# Incident 20000627025999I: Amd FALCON2000, Ft Lauderdale, FL, June 27, 2000 - Type: FAA incident report (Accident/Incident Data System), as reported - Date: June 27, 2000, 20:30 local time - Place: Ft Lauderdale, FL - Airport: Ft Lauderdale-Hollywood International - Damage: Substantial damage - Phase of flight: To Init Climb(1st Pwr Reduct) - Operating rules: General operating rules (Part 91) - Location: 26.0717° N, 80.1497° W: Placed by OpenAirDocs at FORT LAUDERDALE/HOLLYWOOD INTL (FLL), within about a mile (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=26.0717&lon=-80.1497&mi=10 - Aircraft: XATDU (not matched to a registry record) - Reported make and model: AMD FALCON2000 - Reported engine: CFE CFE73811B - People aboard: 2 - Fatal injuries: 0 - Pilot flight hours: 6,700 total, 600 in this make and model, 75 in the last 90 days - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20000627025999I ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. (-23) ON TAKE-OFF AT APPROX. 300 FT. AGL OVER THE RUNWAY 9L AT FLL. CATASTROPHIC ENGINE FAILURE OCCURRED TO #2 ENGINE WHEN BOTH HPT DISKS FROM THE ENGINE EXITED THE ENGINE ASSEMBLY AND WENT OVER THE TOP OF THE FUSELAGE TRAVELING FOR APPROX. 150 YARDS IN THE AIR AND ON THE GROUND ENDING IN STRIKING THE REAR OF A LATE MODEL BUICK PARKED IN THE RAMP AREA ADJACENT THE RUNWAY. NO PERSONS WERE IN THE VICINITY OF THE DEBRIS PATHS. ENGINE DEBRIS AND PARTS WERE SCATTERED OVER THE RUNWAY AND ADJACENT TAXIWAYS. FLIGHT CREW MADE CLOSED TRAFFIC TO RETURN TO DIAGONAL RUNWAY FOR SUCCESSFUL EMERGENCY LANDING. FLL RUNWAY 9L AND TAXIWAYS WERE CLOSED FROM 2030 TO 2200 LOCAL TIME FOR CLEAN UP AND SWEEP FOR DEBRIS. (.19)ON JUNE 27, 2000, ABOUT 2000 EDT, A DASSAULT FALCON 2000, XA-TDU, REGISTERED TO AVIACION COMERCIAL DE AMERICA, IN MONTERRY, MEXICO, AND OPERATED AS A TITLE 14 CFR PART 91 POSITIONING FLIGHT FROM FORT LAUDERDALE. VISUAL METEROLOGICAL CONDITIONS PREVAILED, AND IN INSTRUMENT FLIGHT PLAN WAS FILED. THE MEXICAN AIRLINE TRANSPORT-RATED PILOT AND SECOND PILOT WERE NOT INJURED. THE FLIGHT WAS ORIGINATING AT THE TIME OF THE INCIDENT. THE PILOT ST ATED THAT HE WAS IN THE RIGHT SEAT, AND THE SECOND PILOT WAS FLYING THE AIRCRAFT FROM THE LEFT SEAT, AND AFTER TAKEOFF FROM RUNWAY 09 LEFT, AS THEY WERE CLIMBING THROUGH ABOUT 150 TO 200 FEET, THERE WAS THE SOUND OF A LOUD BANK, AND THEY FELT EXTREME VIBRATIONS. THE NO. 2 GAGES WENT TO ZERO, AND THERE WAS NO INDICATION OF FIRE. THE SECOND PILOT CONTINUED FLYING AND STAYED IN PATTERN, RETURNING TO FORT LAUDERDALE INTERNATIONAL AIRPORT, WHERE HE LANDED WITHOUT FURTHER INCIDENT. A POSTINCIDENT INSPECTION OF TH AIRPLANE AND ENGINE REVEALED AN UNCONTAINED FAILURE IN THE POWER STAGE OF THE NO. 2 ENGINE, ALONG WITH DAMAGE TO THE VERTICAL AND HORIZONTAL STABILIZER, AND PENETRATION FO THE FUSELAGE, AFT TO THE PRESSURE BULKHEAD. DEBRIS FROM THE ENGINE FELL INTHE VICINITY OF THE DEPARTURE END OF RUNWAY 09L, AND DAMAGE A MOTOR VEHICLE. NO ONE ON THE GROUND WAS INJURED. (.4) THE CAPTAIN STATED THAT THE COPILOT WAS FLYING THE AIRCRAFT, AND AFTER ROTATION, AS THEY WERE CLIMBING THROUGH ABOUT 150 TO 200 FEET, THERE WAS THE SOUND OF A LOUD BANG, AND THEY FELT EXTREME VIBRATIONS. THE CAPTAIN STATED THAT THE NO. 2 ENGINE GAGES WENT TO ZERO, AND THERE WAS NO INDICATION OF FIRE. HE FURTHER STATED THAT THE COPILOT CONTINUED FLYING THE AIRCRAFT, AND STAYED IN THE PATTERN, RETURNING FOR AN OTHERWISE UNEVENTFUL LANDING. POSTINCIDENT EXAMINATION OF THE AIRPLANE REVEALED THAT A 2 TO 3-FOOT SECTION OF THE RIGHT ENGINE NACELLE, FROM APPROXIMATELY THE 9:00 TO THE 6:00 O'CLOCK POSITIONS, HAD TORN OUTWARD, IN LINE WITH THE HIGH-PRESSURE TURBINE (HPT) AREA OF THE ENGINE. MACROSCOPIC EXAMINATIONS, AS WELL AS MICROSCOPIC EXAMINATIONS OF THE NO. 2 ENGINE AND RECOVERED PORTIONS WERE CONDUCTED, AND THE EXAMINATIONS REVEALED A 360-DEGREE CIRCUMFERENTIAL GROOVE ON THE AFT FACE OF THE DISK, JUST OUTBOARD OF THE AFT 4-TOOTH KNIFE-EDGE STEEL FLANGE. THE GROOVE IN THE DISK WAS CONSISTENT WITH THE DISK HAVING BEEN IN CONTACT WITH THE 1ST-STAGE LOW-PRESSURE TURBINE SUPPORT/NOZZLE ASSEMBLY INNER CASTING FORWARD STATIC SEAL. IN ADDITION, RIVET HOLES ON THE FORWARD STATIC SEAL, AND ON THE FORWARD FLANGE REVEALED THE PRESENCE OF FRETTING MARKS, WHICH WERE INCONSISTENT WITH THOSE OF A TIGHTLY MATED ASSEMBLY. INSTEAD, THE FRETTING WAS INDICATIVE OF AN ASSEMBLY THAT ALLOWED RELATIVE MOTION BETWEEN THE SURFACES. FURTHERMORE, AN EXAMINATION USING A SCANNING ELECTRON MICROSCOPE ON THEAVAILABLE RIVET HEADS AND RIVET SHANKS REVEALED THAT ONE OF THE RIVET SHANKS SHOWED INDICATIONS OF FATIGUE, AND THAT THE FATIGUE ORIGINATED FROM AT LEAST TWO AREAS ON THE OUTER DIAMETER SURFACE OF THE SHANK, AND WAS INDICATIVE OF HIGH CYCLE FATIGUE. THERE WERE ALSO HEAVY FRETTING UNDERNEATH THE HEADS OF THE RIVETS ON THE SURFACE THAT MATED WITH THE SEAL, AND THE FRETTING WAS SIMILAR TO THAT FOUND ON THE FRONT FACE OF THE SEAL, THE FRETTING WAS CONSISTENT WITH THERE BEING INSUFFICIENT CLAMPING PRELOAD ON THE RIVETS. From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. 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