McDonnell Douglas DC-9-31 N945AX

Summary

On 14 October 1995 at about 01:51 local time, a McDonnell Douglas DC-9-31 registered N945AX, operated by Airborne Express Inc, was involved in an accident near Cedar Rapids, Iowa, United States. 2 people were on board and nobody was injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

14 October 1995 at 01:51

Classification

Accident

Location

Cedar Rapids, Iowa, United States

Coordinates

41.9209, -91.6998

Aircraft

McDonnell Douglas DC-9-31

Registration

N945AX

Category

Airplane

Engines

2

Operator

Airborne Express Inc

Operating rule

Part 121: Air Carrier

Phase of flight

Not recorded

Route

Des Moines → Willmington

Aircraft damage

Substantial

Weather

VMC

Light

Night/Dark

NTSB number

CHI96LA011

Nobody was injured.

inadequate installation of a thrust reverser, driver linkage arm pivot bolt and nut, which resulted in the nut and bolt becoming disconnected. A factor relating to the accident was: the manufacturer's unclear information regarding the type and number of washers to be installed on the pivot bolt assembly.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

Shortly after an intermediate level-off at 13,000 feet, the crew heard a loud bang and felt the airplane shudder. They diverted to a nearby airport. During the landing roll, the engine's thrust reversers were deployed. The right engine thrust reverser deploy light illuminated. The left engine thrust reverser deploy light did not illuminate. Maintenance personnel found the left engine lower thrust reverser door had been struck repeatedly by the top reverser door. An investigation revealed broken and bent thrust reverser linkages. A pivot bolt, washers, castellated nut, and cotterpin associated with a driver linkage arm were missing. Two other company airplanes were found with a missing cotterpin from the pivot bolt. Examination of these assemblies revealed the bolt end did not protrude beyond the nut's outer edge. The result was that the cotterpin could not fit through the hole in the bolt. The manufacturer's parts manual and maintenance manual text indicated that one countersunk washer should have been below the bolt head and one flat washer under the nut. However, the corresponding illustration in the maintenance manual showed an additional washer (2 washers) under the nut.

Quoted verbatim from the NTSB record.