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37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
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Loss of all aircraft thrust and TCASII warning on another aircraft.
| Attributes | |
| ACN | 286280 |
| Time | |
| Date | 199410 |
| Day | Sun |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | atc facility : aex |
| State Reference | LA |
| Altitude | msl bound lower : 9000 msl bound upper : 33000 |
| Environment | |
| Flight Conditions | IMC |
| Light | Night |
| Aircraft 1 | |
| Controlling Facilities | artcc : zhu |
| Operator | general aviation : corporate |
| Make Model Name | Commercial Fixed Wing |
| Operating Under FAR Part | Part 91 |
| Flight Phase | cruise other other |
| Route In Use | enroute airway : zhu |
| Flight Plan | IFR |
| Aircraft 2 | |
| Operator | common carrier : air carrier |
| Make Model Name | Commercial Fixed Wing |
| Operating Under FAR Part | Part 121 |
| Flight Phase | cruise other |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | Other |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : commercial pilot : atp pilot : instrument |
| Experience | flight time last 90 days : 120 flight time total : 4300 flight time type : 350 |
| ASRS Report | 286280 |
| Person 2 | |
| Affiliation | Other |
| Function | flight crew : first officer |
| Qualification | pilot : commercial pilot : instrument |
| Events | |
| Anomaly | aircraft equipment problem : critical conflict : airborne less severe non adherence : required legal separation non adherence other |
| Independent Detector | other flight crewa other other : unspecified |
| Resolutory Action | flight crew : became reoriented flight crew : declared emergency flight crew : overcame equipment problem |
| Consequence | Other |
| Miss Distance | horizontal : 6000 vertical : 200 |
| Supplementary | |
| Primary Problem | Flight Crew Human Performance |
| Air Traffic Incident | Pilot Deviation |
Narrative:
Southeast of dallas en route to alexandria, we approached a cloud deck at FL370. I asked the copilot to turn on the engine inlet heat prior to entering the clouds. He responded that there wasn't much out there yet, as we could see the ground. A few moments later I requested engine inlet heat and it was turned on. As we entered the clouds I began speed reduction due to turbulence. We requested descent to FL330 in hopes for smoother air. I used spoilers during the descent to stabilize air speed. I requested a lower altitude and could not descend at that time because of traffic. Upon reaching FL330, I stowed the spoiler and advanced power. I had an increase in itt and no increase in N1. The aircraft continued decreasing on air speed. We declared an emergency as air speed continued to decrease. The left engine continued to spool down and flamed out at approximately FL310. At this time the right engine started to spool down and shortly thereafter flamed out. Air driven generator displayed and we continued descending. The APU was started at about FL200 and the right engine started at approximately 15000 ft. The left engine started at 9000 ft after several attempts. With power restored and vectors from ATC, we landed at shreveport. Supplemental information from acn 286427: during cruise, FL310 close TCASII warning at 2700 ft above, rapid descent through our altitude -- caused momentary warning to 'monitor vertical speed' -- happened so fast TCASII could not compute an altitude change command. Happened within seconds -- initially, it was thought to be a false warning. Apparently, a corporate jet at FL370 lost both engines and executed a rapid descent.
Original NASA ASRS Text
Title: LOSS OF ALL ACFT THRUST AND TCASII WARNING ON ANOTHER ACFT.
Narrative: SE OF DALLAS ENRTE TO ALEXANDRIA, WE APCHED A CLOUD DECK AT FL370. I ASKED THE COPLT TO TURN ON THE ENG INLET HEAT PRIOR TO ENTERING THE CLOUDS. HE RESPONDED THAT THERE WASN'T MUCH OUT THERE YET, AS WE COULD SEE THE GND. A FEW MOMENTS LATER I REQUESTED ENG INLET HEAT AND IT WAS TURNED ON. AS WE ENTERED THE CLOUDS I BEGAN SPD REDUCTION DUE TO TURB. WE REQUESTED DSCNT TO FL330 IN HOPES FOR SMOOTHER AIR. I USED SPOILERS DURING THE DSCNT TO STABILIZE AIR SPD. I REQUESTED A LOWER ALT AND COULD NOT DSND AT THAT TIME BECAUSE OF TFC. UPON REACHING FL330, I STOWED THE SPOILER AND ADVANCED PWR. I HAD AN INCREASE IN ITT AND NO INCREASE IN N1. THE ACFT CONTINUED DECREASING ON AIR SPD. WE DECLARED AN EMER AS AIR SPD CONTINUED TO DECREASE. THE L ENG CONTINUED TO SPOOL DOWN AND FLAMED OUT AT APPROX FL310. AT THIS TIME THE R ENG STARTED TO SPOOL DOWN AND SHORTLY THEREAFTER FLAMED OUT. ADG DISPLAYED AND WE CONTINUED DSNDING. THE APU WAS STARTED AT ABOUT FL200 AND THE R ENG STARTED AT APPROX 15000 FT. THE L ENG STARTED AT 9000 FT AFTER SEVERAL ATTEMPTS. WITH PWR RESTORED AND VECTORS FROM ATC, WE LANDED AT SHREVEPORT. SUPPLEMENTAL INFO FROM ACN 286427: DURING CRUISE, FL310 CLOSE TCASII WARNING AT 2700 FT ABOVE, RAPID DSCNT THROUGH OUR ALT -- CAUSED MOMENTARY WARNING TO 'MONITOR VERT SPD' -- HAPPENED SO FAST TCASII COULD NOT COMPUTE AN ALT CHANGE COMMAND. HAPPENED WITHIN SECONDS -- INITIALLY, IT WAS THOUGHT TO BE A FALSE WARNING. APPARENTLY, A CORPORATE JET AT FL370 LOST BOTH ENGS AND EXECUTED A RAPID DSCNT.
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.