American Airlines 587 Flight is regularly scheduled international flight passengers from New York John F. Kennedy International Airport to Las Amà © rica International Airport in Santo Domingo, capital of the Dominican Republic. On November 12, 2001, Airbus A300B4-605R flew the route immediately after takeoff to the Belle Harbor neighborhood of Queens, a district in New York City. All 260 people on board (251 passengers and nine crew members) were killed, along with five people on the ground. This is the second deadliest aviation accident involving Airbus A300 (after Iran Air Flight 655), and the second deadliest aviation accident occurred on US soil (after American Airlines Flight 191).
The location of the accident and the fact that it happened two months and one day after the September 11 attacks at the World Trade Center in Manhattan initially gave birth to fears of another terrorist attack. Terrorism was officially ruled out as the cause by the National Transportation Safety Agency (NTSB), which instead linked the disaster with the use of missile control by first officers as a continuation of turbulence, or jet wash, from Japan Airlines Boeing 747-400 departing a few minutes before that. According to the NTSB, the use of an aggressive steering control by the co-pilot causes a vertical stabilizer to extinguish the plane, along with two aircraft engines that break away from great power before impact.
Video American Airlines Flight 587
Accident
The crash aircraft, registration N14053, was Airbus A300B4-605R delivered in 1988 with seating configuration for 251 passengers and nine crew and powered by two General Electric CF6-80C2A5 engines. On-board were two crew members, Captain Ed States (42) and First Officer Sten Molin (34); seven cabin crew; and 251 passengers. The plane drove to Runway 31L behind the Japan Airlines Boeing 747-400 plane preparing to take off. As JAL flights take off and begin to climb, the tower watchdog warns Flight 587 pilots of turbulence potential from 747.
At 9:13:28, the A300 was cleared for take-off, leaving the runway at 9:14:29, about 1 minute and 40 seconds after the JAL flight. From takeoff, the plane rises to a height of 500 feet above the mean sea level (msl) and then enters the left ascent towards 220 °. At 9:15:00, the pilot made initial contact with the departure controller, informing him that the plane was at an altitude of 1,300 feet and climbing up to 5,000 feet. The departure controller instructs the aircraft to rise to and maintain 13,000 feet. Data from the flight data recorder (FDR) indicates that the events leading to the crash begin at 9:15:36, when the plane hit the turbulence of the JAL flight right in front of it. In response to turbulence, the first officer alternated between moving the wheel from left to right and back again sequentially for at least 20 seconds, until 9:15:56, when the pressure caused the lugs attached to the vertical stabilizer and the steering failed. The Stabilizer is separated from the plane and falls into Jamaica Bay, about a mile north of the main ruin site. Eight seconds later, a kiosk alert was heard on the cockpit voice recorder.
When the stabilizer is separated from the plane, the plane heads down, heading straight for Belle Harbor. As the pilots struggled to control the plane, the plane became a flat spin. The resulting aerodynamic load shaves both engines off the aircraft seconds before impact. The engine landed a few blocks north and east of the main ruin site. The loss of the engine cuts power to the FDR at 9:16:00, while the CVR (cockpit voice recorder), utilizes the battery backup, disconnects at 9:16:15, just before the collision with the ground. The main impact locations are the junction of Newport Avenue and Beach 131st Street.
Maps American Airlines Flight 587
Investigation
Issue of early terrorism
Because the accident occurred two months and one day after the September 11 attacks in New York, several major buildings including the Empire State Building and UN Headquarters were evacuated. Within months of the accident, rumors circulated that the plane had been destroyed in a terrorist plot, with shoe bombs similar to those found on Richard Reid. In May 2002, a Kuwaiti citizen named Mohammed Jabarah agreed to cooperate with investigators as part of a plea bargain. Among the details given by Jabar to the authorities were claims made to Jabarah by lieutenant Khalid Sheikh Mohammed, who told Jabarah that Reid and Abderraouf Jdey had both been registered by al-Qaeda chiefs to perform an identical shoe bomb plot as part of the second wave. attacks against the United States. According to this lieutenant, the Jdey bomb successfully blew Aircraft 587, while Reid's attempt was thwarted.
In May 2002, a Canadian government memo was written that repeated claims that Jdey had a role in the accident, while acknowledging that the reliability of the information source - Khalid Sheikh Mohammed's lieutenant - is unknown. According to the information contained in the memo, Jdey - a naturalized Canadian citizen - is using his own Canadian passport to board the plane. While American Airlines' passenger manifest shows that citizens boarded with passports from the United States, Dominican Republic, Taiwan, France, Haiti and Israel, no passengers were boarded up with Canadian passports. According to NTSB spokesperson Ted Lopatkiewicz, the weight of the memo's truth began to diminish with no evidence that a terrorist traveling on a ship was found, continuing to diminish after evidence that the plane was lowered after a piece of empennage, "a vertical fin, coming from", and eventually evaporating with lack of indication of "any kind of event in the cabin."
NTSB Investigation
The A300-600 takes off immediately after Japan Airlines Boeing 747-400 on the same runway. It flies to a bigger jet build, turbulent air area. The first officer attempted to stabilize the aircraft with an alternating rush of aggressive inputs. The air power that flows against the steering wheel emphasizes the vertical stabilizer of the plane, and finally releases it completely, causing the aircraft to lose control and collision. The National Transportation Safety Board (NTSB) concluded that the enormous pressure on the vertical stabilizer was due to the first "unnecessary and excessive" steering input, and not the turbulence caused by the 747. The NTSB further stated "if the first officer has stopped making additional inputs, plane will be stable ". Contributing to these steering steering inputs is characteristic of the design of the Airbus A300-600 sensitive steering system and elements of the American Airlines Advanced Aircraft Maneuvering Training Program (AAMP).
The way in which the vertical stabilizer separates the researchers. The vertical stabilizer is connected to the fuselage with six mounting points. Each point has two pairs of lugs attachments, made of composite material, others of aluminum, all connected by a titanium bolt; The damage analysis shows that the bolts and lugs of aluminum are intact, but not composite lugs. This, coupled with two previous events in the life of the aircraft, namely delamination in parts of vertical stabilizers prior to deliveries from the Toulouse Airbus plant, and a meeting with severe turbulence in 1994, led researchers to examine the use of composites. It is likely that composite materials may not be as strong as previously thought to be a cause of concern as they are used in other areas of the aircraft, including the installation of engines and wings. Tests performed on the vertical stabilizers of the crash aircraft, and from other similar planes, found that the strength of the composite material had not been compromised, and NTSB concluded that the material had failed because it had been pressed beyond the design boundary.
The collision was witnessed by hundreds of people, 349 of whom gave reports of what they saw in the NTSB. About half (52%) reported a fire or explosion before the plane hit the ground. Others claim that they see the wing slipped off the plane, when in fact it is a vertical stabilizer. Several witnesses reported seeing one of the engines burn and break from the plane, and others reported hearing loud noises like a sonic boom.
After the accident, the empty hangar Floyd Bennett Field was used as an emergency mortuary for the identification of accident victims.
Findings
According to official crash reports, the first officer repeatedly moved the wheel from left completely to the right completely. This causes increased angles. The resulting hazardous edge leads to a very high aerodynamic load resulting in the separation of the vertical stabilizer. If the first officer stops moving the wheel anytime before the vertical stabilizer fails, the plane will level up on its own, and the accident will be avoided. The study of aircraft performance shows that when vertical stabilizer separation begins, the aerodynamic load is about twice the load determined by the design envelope. It can be determined that the vertical stabilizer structural performance is consistent with the design specifications and exceeds the certification requirements.
Contributing factors include the following: first, predispose the first officer to overreact to wake turbulence; second, the training provided by American Airlines that can drive the pilot to use this wheel aggressively; third, the first officer may not understand the aircraft's response to the full rudder at high airspeed or the mechanism by which the steering wheel overturns the transport category; Finally, a light steering steering force and small pedal displacement of the A300-600 steering wheel system increases the aircraft's susceptibility to steering misuse.
Most aircraft require increased pressure on the steering pedal to achieve the same number of steering controls at higher speeds. Airbus A300 and then Airbus A310 does not operate on a fly-by-wire flight control system, but uses conventional mechanical flight control. The NTSB insists that the steering wheel system of the A300-600 is susceptible to unnecessary excess steering input. The Allied Pilot Association, in its submission to the NTSB, stated that the sensitivity of an unusual rudder mechanism amounts to a design flaw that Airbus should have communicated to airlines. The main reason for their position comes from a 1997 report referring to 10 incidents where the A300 tail fins have been pressed beyond their design limitations.
Airbus alleges that the accident was mostly American Airlines' fault on the grounds that the airline did not train its pilot correctly about steering characteristics. The tail fins are designed to withstand full steering deflection in one direction when under maneuver speed, but this does not guarantee that they can withstand a sudden shift from one direction to the other. NTSB indicates that American Airlines' Aircraft Maneuver (AAMP) program tends to overestimate the effects of turbulence on large aircraft. Therefore, pilots are trained to react more aggressively than necessary. According to writer Amy Fraher, this raises concerns whether it is appropriate for AAMP to place such interests on "the role of flight simulators in teaching aircraft upset the recovery at all." Fraher states that the key to understanding Flight 577 accidents ultimately lies in "how the hopes of pilot accidents about plane performance are wrongly determined through an awkward flight simulator flight training at American AAMP."
Statement of possible causes
From the accident NTSB's report:
The National Transportation Safety Council determined that the probable cause of this accident was the separation of the vertical stabilizer flight as a result of the load outside the final design created by the unnecessary and excessive steering wheel input of the first officer. Contributing to this steering steering input is a characteristic of the Airbus A300-600 steering wheel system design and elements of the American Airlines Advanced Aircraft Maneuvering Program (AAMP).
Since the NTSB report, American Airlines has modified its pilot training program.
Victim
All 260 people on board (251 passengers and nine crew) were killed, as well as one dog carried in cargo space. Five observers and one dog on the ground were also killed.
Relatives gather at Las AmÃÆ'Â © ricas International Airport. The airport created a private area for relatives who wanted to receive news about Flight 587. Several relatives arrived at the airport to meet passengers, unaware that the flight had fallen. Authorities at John F. Kennedy International Airport used JFK Ramada Plaza to entertain the families and friends of the crash victims. Due to its role in housing friends and relatives of multiple plane crashes, the hotel is known as the "Heartbreak Hotel". Due to the fact that many families are ethnic Dominicans, this hotel prepares Dominican cuisine for them. The family crisis center then moved to the Javits Center in Manhattan.
One of the passengers killed on the flight was Hilda Yolanda Mayol, a 26-year-old American woman on her way to a holiday in her home country, the Dominican Republic. Two months earlier, on 9/11, Mayol worked at a restaurant on the ground floor of the World Trade Center and escaped before the tower collapsed.
Initially, several reports incorrectly stated that the natives of Dominica and then Yankees second baseman Alfonso Soriano had boarded Flight 587. The flight was regularly used by Major League Baseball players and scouts headed for the Dominican Republic, but it turned out that Soriano was booked for flights a few days later; a Dominican team mate of Soriano, infielder utility Enrique Wilson, was originally booked on the flight, but after the Yankees defeat in the World Series, he decided to return home a few days earlier.
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In 2001, there were 51 weekly direct flights between JFK and the Dominican Republic, with additional flights being offered in December. Most flights are offered by American Airlines, and the airline is portrayed as having a virtual monopoly on the route. About 90% of passengers on crash flights are Dominican descendants.
The Guardian describes the flight as "cult status" in Washington Heights, the Dominican region of Manhattan. Belkis Lora, a relative of passengers on a falling flight, said: "Every Dominic in New York has taken the flight or knowing someone who owns it.That gets you there early, at home there are songs about it." Seth Kugel, writing for The New York Times, said, "For many Dominicans in New York, this return journey is a decisive metaphor of their complex ties to their homeland, they embody , clearly and painfully, the tug-of-war between their current life and their former selves.That fact tragedy Monday a terrible resonance for Dominicans in New York. "He also said," Even before Monday's crash, the Dominicans has developed a complex love-hate relationship with American Airlines, complaining about high prices and baggage restrictions even when supporting airlines over other airlines that normally travel on the same route. " David Rivas, owner of New York City travel agency Rivas Travel, said, "For Dominica go to Santo Domingo during Christmas and summer as Muslims go to Mecca."
The accident did not affect the reservation for the JFK-Santo Domingo route. Dominicans continue to book trips on flights. American Airlines announced that it will terminate service between JFK and Santo Domingo on April 1, 2013.
Memorial
A memorial was built at Rockaway Park, a neighboring community of Belle Harbor, to commemorate 265 crash victims at the southern end of Beach 116th Street, a major commercial street in the area. It was dedicated on November 12, 2006, the five-year anniversary of the accident, in a ceremony attended by New York City Mayor Michael Bloomberg. A ceremony commemorating the disaster is held annually in memorials every November 12, displaying the reading of the names of those killed in the plane and on the ground, with the formal silence observed at 9:16 am, the estimated time of the fall. The memorial wall, designed by Dominican artist Freddy RodrÃÆ'guez and Situ Studio, has windows and doors overlooking the nearest Atlantic Ocean and tilts toward the Dominican Republic. It was written by the names of the victims. Above the memorial is a quote, in Spanish and English, from the Dominican poet Pedro Mir, reading " DespuÃÆ' Â © s no quiero mÃÆ'¡s que paz "(Translation:" After that I want nothing more than peaceful. ")
In a ceremony held on May 6, 2007, at Woodlawn Cemetery in the Bronx, 889 pieces of unidentified human remains from the accident victims were buried in a group of four tombs of the mausoleum.
Documentary
There are several documentaries made about the accident.
- The 2006 episode of the National Geographic Channel Seconds Of Disaster program checks the Flight 587 crash in detail. The episode was titled Plane Crash in Queens (also known as New York Air Crash ).
- An episode of 2006 Marvels Modern on The History Channel also aired an episode entitled "Engineering Disasters 20", which featured detailed information on Flight 587.
- The Canadian Discovery Channel/National Geographic TV series Mayday (also called Air Crash Investigation or Air Emergency ) dramatizes the crash of the 2014 episode entitled Queens Catastrophe .
- The BBC Horizon program also created an episode about the crash.
- Episodes of Aircrash Confidential on Discovery Channel also feature Flight 587. The episode titled "Pilot Error."
- Episode 2011 Why Planes Crash featured Flight 587. This episode is titled "Human Error". It was aired on MSNBC.
See also
- AirAsia Indonesia Flight 8501 where the crash also involves pilot errors and limiter travel steering.
- List of accidents and incidents involving commercial aircraft
Note
References
Source of the article : Wikipedia
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