Safety Topics: Failure of Engine Bleed Duct

THE take‐off weight of a DC‐10 gave a V1 speed of 160 kt and the take‐off run was normal until at a speed of around 140 kt the co‐pilot and flight engineer saw that the N1 gauge for No 3 engine (GE CF6–50) was about 7% too low and that No 3 EGT was showing an abnormally high temperature of about 945°C. Within about one second the engine fail light illuminated and momentarily (one second), the fire warning lights showed and the fire bell rang. The speed had risen to 147 kt and the commander immediately ordered ‘Stop — Reverse’. The emergency stop procedure was effected and the emergency services put on ‘Local Standby’. During the deceleration it was noted that the brake temperatures were rising and had reached about 350°C. When the aircraft had slowed to a low forward speed, the fire drill was carried out on No 3 engine and the commander, calling for the emergency services, elected to turn off the runway into a holding point before stopping the aircraft.