Good job getting it down safe, click the link for a picture!
http://www.flightglobal.com/articles/20 ... lines.html
Picture: NTSB investigating first uncontained engine failure of GE CF34-3B1 on Mesa Airlines CRJ200LR Thursday
By John Croft
The US National Transportation Safety Board (NTSB) is investigating an uncontained engine failure, the first of its kind, on a GE CF34-3B1-powered Bombardier CRJ200LR.
The incident occurred at 17:30 Thursday evening when Mesa Airlines Air Shuttle 2985 from Denver, Colorado to Phoenix, Arizona shed a fan blade and the forward cowling from its left engine in cruise flight around 50nm (100km) out of Denver international airport, causing the crew to declare an emergency and return to Denver. Mesa Brian Gillman says no evacuation was necessary and the US Federal Aviation Administration reported that there were no injuries among the three crew and 50 passengers.
Engine manufacturer GE has sent three representatives to support the NTSB in its investigation, says a spokesman, who added that there are more than 2,000 of the “extremely reliable” engines in service since 1992. GE says failure is the first of its kind for the turbofan engine. Flight's fleet database ACAS shows that the aircraft, N17337, has not been damaged since it was delivered new to Mesa on 22 September 1999.
Bombardier declined from commenting on the incident, saying it would have to wait until the NTSB concludes its investigation.
First uncontained engine failure of GE CF34-3B1 on CRJ200
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RatherBeFlying
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I'd say contained as damage confined to engine, cowling and pylon and it looks like the fan ring is still there.
Guessing that piece of fan blade got stuck between other blades and proceeded to dismantle cowling.
Very nice that cowling does not seem to have become involved in swatting fuselage.
Guessing that piece of fan blade got stuck between other blades and proceeded to dismantle cowling.
Very nice that cowling does not seem to have become involved in swatting fuselage.
Catastrophic, sure - I wouldn't have called it uncontained though, because even though its shredded, the kevlar ring seems to have done its job. Uncontained, it would have peppered the fuselage with shrapnel, which doesn't seem to be the case here. Messy, though.
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twinpratts
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Troubleshot
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yeah I was kinda thinking the same thing, you don't see much surounding damage in that photoxsbank wrote:Catastrophic, sure - I wouldn't have called it uncontained though, because even though its shredded, the kevlar ring seems to have done its job. Uncontained, it would have peppered the fuselage with shrapnel, which doesn't seem to be the case here. Messy, though.
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wanpaku-ed
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Yeah, I've seen this before, not on an RJ and not in North America. Last time I was flying over Saudi Arabia, I had a similar occurence. After landing we found the same type of fabric wrapped around the remains of the engine, just as you see here. After the SATNSSMB (Saudi Arabian Transportation Not So Safety Minded Board) investigated, of course, they submitted their findings to my company. Basically what they figured happend was we ran into one of them there flying carpet things. Abdhar Mohammed didn't fair so good. Luckily he was able to bail off his carpet prior to impact and parachuted to safety. Sprained his ankle on landing, but he got a new carpet from End of the Roll and he is back up there doing his thing. Funny thing is, we were at FL320, I didn't realize the flying carpets were certified for that altitude.
Fracture point identified in 25 January Mesa CRJ200 GE CF34 uncontained engine failure probe
By Mary Kirby
US National Transportation Safety Board (NTSB) investigators are examining the manufacturing and maintenance records of the General Electric (GE) CF34-3B1 involved in the 25 January uncontained engine failure of a Mesa Airlines Bombardier CRJ200LR to determine if existing fan disk inspections are appropriate and effective and whether further corrective action is warranted.
The engine history probe comes after a 31 January search for engine parts over mountainous terrain in Colorado uncovered about half of the fan disk, fan blades, parts of the engine cowling and thrust reverser, the engine spinner, and pieces of the fan containment case lost in the incident.
The wreckage arrived 2 February at the NTSB’s materials laboratory, where specialists identified the fracture’s point of origin, reveals the NTSB in a preliminary update of its investigation.
A safety board spokesman adds that investigators are using their knowledge of the fracture surface “in their examination of the history of that [fan disk] piece”, but adds: “I can’t get anymore specific than that.”
He says that while investigators would “like to find the mating piece to the fan disk”, they are “very satisfied with the results of the search”, a sentiment supported by its finding of the fracture surface “within days of the incident”.
The aircraft, operating as US Airways Express flight 2985 from Denver to Phoenix, was climbing through 24,000ft (7,300m) when the left engine failed, shedding components over the mountainous terrain. It returned uneventfully to Denver and none of the 55 people onboard was injured.
Preliminary examination of the Number 1 engine revealed that the inlet, fan rotor assembly, fan containment case, and thrust reverser were missing.
Inspection of the aircraft revealed impact damage to the fuselage, in-line with the plane of rotation of the engine fan rotor, as well as impact marks on the vertical and horizontal stabilizers.
The NTSB says investigators have ended their active search of engine parts, but notes that “everyone in the area has been apprised of what’s out there, and I wouldn’t be surprised if, over time, people find” other pieces.
GE is not commenting on the investigation.
http://www.flightglobal.com/articles/20 ... ilure.html
By Mary Kirby
US National Transportation Safety Board (NTSB) investigators are examining the manufacturing and maintenance records of the General Electric (GE) CF34-3B1 involved in the 25 January uncontained engine failure of a Mesa Airlines Bombardier CRJ200LR to determine if existing fan disk inspections are appropriate and effective and whether further corrective action is warranted.
The engine history probe comes after a 31 January search for engine parts over mountainous terrain in Colorado uncovered about half of the fan disk, fan blades, parts of the engine cowling and thrust reverser, the engine spinner, and pieces of the fan containment case lost in the incident.
The wreckage arrived 2 February at the NTSB’s materials laboratory, where specialists identified the fracture’s point of origin, reveals the NTSB in a preliminary update of its investigation.
A safety board spokesman adds that investigators are using their knowledge of the fracture surface “in their examination of the history of that [fan disk] piece”, but adds: “I can’t get anymore specific than that.”
He says that while investigators would “like to find the mating piece to the fan disk”, they are “very satisfied with the results of the search”, a sentiment supported by its finding of the fracture surface “within days of the incident”.
The aircraft, operating as US Airways Express flight 2985 from Denver to Phoenix, was climbing through 24,000ft (7,300m) when the left engine failed, shedding components over the mountainous terrain. It returned uneventfully to Denver and none of the 55 people onboard was injured.
Preliminary examination of the Number 1 engine revealed that the inlet, fan rotor assembly, fan containment case, and thrust reverser were missing.
Inspection of the aircraft revealed impact damage to the fuselage, in-line with the plane of rotation of the engine fan rotor, as well as impact marks on the vertical and horizontal stabilizers.
The NTSB says investigators have ended their active search of engine parts, but notes that “everyone in the area has been apprised of what’s out there, and I wouldn’t be surprised if, over time, people find” other pieces.
GE is not commenting on the investigation.
http://www.flightglobal.com/articles/20 ... ilure.html
FAA calls for urgent CF34 inspections after 25 January Mesa CRJ200 GE CF34 uncontained engine failure probe
By Guy Norris
The US Federal Aviation Administration has issued an emergency airworthiness directive (AD) calling for immediate inspections of General Electric CF34-3A1, -3B and B1 engines for potential fan disk failure, following the discovery of parts from the shattered engine which broke apart in mid-air while powering a Mesa Airlines Bombardier CRJ200 on 25 January.
Inspection of the parts, which were recovered from countryside southwest of Denver, Colorado, indicated that the fan disk was caused by a crack which had developed in the bore of the disk itself. Close inspection of the pieces revealed this had been caused by an electrical arc-out defect which left a blemish on the inside of the bore.
The arc-out was caused when the fan disk and shaft was being assembled and aligned using a now abandoned procedure known as an electro-chemical etch marking (ECM). The process, which was originally used at GE’s CF34 assembly line in Lynn, Massachusetts, was used by operators to mark the positions of the disk and shaft to ensure they were properly aligned. However it was discontinued in 2000 when GE became aware that defects had been caused by a particular operator using the ECM tool in an improper way which resulted in an arc being produced, causing the blemishes.
GE and the FAA subsequently worked to issue notices to CF34-3 operators calling for visual and tactile inspections for any engines reaching the 8,000 cycle mark. These inspections were apparently made, but the Mesa engine which later disintegrated had amassed more than 11,000 cycles when the incident took place. Maintenance records have shown that some 31 engines are believed to be at specific risk, and the AD calls for all to be inspected within 20 engine flight hours. The inspection involves removing the nose cone, or spinner, and looking at and feeling the inside of the fan disk bore for blemishes.
The FAA, however, describes this move as an interim measure and further fleet-wide CF34-3 inspections are expected to be mandated.
http://www.flightglobal.com/articles/20 ... ngine.html
By Guy Norris
The US Federal Aviation Administration has issued an emergency airworthiness directive (AD) calling for immediate inspections of General Electric CF34-3A1, -3B and B1 engines for potential fan disk failure, following the discovery of parts from the shattered engine which broke apart in mid-air while powering a Mesa Airlines Bombardier CRJ200 on 25 January.
Inspection of the parts, which were recovered from countryside southwest of Denver, Colorado, indicated that the fan disk was caused by a crack which had developed in the bore of the disk itself. Close inspection of the pieces revealed this had been caused by an electrical arc-out defect which left a blemish on the inside of the bore.
The arc-out was caused when the fan disk and shaft was being assembled and aligned using a now abandoned procedure known as an electro-chemical etch marking (ECM). The process, which was originally used at GE’s CF34 assembly line in Lynn, Massachusetts, was used by operators to mark the positions of the disk and shaft to ensure they were properly aligned. However it was discontinued in 2000 when GE became aware that defects had been caused by a particular operator using the ECM tool in an improper way which resulted in an arc being produced, causing the blemishes.
GE and the FAA subsequently worked to issue notices to CF34-3 operators calling for visual and tactile inspections for any engines reaching the 8,000 cycle mark. These inspections were apparently made, but the Mesa engine which later disintegrated had amassed more than 11,000 cycles when the incident took place. Maintenance records have shown that some 31 engines are believed to be at specific risk, and the AD calls for all to be inspected within 20 engine flight hours. The inspection involves removing the nose cone, or spinner, and looking at and feeling the inside of the fan disk bore for blemishes.
The FAA, however, describes this move as an interim measure and further fleet-wide CF34-3 inspections are expected to be mandated.
http://www.flightglobal.com/articles/20 ... ngine.html
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Bubbaganoosh
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