AD tout Turbofan confondus

Vector a écrit:Bonjour Art_Way,
Juste deux remarques :
1) A quoi sert de débattre si on est d'accord ?
2) Un minimum de respect des opinions de l'autre facilite bien le débat
Pour les ailes, je n'ai pas eu le temps de répondre à Yan car je suis bien occupé, mais je le ferai la semaine prochaine.
Je te souhaite un excellent week-end

SUMMARY: The FAA is superseding an existing airworthiness directive (AD) for Rolls-Royce plc RB211 Trent 875-17, Trent 877-17, Trent 884-17, Trent 892-17, Trent 892B-17, and Trent 895-17 turbofan engines with high-pressure (HP) compressor rotor rear stage 5 and 6 discs and cone shafts,
part numbers (P/Ns) FK25230 and FK27899 installed. That AD currently requires removal from service of these HP compressor rotor rear stage 5 and 6 discs and cone shafts before reaching newly reduced life limits. This AD requires removing these parts at new reduced cycle limits. This AD
results from Rolls-Royce plc reducing the lives of these parts and changing the life calculating method to use ''Standard Duty Cycles'' with ''Multiple Flight Profile Monitoring'' and ''Flight Cycles'' with ''Heavy Flight Profile Monitoring''. We are issuing this AD to prevent stage 5 and 6 disc crack
initiation and propagation that might lead to uncontained disc failure and damage to the airplane.
DATES: This AD becomes effective November 20, 2009.

Rolls-Royce: Trent modification will 'eliminate' fuel-ice risk

By David Kaminski-Morrow

Carriers are on track to complete, within six months, modification
of nearly 1,900 Trent engines considered vulnerable to the fuel icing
which brought down a British Airways Boeing 777-200ER two years ago.
UK investigators have formally concluded that flight BA038 from
Beijing crashed on approach to London Heathrow after a highly-unusual
set of circumstances conspired to restrict the fuel flow to both Trent
800 engines.
In its final report today the Air Accidents Investigation Branch
says an "avalanche" of accumulated soft ice was flushed along the fuel
lines as the aircraft's throttles were adjusted in the late stages of
the approach. Instead of passing through the fuel-oil heat exchanger
plate, the ice smothered it and blocked the fuel flow to the
powerplants.
Analysis of 175,000 flights showed that BA038 had been "unique" in
having a low fuel-flow during cruise but a high fuel-flow, at low fuel
temperature, during approach.
"The [exchanger], although compliant with the applicable
certification requirements, was shown to be susceptible to restriction
when presented with soft ice in a high concentration, with a fuel
temperature that is below minus 10°C and a fuel flow above flight
idle," says the AAIB.
US investigators are studying a similar fuel-restriction event, 10
months after BA038, involving a Trent-powered Delta Air Lines Boeing
777 in cruise.
Rolls-Royce has since changed the design of the heat-exchanger face,
and this simple 'drop-in' modification is being applied to all affected
engines - not just the 570 Trent 800s, but also some 700 Trent 700s and
610 Trent 500s.
Modification involves replacing the exchanger face plate, which
features an array of short protrusions on its surface, with one which
is smooth. This can be achieved either with a new component or by
machining the existing face plate.
The Trent 800 modification was certified in July last year, followed
by the Trent 700 and Trent 500 in September and October respectively.
Sources familiar with the process state that the engines on British Airways' and Delta's fleets have already been modified.
By April the global fleet of Trent-powered twin-jets will have been
undergone modification on at least one engine - two in the case of
Trent 500-powered Airbus A340s - which, Rolls-Royce believes, will
eliminate the risk of a total loss of thrust.
"The changes we have made to the affected part mean that this kind
of incident cannot happen again," says a spokesman for the manufacturer.
Rolls-Royce has tested the modification at temperatures down to
minus 44°C and, crucially, with ice levels five times greater than
those involved in the BA038 accident.
Replacement of the heat-exchanger plate across the Trent fleet will
be completed "well ahead" of a January 2011 regulatory deadline, the
spokesman says.
Air Transport Intelligence understands that the
modifications, which are being performed as aircraft are checked-in for
routine maintenance, could be completed by August.
Investigators have yet to comprehend completely the icing processes
which led to the crash of BA038 on 17 January 2008. The AAIB notes that
the BA aircraft suffered a rapid onset of ice, while the Delta aircraft
experienced a more progressive fuel restriction.
"Testing does offer some explanation, with the observation of
'randomness' in the formation of ice, indicative that there may also be
a variance in the quantity of ice generated during similar flights," it
says.
But it admits that the reasons why other 777s have remained
unaffected, despite operating similar flight profiles, are "not fully
understood". The AAIB says this indicates that factors other than fuel
flow and temperature might affect the release of ice in fuel pipes.
http://www.flightglobal.com/articles/2010/02/09/338177/rolls-royce-trent-modification-will-eliminate-fuel-ice.html

Spoiler: