MD-11
Flight Crew Air Transport Pilot (ATP)
Situational Awareness
Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Aircraft Aircraft Damaged; Flight Crew Rejected Takeoff; General Flight Cancelled / Delayed; General Maintenance Action; General Declared Emergency
Aircraft
Near Max Takeoff gross weight; doing a max performance Takeoff; winds light on a dry runway in VMC. At approximately 100 KTS with First Officer flying heard a loud bang and aircraft veered left and nose lowered. Took control and rejected aircraft. Analyzing the situation we realized that there was no N1 indication on Number 1 Engine. We shutdown the engine and then tower and another aircraft said they saw that the engine was on fire. We had no secondary indications in the cockpit; but I decided to discharge a bottle anyway in accordance with the severe damage engine fire checklist and for safety sake. They said the fire appeared to be out. At this point we had the fire trucks rolling and I decided to pull up to clear the runway. (Single runway ops.) At that point after consulting appropriate checklist and with the fire crews approaching we shut down the remaining engines after APU was on line. Called ramp for a tow back to the gate and briefed Maintenance. Wrote up event. Called Dispatch. Briefed them on the entire scenario. Then Maintenance introduced me to an airport official that came on board and wanted a written statement signed by me that we provided. Brief and to the point. Released to crew rest.
Departing with a max power takeoff at approximately 625.0 MGTW. Takeoff clearance was given and I completed the before takeoff checklist and the Captain transferred the controls to me. The throttles were advanced and the auto throttles engaged with normal engine indications. '80 KTS - crosschecked' calls were made. At approximately 100 KTS a loud bang was heard/felt that coincided with a sudden veer to the left; which was immediately corrected to maintain runway centerline. The Captain called 'REJECT' and took control of the airplane and performed the reject to bring the aircraft to a safe stop on the runway. I notified Tower that we were rejecting the takeoff and then we had an engine failure. After the aircraft was safely stopped; we determined that we did indeed have an engine failure and proceeded to confirm the applicable procedures had been completed and then our attention was directed to the QRH to complete the ENGINE FIRE OR SEVERE DAMAGE checklist. As we initiated the checklist; communication was made over the frequency that fire was visible from our failed engine. As per the QRH; we activated the Number 1 Engine fire handle and discharged the engine extinguishing agent into the engine and continued to complete the checklist. After there were no secondary fire indications in the cockpit and tower no longer saw any fire indications; we taxied clear of the runway. We declared an emergency at some point during all the communication with Tower and request emergency equipment. As we were waiting for airport emergency personnel to inspect the engine; we started the APU and shut down Engine 2 and 3. The RFO contacted the ramp office to inform them of the issue and requested a tug be sent out for a tow back to the gate. A failed attempt was made via SATCOM to contact Dispatch to inform them of the situation that was eventually successful via ACARS. Emergency personnel inspected the engine released us to be towed back to the gate.
MD11 flight crew describes an engine failure and reject at 100 KTS at maximum takeoff weight. An engine fire is reported after the reject and engine fire procedures are complied with.