# NTSB NYC96IA169: Boeing 727-232, N24343, Howard Beach, NY, August 16, 1996 - Type: NTSB incident investigation - Classification: Incident · No injuries · Incident investigation · Final report - Date: August 15, 1996, 23:25 local (Aug 16, 1996, 03:25 UTC) - Place: Howard Beach, NY - Coordinates: 40.660758, -73.840118 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.6608&lon=-73.8401&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 112 uninjured - Status: Completed, report July 13, 1998 - Report: Approved by Office Director - NTSB case key (mKey): 39105 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC96IA169 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/39105/pdf - Page: https://openairdocs.org/ntsb/NYC96IA169 ## Probable cause fatigue failure of the fore flap attachment fitting, due to grinding marks on the fitting. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, approach - faf/outer marker to threshold (ifr) - flight control,leading edge flap attachment - fatigue (cause) - maintenance,rebuild/remanufacture - improper, unknown (cause) ## Analysis The Boeing 727-231 was on final approach with the landing gear down and locked and the flaps at 15 degrees. When the flaps were extended to 30 degrees, the airplane started to roll right. Controllability was assessed and found to be satisfactory for continuation of the approach and landing. Postlanding examination of the airplane revealed the inboard section of the fore flap on the right wing had separated from the airplane. The separated flap section was located in a street of Howard Beach, NY about 2.5 miles from the approach end of runway 13L. Metallurgical examination of the respective attachment fitting revealed a fatigue crack that had originated from grinding marks on the fitting. The source of the grinding marks, (original manufacturer or rebuilder) was not determined. During maintenance, the fitting is inspected visually during a 'C' check (at 1690 hour intervals), which had last occurred 1030 hours before the occurrence. ## Factual narrative On August 15, 1996, about 2325 eastern daylight time, TWA flight 782, N24343, Boeing 727-231, had a separation of flap section during approach to John F. Kennedy Airport, Jamaica, New York. Visual meteorological conditions prevailed and an instrument flight rules plan was filed. There were no injuries to the 112 occupants. The airplane received minor damage. The departure point was Orlando, Florida. The flight was conducted under 14 CFR Part 121. Flight 782 conducted the VOR approach to runway 13L, and according to the captain, when landing flaps (30 degrees) were selected, the airplane rolled to the right. The roll was corrected with aileron input, and airplane control was regained. In addition, there were no abnormal cockpit indications, and the reference speed was increased 15 knots for safety. The approach continued to a normal landing. Post flight examination of the airplane revealed a portion of the right wing outboard trailing edge flap had separated. An eight foot long section remained attached to the airplane. The separated flap section was located in a street of Howard Beach, New York, about 2.5 miles from the approach end of runway 13L. The section was about 16 inches wide and 9 feet long. There was no property damage associated with the separation. Metallurgical examination of the failed fitting in the NTSB Laboratory found a fatigue crack that emanated from gouge marks. The gouge marks were found on multiple locations on the fitting. In addition, the metallurgical report stated that the maximum roughness allowed was 125 microinches (0.000125 inches), and the gouge marks measured as deep as 0.002 inches. The source of the gouges, original manufacturer, or rebuild was not determined. The fittings P/N 69-26255, are inspected at "C" checks. The last "C" check was conducted on April 4, 1996, at the TWA maintenance base located at John F. Kennedy Airport 1030 hours prior to the occurrence. The interval between "C" checks was 1690 hours. According to the work card, the inspection is a visual inspection conducted without removal of the fitting. ## Aircraft - Registration: [N24343](https://openairdocs.org/deregistered/N24343-2015-05-20), registration cancelled 2015-05-20, S/N 21630, built 1980 (OpenAirDocs) - Reported make and model: Boeing 727-232 - Registry model: [Boeing 727-231](https://openairdocs.org/model/boeing-727-231) (registry code 1384079) (OpenAirDocs) - Registry engine: [Pratt & Whitney JT8D series](https://openairdocs.org/engine/pratt-whitney-jt8d-series) (registry code 52053, turbo-jet) (OpenAirDocs) - Category: Airplane - Serial number: 21630 - Airframe hours: 45145 - Engines: P&W JT8D-9 14500 lbs thrust turbo fan - Damage: Minor damage - Flight: Part 121 - Registered owner: Trans World Airlines - Airworthiness certificate: Standard, Transport - Last inspection: Continuous airworthiness, February 2, 1997, 321 hours before - Departed: MCO, ORLANDO, FL - Destination: JFK, JAMAICA, NY - Flight plan: IFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 55; airline transport; airplane ratings: multi-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; seat: left; flight hours: 16,873 total, 5,380 in this make and model, 4,189 as pilot in command, 264 in the last 90 days, 5 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night/bright - Lowest ceiling: none ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Incident 19960816028989I](https://openairdocs.org/incident/19960816028989I), Aug 16, 1996: Boeing 727231, New York, NY, Minor damage. Narrative: twa flt 782 on approach into jfk lost a section of the right outboard foreflap. The section of the foreflap fell into the street. The incident was… 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.