Atlas B748 at Miami on Jan 18th 2024, engine fire
Last Update: February 9, 2024 / 14:32:06 GMT/Zulu time
The FAA reported: "AIRCRAFT DEPARTED, EXPERIENCED #2 ENGINE FAILURE AND RETURNED TO LAND, POST FLIGHT INSPECTION REVEALED A SOFTBALL SIZE HOLE ABOVE #2 ENGINE, MIAMI, FL."
The NTSB opened an investigation, Boeing and General Electric stated they are supporting the NTSB in their investigation.
On Feb 9th 2024 the NTSB released their preliminary report summarizing the sequence of events:
The flight crew reported that, after departure and while passing through about 3,000 ft mean sea level (msl) they received an “OVHT ENG 2” followed by a “FIRE ENG 2” warning message on their engine indicating and crew alerting system (EICAS) display. Simultaneously, the fire warning light illuminated, and the fire bell sounded. The captain declared a mayday with air traffic control (ATC) and the flight was cleared back to MIA via radar vectors for a landing on runway 9. The electronic non-normal (NNC) checklist was completed, and the number 2 engine was shutdown by the flight crew. One fire bottle was discharged, and the fire warning light subsequently extinguished. Following an uneventful landing, the airplane was met by firefighting personnel and the airplane was cleared to taxi under its own power to parking.
A post-incident inspection of the General Electric (GE) GEnx-2B67 engine revealed burn through of the thrust reverser fan duct fixed inner wall (see figure 1). The engine cases were intact and there was no evidence of an uncontained engine failure. The combustor diffuser nozzle (CDN) case port M borescope plug was not secured in the case and was found loose in the engine cowling. The burn through observed on the thrust reverser wall was directly above the open CDN port M. The engine low pressure spool (N1) and high pressure spool (N2) manually rotated smoothly. A borescope inspection through CDN port M was performed and no combustor damage was visible. A preliminary review of quick access recorder (QAR), flight data recorder (FDR), and continuous engine operating data (CEOD) showed no evidence of engine failure or surge/stall.
A review of the aircraft’s maintenance records revealed that on January 14, 2024, the aircraft underwent an “ENG 2 COMBUSTION SECTION- BORESCOPE NOZZLE- INSPECT” performed by a third-party vendor that required the removal of the port M borescope plug (see figure 2 for location of port M). The maintenance work card provided instructions on how to properly reinstall the borescope plugs to ensure the locking feature was properly engaged. The work card was initialed by the technician performing the work and an inspector, indicating this task had been completed in accordance with the maintenance manual procedure.
Aircraft Registration Data
This article is published under license from Avherald.com. © of text by Avherald.com.
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