Airplane Egyptair - 30°07′N 31°24′E / 30.117°N 31.400°T / 30.117; 31.400 coordinates: 30°07′N 31°24′E / 30.117°N 31.400°T / 30.117; 31.400
On July 29, 2011, EgyptAir Flight 667, a Boeing 777 en route from Cairo, Egypt to Jeddah, Saudi Arabia, was preparing for takeoff when a fire broke out on the land at Cairo Airport. There were no injuries, but people who were shaved were treated for smoke inhalation. The plane was damaged beyond financial repair.
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Subsequent investigations revealed that the fire started in the storage area of the crew's emergency medical system, but it was not possible to determine the source of the fire or the cause of the fire. .
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An EgyptAir Boeing 777 is at gate F7 of Terminal 3 at Cairo International Airport on July 29, 2011, preparing for flight 667 to take off. A rumble came from the starboard console, followed by smoke and fire. The first officer jumped from his seat and ordered the captain to leave the cockpit as the captain tried to put out the fire using the fire extinguisher on the floor.
According to the cockpit voice recorder, the noise occurred at 9:11:38 and a pop was heard on the final report, followed by a sound like a compressed air leak.
The fire broke out about 30 minutes after the first officer performed a pre-flight checklist for oxygen mask use.
About three minutes after the alarm was raised, airport firefighters arrived at the CC and quickly extinguished the fire. Two firefighters and five passengers and crew were hospitalized for smoke inhalation.
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The aircraft was compromised due to structural damage to the bay area and excessive heat and smoke in the cabin.
The aircraft was a Boeing 777-266ER named Nefertiti, Egyptian registration SU-GBP (C/N 28423, msn 71). It first flew in 1997 and was 14 years old at the time of the accident. It completed 11,448 flight cycles and accumulated 48,281 hours of flight time.
Since there were no fuel lines, oil lines, or hydraulic lines at the scene of the fire, the investigation focused on the crew's medical supply system as a primary cause or major contributor.
A few days after the fire, all Egyptian 777-200 and 777-300 aircraft were inspected in the cockpit area where the fire occurred at SU-GBP. According to the final report of the investigation, the wires found on the oxygen light plate did not match Boeing's design:
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The 777-200 aircraft differed from the Boeing brief design In particular, the wiring of the first officer's acid eye light plate was different in the following ways: the wire clamp was missing, without a phone sleeve, you'll find a large slot of unsupported phone. Egyptian 777-200s have the same phone arrangement as a replacement for the first officer's acid mask. The captain's phones were the same as the captain's side, but the hand of all the planes was checked... On one of the 777-200 planes, it was found that the outer layer of wire mesh, although the inner layer is still intact, the spacers are not visible.
In October 2011, Boeing issued a service bulletin recommending that the oxygen lamp plate wires be checked and the sleeves placed where the wires are damaged.
A Boeing 777 cockpit with the location of the first officer's oxygen mask (left) and the cockpit of SU-GBP after the fire.
Tests by the US National Transportation Safety Board following a 2008 fire on a Boeing 767 found that flexible oxygen tubes could ignite if the anti-kink springs on the oxygen delivery tubes were exposed to electrical circuit.
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The tube in the SU-GBP is made of two layers of silicone, unlike the tube in the NTSB test, with a spring attached to the outer layer. In tests conducted by Boeing on the 777 crew oxygen tubes, two seams were found to be good. Further tests showed that 5 volts of direct current was not enough to break the tube, under conditions that increased the risk of malfunction. However, the final report said the tests were done on new tubes, and that Boeing planned to conduct similar tests on older tubes from in-service airplanes to see if they were affected. to the results of the annual changes.
Similar tests were performed on the voltage and amperage of the aircraft wiring found elsewhere in the cockpit. With air in the tube, applying 28 volt DC power at 5 amps or 115 volt AC power at 2.5 amps did not damage the tube or ignite it, but produced 28 VDC at 6 amps or 115 VAC at 5 amps. Small leak and some "incandes".
Because of oxygen in the tube, 5 Vdc at 1.2 amps or 28 Vdc at 2.5 amps did not damage, but 28 Vdc at 5 amps caused a leak that completely damaged the tube.
With the exception of the oxygen microphone wire (which was found to carry only a milliamp level indicator), all wires in the captain's and first officer's compartments followed the design requirements for isolation. However, it was determined that contact between the aircraft wires and oxygen system components could occur if multiple wires were lost or damaged, or if the wires were installed incorrectly.
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Adiabatic heating from the steam release of pressurized oxygen in the exhaust pipe was another possible source, but this was ruled out. Window oil in an oxygen-rich environment was another source of ignition that was investigated, but testing determined that the oxygen level did not affect the electrical field, above 200°F. most of that part of the cockpit.
The investigation did not determine the cause of the fire, but the fire started near the first officer's breathing tube and was suspected to have been caused by oxygen entering the first officer's mask. strength and rate of fire.
Although it is not known whether the breakdown of the oxygen system provided a flammable environment for the fire to start, if the oxygen system was damaged in the fire and the electrical fault, possibly in the anti- kink in flexible oxygen supply tubes. , there may be a fire
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