1 of the 2 jet engines quit during high altitude descent because the top half of the engine cowling ...

Attributes
ACN	259125
Time
Date	199312
Day	Mon
Local Time Of Day	0001 To 0600
Place
Locale Reference	atc facility : dqo
State Reference	DE
Altitude	msl bound lower : 40000 msl bound upper : 40000
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	artcc : zdc
Operator	common carrier : air taxi
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	Part 135
Flight Phase	descent other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : commercial pilot : atp pilot : cfi
Experience	flight time last 90 days : 200 flight time total : 7000 flight time type : 4000
ASRS Report	259125
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 250 flight time total : 8200 flight time type : 102
ASRS Report	259187
Events
Anomaly	aircraft equipment problem : critical other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : unspecified other flight crewa
Resolutory Action	none taken : anomaly accepted
Consequence	Other
Supplementary
Primary Problem	Aircraft
Air Traffic Incident	other

Narrative:

While en route from clt to teb at FL410 we were given a descent to FL390 and pilot's discretion to FL350. At approximately FL400 and at a descent rate of about 1000 FPM, there was a loud noise and a large jolt to the aircraft and at this time the engine shut itself down. At this time we went through normal shutdown and securing procedures. There were no abnormal noises or vibrations. I actually thought that we had a major compressor section failure. We elected to continue a normal descent for landing at teb rather than spiral down for bwi or phl. Upon landing at teb and after taxiing to the ramp, we discovered that the upper left engine cowling had come loose. When this happened it rotated away and down from the aircraft tearing the lower cowl partially off. When this happened it also tore the main fuel line out of the fuel pump and punctured 2 bleed air lines. There was also several dents and 1 puncture hole in the lower after body of the engine. In determining the cause of the problem it was described by one of our mechanic that none of the 12 cam locks were tightened after a maintenance inspection at our facility the 4 prior days. Nothing was noted on the sign-off sheet in the aircraft to suggest to the crew that was doing the preflight and test flight that they needed to get up on the wing and inspect these fasteners therefore they were not detectable from the ground and went unnoticed. There was no other damage to the aircraft, injury to any crew member, and no reported damage to anyone or structure on the ground.

Original NASA ASRS Text

Title: 1 OF THE 2 JET ENGS QUIT DURING HIGH ALT DSCNT BECAUSE THE TOP HALF OF THE ENG COWLING CAME OFF, SEVERING THE ENG FUEL LINE TO THE FUEL PUMP. THE FLC CONTINUED THEIR DSCNT TO THEIR DEST.

Narrative: WHILE ENRTE FROM CLT TO TEB AT FL410 WE WERE GIVEN A DSCNT TO FL390 AND PLT'S DISCRETION TO FL350. AT APPROX FL400 AND AT A DSCNT RATE OF ABOUT 1000 FPM, THERE WAS A LOUD NOISE AND A LARGE JOLT TO THE ACFT AND AT THIS TIME THE ENG SHUT ITSELF DOWN. AT THIS TIME WE WENT THROUGH NORMAL SHUTDOWN AND SECURING PROCS. THERE WERE NO ABNORMAL NOISES OR VIBRATIONS. I ACTUALLY THOUGHT THAT WE HAD A MAJOR COMPRESSOR SECTION FAILURE. WE ELECTED TO CONTINUE A NORMAL DSCNT FOR LNDG AT TEB RATHER THAN SPIRAL DOWN FOR BWI OR PHL. UPON LNDG AT TEB AND AFTER TAXIING TO THE RAMP, WE DISCOVERED THAT THE UPPER L ENG COWLING HAD COME LOOSE. WHEN THIS HAPPENED IT ROTATED AWAY AND DOWN FROM THE ACFT TEARING THE LOWER COWL PARTIALLY OFF. WHEN THIS HAPPENED IT ALSO TORE THE MAIN FUEL LINE OUT OF THE FUEL PUMP AND PUNCTURED 2 BLEED AIR LINES. THERE WAS ALSO SEVERAL DENTS AND 1 PUNCTURE HOLE IN THE LOWER AFTER BODY OF THE ENG. IN DETERMINING THE CAUSE OF THE PROB IT WAS DESCRIBED BY ONE OF OUR MECH THAT NONE OF THE 12 CAM LOCKS WERE TIGHTENED AFTER A MAINT INSPECTION AT OUR FACILITY THE 4 PRIOR DAYS. NOTHING WAS NOTED ON THE SIGN-OFF SHEET IN THE ACFT TO SUGGEST TO THE CREW THAT WAS DOING THE PREFLT AND TEST FLT THAT THEY NEEDED TO GET UP ON THE WING AND INSPECT THESE FASTENERS THEREFORE THEY WERE NOT DETECTABLE FROM THE GND AND WENT UNNOTICED. THERE WAS NO OTHER DAMAGE TO THE ACFT, INJURY TO ANY CREW MEMBER, AND NO RPTED DAMAGE TO ANYONE OR STRUCTURE ON THE GND.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.

1 of the 2 jet engines quit during high altitude descent because the top half of the engine cowling came off, severing the engine fuel line to the fuel pump. The flight crew continued their descent to their destination.