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N826AT, McDonnell Douglas DC-9-32, JT8D-7B (HK3), JT8D
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Code Number:
TAFV38P03_15
Title:
N826AT, McDonnell Douglas DC-9-32, JT8D-7B (HK3), JT8D
CN: 47359
LN: 495
First flight: 1969
Total airframe hours: 78255
Accident Report:
Status: Final
Date: 29/11/2000
Time: 15:50 EST
Cycles: 88367
Engines: 2x Pratt & Whitney JT8D-7B (HK3)
Crew: Fatalities: 0 / Occupants: 5
Passengers: Fatalities: 0 / Occupants: 92
Total: Fatalities: 0 / Occupants: 97
Airplane damage: Substantial
Airplane fate: Written off (damaged beyond repair)
Location: Atlanta, Georgia (ATL) (USA)
Phase: En route (ENR)
Nature: Domestic Scheduled Passenger
Departure airport: Atlanta-William B. Hartsfield International Airport, Georgia (ATL) (ATL/KATL), USA
Destination airport: Akron/Canton Regional Airport, Ohio (CAK) (CAK/KCAK), USA
Flight number: 956
Narrative:
AirTran flight 956 departed Atlanta at 15:41. At 1543:10, as the airplane was climbing through about 3800 feet, the flight crew observed numerous circuit breakers trip and several annunciator panel lights illuminate. The first officer then radioed a request to level off at 4000 feet and stated that they wanted to return to the airport. About 15:50, the airplane landed on runway 26R. After the landing, during the airplane's exit from the runway onto taxiway B-3, one of the flight attendants reported to the flight crew that smoke could be seen emanating from the left sidewall in the forward cabin; air traffic control personnel also notified the flight crew that smoke was coming from the airplane. The flight crew then initiated an emergency evacuation on one of the taxiways. Airport rescue and firefighting personnel assisted in subduing the fire.
PROBABLE CAUSE: "The leakage of lavatory fluid from the airplane's forward lavatory onto electrical connectors, which caused shorting that led to a fire. Contributing to the accident were the inadequate servicing of the lavatory and the failure of maintenance to ensure reinstallation of the shield over the fuselage station 237 disconnect panel."
Follow-up / safety actions:
As a result of the accident involving AirTran flight 956, Boeing issued Alert Service Bulletin (ASB) DC9-24A190 on July 31, 2001, to all operators of DC-9 airplanes. The ASB recommends that operators visually inspect the connectors at the FS 237 disconnect panel for evidence of lavatory rinse fluid contamination and that they install a drip shield over the disconnect panel. To prevent waste tank overflows, Boeing also issued Service Letter (SL) DC-9-SL-53-101 on March 22, 2002, to operators to stress the importance of properly sealing floor panels and adhering to lavatory servicing procedures specified in the DC-9 maintenance manual.
On July 9, 2002, the NTSB issued safety recommendations A-02-13 and -14 to the FAA:
Require all DC-9 operators to visually inspect the electrical connectors at fuselage station 237 for evidence of lavatory rinse fluid contamination and for the presence of a drip shield above the disconnect panel in accordance with Boeing Alert Service Bulletin DC9-24A190. Connectors with internal contamination should be replaced. (A-02-13)
Issue a flight standards information bulletin to principal inspectors of DC-9 operators that discusses the circumstances of the accident involving AirTran flight 956 and stresses the importance of properly servicing and draining lavatory waste tanks and sealing floor panels in areas of probable fluid contamination, as
indicated in Boeing Service Letter DC-9-SL-53-101. (A-02-14)
Keywords:
McDonnell Douglas, DC-9, Twin Engine, Jet, DC9, Single Aisle, Fanjet, Narrow Body, Narrowbody, Medium Range, Turbofan, Jetliner, Fixed wing multi engine, Turbojet, airTran Airways, TRS, Plane, Avion, History, Technology, Fleet, Livery, Equipment, hull, Public, Airframe, Transport, Fixed-Wing, Commerce, Travel, Airplane, Archive, Airline, Aerospace, Civil Transportation, Passenger Aircraft, Commercial Aviation, Airliner
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N826AT, McDonnell Douglas DC-9-32, JT8D-7B (HK3), JT8D
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Code Number:
TAFV38P03_15
Title:
N826AT, McDonnell Douglas DC-9-32, JT8D-7B (HK3), JT8D
CN: 47359
LN: 495
First flight: 1969
Total airframe hours: 78255
Accident Report:
Status: Final
Date: 29/11/2000
Time: 15:50 EST
Cycles: 88367
Engines: 2x Pratt & Whitney JT8D-7B (HK3)
Crew: Fatalities: 0 / Occupants: 5
Passengers: Fatalities: 0 / Occupants: 92
Total: Fatalities: 0 / Occupants: 97
Airplane damage: Substantial
Airplane fate: Written off (damaged beyond repair)
Location: Atlanta, Georgia (ATL) (USA)
Phase: En route (ENR)
Nature: Domestic Scheduled Passenger
Departure airport: Atlanta-William B. Hartsfield International Airport, Georgia (ATL) (ATL/KATL), USA
Destination airport: Akron/Canton Regional Airport, Ohio (CAK) (CAK/KCAK), USA
Flight number: 956
Narrative:
AirTran flight 956 departed Atlanta at 15:41. At 1543:10, as the airplane was climbing through about 3800 feet, the flight crew observed numerous circuit breakers trip and several annunciator panel lights illuminate. The first officer then radioed a request to level off at 4000 feet and stated that they wanted to return to the airport. About 15:50, the airplane landed on runway 26R. After the landing, during the airplane's exit from the runway onto taxiway B-3, one of the flight attendants reported to the flight crew that smoke could be seen emanating from the left sidewall in the forward cabin; air traffic control personnel also notified the flight crew that smoke was coming from the airplane. The flight crew then initiated an emergency evacuation on one of the taxiways. Airport rescue and firefighting personnel assisted in subduing the fire.
PROBABLE CAUSE: "The leakage of lavatory fluid from the airplane's forward lavatory onto electrical connectors, which caused shorting that led to a fire. Contributing to the accident were the inadequate servicing of the lavatory and the failure of maintenance to ensure reinstallation of the shield over the fuselage station 237 disconnect panel."
Follow-up / safety actions:
As a result of the accident involving AirTran flight 956, Boeing issued Alert Service Bulletin (ASB) DC9-24A190 on July 31, 2001, to all operators of DC-9 airplanes. The ASB recommends that operators visually inspect the connectors at the FS 237 disconnect panel for evidence of lavatory rinse fluid contamination and that they install a drip shield over the disconnect panel. To prevent waste tank overflows, Boeing also issued Service Letter (SL) DC-9-SL-53-101 on March 22, 2002, to operators to stress the importance of properly sealing floor panels and adhering to lavatory servicing procedures specified in the DC-9 maintenance manual.
On July 9, 2002, the NTSB issued safety recommendations A-02-13 and -14 to the FAA:
Require all DC-9 operators to visually inspect the electrical connectors at fuselage station 237 for evidence of lavatory rinse fluid contamination and for the presence of a drip shield above the disconnect panel in accordance with Boeing Alert Service Bulletin DC9-24A190. Connectors with internal contamination should be replaced. (A-02-13)
Issue a flight standards information bulletin to principal inspectors of DC-9 operators that discusses the circumstances of the accident involving AirTran flight 956 and stresses the importance of properly servicing and draining lavatory waste tanks and sealing floor panels in areas of probable fluid contamination, as
indicated in Boeing Service Letter DC-9-SL-53-101. (A-02-14)
Keywords:
McDonnell Douglas, DC-9, Twin Engine, Jet, DC9, Single Aisle, Fanjet, Narrow Body, Narrowbody, Medium Range, Turbofan, Jetliner, Fixed wing multi engine, Turbojet, airTran Airways, TRS, Plane, Avion, History, Technology, Fleet, Livery, Equipment, hull, Public, Airframe, Transport, Fixed-Wing, Commerce, Travel, Airplane, Archive, Airline, Aerospace, Civil Transportation, Passenger Aircraft, Commercial Aviation, Airliner
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