Damaged aircraft. shhh... its a secret

[MF42 0]

Clearly a bearing failure in the cascading smog pump.

Matt

[TMPattersonJr 0]

did any one check the what-cha-ma-call-it, or the thing-a-ma-bobber, or possibly the flux capacitor, I know those go out all the time, all you need is 1.21 gigawatts to get it going again

Blue SkiesBlack DeathFacebook
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[grue 1]

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That's too bad, that was a perty aircraft too.

As far as where the email came from, any one can easily make any email they send appear to come from anywhere they want. I could send you an email from investigator@fbi.gov if I wanted to, so I'd be a bit wary of that.

However, anyone with a clue can tell that it's BS. Unfortunately, not many people have a clue.

cavete terrae.

[skydiver30960 0]

1.21 gigawatts?

1.21 GIGAWATTS?! I must have been crazy!


Elvisio "so many good AND bad 80's movies out there" Rodriguez

[davedlg 0]

Hmm, I couldn't find it in the FAA accident reports but I did find it here

[Rookie120 0]

I'm sure the GE boys are there now trying to figure out what the hell went wrong. Glad everybody was ok. I bet that mechanic shit a twinkie when that went down. I freaked out when I had a compressor stall one night. All that did was make a big boom and shook the entire hangar.

If you find yourself in a fair fight, your tactics suck!

[mx757 4]

the number #1 engine was installed April 6th 2006 in LAX it left JFK and write up was "not reaching take off power" so mechanice were running it up to takeoff power. It was near 90% power when it happen It had only 604 hours since it came out of overhaul on the engine.

[MF42 0]

I was down at MDW doing some work on a Netjets CE-750 coupla months ago. The written squawk was something like "APU fails to start either engine." Not the most descriptive squawk, and the crew already left, so I can't ask them for any more details.

So I decided to start up the APU in order to find out for myself exactly what it was doing. Power on, read the checklist, hit the APU start....

BAM BAM BAM BAM BAM BAM BAM

Sounded like a 50 cal machine gun! Nearly crapped myself, shut everything down in a hurry, stepped outside and saw smoke curling out of the APU exhaust.

Eventually learned that the bleed air check valves were screwed up and the back pressure was causing the APU to compressor stall. You shoulda heard it. I was scared the whole plane was exploding and it was going to be my fault for missing some important step on the checklist.

Anyway, the pictures kinda reminded me of that.

Matt

[Rookie120 0]

Been there before. It sucks when things go to hell. Scary stuff. What really sucks is when a plane you worked on the night before make an air return. That makes your guts tighten up.

If you find yourself in a fair fight, your tactics suck!

[d16842 0]

I worked on the engine incident materials evaluation side for quite some time. There is no way to hide something like this. At a major airport you can bet there were Pratt and probably Rolls personnel there, with cameras. And the FAA will round up every single image and interview everyone in the valley that was even slightly involved.

That was a pretty old engine. Newer more efficient models came out well over a decade ago, hell almost two. The materials in these engines are very sensitive to harsh machining. A little too much pressure on a drill, grinder, or ream, a part dropped, or a poor inspection at rebuild can all contribute, during manufacture or rebuilding.

In the DC10 crash at Sioux City where a similar engine's fan disk failed, the cause was found to be a long growing crack in the disk, with FPI penetrant still detectable along half the crack, meaning it went right through United's inspection with that crack on it.

After that, Pratt and Rolls were both banging the drum that this was a GE design problem, until months and a year later both had similar uncontained failures. All were later attributed to grain structure changes that previously were never known to exist in titanium, in effect creating very hard crack origination sites in the disks.

Turbine disks are not the same materials obviously because of the temperatures, but the same principles apply. Quality manufacture, quality repair, and quality inspection are essential. Turbine blades themselves suffer creep growth in operation. As they grow, they are abraded by a ring at their outer perimeter. After enough time they are welded to restore that zone. Those weld zones can fail and unbalance the disk. The dovetail of the disk could have failed resulting in a massive mess. The disk itself could have been abused or just poorly inspected at the last tear down.

There are so many potential causes for this at this point that it is not worth speculating. One thing is certain however. This will go into the calculation for approval of ETOPS, which is the reliability calculation system that permits twin engine aircraft to fly long distances over water. The fact that it was uncontained is another issue, as that was the actual cause of the Sioux City Crash, when debris cut hydraulic lines for the tail surfaces.

It will be a while before this is sorted out.
Tom B

Tom B

[Guest]

Whoa...Ch-CHING!!!

mh

"The mouse does not know life until it is in the mouth of the cat."

[Vertifly 0]

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another pic... unrelated, but cool so I decided to post it. so there.

http://www.airliners.net/...d=1058449&size=L

I was going to say, "arguably a photochop". But that looks pretty friggin real to me.

[Rookie120 0]

Thank you for your input. It's sometimes hard for people to understand the amount of force these things go through and how much damage can occur when something does go wrong. Although it is a rare event when it does happen everyone involved from the airline to the engine manufacture are looking into every possibility to what happened and are doing everything they can to assure that it doesnt happen again.

If you find yourself in a fair fight, your tactics suck!

[mx757 4]

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Wow! I hope everyone was alright.

3 Mechanics in cockpit were only people on aircraft. no one hurt. aircraft was parked at runup / blast fence area.