Incidents Moteurs présumés

An Easyjet Airbus A319-100, registration G-EJJB performing flight U2-2177 from London Luton,EN (UK) to Dortmund (Germany) with 141 passengers and 6 crew, was on approach to Dortmund about 10 minutes prior to landing when the crew needed to shut an engine (CFM56) down.

The crew continued for a safe landing on Dortmund's runway 24 about 10 minutes later.

A passenger reported hearing a loud bang and cracking sounds from the right hand side as well as feeling vibrations from underneath.
A short time later cabin crew made an announcement of a technical problem and briefed the passengers regarding the emergency procedures. Cabin crew later said, that the left hand engine had failed.

Bergame a écrit:IFSD sur un A 319 Easyjet

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An Easyjet Airbus A319-100, registration G-EJJB performing flight U2-2177 from London Luton,EN (UK) to Dortmund (Germany) with 141 passengers and 6 crew, was on approach to Dortmund about 10 minutes prior to landing when the crew needed to shut an engine (CFM56) down.

The crew continued for a safe landing on Dortmund's runway 24 about 10 minutes later.

A passenger reported hearing a loud bang and cracking sounds from the right hand side as well as feeling vibrations from underneath.
A short time later cabin crew made an announcement of a technical problem and briefed the passengers regarding the emergency procedures. Cabin crew later said, that the left hand engine had failed.

Avion sortit en 2004

La compagnie aérienne Qantas a connu un nouveau problème de réacteur sur un Airbus A380, le vol Singapour – Londres se posant avec trois moteurs fonctionnant normalement.

Selon les premières déclarations de la compagnie nationale australienne, les pilotes du vol reliant Singapour à Londres mardi se sont aperçus quelque part au dessus de l’Inde que la consommation d’huile du moteur 4, un Rolls Royce Trent 900, baissait graduellement. Par précaution, ils ont finalement décidé de mettre le réacteur « au point mort » alors qu’il leur restait environ deux heures de vol jusqu’à la capitale britannique, où l’A380 s’est posé sans encombre.

Les mécaniciens inspectant l’appareil à l’aéroport d’Heathrow ont constaté qu’une durite d’huile avait été mal remise en place après les tests ordonnés cet hiver, .......

........suite à l’explosion d’un réacteur Trent 900 le 4 novembre 2010 peu après le décollage d’un A380 de Qantas à Singapour. La flotte de la compagnie de l’alliance Oneworld avait alors été immobilisée pendant des semaines.

Qantas a insisté sur le fait que les deux incidents n’étaient pas comparables, et que l’avion qui avait connu un problème mardi (le troisième qu’elle a reçu) opère normalement son service.

Quant à l’A380 endommagé en novembre, il ne reprendra ses vols que vers la fin 2011. La compagnie est toujours en discussions avec Rolls Royce pour d’éventuels dédommagements.

Qantas Saturday said it was checking with Rolls-Royce after an oil problem with an A380 superjumbo's engine, but added the incident was not connected to November's mid-air blast.

© 2011 AFP

Qantas a annoncé samedi avoir sollicité le motoriste Rolls-Royce après un nouvel incident sur le moteur d'un Airbus A380, mais qui, selon la compagnie aérienne australienne, n'a rien à voir avec la grave avarie de novembre.


© 2011 AFP

A Delta Airlines Boeing 737-800, flight DL-1846 from Fort Lauderdale,FL to Minneapolis,MN (USA) with 140 passengers, was climbing out of Fort Lauderdale's runway 09L when the crew reported the failure of the left hand engine and levelled off at 3000 feet.

An aircraft waiting for departure reported seeing parts dropping off the aircraft prompting the tower to order a runway inspection with nothing found on the runway.

The Delta Boeing returned to Fort Lauderdale's runway 09L for a safe landing about 17 minutes after departure and
vacated the runway.

Runway 09L was closed for about 10 minutes.

A Delta Air Lines [Vous devez être inscrit et connecté pour voir ce lien]-800 was forced to make an emergency landing today after it experienced a contained engine failure shortly after take-off and shedded engine parts onto the ground.

The aircraft, powered by [Vous devez être inscrit et connecté pour voir ce lien]-7B-26 engines, returned to Fort Lauderdale at 08:00hr shortly after departure for a flight to Minneapolis after an engine shut down, says a US FAA spokeswoman.
It landed without incident, and the aircraft's passengers deplaned by stairs at the airport's taxiway, she adds.
"The FAA's preliminary inspection of the engine revealed that it was a contained failure. Engine turbine blades exited the rear of the engine, they did not penetrate the engine cover," says the spokeswoman.
Delta was not contactable for comment. The airline operates a fleet of 73 737-800s, according to Flightglobal's ACAS database. All of them are powered by CFM56 engines.

An Estonian Air Boeing 737-500, registration ES-ABL performing flight OV-125 from Tallinn (Estonia) to Stockholm
(Sweden), rejected takeoff from Tallinn's runway 08 at low speed when the right hand engine (CFM56) malfunctioned. The airplane slowed safely and returned to the apron.

The Australian Transport Safety Bureau (ATSB) is investigating a second incident involving the engine oil quantity on a Qantas Airways [Vous devez être inscrit et connecté pour voir ce lien], which had one of its engines reduced to idle thrust on a flight on 24 February.
This follows a similar incident on 15 February, which also involved another Qantas A380.

In the most recent incident, the aircraft, registration VH-OQG, was operating from Singapore to London Heathrow when its number three [Vous devez être inscrit et connecté pour voir ce lien] engine's oil quantity decreased while cruising near Ashgabat in Turkmenistan.
"The crew reduced its thrust to flight idle," says the ATSB, which has commenced investigations into the incident.

The aircraft involved in the incident was built in December 2010, according to Flightglobal's ACAS database.
This is the second such incident involving engine oil quantity on Qantas' A380s, which are all powered by Trent 900s.
On 15 February, the crew of a Qantas A380, registration VH-OQC, reduced the number four engine to idle after observing a gradual decrease in oil quantity. The aircraft was also operating on a Singapore-London Heathrow flight.
The ATSB had said that subsequent inspections into the earlier incident showed that the fitting of the engine's external high pressure / intermediate pressure oil line "had less than the required torque".
The Trent 900's HP/IP bearing module has been linked to last November's uncontained engine failure on a Qantas A380, which has yet to return to service.
In a report on that incident released last December, the ATSB says a manufacturing defect led to cracking within a stub pipe that feeds oil to the HP/IP structure, resulting in oil leakage and an engine failure.

Cela laisse à penser qu'en apportant les modifs suite à l'incident du 4 novembre RR a introduit
une solution qui présente une défaillance.... à suivre.

Non ! Mais c'est bien la réaction de quelqu'un qui ne connaît ni le problème, ni le dossier, et qui n'a pas gratté plus loin que le vernis !

J'ajoute, que à travers tout ce bruit ... eh bien l'aviation n'a jamais été aussi si sûre, côté moteurs (Cf le récent article sur les Etops) et j'ai lu récemment que cela faisait 14 ans que la structure d'un avion n'avait pas été si sérieusement endommagée, par une explosion de moteur !
Les disques qui partent en morceaux, c'est heureusement très rare de nos jours !

.......... American 767 At LAX June 2, 2006

......... some shots from an American 767 At LAX that had a turbine wheel failure @ 100% take off power...ya just gotta see this...

The results of turbine wheel failure at 100% take off power. Puncture of both wing tanks & lft center tank with nearly 8K lbs fuel on board caused massive fire damage. .........

American Airlines Boeing 767 doing a high power engine run had a #1 engine HPT failure. HPT let go and punctured left wing, #2 engine, peppered fuselage and set fire to the aircraft. The turbine disk exits the engine and slices through the aircraft belly and lodges in the outboard side of the #2 engine

American Airlines Boeing 767 N330AA flew as flight AA201 from New York-JFK (JFK) to Los Angeles (LAX). During a step climb from FL 360 to FL 380 en route to LAX, the pilots noted that the No. 1 engine was lagging the right engine by about 2 percent. The flight landed at LAX at 09:37. After the passengers had disembarked, the plane was towed to hangar nr.2 and was parked outside. Maintenance personnel were going to conducting a ground run to troubleshoot the reported discrepancy. Several engine runups to maximum power were performed on both engines. Then they did two runups to max power of just the nr. 1 engine. When retarding the throttle to idle, the engine experienced an uncontained rupture of the high pressure turbine (HPT) stage 1 disk. Debris punctured the fuselage and fell onto adjacent runway and taxiways. Runway 25R and Taxiways B and C were closed for several hours until the investigation and collection of the debris could be accomplished. The engine caught fire and the plane sustained significant damage to the left wing, fuselage, and tail section.

PROBABLE CAUSE: "The HPT stage 1 disk failed from an intergranular fatigue crack because of GE's inadequate design of the CF6-80 series HPT stage 1 disk.

The inadequate design of the disk resulted in a high stress area in the blade slot bottom aft corner that was at or nearly at the material's capability so that there was no damage tolerance such that a small dent could cause a crack to initiate and propagate to failure.

Contributing to the disk's failure was the FAA's failure to mandate an accelerated inspection schedule after a previous CF6-80A uncontained HPT stage 1 disk failure had occurred and after other CF6-80A HPT disks had been found during routine overhaul to have cracks in the blade slot bottom aft corners."

Follow-up / safety actions:
On August 18, 2006, the FAA issued Airworthiness Directive AD 2006-16-06 which included a schedule for maintenance -- removal, inspection, and reworking -- of CF6-80 series HPT stage 1 disks beginning at 6,900 cycles.

On Augst 28, 2006 the NTSB issued five recommendations (A-06-60/-64) to the FAA. Two of the recommendations were classified Urgent. Despite the AD that had been issued, the Safety Board proposed on an urgent basis that the FAA require that the disks be immediately removed for maintenance if they have been in service for more than 3,000 cycles since new or since the last inspection. This significantly more stringent standard would not permit disks to remain in service without inspection beyond the earliest known number of cycles at which cracks have been detected or failure has occurred.

A United Airlines Boeing 757-200, registration N595UA performing flight UA-57 from Los Angeles,CA to Kona,HI (USA) with 84 people on board, was enroute above the Pacific about 50 minutes prior to estimated landing in Kona, when the crew needed to shut an engine (PW2040) down due to a low oil pressure indication.

The aircraft continued to Kona for a safe landing on Kona's runway 17 about one hour later and taxied to the apron

Jeannot a écrit:L'EASA n'impose plus de contrôles répétés et rapprochés de certains éléments des T900 en exploitation

Airlines can stop Trent 900 checks: EASA

Operators of Rolls-Royce Trent 900 engines will no longer be required to carry out repeated inspections of certain engine parts that were mandated by Europe's safety regulator after last November's uncontained engine failure on a Qantas Airways A380.
The European Aviation Safety Agency (EASA) has cancelled the most recent airworthiness directive it issued on 21 December 2010, which listed the requirements for operators to inspect the high pressure / intermediate pressure (HP/IP) structure of Trent 900s.

An uncontained failure of a Trent 900 on a Qantas A380 on 4 November had prompted the EASA to issue the airworthiness directives, which called on operators to carry out repeated inspections of their engines' low pressure turbine case drain, HP/IP structure air buffer cavity and oil service tubes to check for abnormal oil leakage.

Investigations into the Qantas incident have showed that the engine failure was a result of thinning in an oil feed tube, which led to an oil leak and fire. The thinning was introduced during the manufacturing process.

"Since the last airworthiness directive issued on 21 December, the EASA says "the latest progress of the ongoing investigation, further assessment of manufacturing data and additional stress analysis continue to support the above failure scenario".

"In addition, all HP/IP structures containing an oil feed tube with a wall section below a certain threshold, and therefore having a potential risk of fracture, have been removed from service," it adds.
Inspections so far have not identified other engines that are at risk to "develop a failure scenario similar to the uncontained engine failure event", says the EASA.
The safety regulator adds that the inspections are "intrusive" and "introduce some risk from possible maintenance errors".

"The root cause of the incident having been addressed through other adequate measures, it is considered prudent to cancel these inspections," says the EASA.

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....Toi qui est doué pour les AD !
Tu peux le trouver ??
Savoir surtout si les PB de Butée et de splines bénéficient de cette levée d'écrou !
(Ce qui indiquerait qu'une vraie réforme du côté des boites à roulements et de la rigidité de l'ensemble à été apportée )

Tu as raison, le tuyau mal usiné à été le déclencheur final et brutal ... de la cata, et surtout de son intensité !
Mais pas la seule raison, sinon il n'y aurait pas eu de chasse à la boite à roulements !

• deux événements à conséquences regrettables et à fort potentiel dramatique, mais chacun totalement déconnecté ("totally unrelated to" ) de l'autre (verdict officiel que l'Agité de service / "Dead-horse Flogger" devrait apprendre à respecter, au lieu de couvrir des pages et des pages d'avis contraires, alignés n'importe comment, dans sa bave interminable).
  

• atténuer le danger généré par le "shrapnel" ('chauffé à blanc instantanément) que le fracassement, en raison de la violence de l'énergie (thermocinétique ? Demander à Monsisur Fû, par exemple), lors d'un incident de la soudaineté et de la puissance de celui qui a eu lieu dans un 'incendie d'huile' (en milieu clos, de dimension plutôt réduite), .... pour...
  
• réduire ou mitiger le potentiel des dégâts collatéraux ("collateral damage"), capables de compromettre la sécurité et l'intégrité de l'airframe.
  

Quelqu'un pourrait nous le prédire ?

Rupture de l'arbre IP suite à la sur-vitesse, causée par la surpression due à la combustion de l'huile !
C'est l'arbre qui à lâché, la partition du disc et les dégâts causés en sont la conséquence, le disc n'est pas la cause directe, ça on l'a toujours dit !

Airlines can stop Trent 900 checks: EASA

Operators of Rolls-Royce Trent 900 engines will no longer be required to carry out repeated inspections of certain engine parts that were mandated by Europe's safety regulator after last November's uncontained engine failure on a Qantas Airways A380.
The European Aviation Safety Agency (EASA) has cancelled the most recent airworthiness directive it issued on 21 December 2010, which listed the requirements for operators to inspect the high pressure / intermediate pressure (HP/IP) structure of Trent 900s.

An uncontained failure of a Trent 900 on a Qantas A380 on 4 November had prompted the EASA to issue the airworthiness directives, which called on operators to carry out repeated inspections of their engines' low pressure turbine case drain, HP/IP structure air buffer cavity and oil service tubes to check for abnormal oil leakage.

Investigations into the Qantas incident have showed that the engine failure was a result of thinning in an oil feed tube, which led to an oil leak and fire. The thinning was introduced during the manufacturing process.

"Since the last airworthiness directive issued on 21 December, the EASA says "the latest progress of the ongoing investigation, further assessment of manufacturing data and additional stress analysis continue to support the above failure scenario".

"In addition, all HP/IP structures containing an oil feed tube with a wall section below a certain threshold, and therefore having a potential risk of fracture, have been removed from service," it adds.
Inspections so far have not identified other engines that are at risk to "develop a failure scenario similar to the uncontained engine failure event", says the EASA.
The safety regulator adds that the inspections are "intrusive" and "introduce some risk from possible maintenance errors".

"The root cause of the incident having been addressed through other adequate measures, it is considered prudent to cancel these inspections," says the EASA.

emergency landing at Changi airport on November 4. The damaged engine of the Qantas A380 passenger plane QF32 after it made an emergency landing at Changi airport on November 4. Photo: Reuters

After months of saying little in the wake of the engine explosion on Qantas Airbus QF32 last November, Rolls-Royce faced questions at its stand at the Avalon air show.

Meanwhile, Qantas A380 engines have experience two similar oil problems in recent weeks, with the Australian Transport Safety Bureau investigating the latest incident where a jet experienced a partial power loss on February 24.

Qantas said both leaks last month affected different parts of the engine than those involved in the November explosion.

The airline has raised the issue with Rolls-Royce and is awaiting feedback, it said .....

Mais, nous répétons, ... nous, .... que l'ATSB a bien raison d'ouvrir une enquête séparée !

The engine maker is working with Qantas, David Mair, a spokesman for London-based Rolls-Royce, said by phone.

Rolls-Royce Australia Services' chief executive Andrew Dudgeon spoke to Fairfax Media for the first time, defending how the British company handled the fallout from the November 4 mid-air engine explosion on a Qantas A380 carrying 469 people over Batam Island.
Mr Dudgeon, who is the company's local executive engaged in negotiations with Qantas over compensation, said reports that Rolls-Royce already knew it had a problem with the Trent 900 engine were incorrect.
"It's a fallacy to say we knew there was a problem with the engine," Mr Dudgeon said at the company's exhibitors' stand at the airshow. "There was no known problem with the A380 engine."

But when pressed about the details of the two subsequent modifications made to the original engine design certified by the European Aviation Safety Agency, and when or whether those modifications were sent for re-certification to assure their safety, Mr Dudgeon said these were engineering details he did not know.

Modifications were "continually" introduced as new ways of doing things were devised and were retrofitted back into engines, he said..

But the company had moved swiftly by dedicating 350 of its engineers to find the source of the engine explosion, he said.

"We had the [turbine] disc back at Derby (in the United Kingdom) for analysis within two days.
"We investigated, isolated and fixed the problem," he said. .

• il n'eût pas pu s'agir d'un simple "no-modification AD" ;
  
• les avions ne seraient pas en train de voler / de cotinuer à voler ! Il y aurait eu besoin d'un programme d'essais et de recertification !
  

The problem that caused the uncontained Trent 900 engine explosion on QF32 was unrelated to the oil problem on a Qantas A380 on February 15, en route to London that led to a partial power loss, he said.
"It was only a very small oil leak," he said. "It did not require an engine shutdown."
But Australia's air safety investigators have launched a further inquiry after another Qantas A380 suffered a similar partial power loss on February 24 over decreasing engine oil levels.

Australia's air safety investigators found a fire from leaking oil led to the QF32 engine explosion, traced to a badly manufactured oil stub pipe.
Qantas estimates the cost on its business at $80 million, excluding brand damage, and "at least" $100 million in damage to the aircraft and engine repairs (covered by insurance or Rolls-Royce).
Mr Dudgeon said the company was "close to settlement" with Qantas, but declined to indicate a ballpark compensation figure.

When asked about whether Rolls-Royce was prepared for compensation claims from the insurers for Airbus and Qantas, Mr Dudgeon said he was unaware that such claims might be made.
"I've not heard that at all," he said.

He defended the company remaining publicly tight-lipped about the QF32 engine explosion until the facts were known.

"We report to our customer, Qantas," he said.

The Trent family of engines had flown 38 million hours and the company had not had an uncontained disc failure since 1994, he said.
He branded some media reports about the QF32 incident as "scaremongering" that "doesn't help anyone".
with Bloomberg

En outre, il n'y a eu aucune chasse à la boîte à roulements ("bearing box"). Il y a eu un examen, tout à fait normal et inévitable, en raison d'un problèlme historique sur un RR Trent 700, pendant les années 1990 !

Mais, pour le Trent 900, RR a décidé de son propre chef, d'y apporter rapidement, une modification, assez facile de réalisation, pour la raison suivante :

• atténuer le danger généré par le "shrapnel" ('chauffé à blanc instantanément) que le fracassement, en raison de la violence de l'énergie (thermocinétique ? Demander à Monsieur Fû, par exemple), lors d'un incident de la soudaineté et de la puissance de celui qui a eu lieu dans un 'incendie d'huile' (en milieu clos, de dimension plutôt réduite), .... pour...
  
• réduire ou mitiger le potentiel des dégâts collatéraux ("collateral damage"), capables de compromettre la sécurité et l'intégrité de l'airframe.

• Les pneus de Concorde, développés par Michelin, après la tragédie de de Roissy (Gonesse), destinées à subir une déformation "zéro" (ou infîme) pendant le décollage, ..... et, ....
  
• ayant des caractéristiques qui, dans le cas d'un incident d'éclatement du pneu, quelle qu'en soit la raison, "cracherait" de petits morceaux de caoutchouc "shrapnel", dans l'analogie), de faible poids, libérés avec une vélocité réduite, de façon à écarter tout risque de "blessure" de la "peau" de la voilure de l'avion, et des réservoirs, .... et (grâce à la protection interne de ces derniers par un tapissage de kevlar) de fuite de carburant à débit fortement réduit, à écarter le risque d'incendie violent !
  

• Ces mêmes acteurs ont été très favorables à l'apport de ce type de pneu, à l'atterrisseur principal.
  
• Pourquoi , donc, n'admettent-ils pas les bienfaits visés par le "redesign" du "bearing box", chose qui n'a rien à voir avec un défaut fondamental du moteur, mais, plutôt, d'une mesure d'accompagnement à grand potentiel d'amélioration sur le plan de la sécurité, entre autres.
  

Jeannot a écrit:China Airlines: problèmes de réacteurs sur les A330

China Airlines: problèmes de réacteurs sur les A330

La compagnie aérienne taïwanaise China Airlines a reconnu que trois de ses Airbus A330-300 avaient connu des problèmes de réacteurs qui avaient forcé à l’annulation de leurs vols.
Les autorités de l’aviation civile ont révélé que trois vols en A330-300 de la compagnie nationale au départ de l’aéroport Taoyuan, près de la capitale Taïpei, avaient dû faire demi-tour après avoir subi une extinction de réacteurs, deux fois en décembre 2010 et une fois en janvier 2011.
La compagnie a examiné les moteurs fautifs, des CF6-80E fournis par General Electric, et constaté une usure anormale des pales de turbines, alors que dans les trois cas les moteurs n’avaient pas atteint les 18 000 heures de vol prévues avant maintenance. China Airlines a remplacé les trois réacteurs défaillants et ordonné une inspection de tous les moteurs ayant plus de 12 000 heures de vol sur les dix-huit A330 que compte sa flotte, tout en déposant un recours contre GE – qui vient d’envoyer son PDG à Taïwan. Jusque là 30 des 36 réacteurs concernés ont été inspectés.
Eva Air, l’autre compagnie taïwanaise, a de son côté signalé que ses propres Airbus A330 n’étaient pas équipés des mêmes réacteurs, et donc que ces incidents ne la concernaient pas. Le CF6-80 équipe en revanche des A330 de compagnies comme Aer Lingus, Air France, Continental Airlines, Finnair, KLM, Philippine Airlines, Qantas, Qatar Airways etc…

Etonnant ! N'est-il pas ?

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Sevrien a écrit: ......GE n'aurait pas fait intervenir les Politiques des USA, et, notamment, John Douglass******, pour faire inverser la décision de motoriser les A330 de China Airlines (Taiwan) avec des RR Trent 772B, conformément aux règles de "Tendering" publiées "au monde entier" sur cette affaire !

RR a gagné, haut la main, en stricte conformité avec lesdites règles publiées. Les documents originaux indiquant la sélection de RR furent transmis au 'Premier Ministre', pour notification, ... non pas pour ratification (pas nécessaire, dans les circonstances), ... et ont été retournés aux Responsables de l'Appel d'Offres (y compris des Ministres), avec le nom de RR barré, et remplacé, de façon manuscrite (main du Ier Ministre, paraît-il) , par "General Electric".

Toute la classe Politique européenne, y inclus, notamment J. CHIRAC, G. SCHRODER, et les "Autorités" de l'UE, a cherché à assurer la 'victoire' de RR!

Pendant des mois, les acteurs européens, (sauf RR, bien entendu), ont chercher à faire adopter le vrai vainqueur d'origine. Rien n'y fit ! C'est GE qui a "gagné" !

..... avec son vieux moulin CF6, bon mais dépassé, et frappé des problèmes que nous connaissons aujourd'hui, GE & ses appuis des Autorités américaines, ont tout fait, y compris enfreindre les règles, pour garder la position de main-mise sur la chasse-gardée qu'est Taiwan, aux yeux des USA ! Bien entendu, selon tous les rapports dans les media, GE avait sollicité cette aide !

Aussi, si la remarque, "Peut être que l'A330 ne les intéresse pas plus que ça ?" ne faisait qu'approcher la vérité, GE ne serait pas en train de chercher à se positionner pour remotoriser les A330 existants, et donner un nouveau moteur aux A330 "new build", en cherchant, comme d'habitude, une exclusivité pour GE dans cette opération !

• ayant été gavé pendant des années, surtout dans les media français, qui traitent de l'aéronautique et de l'aviation, de GE (et /ou de P&W ; mais, surtout de GE), comme s'il n'y avait que lui comme motoriste sur la planète,
  
• ayant été frappé constamment par ce qui a tant agacé Flaubert, .... soit le véhiculage (dans les media) des idées reçues et le gobage qui s'ensuit chez les destinataires de ce véhiculage (d'idées fausses, qui ne résistent pas à l'examen des faits réels), ....
  
• j'ai décidé de me joindre au débat, pour travailler à la remise de l'équilibre là-dedans (bien sûr, ... cela agace certains ; tant mieux )!
  

Mais il y a un paquet (au niveau planétaire) de ces auteurs et 'reporters' qui "sévissent" et méritent largement qu'on y leur enfonce la tête !

A Spicejet Boeing 737-800, flight SG-913 from Jaipur to Ahmedabad (India) with 138 people on board, was departing Jaipur when the crew needed to shut the right hand engine down following a loud bang from the engine, abnormal engine indications and a report from the tower that the engine was trailing smoke.

The airplane levelled at 2000 feet and returned to Jaipur for a safe landing about 6 minutes after departure.

Fresco a écrit:IFSD...? B-737-800 SpiceJet

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A Spicejet Boeing 737-800, flight SG-913 from Jaipur to Ahmedabad (India) with 138 people on board, was departing Jaipur when the crew needed to shut the right hand engine down following a loud bang from the engine, abnormal engine indications and a report from the tower that the engine was trailing smoke.

The airplane levelled at 2000 feet and returned to Jaipur for a safe landing about 6 minutes after departure.

Jeannot a écrit:Début prochain de la réparation de l'A380 de Qantas. Devis initial 150 Million de $

Repairs to stricken Qantas superjumbo to begin soon

REPAIRS to the Qantas A380 that suffered extensive damage from a midair engine explosion in November will begin in the next few weeks.
Estimates of the cost of the work reach as high as $150 million.
The A380 has been stored in a hangar at Singapore's Changi Airport while Qantas and the aircraft's manufacturer, Airbus, assessed the best options for repairing the double-decker plane. Its windows and exterior openings have been covered and silica gel used to prevent the A380 from corroding in the tropical heat.
A full analysis of the repairs that need to be done has been completed but no repair work has been undertaken since it was grounded in Singapore after the explosion on November 4.
Qantas has said that the repair bill would be at least $100 million, but more recent internal estimates have put it at closer to $150 million. The airline has repeatedly ruled out writing off the A380, named the Nancy Bird-Walton, despite the cost of the repairs nearing what it cost to buy the aircraft.
The airline bought the A380 for about half the list price of $327 million, gaining the discount because it was a launch customer for Airbus's flagship superjumbo aircraft.
A Qantas spokesman said the repairs would begin in the ''coming weeks'', and would be performed by Airbus engineers under the supervision of the airline's staff in Singapore.
''We have been working closely with Airbus on repairs. We have planned for most, if not all of the work, to be done in Singapore before the aircraft returns to Australia,'' he said.
The airline has said the damage to the A380 will be covered by insurance and contractual arrangements with the engine manufacturer, Rolls-Royce. However, it is still locked in negotiations with Rolls-Royce about the damages. Qantas has reserved the right to sue Rolls-Royce in Australia if they cannot reach a settlement.
The airline still expects the aircraft to be returned to Australia by the end of the year despite the delays to the repair work.
It also denied speculation that the plane would need more extensive repair work at Airbus's main manufacturing plant in the French city of Toulouse.
Shares in Qantas rose 2c to $2.14 yesterday, just above a 20-month low reached on Tuesday.

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Jeannot a écrit:China Airlines change les aubes de ses CF6s

China Airlines renews CF6 blades after corrosion incidents

General Electric is contacting operators of its [Vous devez être inscrit et connecté pour voir ce lien]-80E1 engines in Asia to check for corrosion on the powerplant's high-pressure turbine blades, following three engine shutdown events on [Vous devez être inscrit et connecté pour voir ce lien]-300s.
Hot corrosion caused the incidents, in December 2010 and January 2011, in which flights turned back. The blades involved were in the first-stage high-pressure turbine of certain high-cycle CF6-80E1 engines.
"Preliminary analysis strongly indicates the corrosion damage on the blade surface may have been caused by certain environmental conditions, such as air pollution and other contaminants. The damage on the blades was extensive and they could not be repaired," says GE Aviation.

GE is contacting other CF6-80E1 operators in the region to determine if their blades have similar corrosion damage.
"We are still early in this process and are not sure if the problem has affected operators to the same extent that China Airlines has experienced," says GE.
China Airlines' engines were delivered from 2004. GE introduced a more robust blade on the engine as standard in 2008, with a resistant coating "that enhances blade life", and issued a service bulletin to operators recommending inspection for corrosion during routine engine overhauls. Blades with minimal corrosion can be repaired with a coating.
"However if the corrosion is too much, the blade should be replaced with the new improved HPT blade," says GE.

GE is working with China Airlines to retrofit the new blades. While the airline says it needs to replace only the affected blades, it is replacing all engine blades on its 18 A330s as a precaution. Seventy percent of the work, covering 41 engines, is complete and all blades will be replaced by May.
Taiwan's China Airlines adds that GE investigated its maintenance procedures and found the carrier conformed with instructions, and the operating environment was "no different" from other carriers

Intéressant surtout après avoir lu le post de Sevrien sur les aubes des soufflantes.

Oui ! What goes around comes around !

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