Delta A330-300 compressor stall

[fdcg27]

All my Airbus experience is on the “A320” ( what my license says ) , but most of my trips were on the A319/321.

I prefer the A319 ( better climb, high altitude cruise ceiling when heavy ).

All 319 will be retired soon where I work.

All CFM but obviously more powerful engines on the A321.

So far, I can’t recall a single problem with the engines, nothing.

Some very minor APU problems ( failed to start ) , maybe, 3 time over 24 years.

What I was getting at is that the CFM has been around for quite a few decades and has proven very reliable in service.
AFAIK the alternative IAE engine is reliable as well, although not nearly as many V2500s are in service.
OTOH, the current Pratt GTF engine has proven troublesome in service.
There are some engines that have simply not worked out as well as others in line service.

 

[Just a civilian pilot]

What I was getting at is that the CFM has been around for quite a few decades and has proven very reliable in service.
AFAIK the alternative IAE engine is reliable as well, although not nearly as many V2500s are in service.
OTOH, the current Pratt GTF engine has proven troublesome in service.
There are some engines that have simply not worked out as well as others in line service.

I will be dealing with P&W soon.

True but my point was actual engine failures ( like in those videos ) caused by poor design.

My airline has been impacted by PW GTF issues but I can’t recall one causing an engine failure in flight unless I missed it.

No disagreement that those GTF engines have caused headaches for airlines.

That Delta engine failure had nothing to do with design flaws.

 

[fdcg27]

I will be dealing with P&W soon.

True but my point was actual engine failures ( like in those videos ) caused by poor design.

My airline has been impacted by PW GTF issues but I can’t recall one causing an engine failure in flight unless I missed it.

No disagreement that those GTF engines have caused headaches for airlines.

That Delta engine failure had nothing to do with design flaws.

What type are you moving to?
There aren't that many currently operating airliners with Pratt engines.
Given the choice, most operators selected GE or RR.

 

[Just a civilian pilot]

The only severe engine failure I recall with my airline was on the B777, and it wasn’t new engine technology.

 

[Just a civilian pilot]

What type are you moving to?
There aren't that many currently operating airliners with Pratt engines.
Given the choice, most operators selected GE or RR.

Probably the B737 actually even though I can hold senior B777.

Not 100% sure yet : 777, 787 , 330 ( 330 work too much but goes most places ). Maybe even A220.

I think only the A220 has PW. I don't follow engines on types, just what I hear from pilots about problems.

Airline hasn't told us enough about where XLR will be flying to fully decide.

Long story why I am probably avoiding WB.

 

[fdcg27]

Probably the B737 actually even though I can hold senior B777.

Not 100% sure yet : 777, 787 , 330 ( 330 work too much but goes most places ).

Long story why.

Well, good luck with whatever you decide.
Surely moving to a widebody would be an increase in hourly rate, although the trip rig might not be as favorable since most would involve crossing an ocean and being away from home for a while at a time.
FWIU there are senior Delta pilots on the 717 since they like the out and back home every day duty rig, just as an example.

 

[2005jettatdi]

The articles and thread titles indicate an Airbus A330 failure. However, everything else indicates a Pratt & Whitney failure. Not that I am saying Pratt & Whitney is at fault here. Most likely it is a ground maintenance failure.

 

[Just a civilian pilot]

Well, good luck with whatever you decide.
Surely moving to a widebody would be an increase in hourly rate, although the trip rig might not be as favorable since most would involve crossing an ocean and being away from home for a while at a time.
FWIU there are senior Delta pilots on the 717 since they like the out and back home every day duty rig, just as an example.

Thanks

Very limited route structure on 777, 787 where I am based. A330 has good routes but they work way too much.

Regarding engine types, not many pilots would know what type are on other types except the A220 because of the planes grounded.

Even on the airbus, I doubt many pilots would know how much thrust per side. It’s hard to find actually, IIRC, it’s around 24,000 versus 32000 per side ( 320 321 ).

Airbus manuals are kind of weird that way.

Everyone knows the 737 cockpit is small

 

[Just a civilian pilot]

Off topic but I don’t like doing layovers more than 24 hours.

I still love flying, not super long layovers, to the same places.

 

[ctechbob]

Pictures of the unscheduled dissasembly.

 

[MolaKule]

That Delta engine failure had nothing to do with design flaws.

It makes me wonder if and when the last comprehensive crack and or x-ray analysis of the disk was done.

 

[Astro14]

There shouldn’t be any major stress issues , put the auto pilot on ( 100 feet after take off Airbus ) let the auto pilot fly the plane while one pilot monitors , keep calm and wait until 400 feet to do the electronic ECAM procedures.

The crew already would have briefed the high terrain and the engine out climb procedures due to high terrain.

The A330 has lots of thrust to climb, even on one engine.

The only stress would be if an engine fire didn’t extinguish after both fire bottles were fired. Then it would be a time critical emergency and get the aircraft on the ground as fast as possible.

Not remaining calm just makes things worse.

Plan every take off as if you will have serious problem after take off ( smoke in the cabin , power loss, engine fire won’t extinguish, birds - one or both engines impacted ).

After you land, assess, and if it’s unsafe to be on the aircraft, order an evacuation but not prematurely because people can get hurt.

Whilst I agree that a competent crew should’ve covered the terrain and the engine out contingency, this doesn’t make it any less stressful.

Airbus is great in that allows you to engage the auto pilot at 100 feet, and it takes care of the rudder, but not every airplane is that simple or easy. Some require precise hand flying to much, much greater altitude. Even with the TAC, the 777, for example, still requires pilot input on the rudder, and minimum engagement is 200 feet. The 767 is still 800, with the rudder fully trimmed, and not in TO mode, before auto pilot can be engaged.

In this case, even with the super-easy to fly Airbus, the crew still has to manage the thrust asymmetry while on the runway, requiring some amount of rudder.

Not every crew has 20+ thousand hours in type.

Finally, and I mean this sincerely, an engine failure in a simulator is a very different thing than an engine failure in a real airplane. It’s the difference between shooting at a target on a rifle range, and being in combat. One prepares you for the other, but it cannot fully replicate the stress you will experience.

So let’s not downplay the precision and professionalism of this Delta crew, who did a great job.

 

[Just a civilian pilot]

Whilst I agree that a competent crew should’ve covered the terrain and the engine out contingency, this doesn’t make it any less stressful.

Airbus is great in that allows you to engage the auto pilot at 100 feet, and it takes care of the rudder, but not every airplane is that simple or easy. Some require precise hand flying to much, much greater altitude. Even with the TAC, the 777, for example, still requires pilot input on the rudder, and minimum engagement is 200 feet. The 767 is still 800, with the rudder fully trimmed, and not in TO mode, before auto pilot can be engaged.

In this case, even with the super-easy to fly Airbus, the crew still has to manage the thrust asymmetry while on the runway, requiring some amount of rudder.

Not every crew has 20+ thousand hours in type.

Finally, and I mean this sincerely, an engine failure in a simulator is a very different thing than an engine failure in a real airplane. It’s the difference between shooting at a target on a rifle range, and being in combat. One prepares you for the other, but it cannot fully replicate the stress you will experience.

So let’s not downplay the precision and professionalism of this Delta crew, who did a great job.

We don’t know at what point the aircraft was losing thrust. It may have been after liftoff, not on the runway.

You were wrong about the engine stall so wait for the report to find out when the engine started losing thrust before you assume when it lost thrust. I will wait for the report. The engine self destructed but it wasn’t because of an engine stall.

What are you talking about? Everything I have said about the crew was positive.

Where do you come up with this stuff?

 

[Astro14]

“Shouldn’t be any major stress” - that really downplays how the cockpit feels with an actual engine failure - and not every pilot can just push a button and have the airplane do the hard work.

This crew may have had that option, but not all airplanes are so equipped.

Either way, engine failure, at night, during takeoff, near max gross, does, in fact, cause stress, so, let’s not downplay it, the crew handled the stress, and the situation, very well.

 

[edhackett]

“Shouldn’t be any major stress” - that really downplays how the cockpit feels with an actual engine failure - and not every pilot can just push a button and have the airplane do the hard work.

This crew may have had that option, but not all airplanes are so equipped.

Either way, engine failure, at night, during takeoff, near max gross, does, in fact, cause stress, so, let’s not downplay it, the crew handled the stress, and the situation, very well.

The A330 does not have TAC. Those pilots had their hands and their feet full.

Ed

 

[Astro14]

The A330 does not have TAC. Those pilots had their hands and their feet full.

Ed

Please read all the posts. I’m not the one saying it was easy.

 

[Sam_Julier]

Seems that jet engines are having more failures now than they did years ago, hmm kinda like engines in cars and trucks now.
I'm sure it has nothing to do with all the sintered blades and vanes used in them.

Maybe not the blades? But even worse turbine disks !

https://www.popularmechanics.com/flight/airlines/a44656285/1200-airbus-jet-engines-recalled/

Your statement is ridiculous.