Jet engines are designed to contain a fan blade failure, and the engines and airplanes are designed with this type of failure in mind. This is more critical in the modern high-bypass designs with large fans. Pictures from bird strikes sometimes show pretty severe damage, but I don't remember any that actually lost a fan blade.
How often does a jet engine actually lose a fan blade?
This is different from a rotor burst, which is uncontained (like with Qantas Flight 32).
I found the following rather surprising statement in a (probably quite old) University of Southamption document
Rolls-Royce has never had a service failure of conventional fan blades in over 40 million hours of operation, and there have been no service failures of wide-chord blades in over 10 million hours of operation (Baldwin 1993).
In one incident, RB211-535E4 engines on a Boeing 757 were struck by a flock of Canada geese near Chicago – some seven birds, each around 3 kg, were ingested. The wide-chord fan blades withstood the impact, which was some eight times greater than the requirements for certification, and the engine did not have to be shut down in flight.
So far as I know, bodies like the NTSB don't collect statistics on blade failure events.
Jet engines are designed to contain a fan blade failure, and the engines and airplanes are designed with this type of failure in mind. This is more critical in the modern high-bypass designs with large fans. Pictures from bird strikes sometimes show pretty severe damage, but I don't remember any that actually lost a fan blade. How often does a jet engine actually lose a fan blade? This is different from a rotor burst, which is uncontained (like with Qantas Flight 32).
This video shows a Hawker jet with the wing fluttering up and down like it's about to break. What can cause flutter like that? Can it actually cause a wing or stabilizer failure? How can flutter be prevented? What should be done if something like this happens?
it should suffice to say that solid-state gyros can be engineered and built in such a way that gimbal lock is impossible, but I'm not certain that's how they're actually designed. Do modern AHRS systems with solid-state gyros (or replacement electronic horizons like the RC Allen 2600 series) still suffer from gimbal lock, or do they provide true 3-dimensional freedom? I'm interested primarily in answers from a light General Aviation standpoint, but answers about electronic gyros on commuter and transport category aircraft would be interesting too.
In a flight database that I'm working with on a project, there is a column of data called "flightCategory" with values "C", "G", "T", etc. Any idea what those actually mean? From what I understand, the database is from FAA. But I'm not 100% sure.
Last August during a certification flight, a Cessna 182JT-A compression-ignition (diesel) engine failed in flight. I've been Googling to find the cause of the failure and the status of the certification process but have failed to find any recent info. Does anyone know what the current findings have been and how Cessna expects to proceed?
Reading this page, a retired American Airlines pilot quotes: We tell passengers what they need to know. We don’t tell them things that are going to scare the pants off them. So you’ll never hear me say, ‘Ladies and gentlemen, we just had an engine failure,’ even if that’s true. Given this, how can an observant passenger sitting over wing (seeing most likely very little of the engine), determine if a flameout or shutdown has occurred from observation? This is applicable to an aircraft not unlike the Boeing 737 (which I fly on often).
I was doing research about jet engines, and they seem really difficult to fully understand. So, can anyone explain it in a simple way? How do jet engines work?
radars confirmed this weird behavior from FlightRadar24. Also A/C before and after this one did not exhibit this behavior. Does anybody have any thoughts as to what may be happening??? Why is the "skew" at seemingly same angle? Is that anything? In light of MH370, does this happen often, how reliable is that GPS data? Tail # N657UA Boeing 767-300 Typical route between EGLL and KORD Time of occurrence is approximately: 3/16/2014 6:09pm CST I have also verified FlightAware is ALSO showing the same weird glitch. See below "yellow" highlighted airplane: Same A/C from FlightRadar24
In case of a total power failure in all the aircraft systems like engine failure and APU failure, would it be possible to use mechanical means (Manually) to open the landing gear bay door and deploy the landing gear through mechanical means? I know it’s possible to glide the flight if the engines failed. But, wondering how they land.
I am currently working on the modeling of blade/casing interactions in aircraft engines. The work is carried out in partnership with a company, therefore, there is a limited amount of it that could be published openly. Are there any OpenSource compressor or turbine blade designs available (e.g. NACA airfoil profiles for wings)? Where could I find detailed dimensions and material properties? The idea would be to use it for publication purposes, thus displaying relevant characteristics and realistic behaviors, while keeping all the confidential data of the company internally.