Santa Ana, CA, USA
N800CC
Raytheon Corporate Jets Hawker 800XP
The pilot reported that during the first takeoff attempt, he noted that the engine was not spooling up normally and he aborted the takeoff, utilizing minimal braking to exit the runway. The airplane was taxied back for takeoff and 3 minutes later, the flight was cleared for takeoff again. During the takeoff roll, the pilot noted a warning light and again aborted the takeoff when the airplane was traveling at 20 to 30 knots, with minimal braking again used to exit the runway. The airplane taxied back once again and was cleared for takeoff 9 minutes later. During the takeoff roll for the third attempt, the pilot stated that at about 85 knots, he felt a rumble and heard a "pop" as the airplane started to drift to the left. The pilot called for an abort and was able to keep the airplane on the runway, eventually traveling into the overrun area at the end of the runway. The tower notified the flight crew that there was smoke and fire coming from the left main gear. Inspection of the landing gear found that the left main landing gear tires overheated and blew during the third takeoff attempt. The hydraulic line on the left main landing gear was severed when the tire blew and hydraulic fluid leaked out onto the hot brake surface and ignited. All of the wheels fusible plugs were blown. The Raytheon Aircraft Airplane Flight Manual states a required waiting period from completion of taxi-in following a rejected takeoff from a speed of 90 knots indicated airspeed or less, to before start of taxi-out for takeoff. After a single rejected takeoff, a waiting period of 25 minutes is required. After two or more successive rejected takeoffs, a waiting period of 45 minutes is required.
On October 29, 2007, at 1358 Pacific daylight time, a Raytheon Corporate Jets Hawker 800XP, N800CC, was substantially damaged by a fire originating from the left main landing gear after the takeoff was aborted at the John Wayne-Orange County Airport (SNA), Santa Ana, California. The aircraft is owned by CIT Leasing Corp. and was operated by Charter Communications Holding Company as a 14 CFR Part 91 business flight, which was originating at the time. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed. The two airline transport pilots and six passengers were not injured. The flight was destined for Denver, Colorado. The pilot reported that when he advanced the throttles for takeoff, he felt that the engines were not spooling up like normal and he brought the throttles back slightly. The pilot chose not to continue the takeoff and he pulled the power back to idle. The pilot reported minimal braking action was used and they exited the runway at intersection "J". The pilots went back through the before takeoff check list before returning for another takeoff. The flight was again cleared for takeoff. The pilot reported that the engines spooled up normally, however when the APR (automatic performance reserve) was armed, the pilot noted that it went directly to "APR on." The pilot immediately pulled the power to idle, and the takeoff was again aborted. The pilot stated that he believed that they were traveling at 20 to 30 knots with minimal braking again used to exit the runway at intersection "H". The airplane was taxied back to the runway and after several other aircraft, the flight was again cleared to takeoff. The pilot advanced the throttles and at about 85 knots, the pilot felt a rumble and heard a "pop" as the airplane started to drift to the left. The pilot called for an abort and he was able to keep the airplane on the runway eventually traveling into the overrun area at the end of the runway. The tower notified the flight that there was smoke and fire. The pilot ordered an emergency evacuation and all occupants exited the airplane without injury. SNA tower transcript indicated that at 1346 the flight was cleared for takeoff on runway 19R. One minute later, the pilot advised the controller that they were aborting the takeoff. The controller instructed the pilot to turn left and exit at taxiway "H". The pilot acknowledged. The airplane taxied back to the runway and was cleared for takeoff at 1349. At 1350, the pilot advised the tower that they were aborting again. The controller instructed the pilot to turn left and exit at "E". The pilot acknowledged. At 1351, the pilot advised ground control that they needed to taxi back again and stated "they had resolved their issue." At 1355, the flight was cleared for takeoff. At 1358, the controller asked the pilot if they needed assistance and the pilot advised that they were aborting. The controller then informed the pilot that it appeared that the left main was on fire. Inspection of the landing gear found that the left main landing gear brakes overheated and the tires blew during the third takeoff attempt. The hydraulic line on the left main landing gear was severed when the tire blew and hydraulic fluid leaked out onto the hot brake surface and ignited. All of the wheels fusible plugs were blown. The Raytheon Aircraft Airplane Flight Manual (AFM) states "After the airplane has made a normal landing or a stop from a rejected takeoff, a waiting period should be established to make sure the brakes are both sufficiently cool and in a serviceable condition for further rejected takeoff (critical case)." The AFM further states, "Required period from completion of taxi-in following a rejected takeoff from a speed of 90 knots indicated airspeed (KIAS) or less, to before start of taxi-out for takeoff. After a single rejected takeoff......25 minutes After two or more successive rejected takeoffs.....45 minutes."
The failure of the pilot-in-command to follow procedures stipulated in the airplane flight manual regarding brake cooling time periods. Factors contributing to the accident were the intentional aborted takeoffs which resulted in the hot brakes, and the subsequent landing gear tire bursting.
Source: NTSB Aviation Accident Database
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