PRESENTATION ON DET AEM

GROUP ASSIGNMENT ON
TURBOJET AIRCRAFT
( CONCORDE)

SUBJECT : GAS TURBINE ENGINE (ALD 30203)

LECTURER : SIR ROSLAN BIN BASIT
CLASS : 5 AEM 1
 GROUP MEMBERS
NO NAME ID.NO

1 AHMAD HADI NASRALLAH BIN ABDUL RASHID 53106115130

2 ABDUL RAHMAN HUZAIFI BIN FATHIL 53106115110

3 MUHAMAD SYAFIQ BIN YUSOF 53106115074

4 MUHAMMAD SYAHMI BIN MOHD YUNUSI 53106115202

5 MUHAMMAD FIRDAUS BIN RAHMAT 53106115004

6 MUHAMMAD DANIAL BIN SHAHBUDIN 53106115064

7 MUHAMMAD ARIF HAZWAN BIN SAMARUL FUAD 53106115015

 INTRODUCTION ON
CONCORDE
Capacity : 100 passengers and 2.5 tonnes of cargo

Engines :Four Rolls-Royce/SNECMA Olympus 593s, each

producing 38,000lbs of thrust with reheat

Take Off Speed : 250 mph

Cruising speed : 1,350mph (2,160kph/Mach Two) up to 60,000 ft

First Commercial :London Heathrow to Bahrain, BA300 on 21 January

Flight 1976 (Captain Norman Todd)

Last Commercial : New York JFK to London Heathrow, BA2 on 24

Flight October 2003 (Captain Mike Bannister)
 CONCORDE ENGINE
( ROLLS-ROYCE / SNECMA OLYMPUS 593 )
Concorde's four turbojet engines were twice as powerful as engines on large subsonic jets.

Mounted in pairs under the wings, each engine could provide more than 38,000 lbs of thrust,
accelerating the plane from 0 to 225 mph in only 30 seconds.

This afterburner system was similar to technology used today by fighter jets and the Space
Shuttle. It gave Concorde's engines a fiery glow (and also made them extremely loud).

It was initially a joint project between Bristol Siddeley Engines Limited (BSEL) and Snecma.
 Concorde Engine Operation
The engines on the Concorde provided the thrust necessary for takeoff,
cruising and landing. The Concorde had four Rolls Royce/Snecma Olympus
593 turbo jet engine. Each engine generated 18.7 tons(180 kN) of thrust.
Together, the four engines burned 6,771 gallons (25,629 liters) of fuel per hour

This design reduced air turbulence and makes

for a more stable engine. At supersonic speeds,
engine struts would be overstressed and likely
to break.

Note that the engines

are attached directly
underneath the wing
without struts.
The Concorde's engines used afterburners to gain additional thrust to reach supersonic
speeds. Afterburners mix additional fuel with the exhaust gases from the primary
combustion chamber and burn it to get more thrust. Afterburners are typically used on
supersonic military jets.

Two Concorde Olympus 593 MK.610 engines

 CONCORDE AIR INTAKE
The Air Intake Control System satisfies the basic requirements to supply the correct
amount of air at a high efficiency and in a form that is acceptable to the engines at all
flight and engine operating conditions of the aircraft

TAKE OFF
 Noise abatement

Once Concorde has taken off, it enters a period of flight known as the noise
abatement procedure, this sees the afterburners turned off and power
reduced. The secondary nozzles remain in their take-off position when the
engines are throttled for noise abatement.

As the aircraft accelerates the angle reduces such that by M=1.1 the
secondary nozzles are fully open forming the divergent part of the back of
the power plant
TURBOJET ENGINE LUBRICATION
SYSTEM
FUNCTION TURBOJET LUBRICATION SYSTEM
 TYPES OF LUBRICATION SYSTEM ON TURBOJET ENGINE

Self-contained re-circulatory system

oil is distributed around the engine and returned to the oil tank
by pumps.

Total loss or expendable system

oil is spilled overboard after performing its functions
 MCD MAGNETIC CHIP
DETECTOR
Permanent magnet to collect ferritic debris
Strategically placed downstream of the engine components (e.g.bearings) to check the health of the
engine components
Warns of impending failure of gears and bearings
Checked periodically
Cockpit indication
TURBOJET ENGINE FUEL SYSTEM
 Introduction of Concorde Fuel System
The only difference concerning Concorde is that during the flight, fuel is transferred
from tank to tank to maintain trim and balance of the aircraft.
as Concorde does not have a full tail plane which other aircraft use on a subsonic flights
to perform this task.
The fuel is also used as a heat sink for cooling purposes.
Surplus heat from the air conditioning and hydraulic systems from the constant speed
drive and generator and also from the engine lubricating oil is rejected through heat
exchangers to the fuel.
 Basic Fuel System Operation
Fuel pumps deliver fuel to spray nozzles, which inject it atomized, into
combustor
Control system varies flow rate to maintain constant selected engine speed or
pressure ratio selection
Automatic safety controls prevent engine temperature and compressor speed
from exceeding operational limits
 Fuel control unit (FCU)
like a mechanical computer. It determines the output of the fuel pump by a system
of valves which can change the pressure used to cause the pump stroke, thereby
varying the amount of flow.
The engine speed governor is used. It has the capability of disregarding the FCU
control.
There are other ways of controlling fuel flow for example with the dash-pot
throttle lever.
The throttle has a gear which meshes with the control valve.
 Turbopump
Turbo pumps are centrifugal pumps which are spun by gas turbines and are
used to raise the propellant pressure above the pressure in the combustion
chamber so that it can be injected and burnt.
Turbo pumps are very commonly used with rockets, but ramjets and
turbojets also have been known to use them.
 Uses Of FADEC
Function:-
True full authority digital engine controls have no form of manual override available,
placing full authority over the operating parameters of the engine in the hands of the
computer. If a total FADEC failure occurs, the engine fails.
Advantage:
Better fuel efficiency.
Automatic engine protection against out-of-tolerance operations.
Safer as the multiple channel FADEC computer provides
redundancy in case of failure.
Provides semi-automatic engine starting.
SNECMA OLYMPUS 593
TURBOJET ENGINE
(IGNITION & STARTING)
 Starting a turbojet engine
Snecma Olympus engines can be started by either air turbine or
combustion-type starters.
Air turbine starters use compressed air from an external source (ground cart
unit or air bled)
Combustion starters are small gas turbine engines that obtain power from
expanding gases generated in the starter's combustion chamber.
These hot gases are produced by the burning of fuel and air.
IGNITION
Usually there are two igniter plugs in different positions in the combustion system. A high voltage
spark is used to ignite the gases. The voltage is stored up from a low voltage (usually 28 V DC)
supply provided by the aircraft batteries. It builds up to the right value in the ignition exciters
(similar to automotive ignition coils) and is then released as a high energy spark.
In order to avoid the possibility of engine flameout cause from conditions that might cause
ingestion problems such as heavy rain, ice, or possible bird strike, most jet engines are equipped
with a continuous ignition system.
This system can be turned on and used continuously whenever the need arises. In many jets, as an
added precaution, this system is normally used during takeoffs and landings. Many jets are also
equipped with an automatic ignition system that operates both igniters whenever the airplane stall
warning or stick shaker is activated.
Most jet engine ignition systems consist of two igniter plugs, which are used during the ground or
air starting of the engine.
Once the start is completed, this ignition either automatically goes off or is turned off, and from
this point on, the combustion in the engine is a continuous process.
 Two types of igniter plugs
The air gap type has a larger gap The surface discharge type works
between the body of the igniter and the same as the air gap, but as the
the electrode. gap is smaller, the electrode only
This means that a voltage requires a voltage difference of
difference of approximately 25.000 approximately 2000 Volts in order
Volts is required to ionize the gap to operate.
before a spark will occur.
CRASH OF FLIGHT 4590
AIRCRAFT INFORMATION

Concorde (F-BTSC) operated by Air France (AFR4590)

Paris -> New York
9 crew members (3 FC, 6 CC) , 100 passengers
Total Aircraft weight : 186.9 t
Flying hrs : 11,989
Overhaul : 1/10/1999 (576)
Crash on 25/7/2000
 THE FLIGHT CREW INFORMATION
Captain (195176)
Male, 54 yrs old
Total Flying hrs : 13,477 (284)

First Officer (2327079)

Male, 50 yrs old
Total Flying hrs : 10,035 (2,698)

Flight Engineer (142568)

Male, 58 yrs old
Total Flying hrs : 12,532 (937)
METHOLOGY OF THE CRASH

Takeoff at 1442hrs
A few sec later, the tyre no.2 (front) left landing gear destroyed
Engine 1 & 2 lost thrust
ATC informed presence of flames behind the aircraft
FE announced failure of engine 2 , fire alarm( Shutdown Engine 2)
Pilot called for engine fire procedure
Fire alarm sounded for the third time
The aircraft crashed onto a Hotel La Patte D'oie
THE INVESTIGATION OF
CONCORDE 4590
INCIDENT
 Tests and Research

Flight Preparation for AFR 4590

Aircraft Loading
Observation and Pictures of the Event
Previous Events
Tyre destruction Mechanism
 1.) Flight Preparation for AFR 4590

A.) Flight Planning:

Preparation for the flight starts around h - 5 hours , h being the time planned for departure.

The agent responsible for the plan draws up a flight dossier, parts of which are required by regulations
to be archived for one month.

He uses a computer program (AOGE) which includes the characteristics of each aircraft and, among
other things, informs of NOTAMs, danger areas, aircraft limitations in relation to the prevailing conditions
and generates the flight plan. Certain elements, particularly the forecast takeoff weight and the fuel
required for the flight, are calculated manually.

Once the preparation is finished, the computer-processed part of the flight dossier is sent on
automatically to the flight departure section while the manual part is passed on by the
agent.
B.) Flight Departure

The crew come to "Flight Departure" to collect and study their flight dossier.
The latest meteorological information available is generally added to this
dossier one or two hours F-BTSC - 25 july 2000 - 89 - before departure. Once
he has studied the dossier, the Captain signs the fuel loading sheet. This sheet
is archived for one month.
C.) Ramp
The personnel preparing the aircraft on the ramp is as follows:

An aircraft service technician responsible for supervision and inspection of

equipment for aircraft assistance on the ground.

Two all-purpose personnel who prepare runway equipment, assist mechanics

and provide assistance for departure.

A supervisor responsible for checking and loading baggage (C2). This agent
signs the load sheet handed over to the dispatcher after the baggage loading has
been completed.
 Traffic
drawing up a forecast for the weight of freight and passengers

drawing up a loading plan for the aircraft

drawing up a forecast for the final weight of baggage according to the number
of passengers planned, using the GAETAN system to determine the baggage already
registered, calculation of the CG forecast from the basic weight of the aircraft, the
basic index, possible tolerances, etc.
2.) Aircraft Loading
On the day of the accident, a certain number of items of baggage present on the aircraft
(twenty-nine in all) were declared to be unidentified by the the Baggage Reconciliation
System (BRS), , which permits checks to ensure security regulations are respected

During loading:

Uses his portable terminal to read the number on the label

attached to the baggage.

The information is transmitted to the BRS, which authorises

loading.

If the number is not present in the database, the response will be "tag unknown".
3.) Observation and Pictures of the Event
The following information comes from examination of the pictures available of the
accident flight and from reports from various people who were at the airport or saw the
aircraft flying.

A Report from People:

Reported seeing pieces fall on the runway immediately after the first noise of explosion. The
noises of explosion were immediately interpreted as being from engine surges by mechanics in the
technical and freight areas.

Reported the conflagration as being in two phases, describing a small flame or a blowtorch-
like flame which suddenly appeared before growing much wider (it enveloped the left engines)
and longer (about the length of the fuselage).
This flame was accompanied by thick black smoke.

Reported the noise of the aircraft was perhaps different than usual. Several people noticed a
slight swerve to the left, with the track being stabilised slightly off centreline, according to some
observers.
4.) Previous Events
Research was undertaken to find incidents which had involved tyres or landing gear on
the Concorde since its entry into service.

The information collected to establish the list of events came from the archives of EADS, Air France,
British Airways, BEA, AAIB, DGAC, CAA and Dunlop.

14 June 1979: F-BVFC on takeoff from Washington Dulles. Deflation of tyre

No 6 followed by loss of tread, leading to burst of tyre No 5 and the
destruction of wheel No 5 and small punctures in tanks 2, 5 and 6. After some
unsuccessful attempts to retract the landing gear, the loss of the Green
hydraulic system and a drop on the Yellow system to the first low level, the
crew landed the aircraft back at Washington twenty-four minutes later.
5.)Tyre destruction Mechanism
Test were carried out in the United States at a Goodyear technical centre to reproduce the
conditions leading to damage to a tyre from a curved metallic strip with comparable
dimensions to the one found on the runway.

The tyres were installed on the side of a trolley towed by a truck. The load spread out on the
trolley allowed each tyre to bear a load of about twenty-five tons, equivalent to that on each
main landing gear tyre on Concorde. Taking into account the test equipment and the load, the
speed of the truck was around 10 km/h. The sample strips were stood on edge on a concrete
surface.
The root cause of the incident of
th
concorde on 25 july 2000
 SUMMARY
The front right tyre (2) of the left landing gear run over a strip of metal.
The Debris was against the wing structure( rupture to tank no 5 ).
Fuel leaking under the left wing
Problem appeared on Engine 2 and for a brief period on engine no 1
The aircraft took off
Engine no 2 is shut down n operating at near idle power
Engine fire alarm sounded.
The aircraft flew for around a minute (speed 200 kt & altitude 200 ft) but
unable to increase height or speed.
Engine no 1 loss of thrust , The AoA and bank increased sharply
The aircraft crashed onto a hotel
 HISTORY OF MAINTENANCE

Between 17 and 21 July 2000, the aircraft had undergone a scheduled A01
check in accordance with the approved maintenance programme. During
the check, the left main landing gear bogie had been replaced in order to
correct an acceptable deferred defect related to the under-inflation
detection system.
Since the A check, the aircraft had undertaken four flights, on July 21, 22, 23
and 24. On the 24th, several maintenance operations had been carried out.
The aircraft was originally planned as a reserve for 25 July, F-BVFA was
planned to carry out scheduled flight 002 in the morning and F-BVFC to
undertake Flight 4590. For maintenance reasons, there was an allocation
change between F-BVFA and F-BVFC. F-BVFA was finally declared
unavailable during the night and the reserve aircraft, F-BTSC, was
programmed in its place to carry out Flight 4590.
Tests had been carried out and they revealed no anomalies.
 A STRIP OF METAL ABOUT 43 CENTIMETRES LONG, BENT AT ONE OF ITS ENDS,
WAS FOUND ON THE RUNWAY SHOULDER AT SLAB 152 LEVEL. ITS WIDTH
VARIES FROM 29 TO 34 MM AND IT HAS DRILLED HOLES, SOME CONTAINING
RIVETS, SIMILAR TO THE CHERRY AERONAUTICAL TYPE.
THIS PIECE WAS NOT IDENTIFIED AS PART OF THE CONCORDE.
 INVESTIGATION ON ENGINE NO 1
The first lost of thrust (surged short time after the tyre destruction)
The ingestion of foreign bodies which is linked to the tyre destruction.
The second loss of thrust (surged)
The lost of thrust much greater than the lost of thrust in the past during ingestion
of tyre debris.
Caused by ingestion of kerosene / hot gas mixture facilitated by the change in
the aircraft altitude
The third loss of thrust ( due to mechanical damage compressor )
resulted from the ingestion of tyre debris
engine is surged and decelerated rapidly
Suffered final surge (pieces of aluminium / glass fibre / honeycomb structure and
also quantity of fuel )
 ENGINE NO 2
The loss of thrust caused by surged( at the same time to engine no 1)
The tyre was burning before the engine surge
The internal damage to the engine was not sufficient to cause surge
Lead to the great loss of thrust due to the ingestion of hot gasses.
The second Surged occur
Ingestion of hot gasses through the auxiliary air intake
Engine fire alarm actuated (engine is shut down)
 ENGINE NO 3 & 4
Operated normally until 14H 44M 17.5S.
The engine parameters show a rapid decrease
The engine lost of thrust to sudden ( caused surged )
Due to the distortion of airflow caused by the roll and high angle of attack.
Internal damage resulted from impact with the ground

Engines 1 and 2 showed signs of damage (FOD) by a soft object on the LP
compressor rotor blades. Engine 1 also showed signs of FOD by a hard
object. The damage found on engines 3 and 4 showed that they hit the
ground with an N1 much higher than that of engine 1.
 CONCLUSION

The observations and examinations carried out on the four

engines brought to light no malfunction of any of their basic
equipment or components, or any indication of any
behaviour outside of the certificated norms. None of them
showed any signs of overheat or overspeed prior to the
impact with the ground. The behaviour not commanded by
the crew resulted from abnormal outside factors such as the
ingestion of soft and hard bodies, hot gases and fuel.
 CAUSE OF THE INCIDENT
The accident was due to the following causes:
High-speed passage of a tyre over a part lost by an aircraft that had
taken off five minutes earlier and the destruction of the tyre.
The ripping out of a large piece of tank in a complex process of
transmission of the energy produced by the impact of a piece of tyre at
another point on the tank, this transmission associating deformation of
the tank skin and the movement of the fuel, with perhaps the
contributory effect of other more minor shocks and /or a hydrodynamic
pressure surge.
Ignition of the leaking fuel by an electric arc in the landing gear bay or
through contact with the hot parts of the engine with forward
propagation of the flame causing a very large fire under the aircrafts
wing and severe loss of thrust on engine 2 then engine 1.