Détails:
Shortly after the commencement of the takeoff roll from runway 18L, at about 20 knots, as the engines were close to 40-degree Celsius rated takeoff thrust, there was a loud explosion and then the aircraft vibrated and yawed sharply to the left. The takeoff was rejected immediately, and within a few seconds there was a fire warning on the left engine. The augmenting first officer, who had been sitting in the cockpit jump seat, quickly went to the aircraft cabin and visually confirmed that there was a fire in the left engine. Meanwhile, the captain and the operating first officer carried out the emergency procedures to deal with the fire indication. After use of the second fire bottle, the fire warning ceased, and there was visual confirmation by the augmenting first officer that the fire had been extinguished. The emergency response services personnel confirmed that the fire was extinguished. The passengers deplaned using the normal exits after the aircraft was towed to the terminal. After the aircraft was shut down, it was noted that parts from the high-pressure compressor (HPC) had detached from the engine.
CAUSES: "An uncontained failure of the third stage of the 3-9 HPC spool was due to the presence of an oxygen-rich segregate produced in the batch of titanium used to construct the 3-5 stages of the spool. The segregate caused locally degraded resistance to fatigue crack initiation in the dove-tail slot bottom, an area of the spool that is subject to some of the higher design hoop stresses. Contributing to the occurrence were the quality control decisions made at the time of manufacture of the titanium, the inability of existing in-service inspection techniques to detect crack zones, and the intolerance of the spool design for slightly degraded material."
| Statuts: | Accident investigation report completed and information captured |
| Date: | samedi 6 septembre 1997 |
| Heure: | 06:20 |
| Type/Sous-type: |  Boeing 767-375ER |
| Compagnie: | Canadian Airlines International |
| Immatriculation: | C-FTCA |
| Numéro de série: | 24307/259 |
| Année de Fabrication: | 1989-04-11 (8 years 5 months) |
| Heures de vol: | 35672 |
| Moteurs: | 2 General Electric CF6-80C2B6F |
| Equipage: | victimes: 0 / à bord: 10 |
| Passagers: | victimes: 0 / à bord: 199 |
| Total: | victimes: 0 / à bord: 209 |
| Dégats de l'appareil: | Substantiels |
| Conséquences: | Repaired |
| Lieu de l'accident: | Beijing-Capital Airport (PEK) ( Chine)
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| Phase de vol: | Au décollage (TOF) |
| Nature: | Transport de Passagers Intern. |
| Aéroport de départ: | Beijing-Capital International Airport (PEK/ZBAA), Chine |
| Vancouver International Airport, BC (YVR/CYVR), Canada | |
| Numéro de vol: | 30 |
Shortly after the commencement of the takeoff roll from runway 18L, at about 20 knots, as the engines were close to 40-degree Celsius rated takeoff thrust, there was a loud explosion and then the aircraft vibrated and yawed sharply to the left. The takeoff was rejected immediately, and within a few seconds there was a fire warning on the left engine. The augmenting first officer, who had been sitting in the cockpit jump seat, quickly went to the aircraft cabin and visually confirmed that there was a fire in the left engine. Meanwhile, the captain and the operating first officer carried out the emergency procedures to deal with the fire indication. After use of the second fire bottle, the fire warning ceased, and there was visual confirmation by the augmenting first officer that the fire had been extinguished. The emergency response services personnel confirmed that the fire was extinguished. The passengers deplaned using the normal exits after the aircraft was towed to the terminal. After the aircraft was shut down, it was noted that parts from the high-pressure compressor (HPC) had detached from the engine.
Probable Cause:
CAUSES: "An uncontained failure of the third stage of the 3-9 HPC spool was due to the presence of an oxygen-rich segregate produced in the batch of titanium used to construct the 3-5 stages of the spool. The segregate caused locally degraded resistance to fatigue crack initiation in the dove-tail slot bottom, an area of the spool that is subject to some of the higher design hoop stresses. Contributing to the occurrence were the quality control decisions made at the time of manufacture of the titanium, the inability of existing in-service inspection techniques to detect crack zones, and the intolerance of the spool design for slightly degraded material."
Accident investigation:
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Opérations de secours
The NTSB, based on the accident/incident and inspection record of the CF6 series of engines and also based on information gathered during this investigation, made seven recommendations. On 06 March 1998, the NTSB issued recommendations A-98-27/-33.
Photos
Plan
Ce plan montre l'aéroport de départ ainsi que la supposée destination du vol. La ligne fixe reliant les deux aéroports n'est pas le plan de vol exact.
La distance entre Beijing-Capital International Airport et Vancouver International Airport, BC est de 8434 km (5271 miles).
Accident location: Exact; deduced from official accident report.
La distance entre Beijing-Capital International Airport et Vancouver International Airport, BC est de 8434 km (5271 miles).
Accident location: Exact; deduced from official accident report.
Les informations ci-dessus ne représentent pas l'opinion de la 'Flight Safety Foundation' ou de 'Aviation Safety Network' sur les causes de l'accident. Ces informations prélimimaires sont basées sur les faits tel qu'ils sont connus à ce jour.
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