Dr Red
Got the TShirt was possibly referring to:
NTSB Identification: NYC00FA122 Scheduled 14 CFR 121 operation of CONTINENTAL AIRLINES, INC.
Accident occurred APR-25-00 at NEWARK, NJ Aircraft: McDonnell Douglas DC10-30, registration: N39081 Injuries: 234 Uninjured.
This is preliminary information, subject to change, and may contain errors.
Any errors in this report will be corrected when the final report has been completed.
On April 25, 2000, at 1942 Eastern Daylight Time, a McDonnell-Douglas DC10-30, N39081, operating as Continental Airlines flight 60, was substantially damaged when an uncontained engine event occurred during takeoff from Newark International Airport (EWR), Newark, New Jersey. The 3-man cockpit crew,
11-person cabin crew, and 220 passengers were not injured. Visual meteorological conditions prevailed at the time of the accident. An instrument flight rules flight plan had been filed for the flight, between Newark and Brussels Airport (BRU), Brussels, Belgium. The scheduled passenger flight was conducted under 14 CFR Part 121. The captain stated that he conducted a crew briefing prior to boarding the airplane. Startup and taxi were normal, and during the taxi, the captain again briefed the cockpit crew, and included engine failures and non-reject situations. The airplane lined up on Runway 04L, and the captain applied takeoff power slowly and smoothly. At takeoff decision speed (V1), there was a loud explosion. A white "engine fail" light illuminated in front of the captain, and the number 1 engine N1 decreased by 30 percent. Number 2 and number 3 engines appeared normal. The captain continued the takeoff, and the landing gear was raised. A red, left main landing gear warning light illuminated on the front panel. The airplane turned to a heading of 010, and slowly climbed to 3,000 feet. During the climb, an airframe vibration developed. After level-off, the crew began to troubleshoot the emergency, and found that when the number 3 engine N1 was reduced to about 25 percent, the vibration disappeared. Both the number 1 and the number 3 engines remained at approximately 25 percent N1 for the rest of the flight. Air traffic control provided vectors for a return to Newark. During the return, the crew dumped about 90,000 pounds of fuel. The crew also ran both 1-engine, and 2-engine inoperative checklists, and prepared data cards for both scenarios. The captain flew the ILS glideslope down to a full-stop landing, on Runway 04R. The ACARS recorded the landing at 2016. After the initial stop, the brakes would not release, so the crew shut down the engines on the runway, and the passengers and crew disembarked through the normal deplaning doors. The airplane was later towed to a ramp. According to the captain, the use of crew resource management (CRM)
by both the cockpit and cabin crews was a major factor in the successful handling of the emergency. Examination of the airplane revealed that all three General Electric CF6-50C2 engines were damaged. The number 1 (left) engine "low pressure turbine" case was breached in the vicinity of the second stage nozzles, from approximately the 3 o'clock, to the 9 o'clock position. The breach was about the width of the second stage nozzle segments, and all of the segments were missing from the engine. Each segment consisted of six nozzle blades. Nine of the 16 nozzle segments were recovered intact, and additional portions of segments were found, for a total recovery of about 85 percent of the nozzle blades. The majority of nozzle material was found on the departure runway; however, one nozzle segment was found in the left main landing gear wheel well. One of the eight anti-rotation nozzle locks was recovered. The threaded stud from that lock had been sheared from the plate, and the engagement tangs exhibited wear and damage. The first stage low pressure turbine blades had minor trailing edge airfoil damage, and the second stage low pressure turbine blades exhibited circumferential rub marks on the inner platform leading edge, and on the airfoils near the blade root. The number 2 (center) engine exhibited leading edge damage to two fan blades. The number 3 (right) engine had leading edge damage to all fan blades, consisting of tears, rips and material loss. Pieces of fan blade, and material similar to that of the second stage nozzles from the number 1 engine, were found embedded in the engine inlet acoustic panels. The left main landing gear, front inboard tire, was ruptured, and the front outboard tire exhibited tread separation, but remained inflated.
Impact marks were noted on the outboard side of the left engine pylon, the left wing outboard flap, the underside of the fuselage, the left main landing gear access door, the left side of the fuselage aft of the left wing, and a right wing panel outboard of the flap actuator housing. The installation of upgraded nozzle locks, per Service Bulletin 721082, was accomplished in 1997.
or maybe
http://www.ntsb.gov/NTSB/brief.asp?e...12X22049&key=1
Related to: a long history of slag inclusions in milled titanium billets used in GE CF-6 (ask the FAA's Jay Pardee about that)
NTSB Identification: NYC00IA250
Scheduled 14 CFRPart 121 operation of Air Carrier CONTINENTAL AIRLINES
Incident occurred Tuesday, September 05, 2000 at NEWARK, NJ
Aircraft:McDonnell Douglas DC-10-30, registration: N14090
Injuries: 244 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On September 5, 2000, at 1919 Eastern Daylight Time, a McDonnell-Douglas, DC-10-30, N14090, operated by Continental Airlines as flight 60 received minor damage when the number two engine experienced an uncontained engine failure during the takeoff roll at Newark International Airport (EWR), Newark, New Jersey. There were no injuries to the 3-man cockpit crew, 11 flight attendants, or 230 passengers. Visual meteorological conditions prevailed for the international flight destined for Brussels, Belgium. Flight 60 was on an instrument flight rules flight plan conducted under 14 CFR Part 121.
According to Continental Airlines, the captain initiated a takeoff on runway 4L. When the airplane's speed was about 80 knots, the N1 fan speed on the number 2 (center) engine declined from 104 percent to 78 percent, and the engine fail light illuminated. The captain then initiated a rejected takeoff. After clearing the runway, the airplane was stopped on the taxiway. Emergency personnel reported damage on the number 2 engine. The remaining engines were shut down, and the airplane was towed to the gate where the passengers deplanned through the jetway.
The engine was a General Electric CF6-50C2. Examination of the engine revealed the low pressure turbine case was separated around its circumference, at the back side of the second stage vanes. In addition, from the 9 o'clock position to the 2 o'clock position, a 2 1/4 inch wide strip of the metal case was missing from over the top of 2nd stage vanes. A visual examination through the opened engine case revealed no 2nd stage vanes present in the engine.
The 2nd stage low pressure vanes consisted of 15 segments held in place by locks. Twelve segments were recovered, either on the runway or adjacent areas. One additional piece was jammed into the aerodynamic boat-tail located above the engine. Several pieces of engine cowling and assorted hardware were also recovered. Rubbing damage was visible on the trailing edge of the 1st stage turbine blades and the leading edge 2nd stage turbine blades.
Damage was confined to the engine, engine cowling, and aerodynamic boat-tail above the engine.
The engine was retained for further investigation.
or maybe this one two days later:
http://www.ntsb.gov/NTSB/brief.asp?e...12X22067&key=1
and there's lots of other DC-10 similar