Accident Investigation for TURBINE Engines - Research Paper Example

Accident investigation for TURBINE engines The aim of accident investigation is two fold. For one thing, it could be to set the records straight and determine quantum of compensation to the aggrieved parties and next in kin of victims. For another it is also to seek out and enforce ways and means by which such kinds of aviation incidents could be avoided in future. But this is easier said than done. Engine failure and malfunctioning has often been branded as the chief architects of aviation tragedies. And not always for the right reasons. Therefore, through this study it is preferred to place the impact and significance of the role of engine performance (or non-performance) in its right perspective with regard to aviation accidents. Turbine engines are believed to be a modern version of reliable kinds of sturdy aircraft engines. But these could also be subjection to on flight risks like bird ingestion, volcanic ash or foreign matters forced into the engines, overheating, engine fires, etc. Thus, inspection needs to be conducted after completely overhauling the engine and making it subject to various visual and instrumental tests. Finally, there are many impediments that could hinder the investigative process. Lack of survivors, skewed witness statements and irrelevant records from the cockpit recorder, ATC briefings etc., could be major stumbling blocks that need to be attended to. There are reasons to believe that with induction of state- of –the- art technology, aviation safety could receive a major fillip and make air travel safer and more comfortable for all. Accident investigation for TURBINE engines Table of Contents Serial Description Page 1. Introduction 3 2. Background 3 3. Technical examination of propellers 4 4. Turbine engines 5 5. Impediments to reliable inspections and accident survey 8 6. Conclusions 8 7. Recommendations 9 Accident investigation for TURBINE engines Introduction: It is very important to know the causes and reasons for aircraft accidents, not only from the compensatory and punitive point of view but also in order to avoid such kinds of accidents in future and to reset, or amend current regulatory mechanisms that could prevent such accidents from reoccurring in future years. Aircrafts accidents are often attributable to engine failures, or malfunctioning, and thus, this area needs to be thoroughly investigated in order to be able to pinpoint the exact cause of the accidents, which may, or may not be due to engine attributed causes, thus removing any aspect of bias, or discrimination on the part of the investigative authorities. The changing times have rendered aeronautics more complex and intricate, including the challenges posed by hazardous air traveling due to technical or non-technical reasons. “The historically common causes of accidents are occurring less frequently, leaving more challenging accidents to diagnose.” (Sarsfield, 2000). Background: In this study, it is proposed to take up the study of turbine engines to assess their roles and complicity in aircraft accidents and the contributory part( if any) played by these aspects of air travel. The steps that need to be taken for a formal examination of these attributes is also delineated, although one needs to be cautioned before hand, in that a lot about the scope and intensity of the investigation would be underpinned by the characteristics and nature of the concerned aircraft accident scenario. It would not be judicious to believe that a set routine or standard practices could be enforced for all kinds of accidents, fatal, non fatal or the ones which involve substantial damage to aircraft or not. Each kind of accident would warrant or justify a special kind of investigation, which, however, would also need to keep these underlying aspects in mind. Technical examination of propellers : If not much data emanates from engine examination, it would become necessary to check out the propellers to determine what really when wrong. The tell tale signs of any abnormalities could be: 1. Bent or twisted propellers, especially in the reverse side of its propulsion. 2. Abnormal scratches on the sides of its blades 3. Blade edges rendered bent, or folded 4. indentations on the top sides of the blades At this stage it would be necessary to state that there could be conflicting theories that point towards the role of engines or decries its role in the accident. Under such circumstances, there could be corroborative evidences from the following sources: 1. Statement of witnesses of the accident- either survivors or ground people who have witnessed the accident. 2. Aircraft records- This could be in terms of corporate records, field reports and most critically black box details. Perhaps one of the frustrating aspects regarding in-flight records would be that while it records minute details of other data, including after impact data there may not be enough data on occurrences that happened just before impact, which are intrinsic and paramount to investigate the cause of accidents of this kind. It is the precipitating causes that the investigators are interested and keen on, and this could make all the difference between a skewed report and a genuine one. In flight records, cockpit records, weather reports and ATC (Air traffic controller interactions) are all part of these data, but may only serve as secondary information in as far as the cause of the accident is concerned. Turbine engines: Throughout aviation history, turbine engine malfunctioning, or failures are known to cause accidents. However, they may not be known to cause aircrafts to break up midair. This is precisely what happened on November 13, 2001, when a Flight 587 involving an American Airliner Airbus A-300 jet airliner broke up in midair shortly after take-off from Kennedy Airport, killing all 260 airborne passengers and crew members and 5 people upon ground impact. An intriguing aspect that emerged from this crash was that parts of the two engines were found separately, at a distance of quarter of a mile from the rest of the crash debris, suggesting, perhaps that they would have dislodged shortly before impact. There are controversies surrounding loss or damage to engine during flights but experts believe that “having the engine come off the plane does not generally make the plane break up.” as has happened on this occasion. (Wald, 2001, p.2). However, the Inquiry revealed that the primary cause of this accident was not engine failure, but the fact that the pilot had made excessive use of “ tail rudder “ maneuvering to counter turbulence, causing the tail fin to tear away from the plane and cause it to crash. (Airbus faults American airlines in Nov. 12 crash in Queens, N.Y, 2002). So much for engine malfunctioning. Coming next to Turbine engines, it is believed to be a modern version of current aircraft engines. The best option in the case of TE is not to conduct field inspections or tests, but to strip it apart in a well equipped repair and servicing center. This is because field investigations would not be able to offer the kind of thorough checks which the use of hoists, ramps, cranes etc could provide. In this kind of investigation, it would also be necessary to take up the following steps: 1. Locate all the critical components of the engine 2. Identify and take back any engine placed recording instruments 3. Extract fluid samples especially engine oil for possible leads 4. Fuel and oil filter use examination along with chip detectors etc 5. It would be good if an internal check of the engine could be carried out through use of borescope. “The borescope is a tool used to inspect the internal parts of the engine for defects such as cracks, stress fractures and corrosion” (Washburn, Stringfellow & Gramopadhye, 2007). 6. The engine mechanism along with its technical inputs needs to be studied for proof of power generation. 7. Overheating of engine as cause also needs to be inferred or ruled out 8. Any other abnormalities detected in functioning of major instruments and devices also need to be identified and recorded since these could provide vital clues as to what transpired- for instead the altimeter, airspeed. Indicators and vertical speed indicators are important indices of aircraft movement in the air. The main kinds of inspection that are being done in the area of aircraft are as follows : 1. Visual inspection which is performed through the naked eye. It is believed that 90% of the aircraft maintenance and inspection is done through naked eyes and the human error element could be a contributory cause for hike in the number of global accidents in the skies. 2. Through the use of microscopes certain vital testing is done. 3. Internal checks are conducted through borescope, etc. 4. Also, the parts are broken apart and tested and inspected, mostly gears and other items. Again, these may require lab conditions and may not be done through field studies. (Wald, 2001, p.1). Since flying an aircraft is more a cerebral exercise than a physical one, due concern needs to be accorded for need for mental rest, being focused and alert on the job for pilots and co-pilots since some kinds of human errors could be fatal not only for themselves but also the crew and passengers. Aviation history often bears mute testimony to the incidence of a large number of airborne accidents resulting from pilot errors, intra- communication discords, misjudgments and miscalculations arising out of fatigue and lack of sleep. “Fatigue has been blamed in numerous aviation accidents over the years and is a continuing problem facing crews flying aircraft of all sizes.” (Brandon, 2000, para.1). Again, it is believed that it may not be a single eventuality or reason that may contribute to aircraft disasters, but a combination of factors, internal and external, including technical defects and snags that could be exacerbated by poor weather conditions, visibility problems and inability of the aircraft and its pilots to be able to extricate themselves from a precarious situation developed in-flight, in the ground or while taxiing down. Impediments to a reliable inspection and accident survey: There are several impeding factors in an investigation into the causes of air accidents, pilot error/ engine problems notwithstanding. These could be in terms of 1. Lack of crash survivors (travelers onboard the ill fated plane) who could provide crucial information on what really transpired. 2. Lack of cohesive and coherent information from eye witnesses and bystanders. Their depositions could be marred by highly emotional responses, lack of knowledge and Intelligence Quotient, (IQ), and even distorted reports on what really happened during the accident. However, it would be the responsibility of investigating agencies and personnel to make sense of their deposition. Question asking and data assimilation skills are important in interviews with eye witnesses. 3. Lack of relevant data from the retrieved black box or other in-flight devices. 4. Total or substantial destruction of engines rendering it difficult for result oriented examination Conclusions: The above study has deliberated on the aspects of engine troubles as a possible cause for aviation accidents. Nowadays, state-of-the art technology could be placed at the services of aircraft pilots to ensure a greater degree of safety, reliability and efficiency in its operations. For instance the use of Flight Operations Quality Assurance (FOQA) is advocated. “A proven and powerful safety tool that has been used for decades by airlines worldwide, FOQA involves the collection and analysis of data recorded during flight operations to detect unsafe practices or conditions early enough to allow timely intervention to avoid accidents and incidents.” (Corporate flight operational quality assurance (C-FOQA), 2009, para.2). The use of such systems could not only aid in the creation of safer skies but could also play a pivotal role in raising the bar in terms of safety, security and reliability of air travel which has received a kind of battering in recent times. Given the kind of unsafe environment in which air travel is conducted with some air passengers nervous and circumspect about it, it is imperative that ways and means are developed that could render air safety as the Number One priority. Again public accountability and reforms in the aviation industry are critical component that need to be addressed through the consortium of intra governmental agencies, aviation companies and the air traveling community. Only through heightened levels of convenience and comfort could it be possible for international aviation bodies to make global skies truly friendly and hazard-free for global air trotters. Recommendations: It would indeed be presumptuous for the investigation authorities to pin blame on aircraft engines, or its components without providing conclusive evidence. As the published reports of many aircraft accidents suggest, technical or pilot error is not enough to wrap up investigation, especially ones involving loss of precious human lives, let along the crippling losses of expensive aircrafts and supporting equipments, perhaps worth billions of dollars. To my mind it would be necessary that state-of-the- art tracking and surveillance systems need to be mandatorily enforced (with the aid of legislations) that could competently address safety and security technology needs on major flights could provide posterity with the kind of data and evidence that is very necessary to reach reliable information on the cause of accidents, in the event of their occurrences. “As of January 4th, the US government started new security requirements for international flights with a US destination. While some of the measures are temporary, others may be more permanent” (New security measures in effect for international flights, 2010, para.1). Inter-governmental airlines agencies and institutions that are encumbered with technical air safety responsibilities need to come together on a global platform, pool technological resources and assist governments to enhance the degree of technical reliability in aircrafts. It is not only the subjective aspects that need to be addressed but pilots also need to know beforehand, through simulation tests and exercises, about the entire gamut of likely or unlikely risk occurrences and the best way these risks could be safety encountered and countermanded. Reference List Airbus faults American airlines in Nov. 12 crash in Queens, N.Y. (2002). Gale, a Part of Cengage Learning. Retrieved January 25, 2010, from http://www.accessmylibrary.com/article-1G1-120075583/airbus-faults-american-airlines.html Brandon, M. (2000). Guest editorial: The effects of fatigue on performance and safety. Airlinesafety.com. Retrieved January 24, 2010, from http://www.airlinesafety.com/editorials/PilotFatigue.htm Corporate flight operational quality assurance (C-FOQA). (2009). Flight Safety Foundation. Retrieved January 24, 2010, from http://www.flightsafety.org/current-safety-initiatives/corporate-flight-operational-quality-assurance-c-foqa New security measures in effect for international flights. (2010). The Airsafe.com. News. Retrieved January 26, 2010, from http://www.airsafenews.com/2010/01/new-security-measures-in-effect-for.html Sarsfield, L.P., (2000). Safety in the skies: Personnel and parties in the NTSB aviation accident investigations master volume. Questia. Retrieved January 24, 2010, from http://www.questia.com/read/104294095 Wald, M.L. (2001). The crash of flight 587: The plane; some experts suspect engine failure in jet’s sudden destruction. The New York Times, p.1. Retrieved January 25, 2010, from http://www.nytimes.com/2001/11/13/nyregion/crash-flight-587-plane-some-experts-suspect-engine-failure-jet-s-sudden.html Wald, M.L. (2001). The crash of flight 587: The plane; some experts suspect engine failure in jet’s sudden destruction. The New York Times, p.2. Retrieved January 25, 2010, from http://www.nytimes.com/2001/11/13/nyregion/crash-flight-587-plane-some-experts-suspect-engine-failure-jet-s-sudden.html?pagewanted=2 Washburn, C., Stringfellow, P., & Gramopadhye, A. (2007). Using multimodal technologies to enhance aviation maintenance inspection training. SpringerBerlin/Heidelberg, 4561. Retrieved January 24, 2010, from http://www.springerlink.com/content/g371q6w8623315u1/ Read More