Shortly after takeoff on 4 November 2010 from Singapore Changi Airport at about 7,000 feet, a loud bang was heard in the cockpit of Flight QF032, followed by indications of a failure to the No 2 engine. It was subsequently discovered that the RR Trent 900 engine’s IP turbine hub had broken into several large pieces which caused significant damage to the wing and to a number of systems of the A380 aircraft. Minor injuries occurred to some people on Batam Island in Indonesia as debris from the aircraft rained down.The Captain, Richard de Crespigny, held the aircraft at 7,000 feet. It soon became apparent that auto thrust had failed. Indications of No 2 engine overheat, and subsequently of fire, were dealt with but there was no confirmation that the fire extinguisher had discharged. After discharging the second fire extinguisher without confirmation, the engine fire warning was replaced by an overheat warning. A PAN call was made. The Captain placed the aircraft in a holding pattern close to the airport while First Officer Mathew Hicks, dealt with more than 50 messages on the aircraft’s systems monitoring and alert system.The list was considerable:
The No 2 Engine display showed a ‘failed’ mode, while engines 1 and 4 were in ‘degraded’ mode
The green hydraulic system indicated low pressure and low quantity and the yellow hydraulic system indicated engine 4 pump cautions
AC 1 and 2 electrical bus system indicated failure
Flight controls were in ‘alternate law’
Wing slats were inoperative, spoiler control was reduced and aileron control was partial
There were numerous warnings for landing gear control and brake systems
Autothrust and autoland were inoperative
Error messages for engine anti-ice and air data sensor were displayed
Multiple fuel systems errors including fuel jettison fault and centre of gravity messages were displayed
No 1 engine generator was disconnected
Left wing pneumatic system was leaking
Avionics system overheat warning was displayed
S/O Mark Johnson, went to the cabin and saw that the fin camera display showed a significant fuel leak from the left wing. As the fuel dump and transfer systems were unserviceable, the aircraft was moving towards both longitudinal and lateral out of balance. The Captain decided to land 50 tonnes overweight while the aircraft was still within the C/G limits. After computing several options with different configurations, a landing calculation was found that would permit a landing on runway 20C with a 100m margin.
F/O Mathew Hicks handled an unprecedented array of failures in an aircraft with great systems complexity.
S/O Mark Johnson established voice communications with Qantas engineers in Sydney through a mobile phone after failure of the aircraft’s satellite voice link.
Training Captain David Evans and Captain Harry Wubben, who was undergoing training as a Training Captain, made valuable contributions including visual inspections from the aircraft cabin, communication with cabin crew and passengers and assisting with calculation of overweight landing performance with the damage to multiple systems.
After controllability checks, the Captain commenced a 20nm final approach to runway 20C with the No 4 engine set to the same thrust as the No 1 engine while using only the No 3 engine for thrust control. After the autopilot disconnected twice, the Captain flew the approach manually from 1,000 feet. After touchdown, full reverse thrust was applied to No 3 engine, however, maximum braking could not be applied until the nose wheel had touched the ground. The with great systems complexity.
S/O Mark Johnson established voice communications with Qantas engineers in Sydney through a mobile phone after failure of the aircraft’s satellite voice link.
Training Captain David Evans and Captain Harry Wubben, who was undergoing training as a Training Captain, made valuable contributions including visual inspections from the aircraft cabin, communication with cabin crew and passengers and assisting with calculation of overweight landing performance with the damage to multiple systems.
After controllability checks, the Captain commenced a 20nm final approach to runway 20C with the No 4 engine set to the same thrust as the No 1 engine while using only the No 3 engine for thrust control. After the autopilot disconnected twice, the Captain flew the approach manually from 1,000 feet. After touchdown, full reverse thrust was applied to No 3 engine, however, maximum braking could not be applied until the nose wheel had touched the ground. The landing run was completed about 150m from the end of the runway.
After completing shut down checks, the crew were informed by the fire crew that the No 1 engine was still running, even though there was no instrument indication of the engine running. Despite numerous efforts, it proved impossible to shut down the engine by normal means. The fire services were then requested to drown the engine. All the passengers were then disembarked without injury.
For their safe handling of an unprecedented set of failures, sound decision making in an extremely complex emergency and superb handling of an aircraft in extreme circumstances, saving the lives of all on board, the crew of Flt QF032 are awarded the Hugh Gordon-Burge Memorial Award.
BRAVO! 
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