Air Transat Flight 236
Air Transat Flight 236 was a transatlantic flight bound for Lisbon, Portugal, from Toronto, Canada, that lost all engine power while flying over the Atlantic Ocean on August 24, 2001. The Airbus A330 ran out of fuel due to a fuel leak caused by improper maintenance. Captain Robert Piché, 48, an experienced glider pilot, and First Officer Dirk de Jager, 28, glided the plane to a successful emergency landing in the Azores, saving all 306 people (293 passengers and 13 crew) on board. Most of the passengers on the flight were Canadians visiting Europe or Portuguese  expatriates returning to visit family in Portugal. This was also the longest passenger aircraft glide without engines, gliding for nearly . Following this unusual aviation accident, this aircraft was nicknamed the "Azores Glider". Incident. Flight TS 236 took off from Toronto at 00:52 (UTC) on Friday, August 24, 2001 (local time: 20:52 (ET) on Thursday, August 23), bound for Lisbon, Portugal, with 293 passengers and 13 crew on board. The flight was flown by Captain Robert Piché, who had 16,800 hours of flight experience (with 796 of them on the Airbus A330), and First Officer Dirk DeJager, who had 4,800 flight  hours (including 386 hours on the Airbus A330). The aircraft was a two-year-old Airbus A330-243 registered as that first flew on March 17, 1999, configured with 362 seats and placed in service by Air Transat on April 28, 1999. It was powered by two Rolls-Royce Trent 772B-60 engines capable of delivering thrust each. Leaving the gate in Toronto, the aircraft had 46.9 tonnes of fuel on board, 4.5 tonnes more than required by regulations. At 04:38 UTC (almost four hours into the flight), the aircraft began to leak fuel through a fracture that had developed in  a fuel line to the no. 2 (right) engine. At 05:03 UTC, more than four hours into the flight, the pilots noticed low oil temperature and high oil pressure on engine no. 2. Although these readings were an indirect result of the fuel leak, the pilots had no reason to consider that as a cause. Consequently, Captain Piché suspected they were false warnings and shared that opinion with Air Transat maintenance control centre in Montreal, which advised them to monitor the situation. At 05:36 UTC, the pilots received a warning of fuel imbalance. Still unaware of the fuel leak, they  followed a standard procedure to remedy the imbalance by transferring fuel from the left wing tank to the right wing tank. The transferred fuel was lost through the fractured fuel line, which was leaking at about one gallon per second. This caused a higher-than-normal fuel flow through the fuel-oil heat exchanger, which in turn led to a drop in oil temperature and a rise in oil pressure for the no. 2 engine. At 05:45 UTC, the pilots decided to divert to Lajes Air Base in the Azores. They declared a fuel emergency with Santa Maria Oceanic air  traffic control three minutes later. At 06:13 UTC, while still from Lajes and at , engine no. 2 flamed out due to fuel starvation. Piché then initiated a descent to , which was the proper single-engine altitude for the weight of the plane at that time. Ten minutes later, the crew sent a mayday to Santa Maria Oceanic air traffic control. Thirteen minutes later, at 06:26 UTC and about from Lajes Air Base, engine no. 1 also flamed out, requiring the plane to glide the remaining distance. Without engine power, the plane lost its primary source of electrical power. The emergency  ram air turbine deployed automatically to provide essential power for critical sensors and flight instruments to fly the aircraft as well as enough hydraulic pressure to operate the primary flight controls (without which the aircraft would be uncontrollable). The aircraft lost hydraulic power for the flaps, alternate brakes, and spoilers. The slats would still be powered, while the primary brakes would be able to operate a limited number of times using pressure stored in the brake accumulator. Five minutes later, at 06:31 UTC, the oxygen masks dropped down in the passenger cabin. Military air traffic controllers guided the aircraft to  the airport with their radar system. The descent rate of the plane was about . They calculated they had about 15 to 20 minutes left before they would be forced to ditch in the ocean. The air base was sighted a few minutes later. Piché had to execute one 360° turn, and then a series of "S" turns, to dissipate excess altitude. At 06:45 UTC, the plane touched down hard, around past the threshold of runway 33, at a speed around , bounced once, and then touched down again, roughly from the threshold. Maximum emergency braking was applied and retained, and  the plane came to a stop after a landing run that consumed of the runway. Because the antiskid and brake modulation systems were inoperative, the eight main wheels locked up, the tires abraded and fully deflated within , and the wheels themselves were worn down to the axle journals during rollout. Fourteen passengers and two crew members suffered minor injuries, while two passengers suffered serious injuries during the evacuation of the aircraft. The plane suffered structural damage to the main landing gear (due to the hard touchdown and the abrasion of the locked wheels against the runway surface during the landing  roll) and the lower fuselage (both structural deformation from the hard touchdown and various punctures from impact by pieces of debris shed from the main landing gear). Investigation. The Portuguese Aviation Accidents Prevention and Investigation Department (GPIAA) investigated the accident along with Canadian and French authorities. The investigation revealed that the cause of the accident was a fuel leak in the no. 2 engine, caused by an incorrect part installed in the hydraulics system by Air Transat maintenance staff as part of routine maintenance. The engine had been replaced with a spare engine, lent by Rolls-Royce, from an older  model which did not include a hydraulic pump. Despite the lead mechanic's concerns, Air Transat authorized the use of a part from a similar engine, an adaptation that did not maintain adequate clearance between the hydraulic lines and the fuel line. This lack of clearance, on the order of millimetres from the intended part, allowed chafing between the lines to rupture the fuel line, causing the leak. Air Transat accepted responsibility for the accident and was fined C$250,000 by the Canadian government, which was the largest fine in Canadian history. Pilot error was also listed as one of  the lead causes of the accident (for failing to identify the fuel leak, neglecting to shut down cross-feed after the first engine flamed out, and failing to follow standard operating procedures in possibly more than one case). Nevertheless, the pilots returned to a heroes' welcome from the Canadian press as a result of their successful unpowered landing. In 2002, Captain Piché was awarded the Superior Airmanship Award by the Air Line Pilots' Association. Aftermath. Following the accident investigation, the French Directorate General for Civil Aviation (DGCA) issued F-2002-548B, requiring a detailed fuel-leak procedure in the flight manual  and the need for crews to be aware of this. This was later cancelled and replaced by F-2005-195. The US Federal Aviation Administration (FAA) issued AD 2006-02-01, effective February 3, 2006, requiring new airplane flight manual procedures to follow in the event of a fuel leak for Airbus Model A330 and A340 aircraft. The accident led to the DGCA and FAA issuing an airworthiness directive (AD), requiring all operators of Airbus models A318, A319, A320 and A321 narrow-body aircraft to revise their flight manuals, stressing that crews should check that any fuel imbalance is not caused  by a fuel leak before opening the cross-feed valve. The AD required all airlines operating these Airbus models to make revisions to the flight manuals before any further flights were allowed. The FAA gave a 15-day grace period before enforcing the AD. Airbus also modified its computer systems; the on-board computer now checks all fuel levels against the flight plan. It now gives a clear warning if fuel is being expended beyond the specified fuel consumption rate of the engines. Rolls-Royce also issued a bulletin advising of the incompatibility of the relevant engine parts. The aircraft  was repaired and returned to service with Air Transat in December 2001, with the nickname "Azores Glider". It was placed into storage in March 2020 due to COVID-19 pandemic. On October 18, 2021, the aircraft made its last flight with Air Transat and was subsequently returned to the lessor AerCap. The future use of the aircraft is unknown. Related study. Margaret McKinnon, a postdoctoral psychology student at Baycrest Health Sciences in Toronto at the time, was a passenger on her honeymoon on Flight 236. She and her colleagues recruited 15 other passengers in a study of post-traumatic stress disorder  (PTSD), published in August 2014 in the academic journal "Clinical Psychological Science", which compared details recalled by passengers suffering from PTSD with those recalled by passengers without PTSD and with a control group.