Professional Documents
Culture Documents
Uncontained Engine Failure - SKYbrary Aviation Safety
Uncontained Engine Failure - SKYbrary Aviation Safety
Uncontained Engine Failure - SKYbrary Aviation Safety
(/index.php/Main_Page)
(http://www.skybrary.aero/index.php/EUROCONTROL) (http://www.skybrary.aero/index.php/ICAO)
(http://flightsafety.org/)
Contents
1 Description
2 Defences
3 Design and Certification Requirements
4 Damage Assessment
5 Structural Integrity
6 False Indications and Warnings
7 Fuel Leaks and Fire Risk
8 Loss of Hydraulic Fluid
9 Aircraft Handling
10 Passenger and Crew Management
11 Time
12 Investigation
13 Uncontained Engine Failure Events on SKYbrary
14 Related Articles
15 Further Reading
16 Notes
Description
Most gas turbine engine failures are “contained” which means that although the components might
separate inside the engine, they either remain within the engine case or exit it via the tail pipe. This
is a standard design feature of all turbine engines and generally means that the failure of a single
engine on a multi engine aircraft will not present an immediate risk to the safety of the flight.
Sizeable pieces of ejected debris may, though, present a hazard to persons on the ground.
However, an “uncontained” engine failure is likely to be a violent one, and can be much more serious
because engine debris exits it at high speeds in other directions, posing potential danger to the
pressurised aircraft structure, adjacent engines, the integrity of the flight control system and,
possibly, directly to the aircraft occupants.
Defences
Aircraft/Engine design features to mitigate against the risks associated with uncontained engine
failure include:
Fan blade containment ring - to provide a measure of protection in the event of fan blade
separation,
Aircraft systems "Routing Segregation" - covering both rotor burst and rapid depressurisation
scenarios,
Fuel tank "Dry Bays" located in the most likely disk trajectories.
EASA
The effects and rate of failure of an engine case rupture, uncontained engine rotor failure, engine
case burn-through, and propeller debris release are minimised by compliance with CS-E, Engines;
CS-P, Propellers; CS 25.903(d)(1), CS 25.905(d), and CS 25.1193.
"(d) Turbine engine installations. For turbine engine installations - (1) Design precautions must be
taken to minimise the hazards to the aeroplane in the event of an engine rotor failure or of a fire
originating within the engine which burns through the engine case. (See AMC 25.903(d)(1) and AMC
20-128A.)"
AMC (Acceptable means of compliance) 25.903 (d) (1) is relative to torching flames while AMC 20-
128A sets forth a method of compliance with the requirements of CS 23.901(f), 23.903(b)(1), 25.903(d)
(1) and 25A903(d)(1) of the EASA Certification Specifications (CS) pertaining to design precautions
taken to minimise the hazards to an aeroplane in the event of uncontained engine or auxiliary power
unit (APU) rotor failures. The guidance provided within this AMC is harmonised with that of the
Federal Aviation Administration (FAA)
AMC 20-128 A is a significant document that provides background information, definitions, design
considerations, accepted design practices; engine and APU failure model and considerations for
safety analysis.
The paragraph on design considerations addresses location of engine and APU, location of critical
systems and component, external shields and deflectors.
The paragraph on accepted design practices identifies design practices that address the risks of
uncontrolled fire, loss of thrust, loss of aircraft control, passenger and crew incapacitation, loss of
structural integrity. These design practices currently in use by the aviation industry that have been
shown to reduce the overall risk, by effectively eliminating certain specific risks and reducing the
remaining specific risks to a minimum level.
FAA
Damage Assessment
Each uncontained failure will result in a “unique” combination of collateral damage to the aircraft
and there will be little, if any, guidance in the AFM (/index.php/AFM) for dealing with this type of
potential failure. The aircrew must, therefore, be especially vigilant when dealing with an
uncontained engine failure. The engine failure itself should be dealt with IAW the manufacturer’s
prescribed shutdown procedures. However, it is the collateral damage that carries the greater
potential risk and that will require creative pilot assessment to ensure a positive outcome is
achieved.
Structural Integrity
Loss of pressurisation (/index.php/Loss_of_Cabin_Pressurisation), if a factor, would have to be dealt
with in the usual fashion; however, the pilots must be cognizant of the fact that the structural
integrity of the aircraft may have been compromised and control the aircraft speed and drag devices
accordingly.
Time
As in the case of all engine failures, getting the aircraft safely on the ground is a priority. However, in
the case of an uncontained failure the complexity of the problem is significantly greater and both the
pilots and controllers should recognize that additional airborne time may be required to achieve a
positive outcome to the event.
Investigation
All uncontained engine failures involving transport category aircraft are likely to be investigated
under ICAO (/index.php/ICAO) Annex 13 procedures at least in the principal aviation jurisdictions.
Related Articles
Engine Failure: Guidance for Controllers (/index.php/Engine_Failure:_Guidance_for_Controllers) -
provides guidance to to controllers on what to expect and how to act when dealing with an aircraft
which has experienced a contained or uncontained engine failure.
Further Reading
FAA "Lessons Learned from Transport Airplane Accidents": Uncontained Engine Failure
(http://lessonslearned.faa.gov/ll_main.cfm?TabID=3&CategoryID=12)
Notes
1. ^ US FAR Part 33 - AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES
(http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgFAR.nsf/CurrentFARPart!OpenView&Start=1&Count=200&Expand=
2. ^ US FAR Part 25 - AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES
(http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgFAR.nsf/CurrentFARPart!OpenView&Start=1&Count=200&Expand=