What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
privacy data omitted, A Boeing 747-87UF sustained an inflight engine fire following departure from Miami International Airport (mia), Miami, Florida. The flight was a cargo flight conducted under title 14 code of federal regulations part 121 destined for luis munoz marin international airport (sju), san juan, puerto rico.
The flight crew reported that, after departure and while passing through about 3,000 ft mean sea level (MSL) they received an “ovht eng 2” followed by a “fire eng 2” warning message on their engine indicating and crew alerting system (eicas) display. Simultaneously, the fire warning light illuminated, and the fire bell sounded. The captain declared a mayday with air
Traffic control (ATC) and the flight was cleared back to mia via radar vectors for a landing on runway 9. The electronic non-normal (nnc) checklist was completed, and the number 2 engine was shutdown by the flight crew. One fire bottle was discharged, and the fire warning light subsequently extinguished. Following an uneventful landing, the airplane was met by firefighting personnel and the airplane was cleared to taxi under its own power to parking. A post-incident inspection of the general electric (ge) genx-2B67 engine revealed burn through of the thrust reverser fan duct fixed inner wall. The engine cases were intact and there was no evidence of an uncontained engine failure. The combustor diffuser nozzle (cdn) case port m borescope plug was not secured in the case and was found loose in
The engine cowling. The burn through observed on the thrust reverser wall was directly above the open cdn port m. the engine low pressure spool (N1) and high-pressure spool (N2) manually rotated smoothly. A borescope inspection through cdn port m was performed and no combustor damage was visible. A preliminary review of quick access recorder (qar), flight data recorder (FDR), and continuous engine operating data (ceod) showed no evidence of
Engine failure or surge/stall.
As the FAA filed it
^PRIVACY DATA OMITTED^, A BOEING 747-87UF SUSTAINED AN INFLIGHT ENGINE FIRE FOLLOWING DEPARTURE FROM MIAMI INTERNATIONAL AIRPORT (MIA), MIAMI, FLORIDA. THE FLIGHT WAS A CARGO FLIGHT CONDUCTED UNDER TITLE 14 CODE OF FEDERAL REGULATIONS PART 121 DESTINED FOR LUIS MUNOZ MARIN INTERNATIONAL AIRPORT (SJU), SAN JUAN, PUERTO RICO.
THE FLIGHT CREW REPORTED THAT, AFTER DEPARTURE AND WHILE PASSING THROUGH ABOUT 3,000 FT MEAN SEA LEVEL (MSL) THEY RECEIVED AN “OVHT ENG 2” FOLLOWED BY A “FIRE ENG 2” WARNING MESSAGE ON THEIR ENGINE INDICATING AND CREW ALERTING SYSTEM (EICAS) DISPLAY. SIMULTANEOUSLY, THE FIRE WARNING LIGHT ILLUMINATED, AND THE FIRE BELL SOUNDED. THE CAPTAIN DECLARED A MAYDAY WITH AIR
TRAFFIC CONTROL (ATC) AND THE FLIGHT WAS CLEARED BACK TO MIA VIA RADAR VECTORS FOR A LANDING ON RUNWAY 9. THE ELECTRONIC NON-NORMAL (NNC) CHECKLIST WAS COMPLETED, AND THE NUMBER 2 ENGINE WAS SHUTDOWN BY THE FLIGHT CREW. ONE FIRE BOTTLE WAS DISCHARGED, AND THE FIRE WARNING LIGHT SUBSEQUENTLY EXTINGUISHED. FOLLOWING AN UNEVENTFUL LANDING, THE AIRPLANE WAS MET BY FIREFIGHTING PERSONNEL AND THE AIRPLANE WAS CLEARED TO TAXI UNDER ITS OWN POWER TO PARKING. A POST-INCIDENT INSPECTION OF THE GENERAL ELECTRIC (GE) GENX-2B67 ENGINE REVEALED BURN THROUGH OF THE THRUST REVERSER FAN DUCT FIXED INNER WALL. THE ENGINE CASES WERE INTACT AND THERE WAS NO EVIDENCE OF AN UNCONTAINED ENGINE FAILURE. THE COMBUSTOR DIFFUSER NOZZLE (CDN) CASE PORT M BORESCOPE PLUG WAS NOT SECURED IN THE CASE AND WAS FOUND LOOSE IN
THE ENGINE COWLING. THE BURN THROUGH OBSERVED ON THE THRUST REVERSER WALL WAS DIRECTLY ABOVE THE OPEN CDN PORT M. THE ENGINE LOW PRESSURE SPOOL (N1) AND HIGH-PRESSURE SPOOL (N2) MANUALLY ROTATED SMOOTHLY. A BORESCOPE INSPECTION THROUGH CDN PORT M WAS PERFORMED AND NO COMBUSTOR DAMAGE WAS VISIBLE. A PRELIMINARY REVIEW OF QUICK ACCESS RECORDER (QAR), FLIGHT DATA RECORDER (FDR), AND CONTINUOUS ENGINE OPERATING DATA (CEOD) SHOWED NO EVIDENCE OF
ENGINE FAILURE OR SURGE/STALL.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.
Other reports on N859GT · 1
Matched to the same aircraft by N-number and date.