problems requiring them to shut an engine down.

The crew subsequently also had to deal with an unsafe gear indication, but managed a safe landing about 30 minutes later.

Qantas's announcement today that following the removal of thrust limitations it will resume limited LAX A380 flights on 16 January with QF93 departing MEL for LAX leaves more questions than answers.

The only answer we have is 'when': when Qantas will resume A380 trans-Pacific flights. Missing is the more critical 'how'.

That flight from MEL is the only initial one Qantas has pegged. It's a token flight. For the rest of the month, besides MEL/SYD-SIN-LHR flights, Qantas will only operate four weekly A380 flights to SYD. A spokesman says A380 LAX-MEL flights will more regularly resume in early February but could not explain the delay.

Update: The spokesman says "the focus on Sydney is for commercial reasons, not any limitation on operating the aircraft to/from Melbourne."

The significance of the LAX flights is that they typically requires full thrust on the Trent 900.

After the November QF32 uncontained engine failure, thrust limitations were put in place. (see: [Vous devez être inscrit et connecté pour voir ce lien]

The thrust limitations were implemented as applying the 72,000lb maximum thrust exposes the Trent 900 to reaching 540 psi at P30 (a measurement point).

This thrust derate helps "reduce the engine pressure ratio in the 'P30' area of the engine and therefore increase the life of the oil transfer tubes within the HP/IP support structure", Qantas's affidavit against Rolls-Royce says.

Qantas's claim says a defect rendered "an oil supply tube in the HP/IP support structure susceptible to breaking or cracking during high severity exposure and leading to the possibility of an oil leak and a resulting oil fire in the engine".

(For more information, see: [Vous devez être inscrit et connecté pour voir ce lien]

A Rolls-Royce spokesperson says today, "All engine thrust restrictions have now been removed in agreement with Airbus, our airline customers and the regulators."

Missing is what has changed that allows the thrust limitations to be removed. Lacking information is a familiar story in the Trent 900 affair.

Are there no longer concerns about the Trent 900 reaching 540 psi at P30 or has there been a modification?

Is there now a D mod?

Update: The Qantas spokesman says there have been "no changes to the engines other than the modifications, software upgrades, engine replacements and AD compliance etc that has been taking place since November."

He adds Qantas now only operates B and C mod versions of the Trent 900 whereas last year the carrier primarily operated A and B mod versions.

Resumption of A380 services to LAX comes after "operational assessment" with Rolls-Royce and CASA of the London flights Qantas resumed in late November, he says.

Are A mod Trent 900s still a no-go?

Why are trans-Pacific Melbourne flights absent, except for 16 January, on the resumption schedule?

And the big question underpinning all of this is what Rolls-Royce did and did know and what actions they did and did not take that could have prevented the uncontained engine failure.

I ask publicly as the answers may not come for some time.

• .. nous lisent, donc,
  
• .. ont l'arrogance et l'insuffisance et la malhonnêteté intellectuelle de croire qu'ils s'y connaissent mieux que les Enquêteurs Officiels, les ingénieurs de RR et de Qantas (travaillant en équipe, dans l'intérêt de l'aéronautique, l'aviation et le transport aérien), et ....
  
• .. depuis le début ne voulaient que la culpabilité & l'humiliation de RR, pour quelque chose qu'eux alléguaient faussement, dans les injures infondées qu'ils proféraient contre le Trent 900, …..
  
• .. en fin de compte, n’y connaissent rien, ou si peu, que tout leur « paraître » ne fait que se mettre encore plus en relief !