19980330004809A

Uncontained NR2 engine failure on takeoff roll. Aborted safely. Evacuated fire light and sound prompted action. (-23) while on take off the pilot felt a thud, followed by an engine fail light. The take off was rejected @ 110 KTS. Engine fire bell and fire indication on #2 engine occurred. The pilot initiated a fire/ground drill. After stopping the aircraft an evacuation was performed using all four slides and four overwing exits. Approx. 11 uncontained #2 engine failure. (.19) on March 30, 1998, about 2114 eastern standard time, a Boeing 727-212, canadian registration c-frys, registered to and operated by royal aviation, inc., as flight 311, a title 14 CFR part 129, nonscheduled international passenger flight, from fort Lauderdale, Florida to toronto, Canada, experienced a failure of no. 2 engine during takeoff roll at fort Lauderdale-Hollywood international airport. Visual meteorological conditions prevailed and an instrument flight plan was filed. The airline transport-rated pilot, first officer, flight engineer, 5 flight attendants, and 169 passengers, including 2 lap children, were not injured. Three passengers sustained serious injuries and 14 passengers sustained minor injuries and 14 passengers sustained minor injuries during the emergency evacuation after takeoff was aborted. The flight was originating at the time of the accident. The pilot stated that during takeoff roll from runway 9L, between 90 and 100 knots indicated airspeed, he felt a "thud" and observed an "engine fail" light and no. 2 engine fire warning . At about 110 knots, he aborted the takeoff, brought the airplane to a stop on a high-speed taxiway, and requested that the "engine fire on ground" and "aborted takeoff" check-lists be read and accomplished. When the tower advised that smoke was still emanating from the engine tailpipe, the pilot commanded that a passenger emergency evacuation be accomplished, and that the "emergency evacuation" checklist be read and accomplished. The four fuselage doors and slides were used, as well as the four overwing exits. The aft airstairs were not used. The pilot further stated that the flight attendant's safety brief, including emergency evacuation exits and escape routes had been given to the passengers, according to company procedures. The evacuation took about 3 minutes. Fire rescue personnel stated that upon arrival at the aircraft they OBS erved that some passengers had assembled on-wing at the wing-tips. They were directed back toward the wing root area by the first officer and fire rescue personnel on the ground, and that no one actually jumped from the wing tip area. (.4)on takeoff roll, between 90 and 100 knots, the no. 2 engine sustained an uncontained failure. The flight crew aborted the takeoff and when informed that smoke was emanating from no. 2 engine, the crew brought the airplane to a stop on a taxiway, and the pilot commanded a passenger emergency evacuation. Examination of the engine revealed that one of 12 low pressure compressor (lpc) rear tiebolts fractured at its 4th stage disk land and was separated into the plenum ahead of the lpc. The separated tierod impacted the other 11 tierods until they eventually fractured, causing catastrophic separation of the lpc assembly between the 3rd and 4th stage rotors. Metallurgical examination of the failed tierods revealed the first tierod failed due to fatigue and the other 11 due to stress. It was further revealed that an anti-gallant treatment to the tierods that are used to bolt the 3rd through 6th compressor disks together as a unit was not present. The treatment is applied to the lands of the tierods at manufacture as specified in pratt & whitney service bulletin no. 5407.