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Printed page 19. PDF page 27.
serial numbers, indicating they were not manufactured in the same batch. 3.19. Although unable to determine when the fatigue cracking originated, the Commission found it likely that the fatigue was present in both LPT blades when the engine was recentlyOpen final report at PDF page 27ATR72-600, ZK-MVL Engine fire and evacuation Wellington 1 September 2024
Printed page 1. PDF page 9.
engine. 1.4. The blade failure was a result of fatigue cracking. The Commission was unable to definitively determine when the fatigue cracking originated. 1.5. The engine failure occurred within four flying hours of the engine having been overhauled. 1.6. TheOpen final report at PDF page 9ATR72-600, ZK-MVL Engine fire and evacuation Wellington 1 September 2024
Printed page 30. PDF page 38.
low-pressure turbine blade also had evidence of fatigue. 4.5. While the Commission was unable to definitively determine when the fatigue cracking originated, it was likely that the fatigue on both LPT blades was present when the engine was recently overhauled.Open final report at PDF page 38ATR72-600, ZK-MVL Engine fire and evacuation Wellington 1 September 2024
Printed page 231. PDF page 251.
as commanded when the crew attempted to shut down that engine. The investigation was unable to determine why that fire bottle did not function. Table B7: Fire extinguishing system - bottle discharge status and the electrical continuity of the signal/controlOpen official document at PDF page 251ATSB AO-2010-089: In-flight uncontained engine failure, Airbus A380-842 VH-OQA, overhead Batam Island, 4 November 2010