# NTSB DCA98MA084: Boeing 727-200, N722DH, Jamaica, NY, August 31, 1998 - Type: NTSB accident investigation - Classification: Accident · No injuries · Major investigation · Final report - Date: August 31, 1998 - Place: Jamaica, NY - Location: 40.6399° N, 73.7787° W: Placed by OpenAirDocs at JOHN F KENNEDY INTL (JFK), within about a mile (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=40.6399&lon=-73.7787&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 5 uninjured - Status: Completed, report June 6, 2003 - Report: Approved by Office Director - NTSB office: Major Investigations Division - Safety recommendations: Yes - ADs cited in the narratives: [AD 2001-20-09](https://openairdocs.org/ad/2001-20-09) (OpenAirDocs) - NTSB case key (mKey): 43814 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DCA98MA084 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/43814/pdf - Page: https://openairdocs.org/ntsb/DCA98MA084 ## Probable cause The failure of the right main landing gear caused by fatigue cracking and stress corrosion cracking of the trunnion bearing support fitting. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - mech failure/malf, climb - 1 engine - accessory drive assy,drive shaft - worn (contributing factor) - improper use of procedure, other maintenance personnel (contributing factor) - maintenance,lubrication - improper, other maintenance personnel (contributing factor) - Forced landing, descent - emergency - Gear collapsed, emergency landing - procedure inadequate, manufacturer (cause) - insufficient standards/requirements,manufacturer, manufacturer (cause) - gear down and locked - not maintained, company maintenance personnel (cause) - landing gear,main gear - collapsed (cause) - landing gear,main gear attachment - fatigue (cause) - landing gear,main gear attachment - stress corrosion (cause) ## Analysis Shortly after takeoff, the No. 2 engine failed and shutdown procedures for the No. 2 engine were accomplished. The flight crew declared an emergency and requested to return to the airport. On approach, an engine out go-around was required as ATC had instructed the flight crew of a B-747 to "position and hold" on the end of the runway. The first officer was the pilot flying. Following an uneventful touchdown, as the airplane slowed to about 80 knots, the captain took control of the airplane. Shortly thereafter, the right main landing gear (MLG) collapsed and the airplane slid to a stop on the runway. Examination of the No. 2 engine revealed that 80 percent of the main fuel pump main drive shaft was worn to the spline root. The examination also revealed that the grease used to lubricate the main drive shaft output splines was not the authorized grease specified per OHM 73-11-1 or MIL-G-81322. Additionally, the magnetic seal compression O-ring that rides on the drive gear journal outer diameter was hardened and exhibited inner diameter axial cracks. The component manufacturer indicated that the failure of the magnetic seal was the first such reported incident in 30 years; however, it agreed to review operational data from airlines to reevaluate the mean time between overhaul intervals for the seal and to recommend an inspection interval, as necessary. Examination of the right MLG revealed a fracture failure of the trunnion bearing support fitting that was caused by fatigue cracking and stress corrosion cracking. ## Factual narrative On August 31, 1998, about 1035 eastern daylight time, a Boeing 727-200, N722DH, operated by DHL Worldwide Express as flight 1165, experienced a failure of the right main landing gear (MLG) shortly after making an emergency landing at John F. Kennedy International Airport, Jamaica, New York. The flight was operating under 14 Code of Federal Regulations Part 121 as a regularly scheduled cargo flight from New York to Cincinnati, Ohio. Shortly after takeoff, the No. 2 engine failed and shutdown procedures for the No. 2 engine were accomplished. The flight crew declared an emergency and requested to return to the airport. On approach, an engine out go-around was required as ATC had instructed the flight crew of a B-747 to "position and hold" on the end of the runway. The first officer was the pilot flying. Following an uneventful[Haueter Tom] go around and touchdown, as the airplane slowed to about 80 knots, the captain took control of the airplane. Shortly thereafter, the right MLG collapsed and the airplane slid to a stop on the runway. None of the three flight crewmembers and two jumpseat passengers aboard were injured. Examination of the No. 2 engine revealed that 80 percent of the main fuel pump main drive shaft was worn to the spline root. The examination also revealed that the grease used to lubricate the main drive shaft output splines was not the authorized grease specified per OHM 73-11-1 or MIL-G-81322. Additionally, the magnetic seal compression O-ring that rides on the drive gear journal outer diameter was hardened and exhibited inner diameter axial cracks. The component manufacturer indicated that the failure of the magnetic seal was the first such reported incident in 30 years; however, it agreed to review operational data from airlines to reevaluate the mean time between overhaul intervals for the seal and to recommend an inspection interval, as necessary. Examination of the right MLG revealed a fracture failure of the trunnion bearing support fitting that was caused by fatigue cracking and stress corrosion cracking. As a result of this accident, the Safety Board issued Safety Recommendation A-99-4, which asked the Federal Aviation Administration to "require operators of all Boeing 727 series airplanes to (1) conduct periodic ultrasonic inspections of the main landing gear (MLG) forward trunnion bearing support fittings for corrosion, cracks, and stress corrosion cracking; (2) repair or replace these fittings if they are cracked or corroded; and (3) ensure that a proper moisture barrier is applied on new or existing MLG forward trunnion bearing support fittings to minimize corrosion." On October 2, 2001, the Federal Aviation Administration issued Airworthiness Directive (AD) 2001-20-09. AD 2001-20-09 is applicable to all Boeing 727 series airplanes and requires repetitive ultrasonic inspections of the bearing support fitting of the forward trunnion on the MLG to detect corrosion and cracking, follow-on actions if necessary, and repair/rework of the support fitting. ## Aircraft - Registration: [N722DH](https://openairdocs.org/deregistered/N722DH-1999-01-25), registration cancelled 1999-01-25, S/N 19861 (OpenAirDocs) - Reported make and model: Boeing 727-200 - Registry model: [Boeing 727-228](https://openairdocs.org/model/boeing-727-228) (registry code 1384083) (OpenAirDocs) - Category: Airplane - Serial number: 19861 - Airframe hours: 50861 - Engines: P&W JT8D-7B 14000 lbs thrust turbo jet; P&W JT8D-7B 14000 lbs thrust turbo jet; P&W JT8D-7B 14000 lbs thrust turbo jet - Damage: Substantial damage - Flight: Part 121 - Registered owner: Dhl Airways Inc - Airworthiness certificate: Standard, Transport - Last inspection: Continuous airworthiness, October 17, 1996, 2,364 hours before - Destination: CVG, COVINGTON/CINCI, KY - Flight plan: IFR - Airport: JFK, John F Kennedy Intl, runway 22R, 11,351 × 150 ft, macadam ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 52; injuries: none; airline transport, commercial; airplane ratings: single-engine land, multi-engine land, single-engine sea; instrument ratings: helicopter, airplane; medical: class 1, with waivers/limitations; last flight review May 28, 1998; seat: left; toxicology performed; flight hours: 16,000 total, 5,000 in this make and model, 160 in the last 90 days, 52 in the last 30 days, 1 in the last 24 hours - Co-pilot; age 32; injuries: none; airline transport, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review August 16, 1998; seat: right; toxicology performed; flight hours: 6,000 total, 1,200 in this make and model, 137 in the last 90 days, 49 in the last 30 days, 1 in the last 24 hours - Flight engineer; age 51; injuries: none; commercial, airline transport; airplane ratings: single-engine land, multi-engine land; medical: class 1, with waivers/limitations; last flight review August 16, 1997; toxicology performed; flight hours: 7,085 total, 1,000 in this make and model, 24 in the last 90 days, 1 in the last 24 hours ## Weather - Conditions: Night/dark - Wind: 220° at 5 knots - Visibility: 10 statute miles - Temperature: 70 °F, dew point 68 °F - Altimeter: 29.94 inHg ## 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 19980831022439A](https://openairdocs.org/incident/19980831022439A), Aug 31, 1998: Boeing 727228, New York, NY, Substantial damage. (-23) Aircraft lost number two engine after take off and returned to land on runway 22R at jfk airport. During roll out the right main gear collapsed causing… 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.