The Australian Transport Safety Bureau (ATSB) on June 27 released the final report of its investigation into an uncontained engine failure aboard a Qantas Airbus A380 in November 2010 just after departure from Singapore.
Turbine engine failure
The FAA is adopting an airworthiness directive for certain Pratt & Whitney Canada PT6A-38, -41, -42, -42A, -61, -64, -66, -66B, -110, -112, -114, -114A, -121, -135, and -135A series turboprop engines. The AD requires the removal from service of certain PMA replacement parts from Timken Alcor Aerospace Technologies, including first-stage sun gears and planet gears installed in the reduction gearbox. This AD was prompted by failures of certain first-stage sun gears manufactured by Timken Alcor.
A preliminary factual report released today by the Australian Transport Safety Bureau recounts a laudable effort on the part of the five-member flight crew to land the Qantas A380 stricken by the uncontained failure of one of its Rolls-Royce Trent 900 turbofans over the Indonesian island of Batam on November 4.
Qantas plans to resume Airbus A380 service this Saturday (November 27) on Flight QF31 from Sydney to Singapore and onward to London. The flight, scheduled to depart Sydney at 5:30 p.m. local time, would mark the end of a 23-day suspension of service with Qantas A380s after an uncontained engine failure forced one of the airline’s six superjumbos to make an emergency landing in Singapore on November 4.
As a result of findings from US Airways Flight 1549–which lost power in both engines after hitting a flock of Canada Geese and successfully ditched in the Hudson River on January 15, 2009–the NTSB issued the following 25 recommendations to the FAA on May 21:
Operators of turbine-powered aircraft must avoid flying through volcanic ash clouds, according to engine and airframe manufacturers, but if ash is encountered in flight, there are specific techniques that pilots should use as well as post-flight maintenance procedures. According to the U.S.
Dassault Falcon 900B, Gatwick, UK, Jan. 20, 2007–The UK’s Air Accidents Investigation Branch (AAIB) has ruled the probable cause of the uncontained engine failure was the fracturing of a stage-two low-pressure (LP) turbine blade due to a casting defect, with the possibility that this was caused by a third-stage blade failure.
Jet-Care International has recently upgraded its corporate aircraft from a Piper Malibu piston single to a new Cessna CJ1. The UK-based specialist in aero-engine oil and debris analysis took delivery of the new aircraft in August and is keeping it busy with flights all around Europe, including to its new laboratory in Basel, Switzerland. The company also provides engine condition trend monitoring (ECTM) using gas path analysis (GPA).
How many in-flight engine shutdowns have you had in your career? For the crew of a General Electric CF34-powered Challenger 604 owned by David Wetherell, the answer would be two. One per engine, over a five-week period, in a brand-new aircraft with about 100 hr TT.
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