Boeing 787 Fan Shaft Failure Caused Blown Engine at Charleston
Boeing 787 Dreamliner
The National Transportation Safety Board (NTSB) continues its investigation of the July 28, 2012 contained engine failure that occurred on a Boeing 787 Dreamliner during a pre-delivery taxi test in Charleston, South Carolina. A contained engine failure is a specific engine design feature in which components might separate inside the engine but either remain within the engine’s cases or exit the engine through the tail pipe. This design feature generally does not pose immediate safety risks.
Last week, the NTSB sent an investigator to the scene to gather information on the incident and subsequently launched a full investigation into the cause of the failure, led by NTSB Investigator-in-Charge, Mr. David Helson.
On August 1, 2012, a team of experts from the NTSB, FAA, Boeing and GE Aviation specializing in engine systems and metallurgy traveled to a GE facility in Cincinnati, OH to disassemble and examine the failed GEnx engine. GE is the manufacturer of the GEnx engine. The parties to the investigation have been extremely cooperative in assisting NTSB personnel in its review and assessment.
As a result of the investigative work to date, the NTSB has determined that a fan mid-shaft on the failed GEnx engine fractured at the forward end of the shaft, rear of the threads where the retaining nut is installed. The fan mid-shaft is undergoing several detailed examinations including dimensional and metallurgical inspections.
The GEnx engine is a newly designed aircraft engine. It is a “dual shaft” engine, meaning that one shaft connects the compressor spool at one end to the high pressure turbine spool at the other end. A longer “fan shaft” connects the fan and booster in the front of the engine to the low pressure turbine in the back.
The cockpit voice recorder and flight data recorder, which is a combined unit on the 787 Dreamliner, was transported to the agency’s Recorders Laboratory in Washington, DC for processing and readout. Both recordings captured the event and analysis is ongoing.
Moving forward, investigators will continue the detailed examination of the engine and metallurgical analysis of its components. The investigators have also begun reviewing the engine manufacturing and assembly records.
This investigation is ongoing. The information released today is factual in nature and does not include any analysis. Additional factual information may be released as it is developed.
NTSB
Category: Airnation
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- B787 engine failure - Airline Pilot Central Forums | August 10, 2012
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Hi All;
Well here we go another engine blowing up because of a part failure.
The problems are just beginning because of parts outsourcing. Yes engine manufactures out source parts to approved (by the FAA) manufacturers !
The QANTAS A-380 engine that blew up a few years ago was traced to a defective oil tube. This part was made some where in Asia. (my guess is China)
The real “DIRTY” problem is some of these out sourced parts manufacturers …..OUT SOURCE (illegally) these parts to other unapproved manufacturers!
Let me say that again……these Original Equipment Manufacturers OEM actually out source these parts to an unapproved manufacturer. Illegal?
Yes!
FAA knows this is going on and is looking the other way.
As long as the correct paper work is with the part, who would ever know where it was made! (my guess China)
SO… add in the mix TWIN-ENGINE long over water flights and we have big problems ahead.
I have to say it is difficult find information on this subject because little is being done to stop it. There is big money to be made in bogus airframe and engine parts!
This engine shaft failure is uncommon and is everyone sure that this is a OEM part or is it bogus? The questions is will we ever know?
(fake aircraft parts)
http://www.spotcounterfeits.co.uk/fake-aeroplane-parts-and-illegal-counterfeiting.html
(bogus military parts)
http://uk.news.yahoo.com/fake-chinese-parts-found-us-planes-103012001.html
(what is the Inspector General doing?)
http://www.oig.dot.gov/oversight-areas/criminal-investigations/aviation-safety
Richard Wyeroski, former FAA Inspector
FAA WHISTLEBLOWERS ALLIANCE MEMBER
http://theworldlink.com/news/local/article_998c33aa-dae0-11df-8e21-001cc4c03286.html
http://www.justice.gov/usao/or/PressReleases/2011/20111220_Bettencourt.html
Thought I would add another to your list. I know about this because I grew up in the area and knew the slime balls that did it (I went to school with them). I work in the aviation industry and find it particularly appalling that they sold counterfeit parts to our military. In this particular rural area a lot of people join the military so they could have easily killed someone they knew if the parts actually made it on the helicopters. Ridiculous.
Lindsey T
I am not surprised that this is on going in the states by these companies.
The FAA Whistleblowers Alliance is a group of current and former FAA inspectors that have tried to report fraud, waste, abuse and criminal activity only to face harassment and loss of job by FAA Management.
I continue to get the word out about government corruption since being forced out of my job.
Unfortunately Government is reactive and death and destruction have to occur before something gets done
Thanks,
Richard Wyeroski
So these parts are most likely substandard Richard?
JamesMX:
The problems with BOGUS OEM parts is systemic within the industry. Dishonest manufacturers that are awarded OEM part contracts, illegally have other non-approved manufacturers (somewhere) make these parts. The sick part is FAA does “NO” surveillance on these companies, and this practice is rampant.
FAA know there are bogus OEM and OEM copies (PMA) parts. FAA management unfortunately looks the other way until there is an accident or failure!
As amazing as it sounds it is true. An investigation into this situation is the responsibility of the DOT/Inspector General. The IG has found problems, but is powerless to force the FAA to do anything other then informing Congress!
This problem is getting worse with more and more fake parts winding up in the system.
The people that do this are no better then criminals that commit murder with a gun or a knife!
Richard Wyeroski
Hi All:
More and more engine failures have occurred since this thread came out in August. It deserves another look, since more and more airlines are using two engine equipment for long over water flights.
Maximum profits with acceptable risk?……is the reason!
When an engine or system falls and the aircraft must descend from it’s normal operating altitude, a few risks come into play.
The aircraft may descend into weather. The operating engine will require more power and use more fuel at lower altitudes. The aircraft will slow down considerably and now take longer to get to a “SUITABLE LANDING AIRPORT” The flight may have to fly for hours one one “good” engine!
I would say that the airlines do not want the public to know these facts for obvious reasns.
Why?
Because there is now considerable risk to complete a flight that is far over the ocean and must now fly for hours at low altitude with “ONE” engine.
This situation is now FAA approved and as thousands of airlines are ramping up to operate this way, the risks increase considerably.
What is ahead? well, the my friends will be an interesting discussion to have here on AIRNATION
Thanks,
Richard Wyeroski, former FAA Inspector
FAA WHISTLEBLOWERS ALLIANCE