Asheville, NC, USA
N8783E
Bombardier, Inc. CL-600-2B19
According to the flight crew, while climbing through 17,000 feet, the captain smelled smoke. A few seconds later flames and smoke started shooting out of the lower left windshield. The captain believed it was the windshield heat unit. The first officer turned off the windshield heat and the flames went out, but the smoke persisted. The captain declared an emergency with air traffic controllers and returned to the Asheville Regional Airport. Examination of the windshield found that the overheat damage was the result of an improperly installed fastener that resulted in arcing between the terminal block lug, the aircraft wiring eyelet and the fastener and lock washer that secures the two components together. The arcing progressed over time degrading the solder junction between the terminal block and the windshield heating system braid wire that resulted in heat damage to the sealant and the subsequent flame.
HISTORY OF FLIGHT On March 19, 2006, at 0719 eastern standard time, a Bombardier CL-600-2B19, N8783E, registered to Wells Fargo Bank Northwest NA, and operated by Pinnacle Airlines, Inc., as a 14 CFR Part 121 scheduled domestic passenger flight,from Asheville, North Carolina to Covington, Kentucky, encountered a windshield deicing mechanism fire in the cockpit shortly after takeoff from Asheville. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed. The captain, first office, 1 flight attendant, and 30 passengers reported no injuries and the airplane received minor damage. The flight originated from the Asheville, shortly before the incident. According to the flight crew, while climbing through 17,000 feet, the captain smelled smoke. A few seconds later, flames and smoke started shooting out of the lower left windshield. The captain believed it was the windshield heat unit. The first officer turned off the windshield heat and the flames went out, but the smoke persisted. The captain declared an emergency with air traffic controllers and returned to the Asheville Regional Airport. The airplane landed safety and the crew initiated an expeditious deplaning at the gate. PERSONNEL INFORMATION A review of information on file with the FAA Airman's Certification Division, Oklahoma City, Oklahoma, revealed that the Captain was issued an airline transport pilot (ATP) certificate on October 10, 2004, with ratings for airplane multiengine land, and a commercial rating for airplane single engine land. The pilot held a first-class medical certificate issued on March 3, 2006, with a restriction that he must wear corrective lenses. The pilot's last biennial flight review was completed on April 11, 2006. The pilot reported on his application for the medical certificate that he had accumulated 4,400 total flight hours, with 158 hours flown in the last 90-days. A review of information on file with the FAA Airman's Certification Division, Oklahoma City, Oklahoma, revealed that the First Officer was issued a commercial pilot certificate on October 2, 2000, with ratings for airplane single engine land, multiengine land, and instrument airplane. The first officer's last biennial flight review was conducted on September 23, 2005. The first officer held a first class medical issued on April 11, 2005, with no restrictions. The first officer reported on his application for the medical certificate that he had accumulated 1,805 total flight hours, with 223 hours flown in the last 90-days. AIRCRAFT INFORMATION A review of the airplane's maintenance history found that the airplane was being maintained under a continuous airworthiness maintenance program. The airplane's most recent inspection was performed on January 21, 2006. The airplane's total time was 6,975 hours, at the time of the incident. Examination of the airplane found scorching and soot on the pilot side windshield near the terminal block. No other damage was noted. METEOROLOGICAL INFORMATION The 0754 surface weather observation at Ashville, North Carolina, was: wind 340-degrees at 8 knots, visibility 10 miles, the sky was clear of clouds, Temperature was 2-degrees Celsius, dewpoint temperature was 8-degrees Celsius, and altimeter was 30.17. FLIGHT DATA RECORDER The FDR data showed that the aircraft took off at 07:09:52. The autopilot status parameter changed from engaged to not engaged at 07:17:36, at an altitude of 17,370 feet. After reaching a peak altitude of 17,900 feet, about 30 seconds later, the aircraft, then began to descend. The aircraft landed at 07:28:18 after about 18 minutes of flight. Based upon a review of the recorded parameters during the flight, there was no information relevant to the event recorded. TEST AND RESEARCH The windshield was removed from the airplane and sent to PPG Aerospace Transparencies for further examination. The windshield was identified as the CRJ main windshield Part Number NP 139321-11, Serial Number 04296H9193. Examination of the windshield found that the overheat damage was the result of an improperly installed fastener that resulted in arcing between the terminal block lug, the aircraft wiring eyelet and the fastener and lock washer that secures the two components together. The arcing progressed over time degrading the solder junction between and the terminal block and the windshield heating system braid wire that resulted in heat damage to the sealant and the subsequent flame. ADDITIONAL INFORMATION The aircraft was released to Pinnacle Airlines, Inc on March 19, 2006. The parts retained for examination were release to Pinnacle Airlines, Inc on June 5, 2006.
The improper installation of the pilot's windshield by company maintenance personnel, which resulted in flame and smoke in the cockpit, and subsequent emergency landing.
Source: NTSB Aviation Accident Database
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