词条 | Turbine engine failure |
释义 |
Turbine engines in use on today's turbine-powered aircraft are very reliable. Engines operate efficiently with regularly scheduled inspections and maintenance. These units can have lives ranging in the thousands of hours of operation. However, engine malfunctions or failures occasionally occur that require an engine to be shut down in flight. Since multi-engine airplanes are designed to fly with one engine inoperative and flight crews are trained to fly with one engine inoperative, the in-flight shutdown of an engine typically does not constitute a serious safety of flight issue. Following an engine shutdown, a precautionary landing is usually performed with airport fire and rescue equipment positioned near the runway. The prompt landing is a precaution against the risk that another engine will fail later in the flight or that the engine failure that has already occurred may have caused or been caused by other as-yet unknown damage or malfunction of aircraft systems (such as fire or damage to aircraft flight controls) that may pose a continuing risk to the flight. Once the airplane lands, fire department personnel assist with inspecting the airplane to ensure it is safe before it taxis to its parking position. Turboprop-powered aircraft and turboshaft-powered helicopters are also powered by turbine engines and are subject to engine failures for many similar reasons as jet-powered aircraft. In the case of an engine failure in a helicopter, it is often possible for the pilot to enter autorotation, using the unpowered rotor to slow the aircraft's descent and provide a measure of control, usually allowing for a safe emergency landing even without engine power.[1] Shutdowns that are not engine failuresMost in-flight shutdowns are harmless and likely to go unnoticed by passengers. For example, it may be prudent for the flight crew to shut down an engine and perform a precautionary landing in the event of a low oil pressure or high oil temperature warning in the cockpit. However, passengers in a jet powered aircraft may become quite alarmed by other engine events such as a compressor surge — a malfunction that is typified by loud bangs and even flames from the engine's inlet and tailpipe. A compressor surge is a disruption of the airflow through a gas turbine jet engine that can be caused by engine deterioration, a crosswind over the engine's inlet, ice accumulation around the engine inlet, ingestion of foreign material, or an internal component failure such as a broken blade. While this situation can be alarming, the engine may recover with no damage.[2] Other events that can happen with jet engines, such as a fuel control fault, can result in excess fuel in the engine's combustor. This additional fuel can result in flames extending from the engine's exhaust pipe. As alarming as this would appear, at no time is the engine itself actually on fire.{{cn|date=October 2017}} Also, the failure of certain components in the engine may result in a release of oil into bleed air that can cause an odor or oily mist in the cabin. This is known as a fume event. The dangers of fume events are the subject of debate in both aviation and medicine.[3] Possible causesEngine failures can be caused by mechanical problems in the engine itself, such as damage to portions of the turbine or oil leaks, as well as damage outside the engine such as fuel pump problems or fuel contamination. A turbine engine failure can also be caused by entirely external factors, such as volcanic ash, bird strikes or weather conditions like precipitation or icing. Weather risks such as these can sometimes be countered through the usage of supplementary ignition or anti-icing systems.[4] Failures during takeoffA turbine-powered aircraft's takeoff procedure is designed around ensuring that an engine failure will not endanger the flight. This is done by planning the takeoff around three critical V speeds, V1, VR and V2. V1 is the critical engine failure recognition speed, the speed at which a takeoff can be continued with an engine failure, and the speed at which stopping distance is no longer guaranteed in the event of a rejected takeoff. VR is the speed at which the nose is lifted off the runway, a process known as rotation. V2 is the single-engine safety speed, the single engine climb speed.[5] The use of these speeds ensure that either sufficient thrust to continue the takeoff, or sufficient stopping distance to reject it will be available at all times.{{cn|date=October 2017}} Failure during extended operations{{Main|ETOPS}}In order to allow twin-engined aircraft to fly longer routes that are over an hour from a suitable diversion airport, a set of rules known as ETOPS (Extended Twin-engine Operational Performance Standards) is used to ensure a twin turbine engine powered aircraft is able to safely arrive at a diversionary airport after an engine failure or shutdown, as well as to minimize the risk of a failure. ETOPS includes maintenance requirements, such as frequent and meticulously logged inspections and operation requirements such as flight crew training and ETOPS-specific procedures.[6] Contained and uncontained failures{{anchor|uncontained}}Engine failures may be described as either as "contained" or "uncontained".
Engine cases are not designed to contain failed turbine disks. Instead, the risk of uncontained disk failure is mitigated by designating disks as safety-critical parts, defined as the parts of an engine whose failure is likely to present a direct hazard to the aircraft.[8] Engine manufacturers are required by the FAA to perform blade off tests to ensure containment of shrapnel if blade separation occurs.[9] Notable uncontained engine failure accidents
References1. ^{{cite book | title = Rotorcraft Flying Handbook | year = 2000 | publisher = U.S. Federal Aviation Administration | location = U.S. Government Printing Office, Washington D.C. | id = FAA-8083-21 | page = 30 | url=http://www.faa.gov/regulations_policies/handbooks_manuals/aircraft/media/faa-h-8083-21.pdf | quote=a helicopter can be landed safely in the event of an engine failure | ISBN= 1-56027-404-2}} 2. ^https://www.faa.gov/aircraft/air_cert/design_approvals/engine_prop/media/engine_malf_famil.doc 3. ^{{cite web | url=https://www.wsj.com/articles/SB10001424052970204900904574302293012711628 | title=Up in the Air: New Worries About 'Fume Events' on Planes | publisher=Wall Street Journal | date=30 July 2009 | accessdate=29 December 2012 | author=Sarah Nassauer}} 4. ^{{cite web | url=http://www.faa.gov/aircraft/air_cert/design_approvals/engine_prop/media/CAAM2_Report.pdf| title=Technical Report on Propulsion System and APU-Related Aircraft Safety Hazards | publisher=Federal Aviation Administration | accessdate=31 December 2012}} 5. ^{{cite web | url=http://www.tc.gc.ca/eng/civilaviation/publications/tp14371-gen-1-0-2561.htm#gen-1-9-1 | title=Aeronatutical Information Manual | publisher=Transport Canada | accessdate=29 December 2012}} 6. ^{{cite web | url=http://www.boeing.com/commercial/airports/faqs/etopseropsenroutealt.pdf | title=ETOPS, EROPS and Enroute Alternates | publisher=The Boeing Company | accessdate=31 December 2012}} 7. ^{{Cite web|url=https://www.skybrary.aero/index.php/Uncontained_Engine_Failure|title=Uncontained Engine Failure - SKYbrary Aviation Safety|website=www.skybrary.aero|language=en|access-date=2018-05-05}} 8. ^1 {{cite web|url=https://www.ntsb.gov/news/press-releases/Pages/Four_Recent_Uncontained_Engine_Failure_Events_Prompt_NTSB_to_Issue_Urgent_Safety_Recommendations_to_FAA.aspx|title=Four Recent Uncontained Engine Failure Events Prompt NTSB to Issue Urgent Safety Recommendations to FAA|last=|first=|date=|website=ntsb.gov|accessdate=27 May 2010}} {{PD-notice}} 9. ^Blade containment and rotor unbalance tests. {{webarchive|url=https://web.archive.org/web/20110612142218/http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=466022f9e574a12e0b383c9ddebced01&rgn=div8&view=text&node=14%3A1.0.1.3.16.6.363.13&idno=14 |date=12 June 2011 }}, 14 CFR 33.94, 1984 10. ^{{cite web | url=https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR7502.pdf | title=Aircraft Accident Report: National Airlines, Incorporated, DC-10-10, N60NA, near Albuquerque, New Mexico, November 3, 1973 | publisher=National Transportation Safety Board | date=15 January 1975 | accessdate=3 October 2018 }} 11. ^{{cite journal |author=Antoni Milkiewicz|title=Jeszcze o Lesie Kabackim |trans-title=More on the Kabacky Forest |language=Polish |date=October 1991 |journal=Aero : technika lotnicza |location=Warsaw|publisher=Oficyna Wydawnicza Simp-Simpress|pages=12–14|issn=0867-6720}} 12. ^{{cite web|url=http://aviation-safety.net/database/record.php?id=19840830-0|title=ASN Aircraft accident Boeing 737-2H7C TJ-CBD Douala Airport (DLA)|first=Harro|last=Ranter|website=aviation-safety.net|accessdate=18 April 2018}} 13. ^{{Cite news|url=http://news.bbc.co.uk/local/manchester/hi/people_and_places/history/newsid_8937000/8937316.stm|title=Lessons of Manchester runway fire|date=2010-08-23|access-date=2018-07-05|language=en-GB}} 14. ^{{cite web|url=http://aviation-safety.net/database/record.php?id=19940103-2 |title=ASN Aircraft accident Tupolev 154M RA-85656 Mamony |publisher=Aviation-safety.net |date=1994-01-03 |accessdate=2018-04-18}} 15. ^{{cite web|url=http://www.airdisaster.ru/database.php?id=26|title=Катастрофа Ту-154М а/к 'Байкал' в районе Иркутска (борт RA-85656), 03 января 1994 года. // AirDisaster.ru - 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