Created Friday, Dec 20th 2024 19:01Z, last updated Thursday, May 8th 2025 06:39Z
A Qantas Airbus A330-200, registration VH-EBQ performing flight
QF-16 from Los Angeles,CA (USA) to Brisbane,QL (Australia) with 149 passengers and 9 crew, was enroute at FL320 over the Pacific Ocean about 1160nm southwest of Los Angeles when the crew decided to return to Los Angeles. On approach to Los Angeles the right hand engine (CF6) stalled. The aircraft continued for a safe landing on Los Angeles' runway 24R about 5:50 hours after departure.
The Australia's ATSB reported that during cruise sparks were observed from the right hand engine prompting the crew to return to Los Angeles. During approach to Los Angeles a bang was heard and the crew detected a right hand engine stall. Post flight inspection revealed metal debris in the engine exhaust pipe. The occurrence was rated an incident and is being investigated.
On May 8th 2025 the ATSB released their preliminary report briefly abstracting the events:
During the cruise, sparks were observed coming from the right engine and the flight crew initiated a turnback to Los Angeles Airport. During the descent to the airport, ‘bangs’ were heard accompanied by indication of a right engine compressor stall.
The flight crew operated the engine at idle for the rest of the descent and landing in Los Angeles.
The ATSB reported on the flight to Brisbane there were engine vibrations already:
Prior to the incident flight, the aircraft was operated on a scheduled passenger flight between Brisbane and Los Angeles. On 4 December 2024, at around 0120 UTC2 and shortly after top of descent, the flight crew observed a high N2 vibration advisory for the right engine on the electronic centralized aircraft monitor. In response, the flight crew operated the right engine at idle for the remainder of the flight. The aircraft landed in Los Angeles at 0153.
In preparation for the return flight to Brisbane, a licenced aircraft maintenance engineer (LAME) and an aircraft maintenance engineer (AME) assisted with the turnaround of the aircraft. When visually inspecting the right engine exhaust, both the AME and the LAME observed particles. The LAME carried out troubleshooting steps related to the right engine N2 vibration issue, which included consultation with the Qantas maintenance operation centre. The troubleshooting activities culminated in the application of a minimum equipment list (MEL)6 item for the right engine N2 vibration sensor. This meant that the N2 vibration readings for the right engine would not be available for flight crew on subsequent flights, until the component was replaced. The LAME subsequently released the aircraft for service at 0358.
The incident flight
The flight crew for the next scheduled flight of VH-EBQ from Los Angeles for Brisbane, consisting of a captain, a first officer, and 2 second officers, familiarised themselves with the aircraft status and became aware of the reported N2 vibration issue. Preparations for the flight continued and the aircraft departed Los Angeles at 0458. The flight crew later reported to the ATSB that they were not aware of the particles observed in the exhaust.
The flight crew reported that the take-off and initial climb appeared normal. They received a clearance from air traffic control (ATC) to climb to flight level (FL)7 320, and upon reaching FL 200, the first officer and one of the second officers, second officer A, left the flight deck for their allocated crew rest. The captain and the other second officer, second officer B, remained on the flight deck. The captain made regular written observations of engine parameters, including fuel flow and exhaust gas temperature, with the intent that the readings might aid in troubleshooting possible engine issues.
At about 0637, the remaining flight crew received further clearance from ATC to climb to FL 340. After top of climb, a passenger report of sparks emanating from the right engine was relayed to the flight crew by the cabin crew. Second officer B went to the passenger’s seat, observed the engine from the window, noted a couple of intermittent sparks, and returned to the flight deck to talk to the captain. The captain and second officer B also reviewed video footage of the sparks recorded by the passenger during the climb.
In response to the engine situation, the captain and second officer B decided that continuing to their destination, Brisbane, was no longer acceptable and it would be necessary to divert. The resting flight crew were recalled to the flight deck and the first officer assessed that, at that time, the aircraft was about 30 minutes from the equal time point between Los Angeles and Honolulu. The flight crew initiated a rotation of cabin crew members to be positioned in the passenger’s seat to monitor the engine for sparks for the remainder of the flight.
When considering which airport to divert to, the flight crew consulted with the Qantas maintenance operations centre, reviewed the weather and NOTAMS for alternate airports, and continued to monitor right engine performance. Although the right engine exhibited greater fuel consumption and exhaust gas temperature than the left engine, all indications, excluding the N2 vibration, which was disconnected, were within the normal range. The flight crew considered reducing the thrust setting on the right engine, but as the parameters indicated it was stable, the setting was left unchanged. The flight crew decided the most suitable airport to divert to was Los Angeles and the first officer made a PAN PAN call and requested a diversion to Los Angeles from ATC through the controller pilot data link communication system.
The flight crew initiated the diversion at about 0732 and shortly after, they requested a descent to FL 310 to reduce the load on the engine. By the time the aircraft reached FL 310, the intermittent sparks were observed to have stopped.
Following a period of observation where the engine parameters were stable and no additional sparks were observed, the captain elected to take a crew rest, with the intent of managing fatigue for the descent and landing into Los Angeles. During this time, the flight continued uneventfully and the remaining flight crew prepared for the landing. Activities included an assessment of the runway options and availability, re-assessment of the alternate airports, reviewing updated weather observations, review of the overweight and single-engine landing procedures, and performance checks.
Based on the cockpit voice recording, the captain returned to the flight deck at about 0942, prior to commencing the descent at 1003. The other 3 pilots had noted weather reports of fog developing in Los Angeles and, as a result, consulted the low visibility landing checklist. The flight crew completed the approach checklist at about 1023 and the overweight landing checklist at about 1024. At around 1027, while the aircraft was passing about 7,000 ft, the flight crew heard 3 loud bangs, which they attributed to the right engine based on observation of engine parameters. In response, the captain brought the right engine thrust lever to idle. Second officer B called ‘stall’ (meaning an engine compressor stall), which was confirmed by the captain. At the direction of the captain, the first officer radioed ATC to report that they had an issue with the engine and to request aircraft rescue and firefighting services attendance on landing.
At about 1029, to aid with management of the situation, the first officer radioed ATC to cancel the approach and request vectors, which the controller provided. The flight crew commenced the engine stall checklist from the Quick Reference Handbook. The last action item in the checklist was to slowly move the thrust lever forward. The flight crew elected to leave the engine at idle to minimise the likelihood of more disruptions. At about 1039, the first officer informed ATC that they were ready for the approach. After an uneventful landing, the aircraft exited the runway and came to a stop on the taxiway to allow rescue and firefighting services to visually inspect the engine. The flight crew completed the after-landing procedures while the engine was inspected. After assurance that no leaks, smoke, or damage was observed, the flight crew taxied the aircraft to the gate, where a normal disembarkation took place.
Following post-flight inspections, the right engine was removed from the aircraft and sent to a GE (General Electric) Aerospace technical facility for further examination.
The ATSB reported a post flight borescopic examination of the right engine revealed:
- metal debris in the exhaust
- one missing high-pressure compressor blade, liberated at its root
- one fractured high-pressure compressor blade, fractured about half-way up
- damage to several high-pressure compressor blade tips
- a stage 4 variable-stator-vane positioned 90° out of alignment
- a fractured stage 4 variable-stator-vane lever arm (corresponding to the misaligned vane).
Related Flight:
QF16,
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