What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
Narrative: on September 26, 1995, at 1940 EST, united express flight 5116, a bae-Atp-Atp, N852AW, registered to air Wisconsin, inc., and operated by ufs, inc., d/b/a united express, experienced a significant loss of power (torque) on the #1 engine shortly after departure from South Bend, Indiana (sbn). After determining that the torque would not respond to power lever movement the crew decided to secure the #1 engine and return to land at South Bend (sbn). The landing at sbn was without further incident. VFR weather conditions prevailed and the flight was being conducted under IFR. There was no damage to the aircraft. There were no injuries among the two flight crew, two flight attendants, and seven passengers. The captain, Mr. Gary w. stone, and the first officer, Mr. Marc a. livolsi, both possess airline transport pilot certificates, airplane multi-engine land, with airplane single engine land commercial privileges. Capt. stone is type rated in the bae-Atp at the airline transport pilot level while f.o. livolsi holds an Atp type rating in the Boeing 737. The flight originated in sbn just a few minutes prior to this incident. A service difficulty report, dated 10/02/95 indicates that a faulty mechanical fuelcontrol on the #1 engine was the cause of the loss of torque. The faulty unit was removed and replaced. Incident closed 02/09/96.
As the FAA filed it
NARRATIVE: ON SEPTEMBER 26, 1995, AT 1940 EST, UNITED EXPRESS FLIGHT 5116, A BAE-ATP-ATP, N852AW, REGISTERED TO AIR WISCONSIN, INC., AND OPERATED BY UFS, INC., D/B/A UNITED EXPRESS, EXPERIENCED A SIGNIFICANT LOSS OF POWER (TORQUE) ON THE #1 ENGINE SHORTLY AFTER DEPARTURE FROM SOUTH BEND, INDIANA (SBN). AFTER DETERMINING THAT THE TORQUE WOULD NOT RESPOND TO POWER LEVER MOVEMENT THE CREW DECIDED TO SECURE THE #1 ENGINE AND RETURN TO LAND AT SOUTH BEND (SBN). THE LANDING AT SBN WAS WITHOUT FURTHER INCIDENT. VFR WEATHER CONDITIONS PREVAILED AND THE FLIGHT WAS BEING CONDUCTED UNDER IFR. THERE WAS NO DAMAGE TO THE AIRCRAFT. THERE WERE NO INJURIES AMONG THE TWO FLIGHT CREW, TWO FLIGHT ATTENDANTS, AND SEVEN PASSENGERS. THE CAPTAIN, MR. GARY W. STONE, AND THE FIRST OFFICER, MR. MARC A. LIVOLSI, BOTH POSSESS AIRLINE TRANSPORT PILOT CERTIFICATES, AIRPLANE MULTI-ENGINE LAND, WITH AIRPLANE SINGLE ENGINE LAND COMMERCIAL PRIVILEGES. CAPT. STONE IS TYPE RATED IN THE BAE-ATP AT THE AIRLINE TRANSPORT PILOT LEVEL WHILE F.O. LIVOLSI HOLDS AN ATP TYPE RATING IN THE BOEING 737. THE FLIGHT ORIGINATED IN SBN JUST A FEW MINUTES PRIOR TO THIS INCIDENT. A SERVICE DIFFICULTY REPORT, DATED 10/02/95 INDICATES THAT A FAULTY MECHANICAL FUELCONTROL ON THE #1 ENGINE WAS THE CAUSE OF THE LOSS OF TORQUE. THE FAULTY UNIT WAS REMOVED AND REPLACED. INCIDENT CLOSED 02/09/96.
Other reports on N852AW · 2
Matched to the same aircraft by N-number and date.