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zeke
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Worldwide 777 Engine/airframe Reliability

Tue Sep 27, 2005 1:18 am

Whilst looking for data to support news of an event in WMKK of a Malaysian 777 having to do a air turn back due to loss of thrust control when going from takeoff to climb thrust I came across the following from the FAA.

"An FAA review of the test data from the 3000-cycle tests for the three original engine types installed on the Model 777 series airplanes has shown that most of the early in-service 777 engine failure modes could have been discovered had Boeing and the engine manufacturers conducted a more thorough teardown inspection and analysis of the 3000-cycle test engine and propulsion system hardware. Part conditions noted in the teardown inspection reports for the three baseline 777 engine types did later occur in service, and they resulted in engine inflight shutdowns or airplane diversions."

and

" Data provided to the Aviation Rulemaking Advisory Committee (ARAC) ETOPS Working Group confirm that the inflight shutdown rate during the takeoff flight phase is on the order of 6 to 16 times the fleet average inflight shutdown rate and during the climb phase is 2.5 to 4.5 times the fleet average.

For inflight shutdowns where improper maintenance is a main causal factor, the 1000-cycle airplane demonstration test provides multiple opportunities for these types of failures to occur. However, the maintenance procedure validation program required by paragraph (d)(2) is intended to minimize the probability of these occurrences. The airplane demonstration test airplane provides opportunities to demonstrate those maintenance tasks associated with the normal operation of the airplane. The FAA considers that these demonstrations can be accomplished in fewer than 1000 cycles."

My colleagues swore black and blue that they are practicing turn back after loss of thrust on a 777 after takeoff following an loss of thrust on both engines after takeoff. I am unable to find any information relating to this event on the internet in English.

I am aware of other uncommanded and commanded engine shutdowns with the 777, some by USA flagged aircraft, some within the FAA FIR, other events occurring outside the FAA FIR.

I lack confidence in the data collated by the FAA on events occurring outside the USA, or in non-US flagged aircraft. The database seems to lack events which have occurred with a number of other carriers including BA, EK, and CX.

I have always thought such events are not reportable to, or investigated by the FAA if occurring outside the FAA airspace or FAA registered aircraft.

I am interested to learn from bi-linguist (English and non-English speakers) of events that may have occurred with the 777, and reported in the local language. I am particularly interested in an 777 event involving a Malaysian 777 at KL within the last 12 months which resulted in a turn back to KL.
I am also interested how the FAA came up with the statistics for state for the 777 “the inflight shutdown rate during the takeoff flight phase is on the order of 6 to 16 times the fleet average inflight shutdown rate and during the climb phase is 2.5 to 4.5 times the fleet.
 
AA737-823
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RE: Worldwide 777 Engine/airframe Reliability

Thu Sep 29, 2005 1:08 pm

As the aircraft was manufactured in the United States, it was manufactured in accordance with US rules and regulations. Manufacturers conduct their own investigations, except when specifically asked not to. There was a crash recently (I cannot remember any details, but it sticks out in my mind) where Boeing was asked to kindly mind their own business. Third world country.
Anyhow, the FAA investigates these incidents for the purpose of making our lives more miserable... I mean, strengthening the regs. Which, honestly, is the responsible thing to do, misery or not.
 
bri2k1
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RE: Worldwide 777 Engine/airframe Reliability

Thu Sep 29, 2005 1:49 pm

Quoting AA737-823 (Reply 1):
There was a crash recently

I performied a search on the NTSB web site, at http://www.ntsb.gov/ntsb/query.asp which, as you allude to, contains statistics about global accidents/incidents involving all types of aircraft.

The one and only incident involving both a 777 and loss of life involved a refueling hose which broke loose and a fire erupted.

There is not a shred of hard evidence here pointing to a problem with engine or airframe safety of the B777.

Zeke, perhaps you'd like to share your FAA source for the quoted article. Also, I'd be curious to learn more about anyone trained to turn back after loss of both engines shortly after takeoff. That's certainly not how I was trained!
 
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zeke
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RE: Worldwide 777 Engine/airframe Reliability

Fri Sep 30, 2005 5:42 am

The search I did on the NSTB site returned 15 results.

I know CX, SQ, EK, BA have had engine problems with the 777, just doesn’t seem to be any publicly accessible records of them and others.

Even the well documented problem the 777 demonstrator had in South Africa when visiting South African Airlines is not on the list.

The Australian ATSB has three 777 engine related events on their database, these dont appear on the American NTSB site.

25-Aug-04 Melbourne, Aero. Vic. Unknown 777-21HER, 9VSYB.
18-Nov-01 Tindal NT Boeing Co 777-212ER, 9V-SRE.
30-Jan-01 Melbourne, Aero. Vic. Boeing Co 777, A6-EMM.

As I said I don’t have much confidence in the data on that site. Below is a number of other incidents which don’t seem to not appear in the NTSB list.

OCCUPANTS: PAX: - CREW: -
FATALITIES: PAX: 0 CREW: 0 OTHER: 0
INJURIES: PAX: 0 CREW: 0 OTHER: 0
DAMAGE TO AIRCRAFT: minor
In the early stages of its takeoff run on runway 03L a fire in #2 broke out prompting the pilots to abort the takeoff. The aircraft taxied off the runway where the airport fire brigade extinguished the flames quickly.

DATE: 19.10.2004 LOCAL TIME: 04:07 LOCATION: Cold Bay-Intl AP (PACD) / AK COUNTRY: USA
AIRLINE: Continental AL TYPE: Boeing 777-200 REGISTRATION: - C/N: - AGE: -
OPERATION: ISP FLIGHT No.: CO 6 FROM: Tokyo-NRT TO: New York-EWR VIA: -
OCCUPANTS: PAX: 241 CREW: 15
FATALITIES: PAX: 0 CREW: 0 OTHER: 0
INJURIES: PAX: 0 CREW: 0 OTHER: 0
DAMAGE TO AIRCRAFT: minor
The 777 made a safe precautionary landing at Cold Bay following an engine problem while in cruiseflight.

DATE: 24.08.2004 LOCAL TIME: 01:45 LOCATION: Melbourne-Intl AQP / Victoria / YMML COUNTRY: Australia
AIRLINE: Singapore AL TYPE: Boeing 777-312 REGISTRATION: 9V-SYB C/N: 28516 AGE: 5 y + 8 m
OPERATION: ISP FLIGHT No.: - FROM: Melbourne TO: Singapore VIA: -
OCCUPANTS: PAX: 278 CREW: 21
FATALITIES: PAX: 0 CREW: 0 OTHER: 0
INJURIES: PAX: 0 CREW: 0 OTHER: 0
DAMAGE TO AIRCRAFT: minor
The aircraft safely returned to Melbourne following a surge in #1 engine shortly after takeoff.

DATE: 11.08.2004 LOCAL TIME: - LOCATION: Houston-Bush Intercontinental AP/ TX/ KIAH COUNTRY: USA
AIRLINE: British AW TYPE: Boeing 777-200 REGISTRATION: - C/N: - AGE: -
OPERATION: ISP FLIGHT No.: - FROM: Houston-IAH TO: London-LGW VIA: -
OCCUPANTS: PAX: 130 CREW: -
FATALITIES: PAX: 0 CREW: 0 OTHER: 0
INJURIES: PAX: 0 CREW: 0 OTHER: 0
DAMAGE TO AIRCRAFT: minor
Shortly after takeoff the aircraft safely returned to land at Houston after the pilots received indication of a fire in engine #1. Fire was put out by personnel on the ground. Passengers were evacuated via chutes on the tarmac.

DATE: 11.03.2005 LOCAL TIME: 22:55 LOCATION: Buenos Aires-Ezeiza Intl (SAEZ) COUNTRY: Argentina
AIRLINE: American AL TYPE: Boeing 777-223ER REGISTRATION: N790AN C/N: 30251 AGE: 4 y + 9 m
OPERATION: ISP FLIGHT No.: AA 908 FROM: Buenos Aires-EZE TO: Miami VIA: -
OCCUPANTS: PAX: 195 CREW: 14
FATALITIES: PAX: 0 CREW: 0 OTHER: 0
INJURIES: PAX: x CREW: 0 OTHER: 0
DAMAGE TO AIRCRAFT: minor
The aircraft aborted its takeoff run at a speed of 110 knots when a fire broke out in engine #2. All passengers were veacuated via emergency slides on the runway. The airport remained closed for 5 hours.

DATE: 23.11.2003 LOCAL TIME: 04:46 LOCATION: over the Atlantic Ocean COUNTRY: -
AIRLINE: Air France TYPE: Boeing 777-228ER REGISTRATION: F-GSPE C/N: 29006 AGE: 4 y + 10 m
OPERATION: ISP FLIGHT No.: - FROM: - TO: Paris-CDG VIA: -
OCCUPANTS: PAX: - CREW: -
FATALITIES: PAX: 0 CREW: 0 OTHER: 0
INJURIES: PAX: 0 CREW: 0 OTHER: 0
DAMAGE TO AIRCRAFT: minor/substantial
Hours after takeoff, the aircraft suffered a failure of one of its GE90 engine whilst over the Atlantic Ocean. The aircraft made a safe emergency landing at Fortaleza/Brasil.

DATE: 02.11.2003 LOCAL TIME: evening LOCATION: Prestwick-Intl AP / Scotland COUNTRY: UK
AIRLINE: United Airlines TYPE: Boeing 777-200 REGISTRATION: - C/N: - AGE: -
OPERATION: ISP FLIGHT No.: - FROM: Frankfurt TO: Washington-IAD VIA: -
OCCUPANTS: PAX/CREW: 276
FATALITIES: PAX: 0 CREW: 0 OTHER: 0
INJURIES: PAX: 0 CREW: 0 OTHER: 0
DAMAGE TO AIRCRAFT: minor
Flying en-route over the hebridean island of Tiree, the pilots issued a mayday call after they smelled a burning odor and smoke in the cockpit. The aircraft safely landed at Prestwick upon that time the fire was under control.

DATE: 02.06.2005 LOCAL TIME: 16:55 LOCATION: Bucharest-Intl AP (LROP) COUNTRY: Romania
AIRLINE: Air India TYPE: Boeing 777-222ER REGISTRATION: VT-AIK C/N: 28714 AGE: 6 y + 2 m
OPERATION: ISP FLIGHT No.: AI 131 FROM: Mumbai TO: New York VIA: London-LHR
OCCUPANTS: PAX: - CREW: -
FATALITIES: PAX: 0 CREW: 0 OTHER: 0
INJURIES: PAX: 0 CREW: 0 OTHER: 0
DAMAGE TO AIRCRAFT: minor
The aircraft made an emergency landing at Bucharest after a short circuit caused a fire on board.

DATE: 14.02.2003 LOCAL TIME: evening/night LOCATION: Kota Kinabalu-Int´l AP COUNTRY: Malaysia
AIRLINE: Malaysia Airlines TYPE: Boeing 777- REGISTRATION: - C/N: - AGE: -
OPERATION: DSP FLIGHT No.: MH 085 FROM: Kota Kinabalu TO: Kuala Lumpur-Sepang VIA: -
OCCUPANTS: PAX: - CREW: -
FATALITIES: PAX: 0 CREW: 0 OTHER: 0
INJURIES: PAX: 0 CREW: 0 OTHER: 0
DAMAGE TO AIRCRAFT: minor
The aircraft was forced to return to Kota Kinabalu following failure of engine #1 aout 20 minutes after departure.

DATE: 02.08.2003 LOCAL TIME: 13:00 LOCATION: Frankfurt-Int´l AP COUNTRY: Germany
AIRLINE: Delta Air Lines TYPE: Boeing 777-200 REGISTRATION: - C/N: - AGE: -
OPERATION: ISP FLIGHT No.: - FROM: - TO: Frankfurt VIA: -
OCCUPANTS: PAX: 0 CREW: 0
FATALITIES: PAX: 0 CREW: 0 OTHER: 0
INJURIES: PAX: 0 CREW: 0 OTHER: 0
DAMAGE TO AIRCRAFT: minor
The aircraft suffered hydraulic problem and made safe emergency landing at FRA.

DATE: 07.07.2005 LOCAL TIME: - LOCATION: Shannon-Intl AP (EINN) COUNTRY: Ireland
AIRLINE: (United AL ?) TYPE: Boeing 777 REGISTRATION: - C/N: - AGE: -
OPERATION: ISP FLIGHT No.: - FROM: London-LHR TO: New York VIA: -
OCCUPANTS: PAX: 190 CREW: x
FATALITIES: PAX: 0 CREW: 0 OTHER: 0
INJURIES: PAX: 0 CREW: 0 OTHER: 0
DAMAGE TO AIRCRAFT: minor
The aircraft made a safe emergency landing at Shannon after the pilots noticed smoke after an electrical fault.

DATE: 13.01.2003 LOCAL TIME: - LOCATION: Terceira-Int´l AP / Acores COUNTRY: Portugal
AIRLINE: British Airways TYPE: Boeing 777-200 REGISTRATION: - C/N: - AGE: -
OPERATION: ISP FLIGHT No.: - FROM: Antigua TO: London-LGW(?) VIA: -
OCCUPANTS PAX: x CREW: x
FATALITIES: PAX: 0 CREW: 0 OTHER: 0
INJURIES: PAX: 0 CREW: 0 OTHER: 0
DAMAGE TO AIRCRAFT: minor
The aircraft made a safe emergency landing at the Acores Islands after it suffered an engine failure en-route.

DATE: 07.01.2004 LOCAL TIME: 03:30 LOCATION: Midway-Sand Island AP / HI COUNTRY: USA
AIRLINE: Continental Airlines TYPE: Boeing 777-200 REGISTRATION: - C/N: - AGE: -
OPERATION: ISP FLIGHT No.: CO 006 FROM: Tokyo-NRT TO: Houston-IAH VIA: -
OCCUPANTS: PAX: 279 CREW: 15
FATALITIES: PAX: 0 CREW: 0 OTHER: 0
INJURIES: PAX: 0 CREW: 0 OTHER: 0
DAMAGE TO AIRCRAFT: minor
The pilots were forced to make an emergency landing at Midway after a low oil pressure in one of its engines.
 
bri2k1
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RE: Worldwide 777 Engine/airframe Reliability

Fri Sep 30, 2005 7:24 am

Interesting data. It paints a different picture than the NTSB site, for sure.

However, seeing as how none have resulted in injuries/fatalities/damage, one would have to define "safety" to get a clear picture of the situation. This would also have to be correlated with engine hours/cycles, MTBF, maintenance records, and other data.

Good luck with your search, and do post again if you find anything interesting!
 
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zeke
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RE: Worldwide 777 Engine/airframe Reliability

Mon Oct 03, 2005 12:36 pm

DATE: 28.09.2005 LOCAL TIME: morning LOCATION: Tokyo-Haneda Intl AP (RJTT) COUNTRY: Japan
AIRLINE: All Nippon AW TYPE: Boeing 777-300 REGISTRATION: - C/N: - AGE: -
OPERATION: DSP FLIGHT No.: NH 243 FROM: Tokyo-HND TO: Fukuoka VIA: -
OCCUPANTS: PAX/Crew: 369
FATALITIES: PAX: 0 CREW: 0 OTHER: 0
INJURIES: PAX: 0 CREW: 0 OTHER: 0
DAMAGE TO AIRCRAFT: minor
The aircraft returned to a safe landing at Haneda following an inflight loss of oil in its left engine #1.
 
OldAeroGuy
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RE: Worldwide 777 Engine/airframe Reliability

Mon Oct 03, 2005 3:02 pm

The following information is extracted from the 777 ETOPS database. Since it was introduced in 1995, all versions of the 777, including all engine types, have had 60+ Inflight Shutdowns (IFSD). This equates to an IFSD rate of .005 per 1000 engine hours. The requirement for 180 min. ETOPS is .02 per 1000 engine hours. One additional engine failure will not drive the IFSD rate high enough to violate the minimum requirement.

These data are for IFSD's on the worldwide 777 fleet. An IFSD will result in complaint to Boeing and the engine maker. Both are required to report these to the ETOPS database, so the information contained there is comprehensive.

Note that I've said 60 plus to account for incidents like the one you've quoted above to cover events that aren't in the database yet.

Quoting Zeke (Thread starter):
"An FAA review of the test data from the 3000-cycle tests for the three original engine types installed on the Model 777 series airplanes has shown that most of the early in-service 777 engine failure modes could have been discovered had Boeing and the engine manufacturers conducted a more thorough teardown inspection and analysis of the 3000-cycle test engine and propulsion system hardware. Part conditions noted in the teardown inspection reports for the three baseline 777 engine types did later occur in service, and they resulted in engine inflight shutdowns or airplane diversions."

and

" Data provided to the Aviation Rulemaking Advisory Committee (ARAC) ETOPS Working Group confirm that the inflight shutdown rate during the takeoff flight phase is on the order of 6 to 16 times the fleet average inflight shutdown rate and during the climb phase is 2.5 to 4.5 times the fleet average.

While these were observations during the initial 777 ETOPS qualification testing, inservice data have shown that the 777 IFSD rate is a good or better than the world airline fleet average and significantly better than the 180 min. ETOPS requirements.



Quoting Zeke (Thread starter):
For inflight shutdowns where improper maintenance is a main causal factor, the 1000-cycle airplane demonstration test provides multiple opportunities for these types of failures to occur. However, the maintenance procedure validation program required by paragraph (d)(2) is intended to minimize the probability of these occurrences. The airplane demonstration test airplane provides opportunities to demonstrate those maintenance tasks associated with the normal operation of the airplane. The FAA considers that these demonstrations can be accomplished in fewer than 1000 cycles."

The FAA followed its own recommendation here and the 777-300ER was granted 180 min. ETOPS approval shortly after initial certification with fewer than 1000 cycles during its test program. To date, the 777-300ER has had zero IFSDs in commercial service with over 83,000 flight hours. If a GE90-115B IFSD were to occur tomorrow, the IFSD rate would be .012 per 1000 engine hours. This would still be less than the .02 per 1000 engine hours required for 180 min ETOPs approval.
 
LMP737
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RE: Worldwide 777 Engine/airframe Reliability

Tue Oct 04, 2005 12:49 am

I noticed that Continental had a divert into Midway Island last year. Does anyone know if Boeing is still subsidizing the operations there?
 
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zeke
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RE: Worldwide 777 Engine/airframe Reliability

Tue Oct 04, 2005 3:24 pm

Quoting OldAeroGuy (Reply 6):
Since it was introduced in 1995, all versions of the 777, including all engine types, have had 60+ Inflight Shutdowns (IFSD).

Are you able to share those 60 events on here ? Are only IFSD events included, or fires, flight control, pressurisation, electric, and hydraulic issues also included ?

10/1/1995 - Airplane diversion due to low oil quantity. Engine not shut down, but oil to zero. Related to LP01 problem.

5/19/1996 - Takeoff aborted due to EGT exceedance. A loose B-nut was found on the PS3 line which caused erratic operation.

5/30/1996 - Air turnback due to high oil consumption. Oil wetness noted and flights. Consumption continued to be high.

8/24/1996 - IFSD--Inflight shutdown due to low oil pressure indication. Plastic the LPO1 oil line during installation as part of fleet upgrade.

10/5/1996 - IFSD--Engine was shut down due to low oil quantity and low oil pressure.filter housing. Repeat of oil line shipping cap

10/11/1996 - Air turnback. Engine experienced high vibration during cruise. Vibration``Pop-up'' level at 4.06.

3/26/1997 - Twelve quarts of oil lost after a series of training flights due to a leak of oil cooler. Oil loss tookplace over approximately 3hours of flight time.

2/24/1997 - Air turnback due to loss of right backup generator followed by engine oil cause was a failed gearbox backup generator pad bearing.

11/4/1997 - IFSD--Engine experienced a power loss during approach. A restart Root cause was a sticking bypass valve in the hydromechanical unit(HMU).

11/9/1997 - Flight crew heard a surge toward the end of the takeoff roll and tower from the engine. At 600 feet, the engine surged again. The flight crew reduced power and returned to the airport.

3/12/1998 - Pilot heard a bang and a tower reported fire fromthe tailpipe after power takeoff was aborted. Metal was found in the tailpipe.

6/22/1998 - IFSD--After takeoff, the pilot received low oil pressure and low oil pilot shut down the engine. Two of four oil filter cover bolts wereloose due to inserts pulling out of the filter housing casting.

11/20/1998 - IFSD--Uncommanded engine inflight shutdown during cruise at flight level rapid loss of oil pressure and N2. Root cause was a Number 3 bearing failure.

7/22/1998 - IFSD--During cruise, EICAS indication of low oilquantity. Pilot shut down housing cover bolts were over-torqued resulting instripped threads in theoil filter housing inserts.

11/20/1998 - IFSD--Crew started return to departure airport due to indication of complete subsequently shut downwhen oil pressure dropped to 10 psi. The integrated drive generator (IDG) packing was damaged during installation.

35349Flight diverted after crew observed right engine oil quantity loss approx. 5 hours into flight cracked upper radial drive shroud.

10/11/1996 - Fuel found leaking from Zone 2 during investigation of R-63 oil was a cracked weld on theNo. 24 fuel nozzle (topdead center).

10/25/1996- After engine shutdown at the gate, the right engine oil quantity indicated 9 shroud found cracked.

11/12/1996 - ``ENGINE OIL PRESS R'' EICAS message displayed after landing. Engine shutfound sheared.

1/26/1997 - Low oil quantity caused by crack in step a side gearbox housing inches long.

5/24/1997 - Engine was shut down on takeoff following highpower surge. Subsequent revealed HPC rotor 1 blade failure caused by foreign object damage that was consistent with blade damage noted on 5/20/97 inspection.

7/7/1997 - Aircraft diversion caused by excessive oil leakage due to incorrectly O-ring seal following radial drive shaft replacement.

7/26/1997 - Aircraft diversion due to high oil consumption. Not related to step a side problem.

9/16/1997 - IFSD--Engine shutdown at 400 feet after takeoff dueto high-pressure

[Edited 2005-10-04 08:41:36]
 
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zeke
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RE: Worldwide 777 Engine/airframe Reliability

Mon Oct 17, 2005 1:13 am

2003UALA00283 (b) Difficulty Date 03/17/2003 (c) Registration Number 219UA (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 7261 (a) Operator Designator UALA Operator Type Air Carrier (A) (b) When Discovered CRUISE (CR) (c) How Other (O) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition OVER TEMP (M)
OVER TEMP (J)
BOEING 777222 30551 8824 1171 (e) Precautionary Procedure ENGINE SHUTDOWN (E) (A) (c) Engine PWA PW4090 (f) FAA Region WP (g) Dist.Off. 29 (d) Propeller 4. Problem Description AIRCRAFT RECEIVED NR 2 ENGINE HIGH OIL TEMP AND LOW OIL PRESSURE INDICATIONS. REMOVED AND REPLACED ENGINE 222142. SHOP TEARDOWN REVEALED FAILURE OF THE NR 1 BEARING. CAGE FRACTURED OVER AN ARC OF 180 DEGREES. OUTER RACE SEVERELY SPALLED 360 DEGREES ON THE AFT PORTION OF THE RACE.



DL777030286 (b) Difficulty Date 03/25/2003 (c) Registration Number 861DA (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 7200 (a) Operator Designator DALA Operator Type Air Carrier (A) (b) When Discovered TAKEOFF (TO) (c) How Other (O) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition VIBRATION/BUFFET (E)
BOEING 777232 29952 14948 3130 (e) Precautionary Procedure ABORTED TAKEOFF (C) (c) Engine RROYCE RB211TRENT89 051175 10552 1990 (f) FAA Region SO (g) Dist.Off. 27 (d) Propeller 4. Problem Description NR 1 ENGINE VIBRATION. FOUND A SPACER MISSING BETWEEN 2 FAN BLADES, DAMAGED TO ACOUSTIC LINER, BOTH FAN AND THRUST REVERSER LINERS. REPLACED PARTS AND REPAIRED DAMAGE.



DL777030342 (b) Difficulty Date 04/07/2003 (c) Registration Number 866DA (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 7200 (a) Operator Designator DALA Operator Type Air Carrier (A) (b) When Discovered CLIMB (CL) (c) How Other (O) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition VIBRATION/BUFFET (E)
VIBRATION/BUFFET (R)
VIBRATION/BUFFET (J) BOEING 777232 29738 13903 2747 (e) Precautionary Procedure UNSCHED LANDING (A) (c) Engine RROYCE RB211TRENT89 051188 11957 2168 (f) FAA Region SO (g) Dist.Off. 27 (d) Propeller 4. Problem Description ATB-NR 1 ENGINE VIBRATES N2 5.0 AND COMPRESSOR STALL. METAL FOUND AT Macedonian Airlines (Greece)">IN TAILPIPE ON ARRIVAL AT Macedonian Airlines (Greece)">IN MAN.



DL777030359 (b) Difficulty Date 04/07/2003 (c) Registration Number 866DA (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 7200 (a) Operator Designator DALA Operator Type Air Carrier (A) (b) When Discovered CLIMB (CL) (c) How Other (O) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition PARTIAL RPM/PWR LOSS (R)
PARTIAL RPM/PWR LOSS (J)
BOEING 777232 29738 13903 2747 (e) Precautionary Procedure UNSCHED LANDING (A) (c) Engine RROYCE RB211TRENT89 51188 13978 2758 (f) FAA Region SO (g) Dist.Off. 27 (d) Propeller 4. Problem Description LT ENGINE VIBRATION WENT TO 5.0 ON CLIMBOUT ACCOMPLISHED BY ENGINE SURGE STALL. RETURNED TO MAN NOTICEABLE AIRFRAME BUFFETING OPERATED ENG AT IDLE TO NO OTHER ABNORMAL INDICATIONS. REPLACED NBR 1 ENG PER ROUTINE CARD DECK



2003UALA00469 (b) Difficulty Date 06/04/2003 (c) Registration Number 778UA (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 7930 (a) Operator Designator UALA Operator Type Air Carrier (A) (b) When Discovered CLIMB (CL) (c) How Other (O) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition FLUID LOSS (K)
FLUID LOSS (J)
BOEING 777222 26940 28658 5552 (e) Precautionary Procedure ENGINE SHUTDOWN (E) (J) (A) (c) Engine PWA PW4077 777023 29354 5756 (f) FAA Region WP (g) Dist.Off. 29 (d) Propeller 4. Problem Description RETURN TO FIELD AFTER RECEIVING LOW OIL QUANTITY INDICATION FOLLOWED BY LOW OIL PRESSURE INDICATION ON NR 1 ENGINE. NR 3 BEARING EXTERNAL SCAVENGE LINE FAILED (LR04) LEAKAGE WAS DUE TO CRACKING OF THE INTERNAL PTFE (POLYTETRAFLUOROETHYLENE) LINER. THIS LEAD TO OIL PRESSURE BUILDUP UNDER THE FIRESLEEVE, WHICH EVENTUALLY BURST. NO EVIDENCE WAS FOUND OF DAMAGE TO THE WIRE BRAID. (CORROSION, KINKS, ETC.)



2003UALA00539 (b) Difficulty Date 07/06/2003 (c) Registration Number 774UA (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 7930 (a) Operator Designator UALA Operator Type Air Carrier (A) (b) When Discovered NOT REPORTED (NR) (c) How Other (O) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition WARNING INDICATION (J)
BOEING 777222 26936 30521 6709 (e) Precautionary Procedure ENGINE SHUTDOWN (E) (J) (A) (c) Engine PWA PW4077 (f) FAA Region WP (g) Dist.Off. 29 (d) Propeller 4. Problem Description LOST LEFT OIL QUANTITY AND PRESSURE. ENGINE SHUTDOWN. THE MAAT Macedonian Airlines (Greece)">IN GEARBOX IDLER SHAFT BEARING FAILED AT ITS INNER RACE. CONFIGURATION WAS POST SB PW4G-112-72-149. THIS SB WAS INTRODUCED TO PREVENT SPINNING OF THE SPUR GEAR ON THE OUTER RACE. FAILURE OF THE INNER RACE ALLOWED THE REMAINDER OF THE BEARING AND SPUR GEAR TO SPAT Macedonian Airlines (Greece)">IN ON THE IDLER SHAFT. THEREFORE, DRIVE TORQUE TO THE DE-OILER WAS LOST. THIS RESULTED AT Macedonian Airlines (Greece)">IN OIL EXITING THE ENGINE THROUGH THE OVERBOARD BREATHER PORT.



2003UALA00552 (b) Difficulty Date 07/11/2003 (c) Registration Number 769UA (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 7261 (a) Operator Designator UALA Operator Type Air Carrier (A) (b) When Discovered CLIMB (CL) (c) How Other (O) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition WARNING INDICATION (J)
BOEING 777222 26921 32257 6386 (e) Precautionary Procedure UNSCHED LANDING (A) (c) Engine PWA PW4077 777053 24650 4792 (f) FAA Region WP (g) Dist.Off. 29 (d) Propeller 4. Problem Description RETURN TO FIELD DUE TO NR 1 ENGINE OIL TEMP. INDICATED OVER TEMP. THE TUBE-TO-BOSS ADAPTER, WHICH SECURES THE 12TH STAGE AIR COOLING LINE FROM THE NR 3 BEARING BUFFER AIR COOLER WAS FOUND CRACKED. THIS FAILURE RESULTED AT Macedonian Airlines (Greece)">IN LOSS OF 12TH STAGE COOLING AIR FROM THE BUFFER AIR COOLER TO THE NO. 3 BEARING COMPARTMENT. THIS IS A "FIRST-OF-KIND" FAILURE.



DL777031138 (b) Difficulty Date 12/26/2003 (c) Registration Number 863DA (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 7261 (a) Operator Designator DALA Operator Type Air Carrier (A) (b) When Discovered CRUISE (CR) (c) How Other (O) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition FLUID LOSS (K)
FLUID LOSS (J)
BOEING 777232 29735 16375 2833 (e) Precautionary Procedure OTHER (O) (c) Engine RROYCE RB211TRENT76 051399 5653 906 (f) FAA Region SO (g) Dist.Off. 27 (d) Propeller 4. Problem Description EXCESSIVE OIL CONSUMPTION LEFT ENGINE DUE TO REPORT OF LEFT ENGINE HOC AND AT ROLLS ROYCE RECOMMENDATION, REPLACE THE LEFT ENGINE.



2004UALA00003 (b) Difficulty Date 01/05/2004 (c) Registration Number 220UA (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 7230 (a) Operator Designator UALA Operator Type Air Carrier (A) (b) When Discovered NOT REPORTED (NR) (c) How Other (O) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition VIBRATION/BUFFET (E)
BOEING 777222 30223 10333 1467 (e) Precautionary Procedure UNSCHED LANDING (A) (c) Engine PWA PW4090 222149 10333 1467 (f) FAA Region WP (g) Dist.Off. 29 (d) Propeller 4. Problem Description HIGH ENGINE VIBRATION ON NR 1. ENGINE CONDITION MONITORING DETECTED HIGH N1 FREQUENCY VIBRATION ON ALL 3 ACCELEROMETERS, ACCOMPANIED BY DOWNWARD SHIFT AT Macedonian Airlines (Greece)">IN EGT MARGIN. CONSEQUENTLY, IMPENDING ENGINE FAILURE WAS SUSPECTED. THE EGT LOSS WAS SUBSEQUENTLY DETERMINED TO BE THE 2.5 BLEED NOT CLOSING FIRMLY & CONSISTENTLY ON TAKEOFF. THE VIBRATION WAS DETERMINED TO BE THE RESULT OF AN UNEVEN DISTRIBUTION OF DEICING FLUID AROUND FAN BLADE ROOTS. THIS PATTERN OF SHARP VIBRATION INCREASE, AND SUBSEQUENT RECOVERY, HAS BEEN SEEN BEFORE AFTER TAKEOFFS AT Macedonian Airlines (Greece)">IN ICING CONDITIONS, BUT NEVER BEFORE AT SUCH HIGH VALUES.



2004UALA00008 (b) Difficulty Date 01/06/2004 (c) Registration Number 767UA (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 7200 (a) Operator Designator UALA Operator Type Air Carrier (A) (b) When Discovered CRUISE (CR) (c) How Other (O) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition ENGINE FLAMEOUT (X)
ENGINE FLAMEOUT (J)
BOEING 777222 26918 35134 6851 (e) Precautionary Procedure UNSCHED LANDING (A) (c) Engine PWA PW4077 (f) FAA Region WP (g) Dist.Off. 29 (d) Propeller 4. Problem Description NR 1 ENGINE FLAMEOUT AT Macedonian Airlines (Greece)">IN FLIGHT. CREW UNABLE TO RESTART ON 2 ATTEMPTS. FUEL PUMP MAAT Macedonian Airlines (Greece)">IN STAGE FAILURE. IMPLEMENTING SOFT TIME THRESHOLD FOR OVERHAUL OF PUMPS AT SHOP VISIT. REMOVING HIGH-TIME PUMPS AT Macedonian Airlines (Greece)">IN-SERVICE. TEARDOWN FINDINGS WILL BE ANALYZED TO DETERMINE IF HARD TIME LIMIT, AT Macedonian Airlines (Greece)">IN ADDITION TO SOFT TIME THRESHOLD, IS ALSO REQUIRED.



CALA0400005 (b) Difficulty Date 01/06/2004 (c) Registration Number 78004 (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 8011 (a) Operator Designator CALA Operator Type Air Carrier (A) (b) When Discovered CRUISE (CR) (c) How Other (O) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition FLUID LOSS (K)
FLUID LOSS (J)
BOEING 777224 27580 23096 2727 (e) Precautionary Procedure ENGINE SHUTDOWN (E) (A) (c) Engine GE GE9090B 900229 21198 2611 (f) FAA Region SW (g) Dist.Off. 27 (d) Propeller 4. Problem Description THE NR 1 ENGINE OIL QUANTITY AND PRESSURE BEGAN TO DECREASE DURING CRUISE. THE ENGINE WAS SHUTDOWN AS A PRECAUTIONARY MEASURE AND THE AIRCRAFT WAS DIVERTED WHERE IT LANDED WITHOUT INCIDENT. THE STARTER SIGHT GLASS HOUSING WAS FOUND SHEARED. THE NR 1 ENGINE STARTER WAS REMOVED AND REPLACED AND OPERATIONAL CHECKS WERE GOOD.



AALA20040299 (b) Difficulty Date 02/22/2004 (c) Registration Number 782AN (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 7230 (a) Operator Designator AALA Operator Type Air Carrier (A) (b) When Discovered CLIMB (CL) (c) How Other (O) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition PARTIAL RPM/PWR LOSS (R)
BOEING 777223 30003 (e) Precautionary Procedure UNSCHED LANDING (A) (c) Engine RROYCE RB211TRENT89 51238 (f) FAA Region SW (g) Dist.Off. 21 (d) Propeller 4. Problem Description JFK - INFLIGHT T0167/22 AT 175K LEFT HAND ENGINE COMPRESSOR STALLED WITH LOUD BANG AND AIRCRAFT YAW. FIVE SECONDS LATER SECOND COMPRESSOR STALL AND ENGINE STARTED TO ROLL BACK. ENGINE THRUST LEFT APPEARED MOMENTARILY. THROTTLE REDUCED AND STALL CLEARED. THE ENGINE THEN RAN NORMALLY. RETURNED TO JFK AND LANDED WITHOUT INCIDENT. REPLACED LEFT ENGINE AT Macedonian Airlines (Greece)">IN ACCORDANCE WITH WORKCARD 71-94-05 AND ACCOMPLISHED ENGINE CHANGE RUN-UP PER WORKCARD 71-95-19. SYSTEM GROUND CHECKED NORMAL OPERATION.



2004UALA00175 (b) Difficulty Date 02/28/2004 (c) Registration Number 799UA (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 7200 (a) Operator Designator UALA Operator Type Air Carrier (A) (b) When Discovered DESCENT (DE) (c) How Other (O) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition OVER TEMP (M)
OVER TEMP (J)
BOEING 777222 26926 25902 4032 (e) Precautionary Procedure ENGINE SHUTDOWN (E) (c) Engine PWA PW4090 (f) FAA Region WP (g) Dist.Off. 29 (d) Propeller 4. Problem Description RIGHT ENGINE OIL TEMP TO 145C AND OIL PRESSURE DROPPED TO 40-45 PSI TOP OF DESCENT AT Macedonian Airlines (Greece)">INTO KIX. SHUT DOWN ENGINE. NR 1 BEARING FAILURE. THIS IS THE MAAT Macedonian Airlines (Greece)">IN THRUST BALL BEARING SUPPORTING THE N1 ROTOR. OUTER RACE HEAVILY SPALLED THROUGH 100¡ ARC. ONE BALL HEAVILY SPALLED; ALL OTHERS, LIGHT-MODERATE SPALLING. CAGE FRACTURED AXIALLY THROUGH ONE BALL POCKET. NO SPALLING ON INNER RACES. BEARING IS PRE PRATT & WHITNEY SERVICE BULLETIN PW4G-112-72-212 PART NUMBER. BEARING WILL BE REPLACED WITH POST SB-212 PN WHICH HAS INCREASED DURABILITY. NOTE: ENGINE THRUST BALANCE SYSTEM WAS CONFIRMED TO BE FUNCTIONING NORMALLY.



2004UALA00269 (b) Difficulty Date 03/19/2004 (c) Registration Number 783UA (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 7230 (a) Operator Designator UALA Operator Type Air Carrier (A) (b) When Discovered CRUISE (CR) (c) How Other (O) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition PARTIAL RPM/PWR LOSS (R)
BOEING 777222 26950 31309 4809 (e) Precautionary Procedure UNSCHED LANDING (A) (c) Engine PWA PW4090 (f) FAA Region WP (g) Dist.Off. 29 (d) Propeller 4. Problem Description NR 2 ENGINE COMPRESSOR STALLED AT Macedonian Airlines (Greece)">IN CRUISE. POWER REDUCED TO IDLE. THE 6TH STAGE HPC INNER SHROUD ASSEMBLIES (PW IPC 72-35-00-17-001/-010) WERE FOUND TO HAVE BEEN INSTALLED BACKWARDS. THIS ALLOWED THE SEAL LAND TO MAKE INTERMITTENT CONTACT WITH THE TRAILING EDGE OF ALL OF THE 6TH STAGE BLADES NEAR THE AIRFOIL ROOT. A CRACK STARTED AT Macedonian Airlines (Greece)">IN THE TRAILING EDGE OF ONE OF THESE BLADES, AND PROGRESSED AT Macedonian Airlines (Greece)">IN FATIGUE TO THE AIRFOIL MID-CHORD. AT THAT POINT, THE REMAINDER OF THE BLADE FAILED AT Macedonian Airlines (Greece)">IN STRESS RUPTURE. ALL 6TH STAGE BLADES, AND ALL OTHER HPC BLADES DOWNSTREAM OF THE 6TH STAGE, SUFFERED HEAVY RESULTANT DAMAGE.



2004UALA00406 (b) Difficulty Date 04/27/2004 (c) Registration Number 773UA (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 7200 (a) Operator Designator UALA Operator Type Air Carrier (A) (b) When Discovered NOT REPORTED (NR) (c) How Other (O) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition VIBRATION/BUFFET (E)
BOEING 777222 26929 34736 7681 (e) Precautionary Procedure DUMP FUEL (J) (A) (c) Engine PWA PW4077 (f) FAA Region WP (g) Dist.Off. 29 (d) Propeller 4. Problem Description NR 1 ENGINE N1 VIBRATIONS. 6TH STAGE TURBINE AIRSEAL FAILURE REF: PW4074/77 IPC (PN 51A346) 72-53-00 FIGURE 7, ITEM 70A. A 4-INCH AXIAL BY 6-INCH CIRCUMFERENTIAL PIECE OF THE SEAL HAD BROKEN OUT & WAS MISSING. THE REMAINDER OF THE LPT SUFFERED HEAVY DOWNSTREAM DAMAGE. THE SEAL WAS OF THE POST SERVICE BULLETIN PW4G-112-72-171 CONFIGURATION. THIS IS A NEW FAILURE MODE. THE 2ND SUCH FAILURE UA HAS SEEN. SEALS FROM BOTH FAILURES HAVE BEEN RETURNED TO PW & MTU FOR ROOT CAUSE ANALYSIS.



AALA20040552 (b) Difficulty Date 05/13/2004 (c) Registration Number 791AN (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 7260 (a) Operator Designator AALA Operator Type Air Carrier (A) (b) When Discovered CRUISE (CR) (c) How Visual (V) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition FLUID LOSS (K)
FLUID LOSS (J)
BOEING 777223 30254 (e) Precautionary Procedure UNSCHED LANDING (A) (c) Engine RROYCE RB211TRENT89 51244 (f) FAA Region SW (g) Dist.Off. 21 (d) Propeller 4. Problem Description FRA INFLIGHT T071/13, THREE HOURS AT Macedonian Airlines (Greece)">INTO FLIGHT STATUS MESSAGE DISPLAYED WITH RT ENGINE N3 READING 0 OIL QUANTITY AND RT ENGINE OIL PRESSURE STARTED DROPPING. CREW SHUT DOWN RT ENGINE AND DIVERTED. LANDED OVERWEIGHT AND WITHOUT INCIDENT. SINGLE ENGINE TIME APPROXIMATELY ONE HOUR. ACCOMPLISHED OVERWEIGHT LANDING INSPECTION. REPLACED RT ENGINE GEAR BOX. SYSTEM GROUND CHECKED NORMAL OPERATION. (CLOSED)



2004UALA00601 (b) Difficulty Date 06/21/2004 (c) Registration Number 791UA (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 7261 (a) Operator Designator UALA Operator Type Air Carrier (A) (b) When Discovered CRUISE (CR) (c) How Other (O) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition FLUID LOSS (K)
FLUID LOSS (J)
BOEING 777222 26933 30210 4721 (e) Precautionary Procedure ENGINE SHUTDOWN (E) (A) (c) Engine PWA PW4090 (f) FAA Region WP (g) Dist.Off. 29 (d) Propeller 4. Problem Description NR 1 ENGINE SHUT DOWN DUE TO LOSS OF OIL QUANTITY/PRESSURE. NR 2 BEARING FAILED. THIS IS THE MAAT Macedonian Airlines (Greece)">IN THRUST BEARING SUPPORTING THE N2 ROTOR. BEARING CAGE IS FRACTURED. ALL BALLS ARE HEAVILY SPALLED AND "SQUARED OFF". OUTER RACE RIVET PIN STILL INSTALLED. OUTER RACE HAS NOT SPUN. CRACK AT Macedonian Airlines (Greece)">IN THE SUPPORT THROUGH ONE OF THE RIVET PIN HOLES, ADJACENT TO THE RIVET PIN. INNER RACE HALVES ARE FRICTION WELDED TOGETHER. NR 2 REAR CARBON SEAL (C/S) DISTRESSED. PINS BENT. OIL RESIDUE ON REAR SIDE OF SUPPORT. NR 2 FRONT C/S, NR 1 C/S, AND NR 1 & 1.5 BEARINGS AT Macedonian Airlines (Greece)">IN FAIRLY GOOD CONDITION.



2004UALA00657 (b) Difficulty Date 07/12/2004 (c) Registration Number 776UA (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 7930 (a) Operator Designator UALA Operator Type Air Carrier (A) (b) When Discovered NOT REPORTED (NR) (c) How Other (O) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition FLUID LOSS (K)
FLUID LOSS (J)
BOEING 777222 26937 33689 6556 (e) Precautionary Procedure DUMP FUEL (J) (A) (c) Engine PWA PW4077 (f) FAA Region WP (g) Dist.Off. 29 (d) Propeller 4. Problem Description ACARS'D AIRCRAFT HAD LOST NR 2 OIL PRESSURE. NR 2 ENGINE WAS REPLACED AT LAX. TEARDOWN REVEALED THAT THE LUBRICATION & SCAVENGE OIL PUMP HAD SEIZED AS A RESULT OF METAL CHIPS JAMMING THE GEARS. CHIPS WERE FROM A KEYWASHER AT Macedonian Airlines (Greece)">IN THE ANGLE GEARBOX. HOWEVER, THESE CHIPS WERE NOT FROM THE CURRENTLY INSTALLED ANGLE GEARBOX, BUT FROM ONE WHICH HAD BEEN ON-WING REPLACED BACK AT Macedonian Airlines (Greece)">IN JANUARY. APPARENTLY, SOME DEBRIS FROM THE JANUARY REMOVAL WAS NOT RETRIEVED, AND EVENTUALLY MIGRATED AT Macedonian Airlines (Greece)">INTO THE PUMP, RESULTING AT Macedonian Airlines (Greece)">IN ITS SEIZURE. MIS CLEANUP REQUIREMENTS ARE BEING REVISED TO REQUIRE A MAAT Macedonian Airlines (Greece)">IN GEARBOX SCAVENGE SCREEN CHECK FOLLOWING ANGLE GEARBOX REPLACEMENT.



AALA20049060 (b) Difficulty Date 09/13/2004 (c) Registration Number 789AN (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 7200 (a) Operator Designator AALA Operator Type Air Carrier (A) (b) When Discovered CLIMB (CL) (c) How Other (O) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition WARNING INDICATION (J)
BOEING 777223 30252 (e) Precautionary Procedure ENGINE SHUTDOWN (E) (A) (c) Engine RROYCE RB211TRENT89 51213 (f) FAA Region SW (g) Dist.Off. 21 (d) Propeller 4. Problem Description ON CLIMB PASSING 12,000 A LOUD NOISE WAS HEARD FOLLOWED BY AN IMMEDIATE ROLLBACK ON THE RT ENGINE. SHORTLY THEREAFTER WERE INDICATIONS OF FIRE. THE LIGHT WENT OUT ALMOST IMMEDIATELY AS THE CHECKLIST WAS RUN. RETURNED TO BOS. TROUBLESHOOTING AT Macedonian Airlines (Greece)">IN PROGRESS. REPLACED NUMBER TWO ENGINE DUE TO COMPRESSOR STALL AT 12000 FT. CLOSED.



2004UALA00840 (b) Difficulty Date 09/14/2004 (c) Registration Number 795UA (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 7200 (a) Operator Designator UALA Operator Type Air Carrier (A) (b) When Discovered CLIMB (CL) (c) How Other (O) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition FLUID LOSS (K)
FLUID LOSS (E)
FLUID LOSS (J) BOEING 777222 26927 30139 4648 (e) Precautionary Procedure ENGINE SHUTDOWN (E) (J) (A) (c) Engine PWA PW4090 (f) FAA Region WP (g) Dist.Off. 29 (d) Propeller 4. Problem Description LOSS OF OIL PRESSURE AT Macedonian Airlines (Greece)">IN NR 2 ENGINE AND ENGINE VIBRATION. MAINTENANCE FOUND METAL ON THE MASTER & NR 4 BEARING CHIP DETECTORS, & METAL AT Macedonian Airlines (Greece)">IN THE TAILPIPE. THE ENGINE WAS REPLACED AT Macedonian Airlines (Greece)">IN SEA. TEARDOWN REVEALED THE THRUST BALANCE CAVITY ROTATING OUTER SEAL CAUGHT FIRE & BURNED AWAY. SUBSEQUENT HEAT DISTRESS LIBERATED LARGE CHUNKS OF BOTH THE STATIC & ROTATING THRUST BALANCE CAVITY OUTER SEALS. SLIGHTLY OVER 7 LBS. OF MATERIAL CENTRIFUGED OUTWARD AT Macedonian Airlines (Greece)">INTO ROTOR, CREATING APPROX 2100 OZ-IN OF UNBALANCE & THE RESULTANT HIGH VIBRATION. RESULTANT DAMAGE TO NR 4 BEARING, & ITS CARBON SEALS ACCOUNTED FOR OIL LOSS. ROOT CAUSE FOR FIRE IS UNDER PWA INVESTIGATION & WILL TAKE SEVERAL MONTHS.



2004UALA00846 (b) Difficulty Date 09/18/2004 (c) Registration Number 791UA (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 7210 (a) Operator Designator UALA Operator Type Air Carrier (A) (b) When Discovered NOT REPORTED (NR) (c) How Unknown (9) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition FLUID LOSS (K)
FLUID LOSS (J)
BOEING 777222 26933 31238 4872 (e) Precautionary Procedure OTHER (O) (c) Engine PWA PW4090 (f) FAA Region WP (g) Dist.Off. 29 (d) Propeller 4. Problem Description NR 2 ENGINE LOSS OF OIL PRESS/QUANTITY, TEMP INCRG/PRESS DCRSG. AMBER ALERT DECLARED FOR EMERGENCY EQUIPMENT, ACFT LANDED NORMALLY. FOUND MEATL ON THE MAAT Macedonian Airlines (Greece)">IN & ANGLE GEARBOX (AGB) CHIP DETECTOR. THE ENGINE WAS REPLACED AT Macedonian Airlines (Greece)">IN SEA. (NOTE: THE MASTER MCD HAD CHECKED CLEAN AT ORD, IMMEDIATELY PRIOR TO THIS FLIGHT.) AT TEARDOWN, THE AGB HOUSING WAS FOUND LEAKING FROM A CRACK. ADDITIONALLY, THE AGB SHOWED HEAVY SIGNS OF COKING AND HEAT DISTRESS. THE AGB HAD ONLY BEEN INSTALLED FOR 214 HOURS (32 CYCLES). THE PRIOR AGB ON THIS ENGINE HAD SUFFERED SIMILAR COKING AND HEAT DISTRESS. AT Macedonian Airlines (Greece)">IN SPITE OF ALL ENGINE MODULES HAVING BEEN DISASSEMBLED, NO ROOT CAUSE WAS FOUND.



2005UALA00127 (b) Difficulty Date 02/07/2005 (c) Registration Number 793UA (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 2612 (a) Operator Designator UALA Operator Type Air Carrier (A) (b) When Discovered CRUISE (CR) (c) How Other (O) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition WARNING INDICATION (J)
BOEING 777222 26946 33160 5141 (e) Precautionary Procedure ENGINE SHUTDOWN (E) (A) (c) Engine PWA PW4090 (f) FAA Region WP (g) Dist.Off. 29 (d) Propeller 4. Problem Description LT ENG FIRE LOOP AND LT ENG OVERHT DETECT EICAS MESSAGES. OIL QTY AND OIL PRESSURE DROPPED. ENGINE SHUTDOWN. EMERGENCY DECLARED. ENGINE REPLACED. FOUND ONE HPT STG-2 BLADE FAILED AT AIRFOIL MID-SPAN AS A RESULT OF INTERNAL SULFIDATION. ANOTHER BLADE FAILED NEAR THE AIRFOIL PLATFORM, AS A RESULT OF CONTACT WITH DEBRIS FROM 1ST BLADE. RESULTED AT Macedonian Airlines (Greece)">IN VIBRATION. OVER TIME, CAUSED FAILURE OF THE FIRE/OVERHEAT LOOPS, & RESULTED AT Macedonian Airlines (Greece)">IN CRACKING OF OIL PRESSURE LINE BETWEEN SERVO FUEL HEATER & AIR OIL HEAT EXCHANGER. CAUSE OF BLADE SULFIDATION CONTAMINATION OF COOLING PASSAGES WITH TURBO-TIP COATING. PWA HAS CHANGED COATING PROCESS TO PRECLUDE FUTURE CONTAMINATION.



DL777050136 (b) Difficulty Date 02/27/2005 (c) Registration Number 864DA (d) Submitter Type CARRIER PART 121 (A) 2. Codes 3. Major Equipment Identity (a) JASC Code 7200 (a) Operator Designator DALA Operator Type Air Carrier (A) (b) When Discovered INSP/MAINT (IN) (c) How Unknown (9) (b) Aircraft Manufacturer Model Serial Number Total Time Total Cycles (d) Nature of Condition OTHER (O)
BOEING 777232 29736 20788 3540 (e) Precautionary Procedure NONE (K) (c) Engine RROYCE RB211* 051201 19883 3535 (f) FAA Region SO (g) Dist.Off. 27 (d) Propeller 4. Problem Description METAL DISCOVERED AT Macedonian Airlines (Greece)">IN MCD AND SCAVENGE FILTER NR 2 ENGINE. REPLACED ENGINE. (Example of a incomplete SDR filing; no root reason given. No required followup SD filed over the next six months - JK)
 
OldAeroGuy
Posts: 3928
Joined: Sun Dec 05, 2004 6:50 am

RE: Worldwide 777 Engine/airframe Reliability

Mon Oct 17, 2005 3:47 am

Zeke,

What is your point? You can find similar statistics for any other airplane type.

Do you have any source data for your quoted dual power loss event?
 
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zeke
Topic Author
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RE: Worldwide 777 Engine/airframe Reliability

Mon Oct 17, 2005 4:23 am

No still looking, Malaysia seems to be a closed shop, cannot get any information.

BTW a freind has given me a heads up that a 773ER is not incident free as you thought, you said the FAA database indicated 60 events for the 777, zero for the 773ER. They think one operator alone is averaging one engine problem a month.

How do cargo hold, cockpit, avionics bay or other fires effect the ETOPS statistics ?
 
airfoilsguy
Posts: 3485
Joined: Sun Oct 09, 2005 7:28 am

RE: Worldwide 777 Engine/airframe Reliability

Mon Oct 17, 2005 11:01 am

Quoting Zeke (Reply 3):
DATE: 11.08.2004 LOCAL TIME: - LOCATION: Houston-Bush Intercontinental AP/ TX/ KIAH COUNTRY: USA
AIRLINE: British AW TYPE: Boeing 777-200 REGISTRATION: - C/N: - AGE: -
OPERATION: ISP FLIGHT No.: - FROM: Houston-IAH TO: London-LGW VIA: -
OCCUPANTS: PAX: 130 CREW: -
FATALITIES: PAX: 0 CREW: 0 OTHER: 0
INJURIES: PAX: 0 CREW: 0 OTHER: 0
DAMAGE TO AIRCRAFT: minor
Shortly after takeoff the aircraft safely returned to land at Houston after the pilots received indication of a fire in engine #1. Fire was put out by personnel on the ground. Passengers were evacuated via chutes on the tar

I remember this one. I work for an company that makes jet engine blades. My competitor shipped a blade of he wrong alloy. This part got installed in an engine and soon failed causing engine distraction and a small fire. We had to send someone to the FAA and show proof that our company had quality checks to prevent that from happening in our company.
 
Lemurs
Posts: 1320
Joined: Sat Mar 12, 2005 5:13 am

RE: Worldwide 777 Engine/airframe Reliability

Mon Oct 17, 2005 11:37 am

Quoting Zeke (Reply 11):
BTW a freind has given me a heads up that a 773ER is not incident free as you thought, you said the FAA database indicated 60 events for the 777, zero for the 773ER. They think one operator alone is averaging one engine problem a month.

That...isn't very convincing. I'd like to see something more than some hearsay somewhere. FAA keeps operating statistics for a reason after all.
 
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zeke
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Joined: Thu Dec 14, 2006 1:42 pm

RE: Worldwide 777 Engine/airframe Reliability

Mon Oct 17, 2005 2:04 pm

Quoting Lemurs (Reply 13):
I'd like to see something more than some hearsay somewhere.

It was an airline internal group safety report that they said they will pass onto me, the 777 fleet had over 100 incidents in a quarter, three of which were engine shutdown related. All incidents were listed, including operating such as high sink rates, unstabilized approaches, bird strikes, and maintenance issues.

It is not a US carrier, so the FAA would not have statistics on these events like the airline would.
 
Lemurs
Posts: 1320
Joined: Sat Mar 12, 2005 5:13 am

RE: Worldwide 777 Engine/airframe Reliability

Mon Oct 17, 2005 2:32 pm

Quoting Zeke (Reply 14):
It is not a US carrier, so the FAA would not have statistics on these events like the airline would.

They would over if it happened on a US route, but that is a good point...there are no US carriers operating the 77W, are there? I'd be interested in seeing the breakdowns when you have the opportunity.
 
OldAeroGuy
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RE: Worldwide 777 Engine/airframe Reliability

Mon Oct 17, 2005 3:41 pm

Quoting Zeke (Reply 11):
BTW a freind has given me a heads up that a 773ER is not incident free as you thought, you said the FAA database indicated 60 events for the 777, zero for the 773ER. They think one operator alone is averaging one engine problem a month.

Great. When you get the data, post it. So far you have not produced any thing that is not already in the record. I stand by my statement that there have been no GE90-115B inflight shutdowns during commercial operation.

As an additional check on 773ER reliability, the operators are reporting a mechanical dispatch reliability of 99.2%, consistent with the rest of the 777 fleet. These numbers don't give the impression of an airplane that has serious reliability problems.

Quoting Zeke (Reply 14):
It is not a US carrier, so the FAA would not have statistics on these events like the airline would.

Totally bogus. As I have explained to you before, airlines report problems to Boeing because, if they are serious, the airlines expect Boeing or their vendors to fix them. Boeing is then required to report them to the FAA or risk loss of its Production Certificate. Because of the reporting requirement, the FAA has all the significant airline operating events on the 777 or any other US produced commercial aircraft.

I have the feeling you think the FAA is unaware of 777 operational problems that might result in revoking the 777 ETOPS approval. Please be aware they have professional analysts whose full time job is review of this type of data. Amateur surveys won't help them do their job or sway their reviews.

Again, what is your point?
 
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zeke
Topic Author
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RE: Worldwide 777 Engine/airframe Reliability

Mon Oct 17, 2005 7:56 pm

Quoting OldAeroGuy (Reply 16):
These numbers don't give the impression of an airplane that has serious reliability problems.

I don’t know if the recent engine problems occurred airborne or not, just after dispatch which can mean after pushback for them. It would have required maintenance action so I am not sure if the FAA stats include them as a flight if the takeoff thrust was not applied.

The 777 fleet including the 773ER had less incidents than the 744/744F with the same operator, however as I indicated all events are captured including unstabilized approaches or other QAR events which tend to increase with long haul flying, whilst the 777 fleet and pilots do more sectors doing short to medium haul and long haul which helps with proficiency.

This is a summary of the significant B777 engine or engine related systems
problems
    GE90
  • cracking of the high pressure 2-6 spool;
  • contamination of high pressure compressor blading;
  • oil hiding problems;
  • variable speed constant frequency drive bearing failures;
  • carbon seal failures;
  • high pressure turbine seal cracking;
  • high pressure turbine blade failures;
  • operating temperature margins;
  • mainline bearing failures;
  • in-flight thrust roll back.
    PW 4000
  • oil pumps cracking problems;
  • high pressure stator vane cracking;
  • fan blade seam cracking;
  • high pressure turbine distress;
  • bleed problems;
  • fuel control unit problem;
  • main-line bearings and carbon seal problems;
    Trent 800
  • high pressure compressor blade failure;
  • mainline compressor bearing failures;
  • compressor stator vane dowel release;
  • fuel spray nozzle stem cracking;
  • cracking of bevel gearbox housings;
  • carbon blockage of breather pipes (with one operator);
  • internal gearbox roller bearing failure
 
OldAeroGuy
Posts: 3928
Joined: Sun Dec 05, 2004 6:50 am

RE: Worldwide 777 Engine/airframe Reliability

Mon Oct 17, 2005 9:42 pm

Do you have a similar list for the Trent 500?

Again, what is your point?
 
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zeke
Topic Author
Posts: 16325
Joined: Thu Dec 14, 2006 1:42 pm

RE: Worldwide 777 Engine/airframe Reliability

Mon Oct 17, 2005 10:39 pm

Quoting OldAeroGuy (Reply 18):
Again, what is your point?

The questions I asked at the start remain unanswered, and you seen not to be willing to share any information on the topic that you have access to.
 
OldAeroGuy
Posts: 3928
Joined: Sun Dec 05, 2004 6:50 am

RE: Worldwide 777 Engine/airframe Reliability

Mon Oct 17, 2005 11:48 pm

It's hard to understand what you're after. Listing a set of events in terms of a safety or operational analysis is rather pointless. The important characteristic is the rate of occurrence. I provided the 777 engine shutdown rate, one of the key parameters the certification agencies use to spot trends in airplane operational issues or to determine if the ETOPS approval is still valid.

The 777 IFSD rate for all engine manufacturers is 25% of the level required to qualify for 180 min ETOPS (.005 vs .02 per 1000 engine hrs). All the engine events you list are used for this computation. What else do you want?

You questioned my comment about no GE90-115B shutdowns inservice by saying there was one GE90-115B event per month, but there are no GE90-115B events in the incidents you've provided. Where is your evidence there is one -115B event per month? What airline are you taking as reference? Only AF, JL, NH, EK, and BR fly the 773ER at present. Was it one of these carriers? If it wasn't, you don't have any -115B data.
 
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zeke
Topic Author
Posts: 16325
Joined: Thu Dec 14, 2006 1:42 pm

RE: Worldwide 777 Engine/airframe Reliability

Tue Oct 18, 2005 1:18 am

Quoting OldAeroGuy (Reply 20):
The 777 IFSD rate for all engine manufacturers is 25% of the level required to qualify for 180 min ETOPS (.005 vs .02 per 1000 engine hrs). All the engine events you list are used for this computation. What else do you want?

If an airline does say 25000 hrs a month in 777's (random number), and has one engine problem a month that requires a shutdown or return, is that 1/50 (0.02), correct ? Does it need to be better than 0.02 or 0.02 okay ?

What other factors are included ? hydraulic problems ? fires ?

Quoting OldAeroGuy (Reply 20):
You questioned my comment about no GE90-115B shutdowns inservice by saying there was one GE90-115B event per month, but there are no GE90-115B events in the incidents you've provided.

Correct, its in the new stuff which I hope to get a hard copy of in a week or so, I was not told one 115B a month, one 777 a month, one of the new ones was apparently a 773ER.

Quoting OldAeroGuy (Reply 20):
Was it one of these carriers? If it wasn't, you don't have any -115B data.

Nope it wasnt, which means I was given the wrong info. Will check when I get the report in a weeks time (subject to the two of us having a roster that will allow us to meet).

I do thank you for passing on what you have said, it has helped me.

If the other guy does not let me keep the report, what info would you need, approximate date, and type be okay, I didnt really want to list registrations unless its from a public source ?
 
OldAeroGuy
Posts: 3928
Joined: Sun Dec 05, 2004 6:50 am

RE: Worldwide 777 Engine/airframe Reliability

Tue Oct 18, 2005 10:39 pm

Quoting Zeke (Reply 21):
If an airline does say 25000 hrs a month in 777's (random number), and has one engine problem a month that requires a shutdown or return, is that 1/50 (0.02), correct ? Does it need to be better than 0.02 or 0.02 okay ?

What other factors are included ? hydraulic problems ? fires ?

Your math above is OK. The hypothetical fleet you're referencing above is 60+ airplanes assuming a 400 hrs per month utilization. Even SQ, the largest 777 operator doesn't have this many 777's yet.

Let's look at the world fleet with the real IFSD numbers.

There are 500+ 777's inservice. If we assume 400 airframe hrs per month, then there are 400,000 engine hrs per month. The demonstrated IFSD rate for the 777 is .005 per 1000 engine hrs. Therefore 2 IFSD's per month would be par for the course on the 777 fleet.

This is why the lists of engine events you've been publishing are not very meaningful. IFSD rate is the important parameter. The 777 IFSD rate is far better than the 180 min ETOPS requirement. Given the overall rate, it's doubtful one airline is having one IFSD per month.

To answer your other questions:

Rate of .02 IFSD's per 1000 engine hours would be just fine, but the fleet would be sitting pretty close to the edge.

Other events such as fires and hydraulic system failures need to meet general airplane safety failure rates. The number of engines has little influence on these factors. For instance, the A340 and 777 both have three hydraulic systems.

Quoting Zeke (Reply 21):
If the other guy does not let me keep the report, what info would you need, approximate date, and type be okay

Forward what data you have. I've already looked and can't find any record of the dual thrust loss event you've described.
 
airplanecrazy
Posts: 86
Joined: Thu May 11, 2006 8:09 am

RE: Worldwide 777 Engine/airframe Reliability

Mon Jul 31, 2006 12:38 am

On 17 December 2005, a GE90-94B engine on an Air France 777 failed and forced a diversion to Irkutsk. At the time, GE said they were investigating the failure, but I never heard the final explanation. Does anyone know why the engine failed?

Ref: RE: AF Emergency Landing IKT (by MarshalN Dec 19 2005 in Civil Aviation)#ID2501278
 
PPVRA
Posts: 8603
Joined: Fri Nov 12, 2004 7:48 am

RE: Worldwide 777 Engine/airframe Reliability

Mon Jul 31, 2006 2:09 am

I don't ahve much info on it other than a RG 777 had an engine shut down lat semester Europe (I believe LIS or MAD)-GRU and had to divert to Cape Verde. It stayed in the islands for a long time as RG did not have the funds to fix it. It might have needed a new engine- not sure. But I have, however, noticed how RG's MD11s and 767s seem to be more maintenance-incidents free. HOWEVER, that might be because the 777s are more expensive to maintain (parts are more costly) and be due to RG's financial problems and not the 777's AT ALL. Just something I noticed. I might be (and probably is) completely wrong, but I thought I'd contribute to the thread.

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