NTSB Identification: NYC03FA190
Scheduled 14 CFR Part 121: Air Carrier operation of American Airlines
Accident occurred Thursday, September 04, 2003 in Flushing, NY
Aircraft: Fokker F.28 Mk 0100, registration: N1450A
Injuries: 38 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 4, 2003, at 0624 eastern daylight time, a Fokker F.28 Mk 0100, N1450A, operated by American Airlines as flight 549, was substantially damaged during the initial climb after takeoff from La Guardia Airport (LGA), Flushing, New York. There were no injuries to the 2 certificated airline transport pilots, 2 flight attendants, or 34 passengers. Visual meteorological conditions prevailed for the scheduled, domestic passenger flight, destined for Midway Airport (MDW), Chicago, Illinois. The flight was conducted on an instrument flight rules (IFR) flight plan under 14 CFR Part 121.
The flightcrew reported that the airplane flew through a flock of birds shortly after takeoff. They experienced a vibration in the right engine, and were unable to shut it down by use of the fuel cutoff lever. The fire handle was then pulled, and a fire extinguisher bottle was fired. The engine shut down; however, the vibration continued. The flightcrew diverted the flight to John F. Kennedy International Airport (JFK), where it landed uneventfully. After landing and being examined maintenance personnel, the airplane taxied to a gate where the passengers deplaned through the jetway.
Examination of the airplane revealed a 20 by 36-inch wide depression on the right side of the nose, behind the radome. The maximum depth of the depression was between 3 and 4 inches. Stringers in the depressed area were deformed and cracked.
Impact marks were found on the right wing at 15 and 18 feet outboard from the fuselage. There was no visible damage to the wings. Splattered blood was visible on the right side wing root.
The airplane was equipped with 2 Rolls Royce Tay 650-15 engines. The right engine cowl ring was splattered with blood. The fan disk could be rotated with finger tip pressure. One fan blade was separated from the fan disk at the root. The remaining fan blades were deformed, and had received leading edge impact damage. The containment ring for the fan was penetrated with a 9 inch by 2 inch hole. Additional holes were found in the engine cowling forward of the containment ring.
There was an "L" shaped penetration of the fuselage, which started 6 inches above the top of the aft window on the right side. The penetration moved upward for 7 inches and was about 2-3/8 inches wide. The underlying insulation and plastic side panel were not penetrated. The blade that penetrated the fuselage was not recovered.
In the cockpit, the right engine fire handle was found pulled, and the right engine fuel cutoff lever was in the mid-range position. When checked, the fuel cutoff lever would not go to the idle-cutoff position. Further examination revealed that the low pressure shaft failure system had activated on the engine.
The engine, cockpit voice recorder, and flight data recorder were retained for further examination. In addition, feathers which were recovered from the engine and airframe were also retained for further examination.
Scheduled 14 CFR Part 121: Air Carrier operation of American Airlines
Accident occurred Thursday, September 04, 2003 in Flushing, NY
Aircraft: Fokker F.28 Mk 0100, registration: N1450A
Injuries: 38 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 4, 2003, at 0624 eastern daylight time, a Fokker F.28 Mk 0100, N1450A, operated by American Airlines as flight 549, was substantially damaged during the initial climb after takeoff from La Guardia Airport (LGA), Flushing, New York. There were no injuries to the 2 certificated airline transport pilots, 2 flight attendants, or 34 passengers. Visual meteorological conditions prevailed for the scheduled, domestic passenger flight, destined for Midway Airport (MDW), Chicago, Illinois. The flight was conducted on an instrument flight rules (IFR) flight plan under 14 CFR Part 121.
The flightcrew reported that the airplane flew through a flock of birds shortly after takeoff. They experienced a vibration in the right engine, and were unable to shut it down by use of the fuel cutoff lever. The fire handle was then pulled, and a fire extinguisher bottle was fired. The engine shut down; however, the vibration continued. The flightcrew diverted the flight to John F. Kennedy International Airport (JFK), where it landed uneventfully. After landing and being examined maintenance personnel, the airplane taxied to a gate where the passengers deplaned through the jetway.
Examination of the airplane revealed a 20 by 36-inch wide depression on the right side of the nose, behind the radome. The maximum depth of the depression was between 3 and 4 inches. Stringers in the depressed area were deformed and cracked.
Impact marks were found on the right wing at 15 and 18 feet outboard from the fuselage. There was no visible damage to the wings. Splattered blood was visible on the right side wing root.
The airplane was equipped with 2 Rolls Royce Tay 650-15 engines. The right engine cowl ring was splattered with blood. The fan disk could be rotated with finger tip pressure. One fan blade was separated from the fan disk at the root. The remaining fan blades were deformed, and had received leading edge impact damage. The containment ring for the fan was penetrated with a 9 inch by 2 inch hole. Additional holes were found in the engine cowling forward of the containment ring.
There was an "L" shaped penetration of the fuselage, which started 6 inches above the top of the aft window on the right side. The penetration moved upward for 7 inches and was about 2-3/8 inches wide. The underlying insulation and plastic side panel were not penetrated. The blade that penetrated the fuselage was not recovered.
In the cockpit, the right engine fire handle was found pulled, and the right engine fuel cutoff lever was in the mid-range position. When checked, the fuel cutoff lever would not go to the idle-cutoff position. Further examination revealed that the low pressure shaft failure system had activated on the engine.
The engine, cockpit voice recorder, and flight data recorder were retained for further examination. In addition, feathers which were recovered from the engine and airframe were also retained for further examination.