Vincent JS32 at Auckland on Nov 2nd 2013, runway excursion on rejected takeoff

Last Update: April 12, 2017 / 22:18:06 GMT/Zulu time

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Photo of Vincent Aviation ZK-VAH, BRITISH AEROSPACE Jetstream Super 31 — Vincent Aviation ZK-VAH, BRITISH AEROSPACE Jetstream Super 31 (Photo credit: ZK-NGJ / Flickr / License: CC by-nd)

Incident Facts

Date of incident
Nov 2, 2013

Classification
Incident

Cause
Runway excursion

Airline
Vincent Aviation

Flight number
NZ-2067

Departure
Auckland, New Zealand

Destination
Taupo, New Zealand

Aircraft Registration
ZK-VAH

Aircraft Type
BRITISH AEROSPACE Jetstream Super 31

ICAO Type Designator
JS32

Airport
Auckland International Airport, Auckland

Airport ICAO Code
NZAA

A Vincent Aviation British Aerospace Jetstream 32 on behalf of Air New Zealand, registration ZK-VAH performing flight NZ-2067 from Auckland to Taupo (New Zealand) with 14 passengers and 2 crew, was accelerating for takeoff from Auckland's runway 23L just before 15:00L (02:00Z) when the crew rejected takeoff at high speed. While the aircraft slowed the aircraft veered left and came to a stop left off the runway about 1000 meters down the runway. No injuries occurred, the aircraft received minor if any damage.

The runway was closed for about 45 minutes until the aircraft was towed to the apron.

Ground Observer Noel Jones reported the aircraft obviously lost nose wheel steering prompting the crew to reject takeoff.

Air New Zealand confirmed flight NZ-2067 carrying 14 passengers and 2 crew was involved in an incident at Auckland Airport shortly before 15:00L (02:00Z), when the aircraft rejected takeoff and left the runway. There were no injuries.

On Apr 13th 2017 New Zealand's TAIC released their final report concluding the probable causes of the serious incident were:

- The uncommanded turn to the left during take-off was caused by a faulty steering selector.

- The defective component within the steering selector could not be determined because of incomplete overhaul records.

- The isolated nature of the component failure in this occurrence, and the actions the manufacturer had previously undertaken, meant that additional changes to the relevant maintenance procedures were not warranted.

The TAIC analysed:

The taxi from the parking spot, which included several tight turns, and the initial line-up on the runway were normal. During the take-off the captain used the nose wheel steering tiller to control the heading and remain on the runway centreline. Small directional changes during the early phase of a take-off roll are not unusual and can have a number of causes, including starting the take-off with the nose wheel not aligned with the runway heading, an uneven application of engine power, and a crosswind. There was no indication of a control problem until the aeroplane started to veer left at about 70 knots.

The uncommanded and unexpected turn to the left occurred below the take-off decision speed. The captain’s decision to stop the take-off was timely and correct. The captain then controlled the aeroplane using a combination of nose wheel steering, rudder, asymmetric braking and asymmetric reverse thrust as it approached the edge of the runway. The prompt response ensured that the aeroplane was at a slow speed when it left the runway.

Steering system failure

The uncommanded turn to the left was determined to have been caused by a faulty steering selector. The steering selector had been installed on 20 July 2012 to replace another selector removed for scheduled overhaul.11 At the time of the incident the selector had accrued 575.7 hours in service over a period of 16 months and 931 landings. The allowable service life was 10,000 landings or six years, whichever came first.

The examination of the steering selector after the incident traced the fault to incorrect spring tensions within the spring box of the steering selector, which affected the internal hydraulic pressure. This fault intermittently allowed uncontrolled hydraulic fluid to flow from the selector to the steering actuator, but only in the direction that turned the aeroplane to the left.

The spring tensions and differential pressure can only be adjusted before the final assembly of the steering selector during manufacture or after overhaul. To ensure that the steering selector operates as intended, it is subjected to a full functional test after assembly. If the spring tension is incorrect, it should be identified during the functional test and be corrected before the steering selector is released for service.

Metars:
NZAA 020400Z AUTO 23017KT 9999 FEW035/// BKN060/// 16/08 Q1015 NOSIG
NZAA 020330Z AUTO 23017KT 9999 FEW038/// SCT060/// 17/08 Q1015 NOSIG
NZAA 020300Z AUTO 23017KT 9999 FEW038/// SCT050/// 16/09 Q1015 NOSIG
NZAA 020230Z AUTO 23019KT 200V260 9999 NCD 17/09 Q1015 NOSIG
NZAA 020200Z AUTO 23019KT 9999 FEW036/// SCT060/// 17/08 Q1016 NOSIG
NZAA 020130Z AUTO 23017KT 9999 FEW039/// 16/09 Q1016 NOSIG
NZAA 020100Z AUTO 23018KT 9999 -RA FEW035/// BKN060/// 17/08 Q1016 NOSIG
NZAA 020030Z AUTO 23018KT 9999 FEW036/// SCT048/// BKN060/// 16/08 Q1016 NOSIG
NZAA 020000Z AUTO 23016KT 9999 FEW036/// 17/08 Q1016 NOSIG
NZAA 012330Z AUTO 23016KT 9999 NCD 16/09 Q1016 NOSIG
NZAA 012300Z AUTO 23017KT 9999 FEW038/// SCT060/// 16/07 Q1016 NOSIG