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American Airlines B767-300ER blows a Tire and catches fire

VIDEO LINK:  Oct 28, 2016 ~ American Airlines B767-300ER Takeoff Eng. Malfunction / Blows a Tire during RTO.

• Confirmation all passengers deplaned.
• Aircraft involved in incident is a Boeing 767-323ER (reg. N345AN) flight #AA383 from Chicago to Miami.
•  FAA says Runway Closed at chicago O’Hare (ORD) due to disabled aircraft.

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F O L L O W - U P / UPDATE:     NTSB Report on AA Flt 383

As part of its ongoing investigation of an Oct. 28, 2016, uncontained engine failure on American Airlines flight 383, the National Transportation Safety Board issued an investigative update Friday.

The uncontained failure of a GE CF6-80C2B6 engine occurred on a Boeing 767-300 (N345AN) during the take-off roll at Chicago O'Hare International Airport. An emergency evacuation of the 161 passengers and nine crewmembers onboard was conducted.

Initial findings include the following:

According to witness statements from airport personnel, video evidence, flight data recorder (FDR) data and GPS data, the accident flight started its takeoff roll on runway 28R at the intersection with taxiway N5.

The airplane experienced an uncontained failure of the right engine about 6,550 feet from runway 28R threshold, and came to a full stop about 9,225 feet from runway 28R threshold.

Preliminary FDR data show that the right engine failure occurred at an airspeed of about 128 knots with the engine operating at takeoff power. Approximately two seconds after the engine failure, at an airspeed of about 134 knots, the left and right engine throttle lever angles decreased rapidly. Coincident with the throttle movement, brake pressure rose in a manner consistent with maximum autobrake application; the auto speedbrakes were extended. The aircraft rapidly decelerated, coming to a stop about 25 seconds after the throttle reduction. As a result of the uncontained engine failure, a fuel leak resulted in a pool fire under the right wing. Airport Rescue and Fire Fighting personnel began applying foam within 2 minutes 51 seconds of being notified of the emergency. The right engine stage 2 high pressure turbine disk fractured into at least 4 pieces (locations A, B, C, and D on figure). One piece went through the inboard section of the right wing, over the fuselage and into a UPS warehouse facility (location A). Recovered stage 2 HPT disk pieces The majority of the stage 2 disk was recovered and sent to the NTSB laboratory in Washington, DC for examination. One of the fractures exhibited features consistent with fatigue cracking initiating at an internal inclusion near the forward side of the hub’s inner bore. Engine and wing debris were found in the area around the gouge mark on the runway. Fatigue crack location on a disk fracture surface 3-D imaging of the damage to the right wing has been completed. All members of the cabin crew has been interviewed. The disk had 10,984 cycles and had a life limit of 15,000 cycles. Review of the engine maintenance and manufacturing records and processes are ongoing. Daily progress meetings are being held and the final documentation and examination of the airplane and engine continues in Chicago; the on-scene team plans to finish work by this weekend. NTSB Senior Air Safety Investigator Lorenda Ward, the Investigator-in-Charge, is leading a team with expertise in the areas of airworthiness, powerplants, structures, survival factors, maintenance records, flight recorders and metallurgy. The flight data recorder and the cockpit voice recorder were transported to the NTSB Recorder Laboratory where the information from each was downloaded. Parties to the investigation include the Federal Aviation Administration, American Airlines, Allied Pilots Association, The Boeing Company, General Electric Engines, the Transport Workers Union of America and the Association of Professional Flight Attendants. Ongoing metallurgical examinations of the disk will focus on detailed characterization of the inclusion and the fracture surfaces. The accident docket, containing factual group reports and other investigation-related material, will be opened at a future date. Additional information will be released as warranted.

Contact: NTSB Media Relations
490 L'Enfant Plaza, SW
Washington, DC 20594
Peter Knudson
(202) 314-6100
peter.knudson@ntsb.gov

Pan Am Flt# 6 Ditches in 1956 ~ From Wikipedia

Accident details

Pan Am Flight 6 (registration N90943, and sometimes erroneously called Flight 943) was an around-
the-world airline flight thatditched in the Pacific Ocean on October 16, 1956, after two of its four engines failed.

Flight 6 left Philadelphia as a DC-6B and flew westward on a planned multi-stop trip. It stopped at San Francisco International Airport, then flew onward to Honolulu. On the evening of October 15, 1956, the flight left Honolulu on a Boeing 377 Stratocruiser named Clipper Sovereign Of The Skies (Pan Am fleet number 943, registered N90943).

The accident was the basis for the 1958 film Crash Landing.

The aircraft took off from Honolulu, Territory of Hawaii, at 8:26 p.m. HST on the flight's last leg to San Francisco. After passing the point of equal time, the flight received permission to climb to an altitude of 21,000 ft (6,400 m). When that altitude was reached, the No. 1 engine began to overspeed as power was reduced. The First Officer, who was flying the plane, immediately slowed the plane by further reducing power and by extending the flaps, and an attempt was made to feather the propeller. The propeller would not feather and the engine continued to turn at excessive RPM. The captain decided to cut off the oil supply to the engine. Eventually, the RPM declined and the engine seized. The propeller continued to windmill in the air stream, causing excessive drag that increased the fuel consumption. As a result, the plane was forced to fly much more slowly, below 150 knots (280 km/h), and lost altitude at the rate of 1,000 feet per minute (5.1 m/s). Climb power was set on the remaining three engines to slow the rate of descent. The No. 4 engine then began to fail and soon was producing only partial power at full throttle. At 2:45 a.m. the No. 4 engine began to backfire, forcing the crew to shut it down and feather the propeller.

The crew calculated the added drag left them with insufficient fuel to reach San Francisco or to return to Honolulu. In the 1950s the United States Coast Guard maintained a ship at Ocean Station November between Hawaii and the California coast. On that night, the ship was the USCGC Pontchartrain. The plane flew to the Pontchartrain's location, leveled off at 2,000 feet (610 m), and circled until daylight on the two remaining engines.

The captain decided to wait for daylight, since it was important to keep the wings level with the ocean swells at the ditching impact. As fuel burned off while the plane circled the Coast Guard cutter, the plane was able to climb from 2,000 to 5,000 feet (610 to 1,520 m). At that altitude several practice approaches were made to see that the plane would be controllable at low speed (the goal was to have the lowest speed possible, just before touching the water). Delaying ditching until daylight also made the plane lighter so it would float longer.

Aware of the Pan Am Flight 845/26 accident the year before, in which a Boeing 377's tail section had broken off during a water landing, the captain told the flight's purser to clear passengers from the back of the plane. The crew removed loose objects from the cabin, and prepared the passengers for the landing. As on other flights in the era, small children were allowed on their parents' laps, without separate seats or seat belts.^[1] The captain planned to land near the ship in full sunlight, to improve the likelihood of rescuing passengers, but became concerned that the ocean waves were beginning to rise.

At 5:40 Captain Ogg notified Pontchartrain that he was preparing to ditch. The cutter laid out a foam path for a best ditch heading of 315 degrees, to aid the captain to judge his height above the water. After a dry run the plane touched down at 6:15, at 90 knots (170 km/h) with full flaps and landing gear retracted, in sight of the Pontchartrain at 30°01.5'N. 140°09'W.

One wing hit a swell, causing the plane to rotate, damaging the nose section and breaking off the tail. All 31 on board survived the ditching. Three life rafts were deployed by the crew and passengers that had been previously assigned to help. One raft failed to inflate properly, but rescue boats from the cutter were able to promptly transfer the passengers from that raft. All were rescued by the Coast Guard before the last pieces of wreckage sank at 6:35 a.m.

The passengers were housed in the ship's officers' quarters and returned to San Francisco several days later.^[1]

There were a few minor injuries, including an 18-month-old girl who bumped her head during the impact and was knocked unconscious. Forty-four cases of live canaries in the cargo hold were lost when the plane sank.^[1]

Donald J. Trump's Plane & Pilot - John Dunkin

Donald J. Trump has a net worth of anywhere from $4,000,000,000 to $10,000,000,000, depending on fluctuating real estate and other investment valuation. His Boeing 757 is part of his air fleet, which also includes a Cessna Citation X jet and three Sikorsky S-76B helicopters. Take flight on one of the most luxurious private jets in the world...and one of the biggest. Trump's Boeing 757 is three times the size of the average private jet and every inch of it is customized to meet his high standards. Outside, it's powered by Rolls Royce engines. Inside, it has gold seatbelts, high-grade leather seats, a master bedroom, and even a shower. It's a smooth ride for passengers, but for pilot John Dunkin, things can get turbulent in a hurry, especially when one of the jet's most vital parts goes missing. 

Incident: Condor B763 at Halifax on Jun 28th 2016, uncommanded roll

http://avherald.com/h?article=49b62ace&opt=0

By Simon Hradecky, created Tuesday, Jul 19th 2016 19:20Z, last updated Thursday, Jul 21st 2016 20:03Z A Condor Boeing 767-300, registration D-ABUM performing flight DE-2414 from Frankfurt/Main (Germany) to Halifax,NS (Canada), was on approach to Halifax when the crew noticed some uncommanded roll of the aircraft that was countered. The aircraft continued for a safe landing on Halifax's runway 23. A passenger booked onto the return flight DE-2415 reported on Jun 30th 2016 that the captain announced in the waiting lounge, that the aircraft had shown a 2 degrees uncommanded roll during the approach to Halifax, the cause of which could not be determined. The return flight therefore was unable to depart on this aircraft, a replacement Boeing 757 would arrive and take the passengers to Frankfurt. The passengers were taken to hotels and departed the following day. A replacement Boeing 757-300 registration D-ABOF was dispatched from Frankfurt to Halifax as flight DE-2414 on Jun 29th, departed as flight DE-2415 late Jun 29th and delivered the passengers booked onto the return flight to Frankfurt on Jun 30th with a delay of 27 hours. The occurrence aircraft remained on the ground for 3 days, then departed as flight DE-2415 on Jul 1st 2016 and resumed service. The aircraft suffered a hydraulic failure 2 days later, see Incident: Condor B763 near Chania on Jul 3rd 2016, hydraulic failure. According to preliminary information The Aviation Herald was able to obtain on Jul 19th 2016 a minor uncommanded aileron movement was identified. On Jul 21st 2016 the Canadian TSB reported the crew observed slight uncommanded aileron movements. The aircraft continued to fly normally resulting in a safe landing. Maintenance replaced both left hand inboard aileron Power Controlled Actuators, carried out the required testing and returned the aircraft to service.

Thermal video of plane landing at Gatwick