Aerospatiale ATR-72 incident near Chicago, Illinois, September 6, 1995
On September 6, 1995 at about 2:18 pm local time, a Aerospatiale ATR-72, registered N414WF, suffered minor damage in an incident near Chicago, Illinois. It was a flight of an unrecorded kind under scheduled airline rules (Part 121). No one was hurt; 18 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
improper installation of the #7 and #8 fuel nozzle manifold transfer tubes by company maintenance personnel, and an inadequate exhaust drain fitting gasket, which resulted in fuel leaks at the respective 'O' ring/gasket fittings; blockage of the fuel/oil drain manifold; and subsequent fire in the engine compartment.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 6, 1995 · about 2:18 pm local time
- Place
- Chicago, Illinois
- Type
- Incident
- Injuries
- No one was hurt; 18 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aerospatiale ATR-72 ATR 72 · all ATR-72s on the register
- Registration
- N414WF · no longer on the register · serial 0414
- Damage
- Minor damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The airplane was on its first flight of the day after engine fuel system maintenance. While climbing through 7500 feet, the fire warning system activated. The flight crew extinguished the fire, secured the engine, and returned to the departure airport. Examination of the engine revealed that a fuel leak had occurred at the #7 and #8 fuel manifold nozzle transfer tubes. The fuel manifold transfer tube locking plates for the #7 and #8 nozzle assemblies were found improperly installed, and the respective 'O' rings were found to be cut and scratched. Also, the engine's overboard (fuel/oil) drain line was found to be about 99% blocked with a carbon-like material. Additionally, the engine's fuel manifold and turbine support case drain lines were noted to be positioned directly opposite each other within the drain manifold. The drain line's turbine support case fitting had an oversized and offset, crush gasket. The nacelle's interior had a flame discolored area directly below this fitting.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 12,000 hours in all; 6,500 in this make and model; 180 in the last 90 days; 70 in the last 30 days; 10,000 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: continuous airworthiness programme, August 20, 1995; 100 hours since
- Maximum gross weight: 48,500 lb
- Seats: 68
- Landing gear: retractable
- Engine: P&W PW127 (turboprop); 0 hours total
- Operator: Simmons Airlines
The flight
- Departed from: ORD IL at 1:54 pm
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 200° at 12 knots
- Visibility: 10 statute miles
- Sky: overcast at 25,000 ft; scat at 15,000 ft
- Temperature: 81°F (27°C), dew point 63°F (17°C)
- Altimeter: 30.00 inHg
- Observation at 2:50 pm from ORD
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 4 | |||
| Passengers | 14 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N414WF the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.