LAN B763 near Lima on Jan 11th 2016, uncommanded engine shutdown, engine relight successful
Last Update: December 28, 2016 / 17:50:44 GMT/Zulu time
The occurrence aircraft remained on the ground for about 55 hours before resuming service.
Peru's Commission of Aviation Accidents Investigation (CIAA) is investigating the occurrence rated an incident.
On Feb 24th 2016 the president of the CIAA, Mr. Carlos Cordero Paredes, told The Aviation Herald, that CC-CXK had just reached the top of descent and was initiating the descent towards Lima when the crew experienced an uncommanded inflight shutdown of the right hand engine, managed a successful restart and continued for a safe landing in Lima with both engines operating. The CIAA is investigating the occurrence.
The CIAA released their final report in Spanish (50MB, scanned paper report) concluding the probable causes of the serious incident were:
Unintended shutdown of the right hand engine of Boeing 767-316ER registration CC-CXK in flight as result of a compressor stall caused by erratic readings by the temperarture sensor and transmitted by the wiring harness impairing both transmission channels.
The maintenance program of LAN PERU, which had been applied to temperature sensor T.25 and wiring harness W11 and W12, did not detect the deterioration of these components of the right hand engine on the Boeing B-767-316ER CC-CXK aircraft, which could have prevented deterioration before the next workshop visit and would have avoided erratic signals used in the electro-mechanical link driving the variable stator vanes of the right hand engine.
The maintenance task 73-21-02-206-001-H00 in the Manual of the Boeing B-767 issued by the manufacturer Boeing, that was used by LAN PERU to conduct on wing visual inspections of temperature sensor T.25 every 1500 hours of flight does not include a specific procedure to check the electrical connectors resulting in ineffectiveness of the maintenance procedure to detect deterioration of the wiring harness and avoid transmission of erratic signals.
The system monitoring and analysing data from LAN PERU flights had already detected fluctuations of the temperature signals from the right hand engine of CC-CXK prior to the occurrence flight, however, this did not result in maintenance activity before the occurrence flight.
The CIAA reported that the aircraft was enroute at FL380 about 40nm before the computed Top of Descent, when the crew requested a descent to FL340 due to moderate clear air turbulence and was cleared for the descent. During the descent, while the engines were at idle power (with the power levers at idle position), the right hand engine shut down uncommandedly and unexpectedly at position S14.2282 W75.7006 about 154nm south of Lima Airport. The captain (40, ATPL, 11,817 hours total, 9,163 hours on type) took control of the aircraft and communication, declared Mayday requesting a descent to FL290 and instructed the first officer (29, CPL, 5,669 hours total, 469 hours on type) to run the relevant checklists. The aircraft was cleared to FL290. During the descent the crew agreed, that the indications and checklist items permitted to run the checklist to restart the engine in flight, the execution of which resulted in a successful relight of the engine, the engine however showed fluctuations in RPM, EGT and Fuel Flow. The crew therefore executed the checklist "Engine Limit, Surge or Compressor Stall", which stabilized the engine parameters, the engine parameters and operation returned to normal below 18,000 feet. The aircraft continued to Lima for a safe landing with both engines operating normally.
The aircraft did not sustain any damage in the uncommanded shutdown of the engine.
The CIAA reported the last workshop visit by the right hand engine had occurred on Aug 28th 2014, where the engine was overhauled and pending airworthiness directives were applied.
Following the occurrence an examination of the temperature sensor T2.5 found no fault with the sensor.
The wiring harness H11, used to connect various components within the engine to the FADEC, in particular Channel A of T2.5, showed damage between joints due to vibrations as well as damage in its shrink boot due to penetration by monofilaments and metal braid. In addition a number of pins were worn.
The wiring harness H12, establishing a second channel of communication between engine components and the FADEC, in particular the Channel B of T2.5, was also found with a number of pins worn.
This article is published under license from Avherald.com. © of text by Avherald.com.
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