[Apparpsmose]

Just noticed 7:47pm here.

[chuecfafresslds]

Here is the Airworthiness Directive

Latest Emergency AD:

EASA AD No : 2010-0236-E
EASA Form 111 Page 1/3
EASA EMERGENCY AIRWORTHINESS DIRECTIVE
AD No.: 2010-0236-E
Date: 10 November 2010
Note: This Emergency Airworthiness Directive (AD) is issued by EASA, acting in
accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its
Member States and of the European third countries that participate in the activities of
EASA under Article 66 of that Regulation.
This AD is issued in accordance with EC 1702/2003, Part 21A.3B. In accordance with EC 2042/2003 Annex I, Part M.A.301, the
continuing airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs. Consequently, no person may
operate an aircraft to which an AD applies, except in accordance with the requirements of that AD, unless otherwise specified by
the Agency [EC 2042/2003 Annex I, Part M.A.303] or agreed with the Authority of the State of Registry [EC 216/2008, Article
14(4) exemption].
Type Approval Holder’s Name :
ROLLS-ROYCE PLC
Type/Model designation(s) :
RB211 Trent 900 series engines
TCDS Number : EASA.E.012
Foreign AD : Not applicable
Supersedure : None
ATA 72 Engine – High Pressure / Intermediate Pressure (HP/IP)
Structure – Inspections
Manufacturer(s): Rolls-Royce plc
Applicability: RB211 Trent 900 series engines, variants RB211 Trent 970-84, RB211
Trent 970B-84, RB211 Trent 972-84, RB211 Trent 972B-84, RB211 Trent
977-84, RB211 Trent 977B-84 and RB211 Trent 980-84, all serial
numbers.
These engines are known to be installed on, but not limited to, Airbus
A380 series aeroplanes.
Reason: An uncontained engine failure has recently occurred on a Rolls-Royce
Trent 900 involving release of high energy debris and leading to damage
to the aeroplane.
Analysis of the preliminary elements from the incident investigation shows
that an oil fire in the HP/IP structure cavity may have caused the failure of
the Intermediate Pressure Turbine (IPT) Disc.
This condition, if not detected, could ultimately result in uncontained
engine failure potentially leading to damage to the aeroplane and hazards
to persons or property on the ground.
For the reasons described above and pending conclusion of the incident
investigation, this AD requires repetitive inspections of the Low Pressure
Turbine (LPT) stage 1 blades and case drain, HP/IP structure air buffer
cavity and oil service tubes in order to detect any abnormal oil leakage,
and if any discrepancy is found, to prohibit further engine operation.
The requirements of this AD are considered as interim action. If, as a
EASA AD No : 2010-0236-E
EASA Form 111 Page 2/3
result of the on-going incident investigation, a terminating action is later
identified, further mandatory actions might be considered.
Effective Date: 10 November 2010
Required Action(s)
and Compliance
Time(s):
Required as indicated, unless accomplished previously:
(1) Within the compliance times indicated in Table 1 of this AD,
accomplish the following actions in accordance with Rolls-Royce
Non Modification Service Bulletin (NMSB) 72-AG590, Par 3.
Accomplishment Instructions, 3.A or 3.B as applicable to the engine
configuration:
(1.1) Carry out an extended ground idle run.
(1.2) Inspect the Low Pressure Turbine (LPT) stage 1 blades and
case drain.
(1.3) Inspect the HP/IP structure air buffer cavity and oil service
tubes.
Table 1
Compliance time
Engine
Configuration
Initial Threshold Repetitive Interval
On-wing Within 10 Flight Cycles
(FC) after the effective
date of this AD.
At intervals not exceeding
20 FC.
In-shop After the engine test
procedure and before
next flight.
Not applicable (after
engine installation refer to
on-wing repetitive
inspection intervals).
(2) If any discrepancy is found during the inspections required by
paragraph (1) of this AD, any further engine operation is prohibited.
Within one day after the accomplishment of the inspection, report the
findings to Rolls-Royce.
(3) Inspections accomplished in accordance with the content of NMSB
72-AG590 before the effective date of this AD, are acceptable to
comply with the initial inspections required by this AD.
(4) After the effective date of this AD, do not operate an engine on an
aeroplane unless it has been inspected in accordance with the
requirements of this AD.
Ref. Publications: Rolls-Royce RB211-Trent 900 Alert Non Modification Service Bulletin
72-AG590 dated 10 November 2010.
The use of later approved updates of this document is acceptable for
compliance with the requirements of this AD.
Remarks : 1. If requested and appropriately substantiated, EASA can approve
Alternative Methods of Compliance for this AD.
2. The safety assessment has requested not to implement the full
consultation process and an immediate publication and notification.
3. Enquiries regarding this AD should be referred to the Airworthiness
Directives, Safety Management & Research Section, Certification
Directorate, EASA. E-mail .
EASA AD No : 2010-0236-E
EASA Form 111 Page 3/3
4. For any question concerning the technical content of the requirements
in this AD, please contact:
Your designated Rolls-Royce representative or download the
publication from your Aeromanager account at
Aeromanager by Rolls-Royce. If you do not have a designated
representative or Aeromanager account, please contact Corporate
Communications at Rolls-Royce plc. PO Box 31, Derby, DE24 8BJ,
United Kingdom. Phone: +44 (0) 1332 242424, or e-mail from
Civil Aerospace - Rolls-Royce identifying the
correspondence as being related to Airworthiness Directives.


Edit - Here is a post that sums up the implications of the above AD better than I can. Again it's not official, just thoughts of those who should know.
http://www.pprune.org/6053330-post317.html
The Emergency Airworthiness Directive dated 10 November 2010 will have a huge impact upon the QF, SQ and LH A380 aircraft availability. Every engine will need an extended ground run within the next 10 flight cycles followed by the following:

1) An inspection of the LPT stage 1 blades and case drain.
2) An inspection of the HP/IP structure air buffer cavity and oil service tubes.

The interval between each engine check must not exceed 20 flight cycles. (The engine run is not counted)

If any discrepancy is found during the inspections further engine operation is prohibited. (Not even a ground run)

The down time for each aircraft will be significant and expensive. Some QF A380 flying will have to be removed from the schedule to allow for the grounded aircraft in SIN and allow time for the checks until new aircraft are delivered. (This assumes engines will be available for new production aircraft)

If any engine changes are required it will just add to the workload and reduce aircraft availability even more. I doubt if QF has sufficient qualified man power to perform the inspections for the current fleet.

As it appears the engines are only 'good' for 500 flight cycles due to spline wear and other conditions I can see further aircraft being grounded due to lack of engines. Their is also supposedly significant damage to the wing spa for the A380 involved, needs a new wing. May even be a possible write off or being sold back to Airbus as a test bed. The engineers are amazed the wing didn't catch fire given the "massive fuel leaks".

[mashabox]

it`ll be sold back and airbus will self insure the ferry flight -as for fuel fire , the wing was full , so doubt a fire.

[etdgxcnc]

it`ll be sold back and airbus will self insure the ferry flight -as for fuel fire , the wing was full , so doubt a fire.

You're confusing "fire" with "explosion" - a full fuel tank wouldn't have the air to ignite, but the spilling fuel (or even hydraulic fluid which is also very flammable) was exposed to air and, if there was sufficient heat, a fire would not be surprising...

[mashabox]

SQ is still operating 8 of its 11 A388`s - the other 3 made ferry flights to SIN for engine swap , LFH are still flying all there 388`s with RR trents.

seems QF are the only ones to keep theres on the ground.

[Apparpsmose]

seems QF are the only ones to keep theres on the ground.

Any other action by QF would cause more PR damage than it's worth. With Qantas safety concerns being an issue over the last couple of years the last thing Qantas needs is more bad press. They need to be seen as being good and responsible right now.
With that said, I would think most would agree until every A380 in the QF fleet is checked then then those planes should not be in the air. This isn't a problem you can toy with peoples lives, this is a serious engine failure.

[chuecfafresslds]

So the next question is, does the Trent 1000 have the same design and likely the same failure waiting to happen? I'm guessing, but I would say so.

[etdgxcnc]

if your passed V1 then an engine out is still GO-GO , you do NOT reject after V1 as quite simply , its a total an utter mess than will result in casualities.

once your at `power set` then its hands off the throttles.

http://www.youtube.com/watch?v=9KhZw...eature=related

at V1 your at or just at VR .

edit: canberra flight have a report that says its an oil fire that caused the failure

I didn't mention the PILOT shutting down the engines, but the engines shutting down (as a result of the software 'fix mentioned).
Read what was said...

[etdgxcnc]

Cheers, Jack, was hoping you'd jump in - the only chap here who really knows about these engines.

So it looks like it's not a supply problem, but a scavenge problem - in either case there's insufficient oil volume to keep the bearing cool?

Heck, I'm old enough to remember the original RB211 bankrupting RR, could be doing it again... Seems a bit strange it's showing up after all this time, though.

[mashabox]

I didn't mention the PILOT shutting down the engines, but the engines shutting down (as a result of the software 'fix mentioned).
Read what was said...

even so you dont reject above V1 - your carrying enough energy to get airbourne

[chuecfafresslds]

even so you dont reject above V1 - your carrying enough energy to get airbourne

Yes but Gordo isn't saying it's going to be safe stop. He is simply saying those other two engines will simply fly you to the scene of the crash.

[etdgxcnc]

Yes but Gordo isn't saying it's going to be safe stop. He is simply saying those other two engines will simply fly you to the scene of the crash.

Exactly![thumbup] - or should that be

[chuecfafresslds]

Yep, I don't like the idea of un-commanded engine shutdowns.

It just adds more holes to the swiss cheese.

[mashabox]

uncommanded shut downs can happen now allready - without the software `fix` , AF flight to sao paolo , BA flight at heathrow

and ofc on a twin losing 2 `donks` is a bit more serious than on a 4 ;(


losing 2 on take off will be damn serious - the remaining 2 go to contingency power

i`ve asked over on pprune - so will see what answer they give

btw - the FAA was certifing the 787 when the fire on board happened:

http://www.flightglobal.com/articles...-787-fire.html

OUCH

[chuecfafresslds]

Yes but this just adds another un-commanded shutdown situation.

As I said it just adds more holes to the swiss cheese, when the holes line up.......


Gordo - nice forward pass at the end [rofl] I know it's not popular in Australia, but not playing Todd Carney over Lockyer was a bad decision (let alone not finding a spot in the side!), Australia played a lot better with Carney....

[etdgxcnc]

Yes but this just adds another un-commanded shutdown situation.

As I said it just adds more holes to the swiss cheese, when the holes line up.......


Gordo - nice forward pass at the end [rofl] I know it's not popular in Australia, but not playing Todd Carney over Lockyer was a bad decision (let alone not finding a spot in the side!), Australia played a lot better with Carney....

I think Harlequin still doesn't get my point - with two engines going to idle on one side, and the two engines on the otherdise on take off power, the aircraft will will yaw HARD! This would require immediate rubber application to control the 150 000 lb thrust and drag differential, also adding drag, and may also affect lift on the afflicted side, causing a roll moment.
It's a whole lot more serious than both inners or outers - and that's bad enough.

As for the other, I assume there was a sporting event between NZ and you kangaroo shaggers?

[chuecfafresslds]

As for the other, I assume there was a sporting event between NZ and you kangaroo shaggers?

You didn't know? Well nothing to see here then.......[rofl]

[mashabox]

I think Harlequin still doesn't get my point - with two engines going to idle on one side, and the two engines on the otherdise on take off power, the aircraft will will yaw HARD! This would require immediate rubber application to control the 150 000 lb thrust and drag differential, also adding drag, and may also affect lift on the afflicted side, causing a roll moment.
It's a whole lot more serious than both inners or outers - and that's bad enough.

As for the other, I assume there was a sporting event between NZ and you kangaroo shaggers?

i do get your point - the same thing would occur on any 4 engined aircraft and would result in a great big firey mess.


http://www.ntsb.gov/recs/letters/2006/a06_85_87.pdf


swiss air , from 2006 with guess what

a trent 700

...The airplane sustained impact damage and holes in the left wing and in the fuselage (the airplane’s pressure vessel was not breached). Both thrust reverser halves of the No. 1 engine experienced ballistic impact damage and large pieces of the reversers departed the airplane. Examination of the No. 1 engine revealed that the intermediate pressure (IP) turbine case was ruptured 360° circumferentially and that the IP turbine disk had fractured from its drive arm and had liberated all of its blades. Further inspection revealed that the high pressure/intermediate pressure (HP/IP) turbine bearing chamber external vent tube had two burn-through holes.
Disassembly of the No. 1 engine revealed evidence of heat damage and distress in the HP/IP turbine bearing chamber consistent with the presence of an oil fire...
...National Transportation Safety Board’s investigation determined that the fire in the No. 1 engine was caused by carbon build up in the internal vent tube of the HP/IP turbine bearing compartment, which led to the liberation of the IP turbine blades... ^^ sound familiar??

[mashabox]

an answer:

yes a 4 engined aircraft can climb on 2 IF the aircraft has cleaned up , and that climb is really really slow (and fuel dump at the same time) , if its at rotate and on the same side then you have the same chance as santa serving me cocktails this xmas.....

edit:

boeing sentry - alaska lost 2 (starboard wing) at take off through bird ingestion - theres even a full transcript of them going down - they were at toga (ofc) and full rudder control and still came down

[chuecfafresslds]

from The Australian, by Steve Creedy

ABOUT half the Rolls-Royce Trent 900 engines powering Airbus A380s, including 14 Qantas engines, will need to be taken off and dismantled.

The process would fix components involved in a potentially dangerous oil leak.
The Australian has been told about 40 engines on the 20 A380s operated by Qantas, Singapore Airlines and Lufthansa need to be modified to fix the leaks. This includes 24 at Singapore Airlines and two at Lufthansa.
The modification, described by Rolls-Royce as the replacement of a module and understood to involve a bearing box, requires the engines to be taken off the wing and stripped down so engineers can access the affected area.
Industry players expect the work to strain both resources and parts availability and say the British manufacturer is looking at establishing stations around the world to do the work.
The modifications aim to prevent a repeat of an oil fire blamed for the disintegration of a turbine disc that saw a Qantas Trent 900 rip itself apart, peppering the wing of an A380 with shrapnel and causing substantial damage.
Rolls also plans to introduce a software fix that will shut down the engine before it reaches a point where the turbine disc is in danger of disintegrating.
The incident prompted Qantas to ground its A380 fleet and the airline was still unsure yesterday about when the superjumbos would resume flying.
It expects the A380s to be returned to service on a plane-by-plane basis and Airbus has offered to help by taking already modified engines from its production line and shipping them to Qantas.
A spokesman said Qantas would work with both Airbus and Rolls-Royce to work out "the fastest and most effective way of ensuring its engines were up to the latest variation".
Singapore, which has grounded three planes and has the oldest A380s as well as the biggest fleet of 11 aircraft, would not confirm the number of engines requiring modifications.
A Singapore spokesman said the airline was continuing to inspect the engines in accordance with a European airworthiness directive that allowed operations to continue safely.