Saab-Scania Ab (Saab) SF-340-A accident near Philadelphia, Pennsylvania, August 17, 1995
On August 17, 1995 at about 10:27 pm local time, a Saab-Scania Ab (Saab) SF-340-A, registered N742BA, was substantially damaged in an accident near Philadelphia, Pennsylvania (Philadelphia Intl airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). No one was hurt; 31 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of a titanium hydraulic line, which resulted in an uncontained hydraulic fluid wing fire. A factor was the use of a procedure by the operator, approved by the FAA, but not approved by the airplane manufacturer, which resulted in compartment temperatures reaching 204 degrees C, where the failed line sprayed the hydraulic fluid.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 17, 1995 · about 10:27 pm local time
- Place
- Philadelphia, Pennsylvania · Philadelphia Intl · map
- Type
- Accident
- Injuries
- No one was hurt; 31 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Saab-Scania Ab (Saab) SF-340-A
- Registration
- N742BA · registry record · serial 340A-092
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
The turboprop airplane was standing on the taxiway awaiting takeoff. The flightcrew had feathered the left propeller, and was using the left engine high-pressure bleed air for running the airplane's air conditioners. While standing, several warning lights illuminated, and the crew determined that they had a fire in the vicinity of the left engine. The engines were shut down, and the airplane was evacuated. Examination of the wing revealed that a titanium flap line, between the wing and flap panel, had failed for an undetermined reason. After the line separated, it broke two electrical wires, struck a bolt end, and the MIL-5606 hydraulic oil caught on fire. Flightcrews had experienced previous false bleed air leak lights. The airplane manufacturer stated that the compartment temperature where the fire erupted should have been no higher then 70 degrees C. The bleed air leak warning lights were activated by 204 degree C sensors. The MIL-5606 flash point was 110 degrees C. The use of a feathered engine to power air conditioners was the engine manufacturer's procedure. The procedure was not in the airplane manual, but was approved by the FAA Principal Operation Inspector.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 5,200 hours in all; 2,150 in this make and model; 124 in the last 90 days; 90 in the last 30 days; 1,600 as pilot in command; 700 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 16,806 hours
- Last inspection: continuous airworthiness programme, July 12, 1995; 265 hours since
- Maximum gross weight: 28,000 lb
- Seats: 37
- Landing gear: retractable
- Engine: Ge CT7-5A2 (turboprop); 0 hours total
- Fire on the ground
- Operator: Business Express Airlines
The flight
- Departed from: PHL
- Destination: JFK Jamaica NY
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 070° at 12 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 20,000 ft; scat at 5,000 ft
- Temperature: 90°F (32°C), dew point 73°F (23°C)
- Altimeter: 29.00 inHg
- Observation at 10:51 pm from PHL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| Passengers | 28 |
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.
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.