Brownwood, TX, USA
N972NR
Rockwell International NA-265-80
During the takeoff roll, the left engine of the twin-turbo fan engine jet ingested a bird into the first stage compressor blades. The 4,120-hour captain reported that just after V1, the flight crew and passengers heard a loud bang followed by the airplane swerving to the left. The captain aborted the takeoff roll. Subsequently, the airplane overran the departure end of the 5,599-foot asphalt runway. Examination of the engine revealed foreign object damage to five first stage compressor blades. A residue was also found on the damaged blades. Small organic fibers, that appeared to be from a bird, were found throughout the second stage turbine nozzle and on the combustion chamber mating flange. Continuity was established throughout the engine and accessory gearbox.
On May 9, 2005, approximately 0955 central daylight time, a twin-turbo fan Rockwell International NA-265-80 transport airplane, N972NR, registered to and operated by Compass Acquisitions and Development, Inc., of Dallas, Texas, was substantially damaged when it overran the departure end of Runway 17 during an aborted takeoff following a loss of engine power at the Brownwood Regional Airport (BWD), near Brownwood, Texas. The airline transport rated captain, commercial pilot acting as the first officer, and three passengers were not injured. Visual meteorological conditions prevailed and an instrument flight rules (IFR) flight plan was filed for the Code of Federal Regulations Part 91 business flight. The 805-nautical mile cross-country flight was originating at the time of the accident with an intended destination of Mesquite, Nevada. The 4,120-hour captain reported in the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) that after receiving an IFR clearance, they taxied onto Runway 17 (a 5,599-foot long by 150-foot wide asphalt runway), and applied takeoff power. The captain stated that during the takeoff roll both engines were "performing correctly." Just after the first officer announced that the airplane had reached the "V1," the flight crew and passengers heard a "loud bang" followed by the airplane swerving to the left. The captain added that he immediately aborted the takeoff due to "rapidly losing directional control," and applied thrust reversers while keeping the airplane "as centered on the runway as possible." Subsequently, the airplane overran the departure end of the runway, impacting a fence and trees, before crossing a road and coming to rest upright within a freshly plowed field, approximately 1,300 feet beyond the departure end of Runway 17. As the flight crew and passengers evacuated the airplane, they observed fuel leaking from the area of the left wing. The 1978-model airplane was powered by two General Electric (GE) CF700 series turbo-fan engines. The airplane was equipped with a Fairchild Model A100 cockpit voice recorder (CVR), serial number 4852. The CVR was shipped to the NTSB Laboratories in Washington, D.C., for further examination. The flight in question was recorded; however, the recording was found to be of very poor quality and unserviceable for accident investigation purposes. Examination of the airplane by an Federal Aviation Administration (FAA) inspector who responded to the site of the accident, revealed that both leading edge wing slats were damaged. Evidence of continuous un-interrupted braking was observed on the runway, through the overrun area, across a roadway, and just short of the final resting place of the airplane. At 1005, the automated weather observation system at BWD was reporting wind from 200 degrees, visibility 10 statute miles, an overcast ceiling at 900 feet, temperature 63 degrees Fahrenheit, dew point 61 degrees Fahrenheit, and an altimeter setting of 29.94 inches of Mercury. On May 26, 2005 and May 27, 2005, the engine was disassembled and examined at the facilities of Best Jet, located near Denison, Texas, under the supervision of an NTSB representative. Continuity was established throughout the engine and accessory gearbox. Fuel was observed within the low pressure inlet fuel filter and fuel control unit. All fuel nozzles were absent of debris. Residue was found on the inlet frame assembly and five of the first stage compressor blades, which were bent and deformed on the blade tips. Five of the first stage turbine vanes were slightly bent on the outboard tips. Dust was observed throughout the engine. Small organic fibers, that appeared to be from a bird, were found on the combustion chamber mating flange and throughout the second stage turbine nozzle.
The loss of engine power due to damage to the first stage compressor by a foreign object (bird).
Source: NTSB Aviation Accident Database
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