National Transportation Safety Board - Aircraft Accident/Incident Database

Transcription

1 Incident Rpt# DCA10IA102 09/29/ EDT Regis# N646JB Tampa, FL Apt: Tampa International Airport TPA Acft Mk/Mdl AIRBUS 320 Acft Dmg: MINOR Rpt Status: Prelim Prob Caus: Pending Opr Name: JETBLUE AIRWAYS CORPORATION Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 121 On September 29, 2010, at 2155 EDT, a JetBlue Airways Airbus A320, registered in the United States as N646JB, reportedly experienced a dual radar altimeter failure shortly before the landing flare at Tampa International Airport (TPA), Tampa, Florida. During the touchdown, minor tailstrike damage occurred. The flight originated at John F. Kennedy International Airport (JFK), Jamaica, New York. None of the 5 crewmembers or 147 passengers were injured. Page 1 Copyright 1999, 2010,

2 Accident Rpt# DCA10WA101 09/13/ Regis# YV1010 Cuidad Guayana, VE Apt: Puerto Ordaz Airport PZO Acft Mk/Mdl ATR ATR Acft Dmg: DESTROYED Rpt Status: Factual Prob Caus: Pending Opr Name: CONVIASA Fatal 0 Ser Inj 0 Flt Conducted Under: FAR NUSC Aircraft Fire: GRD On September 13, 2010, a Venezuelan ATR-42 operated by Conviasa Airlines crashed near Cuidad Guayana, Venezuela. The accident is being investigated by the government of Venezuela and the Safety Board is assisting with flight recorder readouts. All inquiries should be directed to: Direccion de la Junta Investigadora de Accidentes de Aviacion Civil Av. Francisco Miranda Torre MINFRA, Piso 20 Chacao, Caracas 1060 Venezuela Website: Page 2 Copyright 1999, 2010,

3 Incident Rpt# ENG11RA001 10/10/ Regis# HL7489 Seoul, KS Apt: Seoul International ICN Acft Mk/Mdl BOEING 747 Acft Dmg: MINOR Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl PRATT & WHITNEY PW4056 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 129 Opr Name: KOREAN AIR Acft Owner: KOREAN AIR On October 10, 2010, Korean Air Boeing registered in Korea as HL7489, experienced an uncontained release of turbine material from the No. 3 engine, a Pratt & Whitney PW4056 engine. About 40 minutes after takeoff, the crew observed engine vibrations and oi pressure indications followed by high exhaust gas temperature. The crew shut down the No. 3 engine and returned to Seoul without further incident. The examination of the engine after landing showed the exhaust sleeve was missing and there was a large hole in the low pressure turbine case that revealed extensive internal damage to the engine. The airplane was operating as Korean Air flight KE023 from Seoul to San Francisco, California. There were no reported injuries to the passengers or crew. The incident is being investigated by the Korean Aviation & Railway Accident Investigation Board (ARAIB). The NTSB has designated a U.S. Accredited Representative to the ARAIB's investigation in accordance with the provisions of the International Civil Aviation Organization (ICAO) Annex 13 as the state of manufacture of the airplane and engine. All inquiries should be directed to: Aviation and Railway Accident Investigation Board Ministry of Land, Transport and Maritime Affairs 281, Gonghang-Dong Gangseo-gu, Seoul, Republic of Korea Website: Page 3 Copyright 1999, 2010,

4 Incident Rpt# CEN10WA583 09/30/ UTC Regis# GCJCC Bedfordshire, UK Acft Mk/Mdl CESSNA 680-NO SERIES NO SERIES Acft Dmg: NONE Rpt Status: Factual Prob Caus: Pending Fatal 0 Ser Inj 0 Flt Conducted Under: FAR NUSN Opr Name: BOOKAJET LIMITED Acft Owner: VIKING AIRWAYS LIMITED On September 30, 2010, at 0825 universal coordinated time (UTC), a Cessna 680, G-CJCC, operated by Bookajet, experienced a left main bus electrical system fault, approximately 20 minutes after taking off from Luton Airport (EGGW), en route to the Milas-Bodrum Airport (LTFE), Milas, Turkey. The flight crew completed the required checklists and returned to EGGW. Upon landing at EGGW, it was determined that the left main fuel tank was full with 5,500 pounds of fuel and the right fuel tank contained 3,300 pounds of fuel. AAIB issued Special Bulletin S1/2010 on October 8, The bulletin states in part, "This incident and subsequent ground testing showed that removal of power from the left main bus will cause the fuel cross-feed valve to open and the right boost pump to operate without any crew selection, and the motive-flow shutoff valves will remain open. This allows motive-flow fuel to be returned to both tanks, resulting in uncommanded fuel transfer from the right to the left tank. During the 20 minutes that elapsed between selecting the left generator OFF and landing at Luton, sufficient fuel was transfered from the right to the left tank, via the left engine motive-flow system, to create a fuel imbalance of 2,200 lbs. The crew were not aware that this was occurring, as only the right fuel quantity indication was available." This incident is under the jurisdiction and control of the Air Accident Investigation Branch (AAIB). This report is for informational purposes only and contains only information released by or obtained from the government of the United Kingdom. Further information pertaining to this incident may be obtained from: Air Accident Investigation Branch Department for Transport Farnborough Copse Road Aldershot, Hampshire GU11 2HH, United Kingdom Tel: +44(0) investigations@aaib.gov.uk Page 4 Copyright 1999, 2010,

5 Accident Rpt# ERA09TA440 08/04/ EDT Regis# N186AE Jacksonville, FL Apt: Herlong HEG Acft Mk/Mdl EUROCOPTER AS 350B3 Acft SN 3872 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl TURBOMECA ARRIEL 2B/2B1 Acft TT 1149 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR PUBU Opr Name: U S CUSTOMS AND BORDER Acft Owner: U PROTECTION S DEPARTMENT OF HOMELAND On August 4, 2009, about 1628 eastern daylight time, a Eurocopter AS 350B3 helicopter, N186AE, was substantially damaged while maneuvering at Herlong Airport (HEG), Jacksonville, Florida. The certified flight instructor (CFI) sustained minor injuries and the certificated commercial pilot receiving instruction was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the instructional flight that originated at Jacksonville Naval Air Station (NIP), Jacksonville, Florida. The helicopter was owned by the US Department of Homeland Security and operated by Customs and Border Protection (CBP) as a public use flight. According to a CBP representative and the pilots, the pilots were practicing maneuvers with the hydraulic system turned off, to simulate a hydraulic system failure. The commercial pilot was conducting a practice approach to runway 25, with a transition to a hover. As the helicopter approached 5 feet above the ground, the commercial pilot began to lose directional control, and requested that the flight instructor take control of the helicopter. The flight instructor assumed control; however, the helicopter entered multiple revolutions, climbs, and descents, before it contacted the ground, spun, and rolled over. The helicopter came to rest about 290 feet south of runway 25, on a magnetic heading about 080 degrees. The fuselage, tail rotor and main rotor drive systems were substantially damaged. Examination of the helicopter by a Federal Aviation Administration (FAA) inspector did not reveal any preimpact mechanical malfunctions; nor did either pilot report any mechanical abnormalities. The CFI reported 2,782 hours of total helicopter fight experience, which included 580 hours in the same make and model as the accident helicopter. The commercial pilot reported 1,154 hours of total helicopter flight experience, which included 12 hours in the same make and model as the accident helicopter. Review of the AS 350B3 flight manual training supplement revealed that practice hovering without hydraulic power was not an approved procedure. The manual stated, in part: "Caution: Do not attempt to carry out hover flight or any low speed maneuver without hydraulic pressure assistance. The intensity and direction of the control feedback forces will change rapidly. This will result in excessive pilot workload, poor aircraft control, and possible loss of control." Winds, reported at an airport located about 5 miles southwest of HEG, at 1550, were variable at 6 knots. Page 5 Copyright 1999, 2010,

6 Accident Rpt# ERA10TA501 09/24/ EDT Regis# N91DK Covington, GA Apt: Covington Municipal Airport 9A1 Acft Mk/Mdl EUROCOPTER AS-350-B2 B2 Acft SN 3497 Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Eng Mk/Mdl TURBOMECA ARRIEL 1D1 Acft TT 3158 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR PUBU Opr Name: DEKALB COUNTY POLICE SERVICES Acft Owner: DEKALB COUNTY POLICE SERVICES On September 24, 2010, at 1634 eastern daylight time, an American Eurocopter AS-350B2, N91DK, operated by the Dekalb County Police, was substantially damaged after a loss of control while landing at Covington Airport (9A1), Covington, Georgia. The certificated commercial pilot and the certificated flight instructor sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the local public use instructional flight. The flight instructor reported to witnesses, police, and to a Federal Aviation Administration (FAA) inspector that he and the pilot had been performing hydraulics-off maneuvers, the helicopter "got away from them," and control could not be regained prior to ground contact. According to the pilot, he was conducting recurrent training with the instructor, a contractor, who was not affiliated with the Dekalb County Police. He said they had returned from a meal break, and that this was the second flight of the day. According to the pilot, the instructor simulated a hydraulics failure by "turning off" the flight control hydraulics switch, and he was to then perform a hydraulics-off, run-on landing as the remedial action to the emergency. As the helicopter slowed over the runway, the nose yawed to the left, and the pilot was unable to correct the yaw with right pedal input. The instructor announced and took control of the helicopter, and completed a low-level, left-hand orbit to demonstrate and complete the maneuver. According to the pilot, as the helicopter completed the left orbit and lined up for landing, it "rolled wings level" but then continued to roll to the right and collided with terrain. He said that the entire maneuver was conducted hydraulics-off, and that he felt the instructor had control of the helicopter until it rolled past wings-level to the right. The pilot added that the instructor had successfully completed a similar maneuver earlier in the day, without restoring the flight control hydraulics. Both the pilot and the instructor stated that there was nothing wrong with the performance and handling of the helicopter. The pilot held a commercial pilot certificate with a rating for rotorcraft helicopter. His most recent FAA second class medical certificate was issued July 14, The pilot reported 939 total hours of flight experience, of which 929 hours were in the accident helicopter make and model. The flight instructor held a commercial pilot certificate with ratings for airplane single engine, multiengine, rotorcraft-helicopter, and instrument airplane and helicopter. He held a flight instructor certificate for airplane single engine, rotorcraft-helicopter, and instrument airplane and helicopter. His most recent FAA second class medical certificate was issued April 12, The instructor reported 4,100 total hours of flight experience on that date. According to the operator, the helicopter had accrued 3,158 total aircraft hours. Its most recent 100-hour inspection was completed on August 12, 2010, at 3,100 total aircraft hours. At 1650, the weather reported at LZU, 21 miles north of the site, included scattered clouds at 5,500 feet and winds from 200 degrees at 5 knots. The visibility was 10 miles. The temperature was 32 degrees Celsius (C) and the dew point was 21 degrees C. The altimeter setting was inches of mercury. Examination of the helicopter by an FAA inspector revealed the helicopter sustained substantial damage to cockpit, cabin structure, and landing gear. Page 6 Copyright 1999, 2010,

7 Incident Rpt# ERA11IA006 10/01/ EDT Regis# N923CL Teterboro, NJ Apt: Teterboro Airport KTEB Acft Mk/Mdl GULFSTREAM AEROSPACE G-IV Acft SN 1471 Acft Dmg: MINOR Rpt Status: Prelim Prob Caus: Pending Eng Mk/Mdl ROLLS-ROYC TAY 611SER Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: AVENUE CAPITAL MANAGMENT II Acft Owner: WILMINGTON TRUST CO OWNER On October 1, 2010, at 1334 eastern daylight time, a Gulfstream Aerospace G-IV, N923CL, operated by Avenue Capital Management II and managed by General Aviation Flying Service Inc., d.b.a Meridian Air Charter Inc, incurred minor damage during a landing overrun on runway 6 at Teterboro Airport (KTEB), Teterboro, New Jersey. The two certificated airline transport pilots, one flight attendant, and eight passengers were not injured. The corporate flight was conducted under the provision of 14 Code of Federal Regulations Part 91. Instrument meteorological conditions prevailed and an instrument flight rules flight plan was filed for the flight that departed from Lester B. Pearson International Airport (CYYZ), Toronto, Canada, about The pilot-in-command (PIC) stated that he was the pilot flying and the copilot was the pilot not flying. As the flight approached KTEB, the pilots received the current automated terminal information system data, which indicated the winds were from 360 degrees at 6 knots, gusting to 15 knots. The pilots programmed the flight management system with the current winds and temperature, which provided landing distance and reference speed (ref) of 136 knots. The approach was briefed and the pilots elected to add 10 knots to the ref speed due to the wind conditions. The flight descended on a localizer approach for runway 6, a 6,013-foot-long, 150-foot-wide, grooved asphalt runway. While descending through 700 feet mean sea level (msl), the copilot obtained a wind check from the control tower, which indicated the winds were from 010 degrees at 15 knots, gusting to 25 knots. About 500 feet msl, the flight experienced some buffeting and slowed to 136 knots. The auto-throttles were then deactivated by the PIC and he manually controlled the throttles while the airspeed varied between ref plus 5 knots and ref plus 15 knots. The PIC further stated that in the landing flare, the copilot announced the speed was ref plus 10 knots and the PIC reduced the throttles to idle power. At ref speed, just prior to touchdown, a gust of wind caused the airplane to "float up" approximately 15 feet above the ground, before descending back down to the runway. The PIC further stated that at no point did either pilot believe there was not adequate runway remaining to continue the landing. The airplane touched down at 120 knots and the copilot stated a red crew advisory system (CAS) message generated for ground spoiler deployment. Thrust reversers then deployed and braking began immediately, with activation of the anti-skid system. At that point the airplane was decelerating through 80 knots and the pilots still felt the airplane would stop on the remaining runway; however, the airplane departed the end of the runway at 40 to 50 knots. The airplane traveled about 100 feet into an engineered materials arresting system (EMAS), located immediately beyond the runway, and came to rest. The copilot's statement was consistent with the PIC's. The copilot added that the airplane touched down about halfway down the runway and although the spoilers didn't initially deploy, the CAS light extinguished before he could manually deploy the spoilers. According to a Federal Aviation Administration (FAA) inspector, review of airport surveillance video indicated that the airplane touched down on runway 6 near the intersection of taxiway "L," which was about 2,250 feet before the departure end of runway 6. The inspector observed damage to the airplane's nosegear landing light and damage consistent with foreign object damage to both engines. The PIC held an airline transport pilot certificate, with a rating for airplane multiengine land. He also held a type rating for the Gulfstream IV. The PIC reported a total flight experience of 7,100 hours on his most recent FAA first-class medical certificate, which was issued on July 30, The copilot held an airline transport pilot certificate, with a rating for airplane multiengine land. He also held a type rating for the Gulfstream IV. The copilot reported a total flight experience of 4,500 hours on his most recent FAA first-class medical certificate, which was issued on July 2, The weather reported at KTEB, at 1334, was: wind from 360 degrees at 12 knots, gusting to 19 knots; visibility 3 miles in light rain; broken ceiling at 600 feet, broken ceiling at 2,200 feet, and overcast ceiling at 4,000 feet; temperature 17 degrees C; dew point 14 degrees C; altimeter inches of mercury. The airplane was equipped with a cockpit voice recorder and a flight data recorder, which were forwarded to the NTSB Vehicle Recorders Laboratory, Washington, DC for data download. Page 7 Copyright 1999, 2010,

8 Incident Rpt# CEN10WA393 01/02/ EDT Regis# CFSKQ Sept-iles, CA Apt: Sept-iles Airport YZV Acft Mk/Mdl HAWKER BEECHCRAFT CORP. 200 Acft SN BB-99 Acft Dmg: MINOR Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl PRATT & WHITNEY CANADA Fatal 0 Ser Inj 0 Flt Conducted Under: FAR NUSC Opr Name: SKY JET M.G. INC. Aircraft Fire: BOTH Acft Owner: SKY JET M.G. INC. On January 2, 2010, approximately 1236 eastern daylight time, a Canadian-registered Hawker Beechcraft Corp. 200 multiengine airplane, C-FSKQ, operated by Sky Jet M.G. Inc., as an emergency medical services (EMS) flight, landed at the Sept-Iles Airport (YZV), near Sept-Iles, Qu bec, Canada, with reported smoke in the airplane. Minor damage subsequently occurred when a fire was detected in the cabin and was extinguished by the flight crewmembers. The two pilots and four passengers were uninjured. The EMS flight originated from the La Romaine Airport, near La Romaine, Qu bec, Canada, and was destined for YZV. The investigation of this incident is under the jurisdiction of the Transportation Safety Board of Canada. Further information pertaining to this incident can be obtained from: Transportation Safety Board of Canada Place du Centre 200 Promenade du Portage, 4th Floor Gatineau, Qu bec, Canada J8X 4B7 This report is for informational purposes only and contains only information released by or obtained for the Government of Canada. Page 8 Copyright 1999, 2010,