These photos show that also an aircraft wreckage can be useful to avoid future incidents.
Taken on Jul. 22, 2015 the following interesting pictures feature U.S. Navy Divers and Explosive Ordnance Disposal (EOD) technicians, assigned to Commander, Task Group (CTG) 56.1, successfully salvaging an F/A-18F Super Hornet lost at sea aboard USNS Catawba (T-ATF 168).
Following you can find the first pictures of the 14 Lakenheath Strike Eagles belonging to the 494FS of the 48FW deployed to Decimomannu since Jan. 20. The images were taken by Alessandro Fucito on Jan. 25 and 26 during the first week of operations of the aircraft in the Sardinian ranges. The deployment will last until Feb. 4 (even if there are rumours according to which the aircraft could remain in Decimomannu until Feb. 7). More pics will be published in the next days.
The Qantas Airbus A380 uncontained engine failure experienced by QF32 on departure from Singapore on Nov. 4, 2010, has already made the news. The following day, Nov. 5, a B747-400ER “VH-OJD” flying from Singapore to Sydney as QF6 was compelled to return to Changi for a failure on engine #1. When I first heard of this new emergency I thought to joke but the mishap has been confirmed by Qantas spokeman.
Pure coincidence? Maybe. However, please notice that: both flights departed Singapore for Sydney, both Qantas flights, both 4 engines aircraft, both Rolls Royce powered, both experiencing engine #1 failures.
Two months ago, commenting about the uncontained engine failure involving the Qantas B747-400 just departed from San Francisco (for details read here) I wrote: “Unlike other minor failures occuring almost daily everywhere, an uncontained failure (that is quite different from an engine explosion….), is somehow rare, but not a big deal (if there’s no damage to the wing or fuselage caused by a separated engine part), especially if happening in the vicinity of the departure airport”. What happened to QF32, an Airbus A380 from Singapore to Sydney somehow prove that such kind of emergency is not as rare at least for Qantas aircraft…. On Nov. 4, 2010, Airbus 380 “VH-OQA”, the first A380-800 flying with Qantas, with 433 passengers and 26 crew members on board, experienced an uncontained engine failure 30 minutes after departure from Singapore and was compelled to return to Changi airport where it performed a successful emergency landing after circling above the sea for fuel dumping. Parts from the #2 engine punctured the left wing while debris fell on the ground (fortunately, nobody was hurt). Even if the cause of the failure is obviously still unknown, as a consequence of the engine problem Qantas grounded its seven Airbus 380s, to be followed, according to rumors, by the Singapore and Lufthansa ones in the next few hours (Qantas, Singarpore and Lufthansa A380s are equipped with the Rolls Royce Trent 900 variant power plant – while Air France and Emirates are powered by Engine Alliance GP7200 engines). Since I’ve not heard latelyabout similar events involving aircraft of other airlines, what happened to QF32 raises a question: what’s wrong in the Rolls Royce – Qantas duo? Perhaps nothing. Perhaps Qantas planes with Rolls Royce engines had just bad luck but investigation will have to analyse also airline’s maintenance procedures as well as engine design and type of material used to build engine components at RR.
So, what have we learnt so far from this event?
1) engine failures happens (on 4 engine aircraft but also on 2 or 3 engine planes – the number of engines is statistically irrelevant)
2) uncontained engine failures are not so dangerous, provided they don’t cause damages to the wing or fuselage
3) in the last two occurrences, the “uncontainment” happened few minutes after departure (hence, in such a phase of flight in which stress on engine is at the highest level)
4) aircraft experiencing this type of emergency can return to the departure aerodrome safely
5) this was the most serious incident worldwide involving an A380 since it entered service three years ago
6) aircraft parts sometimes fall from the sky (as in Donnie Darko movie….) so be careful :)
The recent Qantas B747-400 engine failure that compelled the QF74 on Aug. 31, 2010, to land only 41 minutes after departure from San Francisco (with destination Sydney), has already made the news. Unlike other minor failures occuring almost daily everywhere, an uncontained failure (that is quite different from an engine explosion….), is somehow rare, but not a big deal (if there’s no damage to the wing or fuselage caused by a separated engine part), especially if happening in the vicinity of the departure airport. Now have a look at the route followed by the aircraft from departure to landing taken from FlightAware.com:
The route clearly shows that upon experiencing the n.4 engine failure, flying at FL300, some 270NM to the West of San Francisco, the QF74 headed back to SFO and, instead of proceeding directly to landing, it performed a couple of 360s to dump fuel. Someone asked why the pilot did not proceed straight towards the airport after loosing one engine (out of 4…) but I think that there’s nothing weird on such a behaviour: as the aircraft can fly safely also with a single engine (in particular circumstances…), it is safer to land the heavy plane (with 212 passengers) after loosing some thousands lbs of fuel. Indeed, much interestingly, the pilot did not (at least until the very last part of the flight) declare emergency (even if most news reports didn’t mention this detail or mistakenly stated that the flight had declared emergency) as the aircraft could be safely flown back on the remaining engines.
The analysis of the ATC recording is quite interesting: QF74 first call to the radar is to request descent to FL200. When requested if a vector back to San Francisco was needed, the pilot replies with a “stand by”, followed, minutes later by a request for radar vectors back to KSFO. Fuel dumping was performed from FL200, eastbound, then the aircraft was cleared to descend to 10.000 at pilot’s discrection (even if the aircraft maintaned FL200 and later “moved” on RAINS waypoint to continue its holding/fuel dumping).
Interestingly, a replacement engine was carried (as 5th engine) by QF73, Qantas B747-400 “VH-OJQ”, on Sept. 1.
Some videos taken with mobile phones from the passenger cabin of the aircraft can be found on the Internet.
The following article, published by the Sydney Morning Herald, on Sept. 2, 2010, provides some details dealing with airworthiness directives issued for the RR RB211 engines fitted to the QF B744 aircraft focusing on possible uncontained engine failures.
Qantas engine explosion followed safety warning
Andrew Heasley and Matt O’Sullivan
September 2, 2010
THE Qantas jet engine that exploded on Tuesday after take-off from San Francisco had not been inspected after safety warnings issued two weeks ago.
The safety bulletins in Australia, Europe and the US had warned of ”uncontained” engine failure – the technical term for when components are sprayed out of the engine enclosure during a malfunction.
The airworthiness directives were issued for Rolls-Royce RB211 engines, the model fitted to the Qantas 747-400 that was forced to make an emergency landing at San Francisco.
A Qantsa jet was forced to turn back to San Francisco after a hole was blown in the shell of the engine.
Qantas confirmed the jumbo’s engines had not been inspected because it was not due for its regular maintenance checks. The engine that failed was last inspected on July 8. Some of the 212 passengers on QF74 reported seeing flames and sparks fly out of the plane’s fourth engine about 20 minutes after take-off.
The explosion ripped a hole through the engine’s cowling, causing the aircraft to shudder and requiring the pilots to dump fuel before making the emergency landing.
One passenger recalled seeing flames ”like a giant Roman candle stick” shooting towards the back of the aircraft from the failed fourth engine.
Another passenger panicked and yelled, ”We’re going to go down, we’re going to go down’,” but most handled the emergency calmly. Those who were not able to cope were ushered to the front of the aircraft.
Kirk Willcox, from Randwick, was seated in a row near the wing when he ”suddenly heard a loud pop and a swish” as the fourth engine caught fire.
”We knew we had not hit turbulence,” he said.
”We made a bit of a skid to the left, got the wobbles and then dropped in altitude.
”The girl I was sitting next to said, ‘the engine is on fire’, and I looked out and saw what looked like a giant Roman candlestick.
”It varied in intensity and was quite extraordinary.”
The airworthiness directive warned that ”several low pressure turbine shafts had been found with cracks originating from the rear cooling air holes”.
Qantas said that it was ”fully compliant” with the airworthiness directive, which required that the engine be inspected the next time it was due for maintenance.
A replacement engine has been flown to San Francisco.
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