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  • B763, Frankfurt Germany, 2007 (Synopsis: On 20 August 2007, at Frankfurt, while a Boeing 767-300 was taxiing to its parking position, thick smoke developed in the passenger cabin. All passengers and the crew were able to leave the aircraft at the gate without further incident.)
  • B763, en-route, Northern France, 1998 (Synopsis: On 9 January 1998, a Boeing 767-300 operated by United Airlines experienced an electrical systems malfunction subsequently attributed to arcing in a faulty electrical loom. The crew elected to divert to London Heathrow where emergency evacuation was carried out on a taxiway upon landing.)
  • B772, en-route, southwest of Belfast UK, 2017 (Synopsis: On 13 November 2017, fumes on a GE90-powered Boeing 777-200 sufficient to require flight crew oxygen mask use occurred as it descended towards London Heathrow. The flight was completed without further event. Subsequent engineering assessments twice led to release to service followed by recurrence and after the fourth such release, a left engine overheat was annunciated. After flight, a hole in the engine combustor case was found and the engine was removed for repair. The Investigation attributed the delayed identification of the causal fault to inappropriate guidance in the aircraft manufacturer’s Fault Isolation Manual which was has since been amended.)
  • B773, Paris CDG France, 2013 (Synopsis: On 28 July 2013, with passengers still boarding an Air France Boeing 777-300, an abnormal 'burnt' smell was detected by the crew and then thin smoke appeared in the cabin. A MAYDAY was declared and the Captain made a PA telling the cabin crew to "evacuate the passengers via the doors, only via the doors". The resulting evacuation process was confused but eventually completed. The Investigation attributed the confused evacuation to the way it had been ordered and established that a fault in the APU had caused the smoke and fumes which had the potential to be toxic.)
  • B773, Singapore, 2016 (Synopsis: On 27 June 2016, a Boeing 777-300ER powered by GE90-115B engines returned to Singapore when what was initially identified as a suspected right engine oil quantity indication problem evidenced other abnormal symptoms relating to the same engine. The engine caught fire on landing. The substantial fire was quickly contained and an emergency evacuation was not performed. The cause of the low oil quantity indication and the fire was a failure of the right engine Main Fuel Oil Heat Exchanger which had resulted in lubrication of the whole of the affected engine by a mix of jet fuel and oil.)
  • B773, en-route, north northwest of Adelaide Australia, 2017 (Synopsis: On 14 October 2017, a Boeing 777-300ER en route to Sydney declared a MAYDAY and diverted to Adelaide after the annunciation of a lower deck hold fire warning and the concurrent detection of a burning smell in the flight deck. The remainder of the flight was completed without further event and after landing a precautionary rapid disembarkation was performed. The Investigation found that the fire risk had been removed by the prescribed crew response to the warning and that the burning which had occurred had been caused by chafing of a wiring loom misrouted at build.)
  • DH8D, Saarbrucken Germany, 2015 (Synopsis: On 30 September 2015, the First Officer on an in-service airline-operated Bombardier DHC-8 400 selected the gear up without warning as the Captain was in the process of rotating the aircraft for take-off. The aircraft settled back on the runway wheels up and eventually stopped near the end of the 1,990 metre-long runway having sustained severe damage. The Investigation noted that a factor contributing to the First Officer's unintended action may have been her "reduced concentration level" but also highlighted the fact that the landing gear control design logic allowed retraction with the nose landing gear airborne.)
  • DH8D, en route, west-northwest of Dublin Ireland, 2015 (Synopsis: On 31 July 2015 a Bombardier DHC8-400 crew detected the presence of abnormal fumes on the flight deck and were then advised by the cabin crew that the forward toilet smoke alarm had been activated and that smoke was visible in the cabin. Smoke then appeared in the flight deck and a PAN was declared. A diversion to Dublin was subsequently made. The Investigation found that debris from a fractured bearing washer had compromised engine oil seals leading to fumes/smoke entering the aircraft through the air conditioning system. The manufacturer has since introduced a new ‘infinite life’ bearing washer.)
  • E190, en-route, southwest of Turku Finland, 2017 (Synopsis: On 3 December 2017, an Embraer E190 en-route at FL310 was already turning back to Helsinki because of a burning smell in the flight deck when smoke in the cabin was followed by smoke in the flight deck. A MAYDAY was declared to ATC reporting “fire on board” and their suggested diversion to Turku was accepted. The situation initially improved but worsened after landing prompting a precautionary emergency evacuation. The Investigation subsequently attributed the smoke to a malfunctioning air cycle machine. Issues with inaccessible cabin crew smoke hoods and with the conduct and aftermath of the evacuation were also identified.)
  • E195, en-route, Irish Sea UK, 2008 (Synopsis: On 1 August 2008, an en-route Embraer 195 despatched with one air conditioning pack inoperative lost all air conditioning and pressurisation when the other pack’s Air Cycle Machine (ACM) failed, releasing smoke and fumes into the aircraft. A MAYDAY diversion was made to the Isle of Man without further event. The Investigation found that the ACM failed due to rotor seizure caused by turbine blade root fatigue, the same failure which had led the other air conditioning system to fail failure four days earlier. It was understood that a modified ACM turbine housing was being developed to address the problem.)
  • F100, Nuremburg Germany, 2015 (Synopsis: On 20 January 2015, The APU of a Fokker 100 being routinely de-iced prior to departing Nuremburg oversped as a result of the ignition of ingested de-icing fluid in the APU. This led to its explosive uncontained failure as the result of which ejected debris entered the aft cabin and smoke occurred. No occupants were injured and all were promptly disembarked. The Investigation found that the de-icing contractor involved had not followed manufacturer-issued aircraft-specific de-icing procedures and in the continued absence of any applicable safety regulatory oversight of ground de-icing activity, corresponding Safety Recommendations were made.)