The information included in this report is confidential and for investigative purposes only Field Notes 02 06 August 2010

0 SUD JT3D-3B powered B707-330C ST-AKW 21 October 2009 Takeoff Accident at Sharjah, UAE No. 4 Engine & Core Thrust Reverser Examination ACCIDENT SUMMARY: On 21 October 2009 at approximately 11:31 Coordinated Universal Time (UTC) an Azza Air Transport, operated by Sudan Airways (SUD), Boeing 707-330C, registration number ST-AKW, powered by four Pratt & Whitney JT3D-3B engines crashed shortly after takeoff from Sharjah International Airport in Sharjah, United Arab Emirates (UAE) and was completely destroyed. The accident site was located approximately 2.0 nautical miles Northwest of runway 30. The accident flight was a cargo flight from Sharjah to Khartoum, Sudan. All 6 occupants of the accident aircraft were fatalities. The investigation is being led by the UAE General Civil Aviation Authority (GCAA) with the assistance of the US Accredited Representative from the National Transportation Safety Board (NTSB) and supported by US Technical Advisors from Federal Aviation Administration, Boeing, Pratt & Whitney, and Sudan Accredited Representative from the Central Office of Investigation. The powerplants group convened from 02 06 August 2010 at Aviation Engine Service, Inc. in Miami, Florida for the purposes of documenting the No. 4 engine and core Thrust Reverser from the accident aircraft. Following are the Field Notes from this exercise. Engine Core Thrust Reverser Assembly Core Thrust Reverser Description The core reverser consists of a left1- and right-hand inner clam shell door halves that, when actuated, rotate into the core flow streaming out the turbine exhaust case. The core reverser is controlled by 4 actuating cylinders that operate to move an outer translating sleeve. The inner clam shells are mechanically coupled to the outer translating sleeve and, when deployed, redirect airflow from the core of the engine through cascades that are exposed when the outer translating sleeve is in the aft position (deployed). The core reversers actuating cylinders are all pneumatically operated simultaneously and coupled together. The Thrust Reverser (T/R) locking mechanism consists of a lock actuating cylinder attached to the lower T/R actuating cylinders. The lock actuating cylinder operates to

Directional references such as right, left, top, and bottom refer to aircraft installed orientation, aft looking forward.

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The information included in this report is confidential and for investigative purposes only rotate a J hook assembly that engages sleeve lock rollers attached to the translating sleeve. A position indicating switch senses if the core reverser is in the stowed or unlocked position. The position indicating switch is wired to an indicator light in the cockpit. The left clam shell door is driven by two bolted on clam shell hinge shafts (an outer shaft on the bottom of the engine and an inner shaft on the top of the engine). These clam shell hinge shafts are driven, through splines, by cranks (one on the engine top and one on the engine bottom). The cranks are each attached by adjustable links (one on the engine top and one on the engine bottom) to hinge drive idlers (one on the engine top and one on the engine bottom). The hinge drive idlers are attached to the turbine exhaust sleeve by a pivot bolt. The hinge drive idlers are driven by the translating sleeve through the drag links (one on the engine top and one on the engine bottom). The right clam shell door has a similar configuration with the exception that it is driven by a bolted on outer clam shell shaft on the bottom of the engine and an inner clam shell shaft on the top of the engine. The left clam shell door drive mechanisms are located on the top and bottom of the engine just left of the vertical centerline. The right clam shell door drive mechanisms are located on the top and bottom of the engine just right of the vertical centerline. See Photo (1) for a depiction of clam shell door drive elements. The aft thrust reverser feedback mechanism (follow-up linkage) is on the top of the engine and consists of a thrust reverser follow-up drum-and-crank unit that is attached to the pylon via a bracket. T/R position is communicated (to the throttle control quadrant via drum mounted feedback cables) through a thrust reverser control yoke attached to the drum-and-crank unit by two forward follow-up control rods (right and left) connected through independent follow-up idler links (right and left) connected to two aft follow-up control rods (right and left). The aft follow-up control rods connect to the inner and outer cranks. The left-hand rear follow-up control rod connects to the inner crank while the right-hand rear follow-up control rod connects to the outer crank. See Photo (2) for a depiction of the aft thrust reverser feedback mechanism. Core Thrust Reverser Examination General Overall Condition A dataplate on the forward bulkhead of the translating sleeve at the 3:00 oclock location identified the Part Number (P/N) as 65 10505 42 and Serial Number (S/N) as RR 268; there were no Modifications indicated. The entire core T/R assembly was pushed outboards and upwards. The outer translating sleeve was in tact and in the almost fully deployed position and the cascades exposed. SUD ST-AKW No. 4 Engine & Core T/R Examination JT3D-3B S/N 644495 2 of 27

The information included in this report is confidential and for investigative purposes only The left-hand side of the translating sleeve (left and right are designated at being on either side of the pylon fairing) exhibited no deformation but 3 small punctures, each about 2-inches in diameter and a 5-inch circumferential crack where the leading edge of the trailing edge pylon fairing is located, were noted. The right-hand side was heavily dented and 5 small punctures, each between 3 and 4-inches in diameter, and 1 large puncture, 11 inches axially by 8-inches circumferentially were noted. A 3-inch long circumferential crack was noted at the leading edge of the trailing edge pylon fairing location similar to what was observed on the left-hand side. All four translating sleeve track brackets located on the translating sleeve were intact and engaged with the tracks located on the turbine exhaust sleeve. Photo (3) depicts the general condition of the bottom of the outer translating sleeve. The pneumatic supply for the T/R lock actuating cylinder is provided by a supply line that comes from the directional control valve located between the top of the engine and the pylon. The pneumatic supply for the deploy (extend) function of the actuating cylinders is from the same source as the T/R lock actuating cylinder and comes from a separate fitting on the body of the lock actuating cylinder. The pneumatic supply for the actuating cylinder stow (retract) function is a separate set of plumbing that is supplied by a line that comes from the Directional Control Valve (DCV). Both the lock actuating cylinder and stow function supply lines come down from the top of the engine roughly in the plane of the Turbine Exhaust Case (TEC) front skirt. The pneumatic plumbing is divided into three sections; the stow tubing, the deploy tubing and the lock tubing. The stow side plumbing was all in place and intact with some of the tubes slightly bent and exhibiting impact damage but none were fractured or breached. The main supply line is comprised of a flexible corrugated portion that is attached to the pylon and a hard line which runs along the engine. The fitting that connects from the flexible portion of the main supply line to the pylon was torn away and missing. The metal protective braid on the flexible portion of the main supply line was missing about 75% over the entire length. The hard line portion of the main supply line was bent forward at a PT7 line bracket located at the 1:302 2:00 oclock position. All the deploy tubing was intact except for the line from the T fitting to the upper left actuating cylinder and the line to the T fitting that supplies the upper left actuating cylinder were both fractured. The lock supply lines were all intact except for the hard line portion that was fractured about 4-inches above the elbow fitting to the pylon. Cascades There are ten cascade positions associated with each reverser half. exhibited the following damage. The cascades

All references to clock locations are aft looking forward with 12:00 oclock at Top Dead Center (TDC).

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The information included in this report is confidential and for investigative purposes only o The No. 13 cascade was intact but exhibited inward impact damage and distortion near the forward end. o The No. 2 cascade was intact but slightly pushed inwards with minor impacts on some of the vanes. o The No. 3 cascade was intact and exhibited impact damage near the forward end. o The No. 4 cascade was intact but distorted and twisted inwards. There was impact damage and tearing associated with this cascade. o The No. 5 cascade was missing its forward approximate 80% with only the four aft-most vanes still present. o The Nos. 6 10 cascades were all intact and exhibited minor impact damage with slight distortion noted. o The Nos. 11 - 13 cascades were all intact and exhibited minor impact damage. o The Nos. 14 15 locations were not cascades but blockers. The blockers exhibited inwards denting. o The Nos. 16 - 20 cascades were all intact and exhibited minor impact damage. o Cascade Nos. 17 20 were disengaged from their rear foot engagement slot. Photo (4) depicts damage to the cascades on the right-hand side of the engine. Bottom Actuating and Locking Assembly The two lower actuating cylinder rods were intact, extended, and still attached to the translating sleeve. Both rod lengths as measured from the aft edge of the sleeve lock roller to the inside of the J lock hook measured approximately 14.5 inches. Deformation of the actuating cylinder rods and the translating sleeve guide track were consistent with the observed position of the core T/R assembly (pushed outboard and upwards). The translating sleeve guide track was intact and the lower rails exhibited impact and gouge marks. The lower outboard rail exhibited a gouge with displaced material measuring about 5-inches long and located about 11-inches from the lower right actuating cylinder. The lower inboard rail exhibited a 1-inch long impact marked with rolled edges centered about 3.5-inches from the lower left actuating cylinder. Photo (5) depicts the lower actuating cylinder rod and translating sleeve guide track assembly deformation in this area. The lower actuating and locking cylinders were intact and in place with no notable impact damage. The lower actuating cylinders remained attached to the forward and aft brackets. Both brackets were intact but the braces associated with the aft bracket were buckled in the axial direction.
Cascade numbering was Clockwise Aft Looking Forward with No. 1 on the top Right Hand Side of the engine.
3

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The information included in this report is confidential and for investigative purposes only

The right-hand (outboard) actuating rod exhibited a lengthwise scrape/burnish mark along its entire exposed length. This mark was inline with the thread end of the righthand J lock hook pivot bolt, see Photo (6). About 2 inches long and centered about 9 inches from the actuating cylinder was a deeper and wider indentation area. It could not be determined if this indentation was a separate mark or part of the aforementioned scrape/burnish. For the bottom right-hand mechanism all of the hardware was intact with no deformation. All of the connections were intact within the linkage and to the T/R sleeve itself. This part of the clam shell mechanism was attached to the right-hand clam shell which was in the almost fully deployed position. For the bottom left-hand mechanism the hinge drive idler was intact. The bottom left hinge drive idler was bent towards the engine. The drag link was fractured with a cup and cone appearance consistent with a tensile fracture in the rod itself and the rod was relatively straight on both sides of the fracture, see Photo (7). The fractured portions of the drag link remained attached to their mating hardware. The outer cranktohinge drive idler adjustment link was fractured in the adjustment threads. The threaded portion that remained with the hinge drive idler was bent consistent with the hinge drive idler being rotated to at least, and possibly past, the fully stowed position, see Photo (8). The core T/R lock actuating cylinder was intact and in place and the T/R locks (both J lock hooks and sleeve lock rollers) were intact and appeared undamaged. The J lock hook assembly was freely OPENED (unlocked) by hand and sprung CLOSED (locked) when released. The T/R position indicating switch was in place, intact, and bent. The position indicating switch arm was slightly twisted but could be actuated freely by hand and returned to its original position when released. Top Actuating and Feedback Assembly The two top actuating cylinder rods were intact, extended, and still attached to the translating sleeve. The right-hand rod length measured about 19.5 inches from the end of the actuating cylinder to the middle of the rod end spherical bearing while a similar measurement on the left-hand rod was about 18.5 inches. Deformation of both actuating cylinder rods was consistent with the observed position of the core T/R assembly (pushed outboard and upwards). The right-hand actuating cylinder was crushed/deformed over 40% of its length. The left-hand actuating cylinder exhibited only minor impact type damage. The thrust reverser sleeve ring support fitting (this part rides in a track between the top actuating cyinders) was intact but was separated from the translating sleeve (it normally attaches to the forward frame of the translating sleeve at two locations on either side of the translating sleeve centerline). The screws that attach the fitting to the translating SUD ST-AKW No. 4 Engine & Core T/R Examination JT3D-3B S/N 644495 5 of 27

The information included in this report is confidential and for investigative purposes only sleeve were fractured (one each side) or missing (one each side). The two remaining shanks were deformed in the forward direction. The stow side (aft) of the top actuating cylinder rod hardware (supply line, nuts and integral actuating cylinder brackets) exhibited impact and scrape marks consistent with contact with pavement or asphalt. Similar damage was also noted on the sleeve stop fitting, P/N CSTG 69-10330-5, which is bolted to the translating sleeve trailing edge pylon fairing. The right-hand side of the translating sleeve main pylon fairing structure was intact and the aft 1/3 of the vertical lip was folded over/crushed flat. The remaining 2/3 of the righthand side translating sleeve main pylon fairing lip was relatively undamaged. The trailing edge pylon fairing, which is bolted to the main fairing and to the translating sleeve, remained attached to the main fairing but was detached from the translating sleeve due to attach bracket separation allowing it to pivot. The trailing edge pylon fairing exhibited a similar right-hand side crushing damage of its vertical lip over about 16inches in length starting from its forward end. The left-hand side of the main pylon fairing vertical lip was slightly folded over, deformed, and wavy over approximately the aft 50% of its length. The forward approximate 15% of the left-hand vertical lip was slightly bent in the inboard direction, with the remainder relatively undamaged. The trailing edge pylon fairing left-hand vertical lip exhibited a 5-inch long impact mark starting from its forward end. Photo (9) depicts the asphalt contact and turbine sleeve to pylon fairing area. The follow-up drum-and-crank assembly was detached from the pylon but remained attached to right-hand follow-up idler link by the forward follow-up control rod. The follow-up drum and crank support bracket was intact, the bolt holes were intact, but the corners, where the bolt holes are located, were bent upwards. Parts of the thrust reverser feedback cables remained attached to the follow-up drum. The longer piece, measuring about 15 inches, was the deploy cable and the shorter piece, measuring about 1.5 inches, was the stow cable. The right-hand forward follow-up control rod was bent in a C shape while the righthand aft follow-up control rod was fractured in the thread at the outer crank. The left-hand forward follow-up control rod was bent and was fractured in the threads at the jam nut at the yoke end. The left-hand aft follow-up control rod was intact but bent in the middle and kinked at the forward thread. All of the top right-hand mechanism hardware was intact with no deformation except for the top right-hand hinge drive idler that was bent towards the engine. All of the connections were intact within the linkage and to the T/R sleeve itself. This part of the clam shell mechanism is attached to the clam shell that is in the almost fully deployed position. SUD ST-AKW No. 4 Engine & Core T/R Examination JT3D-3B S/N 644495 6 of 27

The information included in this report is confidential and for investigative purposes only

For the top left-hand mechanism the hinge drive idler and inner crank to hinge drive idler adjustment link were intact. The top left-hand hinge drive idler was bent towards the engine. The drag link was fractured at the hinge drive idler but the rod and associated sleeve attachment bracket, which is attached to the translating sleeve, were missing. The inner crank was intact with no deformation but was found disengaged and hanging loose by the aft follow-up control rod and adjustable link, see Photo (10). The inner hinge shaft was sheared, with half remaining with the clam shell and the remainder still attached and splined to the inner crank. The top actuating cylinder set was disengaged from its mounting hardware and was pushed inboard (left). The forward actuating cylinder support bracket was fractured in the legs just above the engine case flange with significant twisting deformation in the fractured legs. A portion of this forward bracket still remained attached to the case and was also twisted. The follow-up idler links were both pulled out from this forward actuating cylinder support bracket with their respective mounting bolts remaining with the links. The engine side lugs of the rear actuating support bracket were fractured. The mating right-hand clevis on the turbine exhaust sleeve flange was deformed while the left-hand clevis lugs were fractured. The turbine exhaust sleeve under the top actuating cylinder forward support bracket location was torn, deformed inwards, and exhibited a puncture hole. In the 3:00 oclock position, just aft of the cascades, there was a 6 inch hole in the sheet metal of the turbine exhaust sleeve. There was no missing material associated with the hole and the flap on the edge of hole was deformed outwards. There were no impact marks on the inside of the hole. The translating sleeve rail, which is attached to the turbine exhaust sleeve, was detached over the forward 1/3 from the turbine exhaust sleeve locally in this area. The turbine exhaust sleeve exhibited cracks around both the upper and lower clam shell hinge. The turbine exhaust sleeve exhibited three 45 degree buckles located at 1:00 oclock, 4:00 oclock, and 10:00 oclock. The 1:00 oclock buckle was in the opposite direction of the other two. The trailing edge of the turbine sleeve exhibited both axial and radially inward crushing damage consistent multiple impact areas from the 12:00 to 6:00 oclock position. The right-hand T/R clam shell was found in the almost fully deployed position. The Leading Edge (LE) exhibited multiple tears, impact marks, and buckled material with some of the impact marks in-line with the cascade forward end attachment bolts. The Trailing Edge (TE) lip of the right-hand clam shell exhibited localized areas with a buckled appearance characterized by kinked/wavy material deformation. There was no missing material or tears noted on the TE of the right-hand clam shell. Numerous hairline cracks were found in what appeared to be weld repaired areas of the righthand clam shell. The skin of the right-hand door exhibited two compression buckles orthogonal to the centerline of the engine. These buckles were near the LE of the door at

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The information included in this report is confidential and for investigative purposes only the 3 oclock location on the door. Photo (11) depicts details of the right-hand clam shell door. The left-hand T/R clam shell was found beyond the normally stowed position. A portion of the LE was found riding over the aft T/R forward seal (normally the LE tucks under the aft T/R forward seal in the fully stowed position). The TE lip of the left-hand clam shell exhibited localized areas with a buckled appearance characterized by kinked/wavy material deformation. There was no missing material or tears noted on the TE of the lefthand clam shell. Numerous hairline cracks were found in what appeared to be weld repaired areas of the lefthand clam shell. The skin of the left-hand door exhibited two compression buckles orthogonal to the centerline of the engine. These buckles were near the LE of the door at the 9 oclock location on the door. Photo (12) depicts details of the left-hand clam shell door. The aft lip of the T/R forward seal was deformed/crushed/buckled in the axial direction consistent with impact from the rear. This damage was most prevalent in the 2:00-4:00 oclock and 8:00-10:00 oclock areas of the seal. The aft seal assembly of the left clam shell half was damaged and partially missing. The aft seal assembly is attached to the outer surface of the clam shell half at its trailing edge. The seals leaves provide a seal between the clam shell half and the turbine inner sleeve when in the stow position. The seal leaves in the bottom 1/3 of the seal assembly were pushed up and away from the seal retainer. The leaves in the center of the seal assembly were completely missing and the seal retainer was deformed forward. The upper 1/3 of the seal assembly appeared to be intact. Neither the right-hand nor left-hand inner T/R clam shells could be moved by hand. Engine Engine Description The JT3D-3B engine is a two spool, axial flow, low bypass, turbofan engine. The inlet diameter of the engine is 53 inches and the engine itself is 136 inches long. The engine is flat rated to 84oF and the maximum thrust is 18,000 pounds. The engine consists of a front compressor (Low Pressure Compressor), rear compressor (High Pressure Compressor), combustion section, rear compressor drive turbine (High Pressure Turbine), front compressor drive turbine (Low Pressure Turbine), and exhaust section. The front compressor contains 2 fan stages and 6 Low Pressure Compressor (LPC) stages. The rear compressor contains 7 High Pressure Compressor (HPC) stages and drives the accessory gearbox through a towershaft. The HPC 15th stage provides bleed air for aircraft use. The combustion section contains 8 can annular combustion chambers that are each fuel fed by a ring of six dual orifice fuel nozzles. The HPT is a single stage that drives the rear compressor through the HPT drive shaft. The LPT is a SUD ST-AKW No. 4 Engine & Core T/R Examination JT3D-3B S/N 644495 8 of 27

The information included in this report is confidential and for investigative purposes only three stage that drives the front compressor through the LPT drive shaft. The engine exhaust section consists of a TEC and tail plug and has provisions for the rear engine mount. Stage numbering convention in the compressor section is as follows: the fan stages are stages 1 and 2, the LPC stages are 4 9 and the HPC stages are 10 16. There is no stage designated as stage 3 in the compressor. Stage numbering convention in the turbine section is as follows: the HPT is stage 1 and the LPT is stages 2 4. Together the fan, LPC, and LPT are considered the low (or N1) rotor, while the HPC and HPT are considered the high (or N2) rotor. The engine has 8 bearings designated as No. 1, 2, 2, 3, 4, 4, 5, and 6. The No. 2 and 4 bearings are duplex ball construction and are the thrust bearings for the low and high rotors respectively. The No. 2, 2, and 3 bearings share a common compartment in the Intermediate Case (IMC). The bearings are positioned on the shafts in such a way that both the low and high rotors are straddle mounted (bearings on the front and rear of each rotor). An accessory gearbox, driven by the engine high rotor through a towershaft, has provisions for, among other things, the engine fuel pump, hydro-mechanical fuel control, hydraulic pump, air turbine starter, and alternator. A nacelle provides an aerodynamic fairing around the outside of the engine. The nacelle consists of an inlet cowl, a left- and right-hand fan cowl, a left- and right-hand engine core cowl, and an aft thrust reverser outer sleeve. The fan and engine cowls, also referred to as doors, are hinged at the pylon and latch on the bottom side of the engine and are capable of being opened for the purpose of performing maintenance on the engine. Engine Examination General The Fan and LPC hardware separated during the accident impact sequence and was not included with the engine hardware shipped for this examination. This documentation represents only the core main portion of the engine recovered. The No. 4 engine structure was complete from the front of the HPC (10th stage) through the exhaust nozzle. None of the cases from the diffuser case back to the TEC exhibited any breaches or indications of external fire. The rear 14 inches of the IMC rear shirt was still attached and no indications of any breaches or indications of external fire were noted. The majority of the externals, ancillary components, and nacelle (with the exception of the core thrust reverser) were separated from the engine. The rear engine mount assembly was still attached to the TEC mount rails. The pylon mount bracket was bound up on the engine portion of the mount in a position rotated approximately 30 degrees CCW Viewed from Top. Both pylon bolts were sheared. On

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The information included in this report is confidential and for investigative purposes only the pylon mount bracket, the right-hand lug of the right-hand clevis was fractured while the left-hand lug of the left-hand clevis was twisted. All the PT7 and Exhaust Gas Temperature (EGT) probes (6 for each) were intact with no notable damage. The EGT harness appeared intact and undamaged and the PT7 manifold was intact but bent and distorted in the forward direction from the 11:00 to 1:30 oclock position. The PT7 signal tap line was bent and distorted inboards (left) and was separated at the flex line-to-hard line connection, see Photo (13). TEC and No. 6 Bearing The TEC exhibited no punctures or breaches. The aft mount forward rail was distorted forward from the 1:00 to 2:00 oclock position with an associated 5-inch circumferential tear at the base of the rail. The lightening hole at the 2:00 oclock position was torn through. The aft mount rear rail was intact with no tears but was distorted forward at the 1:00 oclock position. Both mount rails were also distorted forward from the 7:30 9:00 oclock location with an associated crack at the base of both rails. The TEC rear flange was intact and exhibited a heavy deformation at the 2:00 oclock position that distorted the flange forward and inward. There was an approximate 7-inch long tear along the rear flange weld seam of the TEC at the 2:00 oclock position. The exhaust centerbody, with the integral 4 exhaust struts, and the exhaust cone were all intact with no notable impact damage. Some small cracks were noted mid-span on the exhaust strut at the 12:00 oclock location in a previous weld repair. The TEC and centerbody assembly, including the No. 6 bearing compartment and support rods were not torn down as part of this examination. No notable distress was observed in the assembled condition. With the TEC removed the No. 6 bearing was exposed. The No. 6 bearing was intact and shiny. The bearing could not be spun by hand, but approximately half of the rollers themselves were free to rotate in their cage while the other half were locked up. The rollers were cylindrical, but tactile roughness and chipping was noted on the aft end of the rollers that were locked up. There was no outer race or cage damage noted, the outer race exhibited a uniform roller track indication. The carbon seal stack-up was intact. The heads of the No. 6 bearing scavenge pump drive spur gear attachment bolts exhibited a shiny appearance with tactile roughness and impact damage. LPT The LPT rotor could not be rotated by hand. The 4th stage LPT blade outer shrouds from the 0:30 3:30 oclock position were pressed tight against the 4th stage Blade Outer Air Seal (BOAS), while the biggest gap between the blade shrouds and the BOAS was from the 4:00 11:00 oclock position.

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The information included in this report is confidential and for investigative purposes only The LPT 4th stage rotor was in place and intact. The P/N and S/N of the 4th stage disk, as recorded by ink marking on the disk, were 771104 and P37170, respectively. All the 4th stage LPT blades were straight, intact, and secured in their slots. All of the 4th stage blades exhibited LE airfoil rubbing at the Outside Diameter (OD). The majority of the blades exhibited rubbing on the front face of their tip shroud. All of the 4th blade tip shrouds exhibited rubbing on their OD surfaces. The forward Knife Edge (KE) was heavily rubbed and worn down. The rear KE also exhibited rolling and contact damage. There was no notable damage on the TE of the blades. Photo (14) depicts LPT 4th stage blade tip shroud damage. The LPT 4th stage BOAS exhibited heavy circumferential scoring from the 1:00 3:00 and 7:00 9:00 oclock locations. In the 1:00 3:00 oclock location there were two distinct rubs, both of which exhibited a heat tinted blue discoloration, see Photo (15). The aft rub was 0.7 inches wide and located almost at the aft edge of the BOAS. The forward rub extended across the full width of the forward seal land. The rub from 7:00 9:00 oclock also exhibited two distinct tracks but did not exhibit heat discoloration. The aft rub was 0.2 inches wide and located almost at the aft edge of the BOAS. The forward rub at its heaviest location extended almost across the full width of the forward seal land. All of the LPT 4th stage vanes were in place and intact. The LPT 4th vane airfoils all exhibited rubbing on the ID LE. Approximately half of the vanes exhibited rubbing on the airfoil OD LE. The LPT 4th vanes were inadvertently removed before they could be numbered making it not possible to determine the pattern of this rubbing. There was a shiny rubbed area of the TE end of the OD shroud that was uniform around the circumference with the exception of the 3:30 - 5:00 oclock location where the rub became less severe and was sporadic. The LPT 4th stage vane inner support was in place and intact. There were no indications of contact on either the front or aft sides. The 3-4 KE seal land exhibited a non-uniform heavy rub, with multiple grooves, that was patchy around the entire circumference. At it widest part the rub extended 0.8 inches forward from the aft end edge of the seal land. The LPT 3-4 spacer was in place and intact and exhibited a 360-degree fresh heavy rub with blue heat tint and rolled material on the forward KE and two areas of fresh rub with rolled material 180 degrees opposed from one another on the aft KE. An estimated 25% of the circumference of the aft KE exhibited an oxidized appearance with KE height noticeably lower than full height. The LPT 3rd stage rotor was in place and intact. All of the 3rd stage LPT blades were straight, intact, and secured in their slots. All of the 3rd stage blades exhibited rubbing on the front face of their tip shrouds and on the mid shroud step. Contact on the aft KE was essentially 360 degrees around the circumference. Sporadic contact on the front face of the ID flowpath platforms was also noted. On the TE of the LPT 3rd stage blades, uniform 360 degree rubbing was noted on the aft face of the tip shrouds and the aft face of the inner flowpath platforms. SUD ST-AKW No. 4 Engine & Core T/R Examination JT3D-3B S/N 644495 11 of 27

The information included in this report is confidential and for investigative purposes only The LPT 3rd stage BOAS was in place and intact. There was fairly uniform rubbing on the aft face of the forward lip (the area in front of the LPT 3rd stage blade tip shroud front faces). In the blade running area there were two patches of heavy rub 180 degrees opposed to one another. These rubs were on both diameters of the seal. One of the two rubs appeared heavier than the other exhibiting blue heat tinted material in the larger of the two seal land diameters. The LPT 3rd stage vanes were all in place and intact. There were no notable witness marks on the TE side of the vanes. On the airfoil OD LE there was rubbing over the majority of the circumference but was noticeably less prevalent from the 4:00 9:00 oclock locations. On the airfoil ID LE there was rubbing from the 11:30 3:00 oclock locations. From the 9:30 2:30 location there was rubbing observed on the front face of the OD flowpath platform. The LPT 3rd stage vane inner support was in place and intact. The LPT 3rd stage vane inner support exhibited light intermittent 360-degree rubbing on the aft face just behind the ID of the vanes. The 2-3 KE seal land exhibited a shiny rub over an estimated 75% of the circumference that was out of plane. The LPT 2-3 spacer was in place and intact. The forward KE exhibited a light fresh rub over approximately 75% of its circumference. There were sporadic indications of a light rub on the aft KE. An estimated 33% of the circumference of the aft KE exhibited an oxidized appearance with the KE height noticeably lower than full height. The 2nd stage LPT disk and LPT shaft were removed as one unit. Still assembled on the LPT shaft was the No. 4 roller bearing and carbon seal stackup. All of the 2nd stage blades were present, intact, and secured in their disk attachment slots. Intermittent circumferential rub contact on the front face of the OD shrouds was noted and similar contact was noted on the front and aft faces of the ID flowpath platforms. Uniform circumferential rub contact was noted around the entire circumference on the tips of both shroud KE seals and on the aft face of the tip shrouds. The tie rods that attach the LPT shaft to the 2nd stage LPT disk were intact and present. The 2nd stage disk P/N and S/N were 734102 and G47817 respectively. The 2nd stage vane inner support knife edge rotating seal land, which is part of the LPT shaft, exhibited 360 degree circumferential scoring, see Photo (16). The No. 4 bearing carbon seal stackup was intact except for a small piece of the forward most seal which was broken but recovered. The damage to the seal was caused during the disassembly process. The No. 4 bearing rotated easily by hand. All the roller elements were intact, undamaged, shiny, and oil wetted. The cage appeared intact and undamaged. The oil appeared to be in good condition. The LPT shaft exhibited numerous circumferential scoring areas. The two heaviest and widest scoring areas were documented. The first scoring mark was located 16.5 23.25-inches from the front end of the shaft (see Photo (17)) while the

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The information included in this report is confidential and for investigative purposes only second was 30.75 31.75-inches from the font end of the shaft. The front splines were undamaged. The LPT 2nd stage BOAS was in place and intact. There was a 360 degree circumferential sporadic rub over the entire circumference on the aft side of forward vertical lip of the seal and in the blade running position in the forward part of the tapered transition to the larger diameter. From the 2:00 to 3:00 oclock location, rubbing was present in the large diameter of the seal. All of the LPT 2nd stage vanes were in place and intact. The 2nd stage vanes exhibited rubbing on the aft face of the ID flowpath platforms from the 11:00 3:00 oclock position and along the remaining circumference there was minor and sporadic rubbing with most vanes exhibiting no contact at all. From the 11:30 5:00 oclock position the vanes exhibited OD leading edge airfoil rubbing. From the 1:00 - 2:00 oclock position 6 of the 9 vanes exhibited airfoil contact over the outer 2/3 of the span, see Photo (18). There was no notable damage on the TE side of the vanes. The LPT 2nd stage vane inner support was in place and intact. There was no notable damage on the forward side. On the aft side, there was rubbing on aft side of the OD rail. The three static KEs on the aft end of the ID of the part were rolled over in both the forward and aft directions over the entire circumference, see Photo (19). The static KE seal on the forward end of the part exhibited indications of heavy rub over its entire circumference. HPT The HPT rotor rotated freely by hand but the HPC did not rotate, consistent with the HPT and HPC no longer coupled together. The HPT blades were in place and intact and secured in their disk attachment slots. There were sporadic rubbing indications on the TE aft face of the ID flowpath platforms over the entire circumference. The TE OD aft face of the tip shrouds exhibited uniform circumferential rubbing. Many of the blades exhibited rubbing on the outer 2/3 span of the airfoil TEs. The aft second stage inner vane support knife edge seal land exhibited uniform circumferential wear. The aft corner of the disk bore exhibited tactile roughness over the entire circumference. There was sporadic rubbing noted on the front face of inner flowpath platforms over the entire circumference. The OD of the rotating seal land on the outer front side of the HPT disk exhibited uniform 360 degree rubbing. The HPT BOAS was in place and intact. Uniform 360 degree rubbing was observed primarily on the aft stationary KE. This aft KE also exhibited rolling and splintering in some areas. The HPT 1st stage nozzle guide vanes were all in place and intact. When moved by hand the vanes were slightly loose in the assembly. All of the vanes were slightly clocked over SUD ST-AKW No. 4 Engine & Core T/R Examination JT3D-3B S/N 644495 13 of 27

The information included in this report is confidential and for investigative purposes only at the ID in the direction against rotation. Almost 50% of the vanes exhibited LE thermal distress including coating loose, cracking, and burning. Three vanes exhibited LE burning and erosion (parent material loss). There were no notable LE impact marks. Approximately 50% of the vanes exhibited TE cracking with some exhibited associated thermal distress and bowing in the airfoil mid-span area. There was no notable impact or rubbing type distress on the TE of the vane. Rubbing was noted in the 6:00 9:00 oclock location on the OD aft vertical face of the inner vane support. Diffuser and Combustor The diffuser case and the Combustion Chamber Outer Case (CCOC) both exhibited two large inward dents, one at about the 4:00 oclock and one at about the 12:00 oclock position. The CCOC was cut in order to remove it from the engine. Many fragments of battered HPC stators, blades, and shroud material were found in the burner area of the engine, see Photo (20). All eight combustion chambers were in place and intact with no notable thermal distress (e.g. burning, hot gas erosion). Dents in combustion chambers Nos. 3 and 8 were consistent with dent locations noted on the CCOC. The dents in combustion chambers Nos. 3 and 8 were located near the aft skirt and their respective combustion chamber rear guides were also dented. All the combustion chamber supports lugs were intact and undamaged. All of the fuel nozzles were intact and in place secured in the diffuser case. There was no notable distress to the fuel nozzles, but flaking off coking was noted on the nozzle faces. The inner combustion case was in place and intact with no notable thermal distress. The combustion chamber aft support was intact and in place with no notable thermal distress. Dents were noted in holes for the Nos. 3 and 8 combustion chambers. HPC The HPC module was all corn-cobbed with many empty blade slots, see Photo (21). In the slots in which there were still blades, the airfoils were fractured at the platform with some blade stubs pushed aft. Sporadic groups of stator vanes in various stages were all bent in the direction of rotation, see Photo (22). Removal of the HPC module revealed that the HPC rear hub had fractured at about the transition radius from the web to the shaft, see Photo (23). At least 10 pieces of the cone portion, 5 large and 5 small, were identified, see Photo (24). The remaining shaft portion of the hub still remained in the No. 4 bearing housing. The 16th stage disk was intact but was loose from the rest of the HPC rotor stack. Fifteen of the 16 tie rods were visible out the front of the 10th disk. The majority of the HPC tie-rods (13 out of 16) protruded about 2.5-inches out the front of the 10th stage HPC disk and were bent 90 degrees SUD ST-AKW No. 4 Engine & Core T/R Examination JT3D-3B S/N 644495 14 of 27

The information included in this report is confidential and for investigative purposes only radially outwards. One tie-rod was fractured flush with the disk, another was fractured just ahead of the 10th stage HPC disk. Of the 13 bent tie-rods, all had their respective nut still attached except for one. On the aft end all 16 tie-rods were visible but were fractured at various lengths. The HPC outer case exhibited 45 degree buckling deformation between the 5:00 and 9:00 oclock position. LPC A fragment of fractured LPC hub remained attached to LPT shaft on the front of the main engine carcass. The No. 2, 2 and 3 bearing housing in the IMC was intact, but only fractured sheet metal inboard of the gas path remained of the IMC. Continuing Work The following thrust reverser parts will be sent to Boeing for further examination and evaluation: Both upper actuating cylinders, T/R sleeve ring support fitting (this is attached to the upper cylinders), Both forward actuating cylinder support structure and idlers (attached to each cylinder) The follow-up drum and crank unit with the follow-up control rods and strut mount fitting. Both lower actuating cylinders Upper left inner crank Lower left drag link

No engine No. 4 hardware requires any additional examination or evaluation. Boeing to perform flight simulation of normal emergency return to airport and compare with accident flight. Boeing to develop a flight profile for the accident flight. Pratt & Whitney to provide description section of JT3D from overhaul manual. Pratt & Whitney to provide JT3D engine cross section copy. UAE GCAA to provide details on airport security camera installation. UAE GCAA to provide wreckage map.

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The information included in this report is confidential and for investigative purposes only Forward Drag Link

Crank (inner)

Adjustable Link Translating Sleeve Sleeve lock Roller Track Photo (1) Forward Forward Follow-up Control Rod Aft Engine Mount Aft Follow-up Control Rod

Hinge Drive Idler

Actuating Cylinder Rod

J Lock Hook

Follow-up Clam Shell Drive Mechanism (Upper Right Side) Idler Link

Pylon Mounting Bracket

Drum-and-Crank Unit Yoke Photo (2) SUD ST-AKW No. 4 Engine & Core T/R Examination JT3D-3B S/N 644495

Actuating Cylinders

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The information included in this report is confidential and for investigative purposes only

Photo (3)

Cascade No. 4

Cascade No. 5

Photo (4) SUD ST-AKW No. 4 Engine & Core T/R Examination JT3D-3B S/N 644495 17 of 27

The information included in this report is confidential and for investigative purposes only

Forward

Deformation

Photo (5)

Note rod contact with threaded end of the lock pivot bolt

Photo (6) SUD ST-AKW No. 4 Engine & Core T/R Examination JT3D-3B S/N 644495 18 of 27

The information included in this report is confidential and for investigative purposes only

Forward

Photo (7) Forward

Note Bent Thread

Photo (8) SUD ST-AKW No. 4 Engine & Core T/R Examination JT3D-3B S/N 644495 19 of 27

The information included in this report is confidential and for investigative purposes only

Undamaged Area Translating Sleeve Main Pylon Fairing

Damaged Area Translating Sleeve Main Pylon Fairing

Scrape marks on Cylinder ends and plumbing

Scrape marks on doubler plate

Photo (9)

Separated Upper Inner Crank

Photo (10) SUD ST-AKW No. 4 Engine & Core T/R Examination JT3D-3B S/N 644495 20 of 27

The information included in this report is confidential and for investigative purposes only

Buckles

Right Clam Shell

Kinked/wavy material deformation Photo (11)

Kinked/wavy material deformation

Buckles

Left Clam Shell

Photo (12) SUD ST-AKW No. 4 Engine & Core T/R Examination JT3D-3B S/N 644495 21 of 27

The information included in this report is confidential and for investigative purposes only

Forward

PT7 Manifold

Photo (13)

Photo (14) SUD ST-AKW No. 4 Engine & Core T/R Examination JT3D-3B S/N 644495 22 of 27

The information included in this report is confidential and for investigative purposes only

Photo (15)

Photo (16) SUD ST-AKW No. 4 Engine & Core T/R Examination JT3D-3B S/N 644495 23 of 27

The information included in this report is confidential and for investigative purposes only

Photo (17)

Photo (18) SUD ST-AKW No. 4 Engine & Core T/R Examination JT3D-3B S/N 644495 24 of 27

The information included in this report is confidential and for investigative purposes only

Photo (19)

Photo (20) SUD ST-AKW No. 4 Engine & Core T/R Examination JT3D-3B S/N 644495 25 of 27

The information included in this report is confidential and for investigative purposes only

Photo (21)

Rotation

Photo (22) SUD ST-AKW No. 4 Engine & Core T/R Examination JT3D-3B S/N 644495 26 of 27

The information included in this report is confidential and for investigative purposes only

Photo (23)

Photo (24) SUD ST-AKW No. 4 Engine & Core T/R Examination JT3D-3B S/N 644495 27 of 27