View Full Version : 767 fire at Shannon

15th Aug 2019, 11:44
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Flights at Shannon Airport have been suspended after a plane used to carry US military personnel caught fire before take-off.The Irish airport said emergency services attended the scene and all passengers and crew were taken off the plane, a Boeing 767-300.Air traffic controllers noticed a fire and smoke coming from the landing gear of the Omni Air International jet as it taxied along the runway, RTE and the Irish Times reported.RTE quoted a witness as saying he saw foam being sprayed on an engine after it was stopped on Thursday.



16th Aug 2019, 11:12
I would like to clarify the following and if I understood the chain of events correctly..

The Boeing 76 rejects takeoff approaching V1, for a side window opening... Attempts a second takeoff.. Subsequently rejecting takeoff again, followed by a gear fire.

Shortly there after the ATC tells them to evacuate?

The mind boggles.

Incident: Omni International B763 at Shannon on Aug 15th 2019, rejected takeoff due to open cockpit window, subsequent brakes fire and evacuation (http://avherald.com/h?article=4cb95d20&opt=0)


16th Aug 2019, 11:22
I had to read it twice. Now I understand it that way they aborted once (open cockpit window). Thereafter they taxied with hot brakes resulting in a gear fire and EVAC.

16th Aug 2019, 11:26
On the 76 is there a EICAS advisory for hot brakes?

​​​​​​Would be interested to know the abort speed and the speeds / weights for fuse plug melt zone...

16th Aug 2019, 15:07
Here's the Boeing video on not rejecting above 80 knots for an open window. It's good advice in my opinion.



Below is a Boeing chart on the hot brake indications on most B-763's. I thought all '76's had brake temp indications, Tower Dog corrected me that American's B-763's do not and indeed the chart below says that the brake temp monitoring system is optional.


There is a chart in the B-763 QRH that has you check the brake temps on the EICAS screen 10 to 15 minutes after the aircraft has come to a complete stop to look up a recommended cooling schedule. I presume American uses some alternate scheme 'approved by the administrator'.

16th Aug 2019, 15:44
Boeing is clear on not stopping above 80kts for this. That said, the startle effect of a window opening at high speed would be quite a thing and which of us can say how we’d respond?!

BTMS wise, there is a Perf Inflight table converting brake on speed and TOW into energy and subsequently brake cooling time if BTMS not fitted.

The following comments are relevant:

“When in fuse plug melt zone, clear runway immediately. Unless required, do not set parking brake. Do not approach gear or attempt to taxi for one hour. Tire, wheel and brake replacement may be required.”

180T at 140kts would do this as would 160T at 150kts.

Hope this helps

16th Aug 2019, 17:45
Back of the clock operations, startle factor etc. The 767 brakes can heat a lot during extended taxi (hardly applicable at SNN), let alone after an abort. Any taxiing beyond clearing the runway is a bad idea and having Fire Trucks in attendance and to monitor break temp if no onboard brake indications is a must. Got great service from Boston Airport FD once after an abort. We sat just off the runway until they were satisfied with the decreased brake temp.

17th Aug 2019, 08:35
At Shannon, if you're on 24, then you have to go to the end to turn round and then backtrack about 4000ft before you can vacate the runway. So taxiing with hot brakes to clear the runway is going to be a problem.
I recall a DC-8 doing something similar about 20 years ago and blocking the runway.

Capt Quentin McHale
17th Aug 2019, 11:20

For some weird reason, 250C (more than likely incorrect) rings a bell for fuse plug melt temps. Pretty sure actual temp is quoted in the AMM. One must remember this temp is irrelevant to brake temp, but brake temp will heat soak the wheel to enable the fuse plug to melt. Hope this helps.

17th Aug 2019, 11:28
I vaguely recall a Hawaiian 76 RTO, I think In manila a few years back.... Cleared the runway and a short time later all fuse plugs melted. Reject was around 90 kts.

17th Aug 2019, 12:41
At almost any transatlantic gross weight a abort at or near V1 is going to require all new brakes and tires. You will also be in the no taxi zone per Boeing publications.

17th Aug 2019, 13:14

At least 4000. The A/D chart shows a significant number of taxiways towards the 06 end are disused/blocked.

Una Due Tfc
23rd Nov 2021, 08:58
Home | AAIU.ie (http://www.aaiu.ie/)

final report out.

23rd Nov 2021, 09:05
It'll fly perfectly well with an open window. I'd like to hear what the departure brief sounded like.. "Between 80kts and V1 we will ONLY abort for X, Y & Z" I'm pretty sure open window isn't on that list.

23rd Nov 2021, 12:08
Link to report: Final Report 2021-010.pdf (aaiu.ie) (http://www.aaiu.ie/sites/default/files/report-attachments/Final%20Report%202021-010.pdf)

23rd Nov 2021, 22:54
"The AMC informed the Flight Crew of the fire and requested that they initiate an immediate evacuation from the right side of the aircraft."


Isn't evacuation the Captain's prerogative not ATC's?

24th Nov 2021, 06:26
"Requested" seems reasonable though