AA1291 - NTSB Preliminary Report

NTSB Identification: MIA01FA029

Scheduled 14 CFR 121 operation of AMERICAN AIRLINES Accident occurred NOV-20-00 at MIAMI, FL Aircraft: Airbus A300B4-605R, registration: N14056 Injuries: 1 Fatal, 1 Serious, 15 Minor, 113 Uninjured.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On November 20, 2000, about 1222 eastern standard time, an Airbus Industrie A300B4-605R, N14056, registered to Wilmington Trust Company, and operated by American Airlines, Inc., as flight 1291, a Title 14 CFR Part 121 scheduled international passenger flight, from Miami, Florida, to Port Au Prince, Haiti, had a flight attendant receive fatal injuries during an emergency evacuation after the flight returned to Miami.

Visual meteorological conditions prevailed at the time and an instrument flight rules flight plan was filed. The aircraft received minor damage and the airline transport-rated pilot, first officer, 6 flight attendants, and 105 passengers were not injured. One flight attendant received fatal injuries, 1 passenger received serious injuries, and 15 passengers received minor injuries.

The flight originated from Miami, Florida, the same day, about 1149. The captain stated that both automatic cabin pressurization controllers would not control cabin pressure while climbing through 16,000 feet, about 8 minutes after departure, and that the forward outflow valve went to the full open position.

About 11 minutes after departure, he stated to air traffic controllers that he was unable to control the pressurization and that he would need to return to Miami. He stated that during the return to Miami, the flight attendant call chime continually chimed erratically and the forward lavatory smoke detector sounded.

Twelve minutes before landing, the captain told air traffic controller that he would not need any assistance. About 3 minutes before landing the captain declared an emergency with air traffic controllers and requested that fire trucks be standing by for the landing.

He stated that after landing, the ram air switch did not depressurize the aircraft on the ground and that 45 seconds after landing, the aircraft did not depressurize. He requested that the fire trucks check the aircraft for fire.

About 2 minutes after landing, the fire commander reported no signs of fire and stated they would follow the aircraft to the gate. About 1 minute later, the captain reported he had a fire and that they would evacuate the aircraft.

Fire department personnel stated that shortly after the captain reported they had a fire and would evacuate the aircraft, the left front door of the aircraft "exploded open" and a flight attendant was ejected out of the aircraft and landed on the tarmac.

The other doors opened and the evacuation slides deployed. They assisted the flight attendant on the tarmac and also assisted the passengers as they evacuated the aircraft.

NTSB

-- Rachel Gibson (rgibson@hotmail.com), November 29, 2000

Answers

One way to pressurize a jet is to bleed air from the compressor of the turbofan engine. The bleed air is controlled by bleed valves. The bleed valves are automatically controlled by the fuel controller located on the side of the engine. The fuel controller is a computer which regulates fuel, air, and bleed air for the functioning of the turbofan engine. At the rear of the plane is a outflow valve and a safety valve. The purpose of the outflow valve is to keep a constant cabin pressure at varying altitudes by regulating the bleed air. This same valve has a negative pressure relief valve and dump valve which will depressurize the cabin when the plane lands. The dump valve is activated by a sensor on the landing gear when the plane touches down.

-- David Williams (DAVIDWILL@prodigy.net), November 30, 2000.

David, I appreciate the analyses you give some of the aviation reports. Please keep it up.

The dump valve is activated by a sensor on the landing gear when the plane touches down.

Numerous incidents this year of landing gear problems. Have you been following them and, if so, can you see any problems with sensors in relation to them?

This 1291 incident has pilots/technicians/other aviation people on another discussion board I follow really stumped. I am assuming there is more technical info yet to come.

-- Rachel Gibson (rgibson@hotmail.com), December 01, 2000.