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A333, Hong Kong China, 2010 (AW LOC RE FIRE CS)
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| Event Details | |
|---|---|
| When | April 2010 |
| Event Type | AW, FIRE, LOC, RE |
| Day/Night | Day |
| Flight Conditions | On Ground - Normal Visibility |
| Flight Details | |
|---|---|
| Aircraft | AIRBUS A-330-300 |
| Operator | Cathay Pacific |
| Domicile | Hong Kong |
| Type of Flight | Public Transport (Passenger) |
| Origin | Surabaya |
| Intended Destination | Hong Kong |
| Flight Phase | Landing |
| LDG | |
| Location - Airport | |
|---|---|
| Airport | Hong Kong |
| FIRE | |
|---|---|
| Tag(s) | Post Crash Fire Landing Gear Overheat |
| LOC | |
|---|---|
| Tag(s) | Significant Systems or Systems Control Failure Loss of Engine Power |
| RE | |
|---|---|
| Tag(s) | Directional Control Excessive Airspeed |
| EPR | |
|---|---|
| Tag(s) | Emergency Evacuation MAYDAY declaration PAN declaration |
| CS | |
|---|---|
| Tag(s) | Evacuation slides deployed Flight Crew Evacuation Command |
| AW | |
|---|---|
| System(s) | Engine Fuel and Control |
| Outcome | |
|---|---|
| Damage or injury | Yes |
| Aircraft damage | Minor |
| Injuries | Many occupants |
| Investigation Type | |
|---|---|
| Type | Independent |
Contents |
Description
On 13 April 2010, an Airbus A330-300 being operated by Hong Kong-based Operator Cathay Pacific en route on a scheduled passenger flight from Surabaya, Indonesia to Hong Kong, China began to experience indications of control abnormalities in respect of engine 2. During descent to destination, engine 2 indicated a stall and, in accordance with applicable procedure, thrust on that engine was reduced to flight idle, engine 1 thrust increased to MCT (Maximum Continuous Thrust) and a PAN was declared to ATC. Ten minutes later, as the aircraft was about to level at an altitude of 8,000 feet2,438.4 m an engine 1 stall was annunciated and the required flight crew response was followed and a MAYDAY was declared to ATC. Movement of both thrust levers produced just over 70% N1 on Engine 1 but only 17% N1 on Engine 2. Descent was continued with the aircraft commander as PF controlling the aircraft manually. Just over 10 minutes later, the aircraft was successfully landed on Runway 07L at excessive speed (230 kt425.96 km/h
118.22 m/s) because the crew had been unable to reduce the thrust output on Engine 1 despite selecting the thrust lever to Flight Idle. Five main gear tyres deflated and a landing gear fire started so a full emergency evacuation of all 322 occupants was carried out within approximately 2 minutes during which 57 passenger injuries were sustained.
The Investigation
An Investigation into the Accident is being conducted by the Accident Investigation Division (AID) of the Hong Kong SAR Civil Aviation Department. The AID Team is being assisted by investigators from the French BEA and the UK AAIB.
The Investigation has established that the cause of engine malfunction was that the Main Metering Valves (MMV) of the Fuel Metering Units (FMU) of both engines found to be seized at positions consistent with the corresponding final engine power. The Variable Stator Vane Controller (VSVC) of the No. 2 engine was also found seized. Contaminant particles were found in the FMU, the VSVC and the Variable Stator Vane Actuator (VSVA) of both engines. Similar contaminant was also present elsewhere in the fuel system and in the aircraft fuel tanks. The abnormal engine performance of both engines during the flight is provisionally being attributed to stiction and eventual seizure of the MMVs
The source of the contaminant has been traced to contaminated fuel uplifted at Surabaya from a hydrant circuit which had been subject to inappropriate action during a project to extend the hydrant system.
So far, Three Safety Recommendations have been made as a result of the Investigation:
On 11 August 2010:
- That the (Project Owner for the hydrant fuel extension project at Surabaya) should, with suitably qualified personnel of aviation fuel hydrant operation and re-commissioning experience, conduct an extensive review of the re-commissioning procedures of hydrant refuel system in accordance with the best practice in aviation fuel industry. (2010-1)
- That the (Project Owner for the hydrant fuel extension project at Surabaya) should ensure the re-commissioning procedures are completed before resuming the hydrant refueling operation for Stands No. 1 to 10 at Suraba (2010-2)
And on 20 January 2011:
- That the International Civil Aviation Organization establish requirements for oversight and quality control on aviation fuel supply at airports. Such requirements should also cover the refuel operational procedures and associated training for relevant personnel. (2011-1)
Interim Bulletins
Accident Bulletins 1/2010, 3/2010 and 1/2011 have been issued in respect of the ongoing investigation. (Accident Bulletin 1/2010) was issued on 6 May 2010, Accident Bulletim 3/2010 was issued on 11 August 2010 and Accidemt Bulletin 1/2011 was issued on 20 January 2011. The Investigation is ongoing.
Related Articles
Further Reading
- Accident Bulletin 1/2010 issued by the Hong Kong Civil Aviation, Accident Investigation Department, on 6 May 2010.