Incident Overview
On 16 November 2001, an Airbus A321-231 (registration G-OJEG) departed from Luton, Bedfordshire, on a public transport flight to Tenerife. This was the first flight after the installation of a recently reworked engine at the No. 1 position. The engine (two IAE V2533-A5 turbofan engines) had been bulk stripped after 8,357 hours and 2,950 cycles to repair a combustor. The technical log contained an engineering note requesting TOGA thrust for takeoff, which the crew used. During rotation, an ECAM Master Warning activated with 'ENG 1 OIL LO PR'. Seconds later, a loud bang and significant jolt occurred. Instrument indications from the No. 1 engine began to decrease. The commander ordered the first officer to close the No. 1 engine thrust lever. As the lever was retarded, instruments indicated a major malfunction, and the crew followed ECAM actions for Engine Severe Damage.
Crew Actions and Diversion
The commander decided to divert to London Stansted Airport rather than return to Luton due to its longer runway. The landing was uneventful. After landing, several passengers reported seeing a bright orange flame flash from the No. 1 engine intake around the time of failure. Initial visual inspection revealed significant metallic debris in the engine jetpipe, but the failure was contained with no damage to other parts of the aircraft. No evidence of birdstrike or foreign object damage was found.
Subsequent Examination and Investigation
The engine was removed and underwent a thorough investigation by the manufacturer. Examination showed extensive internal damage, including disruption of downstream high pressure compressor stages with evidence of a titanium fire, heat damage to high and low pressure turbine vanes and blades, and damage to the No. 4 bearing compartment. The initiating event was not apparent, and the investigation by the manufacturer is continuing to identify the cause of the engine failure.
Data from the Quick Access Recorder (QAR) confirmed normal engine parameters until the low oil pressure warning as the aircraft became airborne. The data showed a decrease in N2 high pressure spool speed and an increase in exhaust gas temperature (EGT) from 510°C at rotation to 810°C 46 seconds later, during which the engine was secured. The crew consisted of 9 and there were 220 passengers; no injuries were sustained by any persons on board.