History of Flight
On April 18, 2018, about 1809 eastern daylight time, Delta Air Lines flight 30, an Airbus A330-300, registration N806NW, experienced a right engine fire during initial climb from Hartsfield-Jackson Atlanta International Airport. The flight crew received an engine fire electronic centralized aircraft monitor (ECAM) indication at about 700 ft above ground level. They declared an emergency, shut down the right engine, discharged both fire bottles, and initiated a return to Atlanta. During the return, the fire warning cleared, and the crew executed an uneventful overweight single-engine landing. No passengers or crew were injured. The flight was a regularly scheduled service to London Heathrow.
Aircraft Information
The airplane was powered by two Pratt & Whitney PW4168A engines. The right engine had accumulated about 49,723 hours and 6,515 cycles since new, with 25,009 hours and 3,170 cycles since an overhaul in November 2012. The A330's fire detection system used two loops per engine; the loops had a 5-minute certification requirement. The ECAM software displayed messages in priority order, with red warnings above amber cautions.
Crew Actions and System Response
The captain was the pilot flying. After the ECAM warning, the captain transferred control to the first officer, performed ECAM procedures, and discharged both fire bottles. The relief first officer declared an emergency with air traffic control. The fire indication remained for over 10 minutes before changing to a detection fault caution. About 14 minutes after the initial warning, a yellow hydraulic reservoir low level warning appeared. The flight received vectors and landed on runway 27R about 1834. During rollout, air traffic control confirmed the right engine was still smoking. After stopping, airport rescue and firefighting extinguished the fire with foam.
Damage and Maintenance History
The right engine, nacelle, and pylon sustained thermal damage. The pylon structure remained intact but with discoloration and sooting; the pylon outer bulkhead was bowed. Examination of the FM-13 fuel hose revealed that the rigid fuel pipe was installed on the wrong side of the hydraulic interface panel, causing a 6.27 mm radial offset. Maintenance records showed fuel leaks had been observed two days earlier at Amsterdam, where the FM-13 hose and seals were replaced. The accident occurred three flights after that maintenance.