JetKonnect AT72 at Delhi on Aug 14th 2014, rejected takeoff due to engine fire
Last Update: May 18, 2017 / 15:59:50 GMT/Zulu time
The airline reported the crew performed a precautionary rejected takeoff due to a right hand engine fire warning, all passengers deplaned safely and were taken back to the terminal.
On Aug 26th 2014 the French BEA reported in their weekly bulletin quoting the India's Accident Investigation Board (IAIB), that fire was observed from the #1 engine during takeoff, takeoff was rejected at 110 knots. There were no injuries. The IAIB rated the occurrence an incident and is investigating the occurrence.
On May 18th 2017 India's DGCA released their final report concluding the probable cause of the serious incident was:
The fire warning during takeoff roll was because of fire to the fuel
which leaked from fuel nozzles due to loose B-nuts of fuel nozzles.
The DGCA reported that the night before the occurrence a fuel nozzle on the left hand engine was replaced on schedule. Following the replacement a wet motoring was carried out with no fuel leaks observed. Idle power runs were conducted, slight wettings at the #6 fuel nozzle was observed, the nozzle was torqued, another ground run showed no leak. The aircraft was released to service, the next scheduled flight, the occurrence flight, was to depart about one hour later.
Soon after the takeoff roll commenced and below V1 the crew received a left engine fire warning, the fire alarm activated. The captain immediately took control of the aircraft and rejected takeoff. The related checklist was worked, fire agent was discharged into the engine, ATC was notified with a Mayday Call and cabin crew was notified. The fire warning extinguished after the second fire bottle was discharged. The aircraft was shut down and towed to the apron.
There were no injuries, the damage was limited to the #1 engine including heat damage.
The DGCA reported the engine examination:
On-wing preliminary external examination of the involved engine was carried out and leakage was observed at the #1 fuel nozzle position. To duplicate on-wing initial findings, #1 nozzle fuel manifold nut was un-torque to align marker ink marks as marked out on wing. Nitrogen leak check was then carried out observed #1 nozzle with sign of leaking. Torque check was performed on all fuel nozzles B-Nuts -- observed #2, 4 and 5 to be under torqued with #2 nozzle observed to be loose on the secondary fuel manifold.
All fuel nozzles B-Nuts were re-torqued to 260 lb.in and another nitrogen leak check was performed. During second nitrogen leak check leak from #2 and #4 nozzles B-Nut was observed.
As per the P&W report, the fire occurred on the engine external only. The cause of fire may be attributed to under-torque of fuel nozzles on the right hand side of the engine.
- Evidence of heat damage and fire was observed on the right hand (RH) rearward of the engine after the fuel nozzles.
- Soot deposit observed aft of the fuel nozzles, from the #1 fuel nozzle position to the #7 fuel nozzle position. Fuel flow Divider observed to be intact.
- #1 to #4 fuel nozzles and manifold observed with soot deposit.
- #1 fuel nozzle observed with nil sign of leak in as-received condition.
- #1 fuel nozzle observed with sign of leakage after marker ink (marked out on- wing) was aligned.
- Torque check carried out on all primary and secondary fuel manifolds observed undertorque on secondary manifold at #4 and #5 position.
- #2 nozzle manifold connection observed to be loose.
- Post re-torque of fuel nozzle manifold nuts to 260 lb.in observed signs of leakage at #2 and # 3 position on the secondary fuel manifold interface.
- #4 fuel nozzle position observed conical seal on secondary manifold with signs of deformation on the conical surface as well as on the legs.
- #5 fuel nozzle position observed conical seal on secondary manifold with signs of scoring.
- #1 to 5 fuel nozzles were inspected for signs of anti-seize observed threads to be dry and shiny.
- #1 to 5 fuel nozzles were installed with new conical seals on the secondary manifold and nitrogen leak check carried out observed zero sign of leakage.
- #13 and #14 fuel nozzle manifolds disconnected at the secondary side observed threads to be dry with grey deposit indicate possible use of anti-seize at last installation.
The DGCA analysed:
On investigation, it was found that fuel nozzles #2, 4 and 5 were under torqued.
The DGCA analysed the airline took following safety actions:
The airline in order to avoid the recurrence of such incidents in the future has issued instructions in the form of circular which emphasis on the safety steps to be ensured while carrying out replacement of nozzle. In this quality circular i.e. “ATR Fuel Nozzle Installation- Leak Checks and Best Practices” it is highlighted that Fuel Nozzle change is a critical task and should be carried with due attentiveness to all the steps given in the latest task card. Salient steps emphasized are
- Before engine wet motoring check, perform Nitrogen leak test to detect leaks from B-Nuts of fuel nozzles, flow Divider, Dump Valve and fuel manifold. Failure to do so may result in leaks going unnoticed.
- Use leak check fluid to aid in the detection of leaks from the connections.
- Perform engine ground run at 80% torque, minimum for 2 minutes.
- It is mandatory to carry out duplicate inspection for the following
+ Final torque of the B-nuts of the flexible manifold with the fuel nozzle adaptor connections.
+ Nitrogen Leak test.
In addition the occurrence and the preventive actions have also been put on the e-learning portal of the operator for the information and learning of the concerned personnel.
This article is published under license from Avherald.com. © of text by Avherald.com.
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