National Transportation Safety Board - Aircraft Accident/Incident Database

Transcription

1 Accident Rpt# FTW03MA160 05/24/ CDT Regis# N343SW Amarillo, TX Apt: Amarillo International Airport AMA Acft Mk/Mdl BOEING Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Eng Mk/Mdl GENERAL ELECTRIC CFM-56 Acft TT Flt Conducted Under: FAR 121 Aircraft Fire: NONE The following is an INTERIM FACTUAL SUMMARY of this accident investigation. A final report that includes all pertinent facts, conditions, and circumstances of the accident will be issued upon completion, along with the Safety Board's analysis and probable cause of the accident: On May 24, 2003, approximately 2136 central daylight time, Southwest Airlines flight 2066, a Boeing transport airplane, N343SW, sustained substantial damage after departing the left side of the runway during landing on runway 4 at the Amarillo International Airport (AMA) in Amarillo, Texas. The airplane was registered to and operated by Southwest Airlines Company, Dallas, Texas. The scheduled domestic passenger/cargo flight was operating under 14 Code of Federal Regulations (CFR) Part 121. The 5 crewmembers and 63 passengers were not injured. Night meteorological conditions prevailed for the flight, and an instrument flight rules (IFR) flight plan had been filed. The flight originated from the McCarran International Airport (LAS), Las Vegas, Nevada, at Investigators from the National Transportation Safety Board's South Central Office in Arlington, Texas, were notified of the accident at 2308, on May 24, The investigative team was augmented with additional investigator specialist from NTSB Headquarters in Washington, DC. Parties to the investigation included the Federal Aviation Administration, Southwest Airlines Company, Southwest Airlines Pilots' Association, Southewest Employees' Association, Boeing Commerical Aircraft Group, Amarillo International Airport, and the National Air Traffic Controllers Association. The airplane came to rest approximately 4,625 feet from the approach end of runway 4. Ground scars were consistent with all three main landing gear assemblies exiting the left side of the runway. Runway 4/22, which is a 13,502 feet long and 300 feet wide concrete transverse grooved runway, is configured for precision instrument landings and equipped with high-intensity runway edge lights, and medium intensity approach lighting system with runway alignment indicator lights. The FAA inspectors and Southwest Airlines maintenance team, who responded to the accident site, found the nose landing gear collapsed aft into the forward navigation/electronics bay. The structural damage extended from airplane fuselage station 259 through 360. The integrity of the pressure bulkhead was compromised. An examination of the aircraft systems and engine did not reveal any physical evidence of a preimpact mechanical malfunction or deficiency. At 2137, the AMA automated surface observing system (ASOS) reported the wind from 200 degrees at 11 knots and gusting to 18 knots; visibility 2 statute miles, thunderstorms, heavy rain; few clouds at 600 feet; ceiling 1,700 feet broken, 5,500 feet overcast; temperature 18 degress Celcius; dew point 15 degrees Celcius; altimeter setting inhces of Hg; wind shift at 2107; thunderstorm began at 2057; rain began 2058; pressure rising rapidly; 0.22 inch of precipitation between 2053 and Page 1 Copyright 1999, 2005,

2 Accident Rpt# NYC06LA074 02/25/ EST Regis# N697DL Boston, MA Acft Mk/Mdl BOEING Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Flt Conducted Under: FAR 121 Opr Name: DELTA AIR LINES INC. Aircraft Fire: On February 25, 2006, about 1915 eastern standard time, a Boeing , N697DL, operated by Delta Air Lines Inc., as flight 2030, was substantially damaged while standing near gate A16 at General Edward Lawrence Logan International Airport (BOS), Boston, Massachusetts. There were no injuries to the 2 certificated airline transport pilots, 4 flight attendants, and 140 passengers. Visual meteorological conditions prevailed for the planned flight to Southwest Florida International Airport (RSW), Fort Myers, Florida. An instrument flight rules flight plan was filed for the air carrier flight conducted under 14 CFR Part 121. According to the Manager of Flight Safety Investigations at Delta, the accident airplane had been pushed back about 5 feet from the gate, and was being deiced. At the completion of the deicing operation, the ground employee in the bucket of the deice vehicle observed snow accumulation near the vertical stabilizer. The ground employee requested that the driver of the deice vehicle approach the rear of the airplane. As the deice vehicle approached from the rear, the boom of the deice vehicle struck the airplane, resulting in substantial damage to the left elevator. The reported weather at BOS, at 1854, was: wind from 130 degrees at 3 knots; visibility 9 miles; overcast ceiling at 1,200 feet; temperature 27 degrees F; dew point 23 degrees F; altimeter inches Hg. Page 2 Copyright 1999, 2005,

3 Incident Rpt# SEA05FA074 04/12/ AST Regis# N1241X Roosevelt Roads, PR Apt: Roosevelt Roads Airport TJNR Acft Mk/Mdl CESSNA 208B Acft SN 208B-657 Acft Dmg: NONE Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl PRATT & WHITNEY CANADA PT6A-114A Acft TT 3777 Flt Conducted Under: FAR 135 Opr Name: MN AVIATION Aircraft Fire: NONE HISTORY OF FLIGHT On April 12, 2005, about 1050 Atlantic standard time, a Cessna 208B - Grand Caravan airplane, N1241X, experienced a total loss of engine power during a cross-country flight. Following the loss of power, the pilot successfully landed the airplane, without further incident or damage to the airplane, at Roosevelt Roads Naval Station, Roosevelt Roads, Puerto Rico. The airplane is registered to First Bank of Hazelwood, Missouri, and was being operated by MN Aviation, San Juan, Puerto Rico, as a Title 14, CFR Part 135, scheduled domestic passenger flight. The airline transport pilot (ATP) and three passengers aboard the airplane were not injured. Visual meteorological conditions prevailed and a visual flight rules (VFR) flight plan was activated. The flight originated from Vieques, Puerto Rico, approximately 10 minutes prior to the power failure and subsequent forced landing. The pilot's planned destination was San Juan, Puerto Rico. The pilot reported in a written statement "...at a cruising altitude of 2000' and 150 kts IAS [knots indicated airspeed], all engine instruments were reading normal parameters for a cruise power of 1650 torque. At this time I experienced a load bang with the characteristic power loss, deceleration and noise associated with a flameout." The pilot reported that concurrent with the loud bang, oil became visible on the aircraft's windshield and the propeller came to an abrupt stop. AIRCRAFT INFORMATION The airplane, a 1998 Cessna 208B Grand Caravan, was equipped with a Pratt & Whitney Canada PT6A-114A gas turbine engine rated at 675 shaft horsepower. Maintenance records showed the engine was originally manufactured and equipped with compressor turbine blades (part number ) incorporating the CPW 550 coating, which, according to the manufacturer, provides increased resistance to sulphidation. The engine maintenance records showed that in August 2002, during a hot section inspection (HSI), the engine was reconfigured utilizing CPW 333 coated compressor turbine blades (part number ), which, according to the manufacturer, does not have sufficient resistance to sulphidation under adverse environmental operating conditions. The engine received three additional hot section inspections subsequent to the August 2002, HSI. All three included the use of CPW 333 coated blades. TESTS AND RESEARCH The engine was removed from the airframe and shipped to Pratt & Whitney Canada (P&WC), St. Hubert, Quebec, Canada for examination and teardown. Representatives from the National Transportation Safety Board, Pratt & Whitney Canada, MN Aviation and Cessna Aircraft Company were in attendance for the teardown, which took place on June 1-2, Disassembly and examination of the engine revealed extensive corrosion and mechanical damage throughout the compressor and power turbine assemblies. The compressor disc assembly was essentially intact, however, all of the compressor turbine blades (58 total) were fractured and displaced. The fracture surfaces were all approximately.250 inches above the corresponding blade platform. Corrosion was present throughout the first, second and third stage compressor disks, associated blades and compressor stators. The corrosion deposits were white and rust colored. The power turbine (PT) assembly was also essentially intact, however, multiple PT blades were fractured and displaced. Mechanical type damage was noted to both the compressor and power turbine guide vane assemblies. Examination of the fractured compressor turbine blades by P&WC's Material Laboratory revealed the blades fractured in a tensile overload condition. Following the engine examination and subsequent laboratory testing, Pratt & Whitney Canada issued a report outlining the findings pertaining to the fractured compressor turbine blades. The report (dated July 29, 2005) states the overload fractures on the compressor turbine blades was due to a weakening of the underlying base material due to the presence of sulphidation corrosion. The sulphidation corrosion was evident through approximately half of the thickness of the blade airfoils "...thus reducing the blades effective load bearing capabilities." The report stated the material composition of the turbine blades met drawing requirements and no metallurgical anomalies were found. ADDITIONAL INFORMATION Page 3 Copyright 1999, 2005,

4 In a Service Information Letter (SIL) issued (March 1998) by Pratt & Whitney Canada, sulphidation is defined as a type of "hot corrosion" which develops in the gas path of turbine engines operated in salt rich environments. The SIL states "Sulphate salts will form in the gas path if sodium and sulphur are both present. Most aviation turbine fuels contain sulphur in sufficient amounts for sulphidation to occur if a source of sodium is present. The most common source is sea water..." The presence of the "salts" on component surfaces attacks the protective coating and progresses to the underlying base material. Both Pratt & Whitney Canada and Cessna Aircraft Company outline preventive measures for combating sulphidation in gas turbine engines. The afore mentioned P&WC Service Information Letter summarizes procedures to minimize sulphidation by means of a turbine engine wash program. Cessna also outlines a similar procedure in the Caravan Information Manual. According to the operator, a postflight engine wash was accomplished daily in accordance with Cessna guidelines. Page 4 Copyright 1999, 2005,

5 Accident Rpt# DFW06WA082 03/05/ EST Regis# YV1149C Arecuna, VE Acft Mk/Mdl CESSNA 208B Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Flt Conducted Under: FAR NUSC Opr Name: SERVICIOS AERONAUTICOS SUCRE Aircraft Fire: On March 5, 2006, at 1630 local time, a single-engine Cessna 208B airplane, Venezuelan registration YV-1149C, was substantially damaged during a forced landing following a reported loss of engine power near Arecuna, State of Bolivar, in the Republic of Venezuela. The airplane, serial number 208B0669, was owned and operated by Servicios Aeronauticos Sucre. The captain and first officer were seriously injured and the 11 passengers aboard the airplane escaped without injuries. The domestic air taxi flight originated from the General Santiago Marino Airport, near Polamar, State of Nueva Esparta, Venezuela, at 1530 local and was destined for Canaima, State of Bolivar, also in Venezuela. Local authorities reported that while approximately 20 minutes short of the destination airport, the PT6A powered airplane was in cruise flight at 10,000 feet msl, when the engine lost power without warning. The pilot elected to proceed towards an airstrip near the jungle camp near Arecuna. After gliding for nearly 12 minutes, the pilot circled the airstrip for a forced landing. During the forced landing the airplane nosed over after crossing a ditch and the airplane came to rest in the inverted position. The accident investigation is under the control and jurisdiction of the INAC. Further information may be obtained from the Venezuelan authorities at: MINFRA Instituto Nacional de Aviacion Civil (INAC) Comite de Investigacion de Accidentes Aereos Ave. Francisco de Miranda, Torre PEQUIVEN, Piso 21. Estado de Miranda, Venezuela This report is for informational purposes only and contains only information released by, or obtained from the Government of Venezuela. Page 5 Copyright 1999, 2005,

6 Accident Rpt# DFW06WA053 01/10/ CST Regis# TIBAF Puerto Jimenez, CS Acft Mk/Mdl DE HAVILLAND DHC-6 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Flt Conducted Under: FAR NUSC Opr Name: NATURE AIR Opr dba: NATURE AIR S.A. Aircraft Fire: On January 10, 2006, at 1145 central standard time, a twin-engine DeHavilland DHC-6 airplane, was substantially damaged upon collision with trees and terrain following a loss of directional control during the takeoff roll on runway 34 at the Puerto Jimenez Airport near Puerto Jimenez, in the Republic of Costa Rica. The two commercial pilots and 10 passengers were not injured, while one passenger sustained minor injuries. The airplane, serial number 337, was owned and operated by Nature Air S.A., of San Jose, Costa Rica. The domestic air taxi flight was originating at the time of the accident, with the Tobias Bolanos Airport, near Pavas, Costa Rica as its intended destination. Local authorities reported that the left wing and engine separated from the airframe following a collision with a power post. There was no fire. The accident investigation is under the control and jurisdiction of the Government of the Republic of Costa Rica. Additional information may be obtained from: Ministerio de Obras Publicas y Transportes Direccion General de Aviacion Civil (DGAC) Apartado Postal 5026 San Jose, Costa Rica This report is for informational purposes only and contains only information released by, or obtained from the Government of Costa Rica. Page 6 Copyright 1999, 2005,

7 Accident Rpt# SEA06WA060 05/03/ Regis# ZKPOA Stratford, NZ Acft Mk/Mdl FAIRCHILD SWEARINGEN SA227-AC Acft Dmg: DESTROYED Rpt Status: Factual Prob Caus: Pending Flt Conducted Under: FAR NUSC Opr Name: AIRWORK NZ LTD. Aircraft Fire: On May 3, 2005, at approximately 2215 local time, a Fairchild Swearingen SA227-AC, ZK-POA, was destroyed following an in-flight break-up, during cruise flight, approximately 5 kilometers east of Stratford, New Zealand. The two pilots were fatally injured. Airwork (NZ) Ltd., Auckland, New Zealand, was operating the flight for the New Zealand Post. Visual meteorological conditions prevailed for the night cross-country flight. The pilots had filed a flight plan and were in radar contact at the time of the accident. The accident is under the jurisdiction of the Transport Accident Investigation Commission, New Zealand. Further information can be obtained from: Mr. John Goddard, Transport Accident Investigation Commission, Level 1, Terminal Building, P.O. Box 14025, Christchurch Airport, New Zealand. Tel: Fax: Page 7 Copyright 1999, 2005,

8 Accident Rpt# CHI06CA079 02/04/ EST Regis# N755PG Canton, OH Apt: Akron-canton CAK Acft Mk/Mdl SOCATA TBM 700 Acft SN 001 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl PRATT & WHITNEY CANADA PT6A Flt Conducted Under: FAR 091 Aircraft Fire: NONE The airplane sustained substantial damage to the wing during a hard landing. The pilot reported that the landing gear were down and that all three landing gear indicator lights were green. He reported, "The landing was a bit harder than normal, but not jolting." A post inspection of the airplane revealed fuel leaking from the left wing and a "minor distortion" to the wing. Maintenance personnel reported the wing sustained substantial damage. Page 8 Copyright 1999, 2005,