# Incident 20091004049939I: Boeing 717-200, Orlando, FL, October 4, 2009

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: October 4, 2009, 16:49 local time
- Place: Orlando, FL
- Airport: Orlando International
- Damage: No damage
- Phase of flight: Takeoff: Climb Out
- Operating rules: Air carrier (Part 121)
- Operator: ZZDA
- Location: 28.4294° N, 81.3090° W: Placed by OpenAirDocs at ORLANDO INTL (MCO), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=28.4294&lon=-81.3090&mi=10
- Aircraft: N985AT, registered now (https://openairdocs.org/aircraft/N985AT) (OpenAirDocs)
- Registry model: Boeing 717-200 (registry code 1383700, https://openairdocs.org/model/boeing-717-200) (OpenAirDocs)
- Registry engine: BMW Rolls BR-700 series (registry code 09500, https://openairdocs.org/engine/bmw-rolls-br-700-series) (OpenAirDocs)
- Reported make and model: BOEING 717-200
- Reported engine: BMW ROLLS BR 700 SERIES
- People aboard: 122
- Fatal injuries: 0
- Other injuries: 0
- Pilot certificates: Airline transport
- Pilot flight hours: 19,015 total, 8,700 in this make and model, 243 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20091004049939I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

AIRTRAN FLIGHT 904/04 OCT  (MCO-ATL) ON DEPARTURE FROM KMCO RWY 17R AT APPROXIMATELY 300-400 AGL THE CREW HEARD A LOUD BANG AND EXPERIENCED A YAW TO THE LEFT.  THE CREW IDENTIFIED A LEFT ENGINE FAILURE, DECLARED AN EMERGENCY, AND BEGAN A RETURN TO KMCO.  AFTER A NORMAL LANDING ON RWY 17L AND A TURN OFF ON TAXIWAY N6 THE AIRCRAFT WAS STOPPED.  FIRE RESCUE MET THE AIRCRAFT AND APPLIED FIRE RETARDANT TO THE LEFT ENGINE.  THE CREW WAS ADVISED BY FIRE RESCUE THERE WAS SMOKE AND FLAMES AND RECOMMENDED EVACUATION.  THE CAPTAIN, ACTING ON THE CONCERNS OF FIRE RESCUE, COMMANDED AN EVACUATION OUT THE RIGHT SIDE OF THE AIRCRAFT UTILIZING THE R1 DOOR/SLIDE AND THE RIGHT OVERWING EXIT.   ALL EXITS ON THE LEFT SIDE OF THE AIRCRAFT AND THE REAR EXIT WERE NOT UTILIZED DUE TO PROXIMITY TO THE FAILED ENGINE.  THE EVACUATION WAS CONTROLLED AND UNEVENTFUL WITH MOST PASSENGERS EXITING THE AIRCRAFT FROM THE R1 DOOR/SLIDE DUE TO ORIGINAL SEATING PROXIMITY.  PEOPLE WHO EXITED THE AIRCRAFT BY THE OVER WING EXIT WERE STOPPED FROM SITTING AND SLIDING OFF THE WING BY FIRE/RESCUE PERSONNEL WHO BROUGHT LADDERS TO THE WING AND ASSISTED THE PASSENGERS.  ACCORDING TO BOTH THE COMPANY AND FIRE/RESCUE THE EVACUATION TOOK APPROXIMATELY FIVE (5) MINUTES AND THERE WERE NO INJURIES.  THERE IS NO NTSB INCIDENT NUMBER AS PER ^PRIVACY DATA OMITTED^ (NTSB) IT DID NOT MEET THE REQUIREMENTS OF NTSB 830.  8020.11B INFO(1) THE REASON FOR EVACUATION.FIRE/RESCUE RECOMMENDED EVACTATION DUE TO SMOKE AND FIRE IN LEFT ENGINE TAILPIPE.(2) WHO INITIATED THE EVACUATION (E.G., CREWMEMBER OR PASSENGER).THE CAPTAIN ON RECOMMENDATION BY FIRE/RESCUE COMMANDED THE EVACUATION.(3) WHICH EXITS (BY SPECIFIC LOCATION) WERE USED, WHICH EXITS WERE NOT USED, AND REASON FOR NONUSE.THE R1 DOOR/SLIDE AND THE RIGHT OVERWING EXITS WERE USED.  NO EXITS ON THE LEFT SIDE OF THE AIRCRAFT OR THE REAR EXIT WAS USED DUE TO PROXIMITY TO THE FAILED ENGINE AND FIRE.(4) WHETHER ANY EXITS, SLIDES, OR ASSOCIATED COMPONENTS MALFUNCTIONED AND, IF SO, WHAT WERE THE MALFUNCTIONS.THERE WERE NO MALFUNCTIONS.(5) WHETHER ANY PARTICULAR EXIT WAS USED BY THE MAJORITY OF THE EVACUEES AND, IF SO, THE APPARENT REASON.THE MAJORITY OF PEOPLE EXITED THROUGH THE R1 DOOR/SLIDE DUE THE ORIGINAL SEAT PROXIMITY TO THIS EXIT.(6) THE ESTIMATED TOTAL TIME IT TOOK TO EVACUATE THE AIRCRAFT.BOTH THE COMPANY AND FIRE/RESCUE REPORT IT TOOK APPROXIMATELY FIVE (5) MINUTES.(7) THE NATURE AND EXTENT OF ANY INJURIES.THERE WERE NO INJURIES.

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. For accidents, the NTSB's own investigation is the fuller record.

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