Airbus A330 turbine blade fails with explosive force during takeoff roll.
Why Aviation Stack Exchange recommends it
Aviation Stack Exchange users link it as a real-world example of an A330 engine failure before V1 and the resulting rejected takeoff, including the hard rudder input to hold the centerline.
Recommended by 0 people across 0 different months, 2015 to 2020.
What it is
A 79-second video of the 24 June 2013 Thomas Cook Airbus A330 engine failure at Manchester Airport, where a turbine blade failed with explosive force during the takeoff roll and the crew aborted. The channel, Simon Lowe Aviation, links the UK AAIB accident report in the description.
What people said
Cites reirab · 2015-05 · Aviation Stack Exchange · on “Can the Airbus A380 safely fly with two engines out on the same wing?”
@wallyk All twin jet passenger airliners are certified to continue a takeoff and climb-out if an engine fails after V1. If an engine fails before V1, they'll abort the takeoff, but they'll continue if it fails after V1. This happens occasionally in practice, such as in bird-strike events. For example, here's a 757 continuing with an engine failure after V1 [LINK] and here's an A330 aborting during a failure before V1 [this video] .
Cites Bigbohne · 2015-07 · Aviation Stack Exchange · on “WHY does a jet engine work?”
Maybe this isn't the right forum for this question but anyway: WHY does a jet engine work? I know how it works: compress Air -> inject fuel -> ignite -> expand -> thrust But why does this work? Some energy from the expansion is used to turn the turbine which powers the compressor. Why is this self sustaining? btw: It seems to be tricky to keep a jet engine running. There are examples [this video] that airliner engines sometime stall (Loss of airflow/compression in the engine)
Cites Federico · 2017-11 · Aviation Stack Exchange · on “Why does an aircraft not spin out of control right after touch-down?”
how does it not immediately start spinning? Physics, and engineering. But I guess that you would like a bit more detail, so let's try dive in. wheel brakes They tend to have a stabilizing effect by shifting some of the weight on the front wheel and allowing the pilots to control the aircraft with more effectiveness. spoilers These are automatically controlled by the Fly-by-Wire system, so if required they would be retracted. thrust reversers If they are functioning properly, the resulting force will go through the vertical plane containing the C.o.G. (but a bit below it), so they do not pose much of a problem. Another thing you have not mentioned, but I am going to add, is crabbed landings (
Cites reirab · 2020-10 · Aviation Stack Exchange · on “Do pilots use the pedals in flight on planes with a sidestick (Airbus)?”
"For an engine failure during the takeoff (but after V1), this needs to be done manually with the rudder pedals" Would this not also be required in the event of an engine failure before V1 in order to maintain the centerline until the remaining engine can spool down and/or reverse thrust deployed? For example, this video [this video] shows an A330 engine failure before V1 and you can almost immediately see hard rudder deflection to counter the asymmetric thrust and push the nose back toward the centerline.