# NTSB ANC02IA007: Douglas DC-8-71F, N825BX, Anchorage, AK, December 14, 2001 - Type: NTSB incident investigation - Classification: Incident · No injuries · Incident investigation · Final report - Date: December 14, 2001, 05:15 local (09:15 UTC) - Place: Anchorage, AK - Coordinates: 61.2, -149.833328 - Nearby events: https://openairdocs.org/map.md?lat=61.2000&lon=-149.8333&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 3 uninjured - Status: Completed, report January 16, 2003 - Report: Approved by Office Director - NTSB office: Alaska Regional Office - Parties: Federal Aviation Administration - NTSB case key (mKey): 53932 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ANC02IA007 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/53932/pdf - Page: https://openairdocs.org/ntsb/ANC02IA007 ## Probable cause The asymmetrical activation of the left wing spoiler due to a broken retraction cable during takeoff. A factor associated with the incident was the operator's inadequate inspection of the cable. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, takeoff - initial climb - flt control syst,wing spoiler system - activated (cause) - maintenance,inspection - inadequate, company maintenance personnel (contributing factor) - miscellaneous,airframe - fractured (cause) ## Analysis The crew of Douglas DC-8-71F airplane reported a partial flight control malfunction during takeoff. The captain reported that just after the airplane became airborne, the airplane rolled hard to the left. He said that he had to apply full right aileron control, in conjunction with right rudder, to keep the airplane from continuing to roll to the left. The crew immediately declared an in-flight emergency, returned to the airport using left turns only, and made an emergency, high speed landing, without the use of any wing flaps. After landing, the flight crew discovered that the left wing outboard spoiler had deployed just after takeoff. A postincident inspection revealed a broken outboard left wing spoiler retraction cable. An NTSB Metallurgist reported that a magnified optical examination of the broken cable revealed that the area adjacent to the fracture site was severely worn, and reduced in size. He added that many individual wire strands were worn to a knife-edge. The remaining broken strands appeared typical of overstress separations, with no indication of external corrosion. Currently, the subject cable is considered to be an "on condition" component, and has no required life limit assigned. In response to this incident the airplane's manufacture sent a safety notice to all DC-8 operators. In the notice, the manufacturer recommends that all operators review their maintenance procedures with respect to the scheduled inspection of all aircraft cables. A special emphasis was placed on the proper cable condition and cable routing. ## Factual narrative On December 14, 2001, about 0515 Alaska standard time, the flight crew of N825BX, a Douglas DC-8-71F airplane, reported a partial flight control malfunction during takeoff from the Ted Stevens International Airport, Anchorage, Alaska. The airplane was being operated as an instrument (IFR) cross-country cargo flight under Title 14, CFR Part 121 supplemental, by Air Transport International, Inc., as Flight 8101. There were no injuries to the two pilots, or the one flight engineer aboard. Visual meteorological conditions prevailed, and an instrument flight plan had been filed. The flight originated about 0515, from the Ted Stevens International Airport, and was en route to the Seattle-Tacoma International Airport, Seattle, Washington. The captain reported to his company maintenance personnel that during takeoff on runway 32, just after the airplane became airborne, the airplane rolled hard to the left. He said that he had to apply full right aileron control, in conjunction with right rudder, to keep the airplane from continuing to roll to the left. The crew immediately declared an in-flight emergency, returned to the Ted Stevens International Airport using left turns only, and made an emergency, high speed landing on runway 6L, without the use of any wing flaps. After landing, the flight crew discovered that the left wing outboard spoiler had deployed just after takeoff. A postincident maintenance inspection revealed a broken outboard left wing spoiler retraction cable. The cable was removed from the incident airplane and sent to the National Transportation Safety Boards Materials Laboratory in Washington, D.C. for examination. A Senior Safety Board Metallurgist reported that a magnified optical examination of the fractured cable revealed no indications of external corrosion. He added that the area adjacent to the fracture site on the cable was severely worn and reduced in size. Many of the individual wire strands were worn to a knife-edge. The remaining cross sections appeared typical of overstress separations. The nature of the wear indicated that it was from both internal (wire to wire) contact, and by external contact with another body. He reported that a majority of the damage was internal wear. Currently, the subject cable is considered to be an "on condition" component, and has no required life limit assigned. On July 19, 2002, Boeing Aircraft Company of Long Beach, California, sent a safety notice to all DC-8 operators, and Boeing Field Service bases. In the notice, Boeing recommends that all operators review their maintenance procedures with respect to the scheduled inspection of all aircraft cables. A special emphasis was placed on the proper cable condition and cable routing. ## Aircraft - Registration: [N825BX](https://openairdocs.org/deregistered/N825BX-2014-05-01), registration cancelled 2014-05-01, S/N 45978, built 1968 (OpenAirDocs) - Reported make and model: Douglas DC-8-71F - Registry model: [Douglas DC-8-71F](https://openairdocs.org/model/douglas-dc-8-71f) (registry code 302199D) (OpenAirDocs) - Registry engine: [CFM International CFM56 series](https://openairdocs.org/engine/cfm-international-cfm56-series) (registry code 13802, turbo-fan) (OpenAirDocs) - Category: Airplane - Serial number: 45978 - Airframe hours: 82406.1 - Engines: General Electric CFM 56 22000 lbs thrust turbo fan - Damage: No damage - Flight: Part 121 - Operator: Air Transport International - Registered owner: Aerousa, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Continuous airworthiness, December 10, 2001, 47.7 hours before - Departed: ANC, Anchorage, AK - Destination: SEA, Seattle, WA - Flight plan: IFR - Airport: ANC, Anchorage International, runway 32, 11,584 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 54; injuries: none; airline transport; airplane ratings: multi-engine land; instrument ratings: airplane; medical: class 1, valid medical--w/ waivers/lim; last flight review September 13, 2001; seat: left; flight hours: 23,414 total, 7,014 in this make and model, 15,050 as pilot in command, 133 in the last 90 days, 63 in the last 30 days, 4 in the last 24 hours - Co-pilot; injuries: none - Flight engineer; injuries: none ## Weather - Conditions: Visual (VMC), Night - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: -15 °F ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20011214033549A](https://openairdocs.org/incident/20011214033549A), Dec 14, 2001: Doug DC871F, Anchorage, AK, No damage. (-23) After takeoff (anc) aircraft began to roll hard left. Crew input opposite aileron & rudder to maintain control. Emergency declared. Aircraft returned to… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.