The investigation by the Australian Transport Safety Bureau (ATSB) indicated that "fatigue cracking" in a stub pipe within the engine resulted in oil leakage, followed by an oil fire in the engine.[48] The fire led to the release of the intermediate-pressure turbine (IPT) disc. It also said the issue is specific to the Trent 900.[49]
On 3 December 2010, the ATSB issued a preliminary report that contained a key finding of a manufacturing flaw: An area of fatigue cracking was found within a stub pipe that feeds oil to the engine HP/IP bearing structure.[9] Bearing lubricating oil leaked from the crack, causing the subsequent engine fire and failure of the IPT disc. The fatigue fracture was a result of the misalignment of the stub pipe during the counter-boring process. That inaccurate alignment resulted in one side of the same stub pipe becoming too thin to resist fatigue fracturing.[9][54] This "could lead to an elevated risk of fatigue crack initiation and growth, oil leakage, and potential catastrophic engine failure from a resulting oil fire," according to the agency.[54]
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During repairs following the occurrence, cracks were discovered in the wings of the aircraft. As a result of the discovery, an airworthiness directive was issued affecting 20 A380-841, A380-842 and A380-861 aircraft that had accumulated over 1,300 hours flight. Those aircraft with under 1,800 hours flight were to be inspected within 6 weeks or 84 flights (whichever occurred first), while those with more than 1,800 hours flight were to be examined within four days or 14 flights.[59][60] On 8 February 2012, the checks were extended to cover all 68 A380 aircraft in operation.[61] 2ff7e9595c
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