American Eagle Flight 4184 is a scheduled domestic passenger flight from Indianapolis, Indiana to Chicago, Illinois, USA. On 31 October , 1994, ATR 72 that runs this route flies to a severe icing condition, loses control and falls into the field. All 68 people aboard were killed in high-speed impact.
Video American Eagle Flight 4184
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Planes
The aircraft involved, registration N401AM, was built by French-Italian ATR aircraft manufacturer and supported by two Pratt & amp; Whitney Canada PW127 turbo-prop machine. The aircraft made its first flight on 7 March 1994, and was delivered to American Eagle on March 24, 1994. The aircraft is operated by Simmons Airlines on behalf of American Eagle. American Eagle is a regional airline airline regional aircraft branding program AMR, prior to the establishment of a full certificate carrier named American Eagle Airlines.
Passenger and crew
Flight Captain 4184 is Orlando Aguilar, 29. He is an experienced pilot with nearly 8,000 hours of flight time, including 1,548 hours on ATR. Colleagues explain Aguilar's flying skills in positive terms and comment on the relaxed cockpit atmosphere he is promoting. The first officer was Jeffrey Gagliano, 30. He was also regarded as a competent pilot by his colleagues and he had collected over 5,000 flight hours, of which 3,657 hours were at ATR. The two flight attendants were Sandi Modaff, 27, and Amanda Holberg, 23, who worked on her first day as a flight attendant with the American Eagle.
Weather
Weather conditions in the Roselawn area, Indiana, were recorded by the National Weather Service. This summary reveals a low-pressure center in the central Indiana area, and "... a cloud ceiling of less than 1,000 feet and/or visibility of less than 3 miles, in rain," occurred in northern Indiana at 1600 local time. The cold front is also extended from the center of low pressure to the southwest. The surface temperature at the crash site is reported to be 7 degrees Celsius.
The NWS analysis shows a low-pressure area with a center located in central midwest Indiana in 1800. The temperatures in the area where the 4184 flight was held reported near 3 degrees Celsius with clear humidity. The temperature is near minus 4 degrees Celsius with clear humidity in northern Indiana.
The weather conditions provided by Lowell Airport, located about 12 nautical miles northwest of the crash site, showed a cloud that broke at 1400 feet, overcast at 3000 feet, strong winds from the southwest at 20 knots, with drizzling down. However, the report estimates that the observations were made about 30 minutes after the accident.
Maps American Eagle Flight 4184
Accident
The flight is on its way from Indianapolis International Airport, Indiana, to O'Hare International Airport, Chicago, Illinois. The bad weather in Chicago caused delays, prompting air traffic control to hold Flight 4184 above the nearest LUCIT junction at 10,000 feet (3,000 m). While holding back, the plane encountered frozen rain, a dangerous ice sheet condition where a very cold droplet quickly caused intense ice buildup. Soon after, they were cleared to descend to 8,000 feet (2,400 m). After this decline, the pilots were ordered to enter another hold. During descending, a warning sound indicates an excess speed warning as an extended flap is heard in the cockpit. After the pilot takes action by pulling out the flap, a strange sound is heard in the cockpit voice recorder, followed by an unusual and irregular roll trip that releases the autopilot. Flight recorder data showed that the plane then experienced at least one full-throw, after which Aguilar and Gagliano regained control of the plane that descended rapidly. However, other scrolls occur shortly after they autopilot again. This second incident can not be recovered, and less than thirty seconds later, in 3:59 pm , contact with Flight 4184 was lost when the plane hit a nose to a soybean field near Roselawn, Indiana, killing all 64 passengers and 4 crew in it.
The disintegration of the aircraft shows extreme speed, and the data retrieved from the flight data recorder shows that the aircraft has a demonstrated airspeed of 375 kn (694 km/h, 432 mph) in the event of a collision. There are no explosions or post-collision fires, because the high speed of the impact causes the fuel to spread before it can burn. The bodies all on the ship were fragmented by impact troops, therefore the crash site was declared a biohazard.
Flight 4184 was the first loss and also the highest casualty of any aviation accident involving ATR 72 aircraft. 16 years later, the Aero Caribbean Flight 883 crashed into various high ground, resulting in the same number of deaths. Robert A. Clifford, a Chicago plane crash lawyer, represents 16 of 68 victims. When the trial was ready, the defendants agreed to record a $ 110 million settlement and an apology from both the manufacturer and the airline in an open court.
Possible cause
As is common in these reports, the National Transportation Safety Agency (NTSB) issued a "probable cause" statement near the end of its report. Possible cause statements in this report are much longer than typical. The NTSB found that the ATR (the plane manufacturer), the French Civil Aviation Directorate General (French FAA American counterpart), and the FAA itself, each contributed to the accident, as they each failed in their duties. to ensure the highest level of security possible for people traveling.
NTSB statement "probable cause" that reads:
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- 3.2 Possible Causes
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- The National Transportation Safety Agency determines that the probable cause of this accident is a loss of control, which is associated with a sudden and unexpected reversal of the aileron hinge that occurs after the ice ridge increases beyond the deice boots because: 1) ATR fails to fully disclose to the operator, and include in the ATR 72 aircraft flight manual, flightcrew operation manual and flightcrew training program, sufficient information on previously known effects of frozen precipitation on stability and control characteristics, autopilot and related operational procedures when ATR 72 is operated in such conditions; 2) The Directorate General of the French Civil Directorate General (DGAC) does not adequately supervise ATR 42 and 72, and its failure to take necessary corrective actions to ensure sustainable airspace under icing conditions; and 3) DGAC failure to provide FAA with timely airworthiness information developed from previous ATR incidents and accidents under icing conditions, as determined under Bilateral Airworthiness Agreements and Appendix 8 of the International Civil Aviation Organization.
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- Contribute to accidents are: 1) the failure of the Federal Aviation Administration (FAA) to ensure that aircraft icing certification requirements, operational requirements for flights into icing conditions, and FAAs publish aircraft icing information adequately to account for the hazards may result from aviation in freezing rain and other icing conditions not specified in 14 Federal Code of Regulations (CFR) Section 25, Appendix C; and 2) inadequate FAA supervision of ATR 42 and 72 to ensure continued sustainability under icing conditions.
Aftermath - This accident was featured on the Discovery Channel New Detective program in an episode titled Witness To Terror . (The episode misrepresented the death toll in the flight as 72.)
- The accident was featured in the production of the Charlie Victor Romeo theater.
- The accident was featured in Season 7 of the Canadian documentary series Mayday , in an episode titled Frozen in Flight .
- The accident was briefly mentioned in an episode of Modern Marvels ("Sub Zero") on The History Channel.
- Aero Caribbean Flight 883
- Air Ontario Flight 1363
- Ice protection system
- Scandinavian Airlines Flight 751
- US Aviation Flight 405
- West Wind Aviation 280 flight
- Comair 3272 Flight
- Description of the crash in the Aviation Safety Network
- "NTSB AAR-96/01, - NTSB Aircraft Crash Report" (PDF) . Ã, Ã, (3.58Ã, MiB) , 340 pages)
- "NTSB AAR-96/02Ã, - Comments from the EnquÃÆ'ªte-Accidents Bureau" (PDF) . Ã, (4.42Ã, MiB) , 341 pages)
- PlaneCrashInfo.Com entry on Flight 4184
- Tv.Com - New Detective: Witness of Terror (Flight Flight Details 4184)
- Sites for Families and Friends 4184
In the years following this accident, AMR Corporation stopped using its American Eagle ATR from the northern hub and transferred them to the southern and Caribbean hubs at Dallas-Fort Worth International Airport, Miami, Florida, and San Juan, Puerto Rico, to reduce icing problems potential in the future. Other ATR operators in the US, notably SkyWest, Inc., a subsidiary and operator of Delta Connection Atlantic Southeast Airlines, operate the ATR 72 aircraft in areas where icing conditions are uncommon.
A few months after the tragic accident that claimed the lives of 68 people, more inventions were made. In March 1995, the families of the victims found the remains of their loved ones at the crash site, angering them. The families were left with the idea that the cleaning effort was rather lackluster and questioned the crew for their performance. The Newton County coroner in a statement about other comments made said he was not surprised that there was a residue left considering how serious the accident was. The event was generally very heartbreaking for the family, but the consequences and efforts made by the cleaning team were frustrating.
In April 1996 the FAA issued 18 Airworthiness Directives (AD) affecting 29 turboprop aircraft that had a combination of unstressed flight control, pneumatic deicing shoes and NACA "five-digit sharp" airfoil. They include significant revisions of pilot operating procedures under icing conditions (higher minimum rates, no autopilot use, different disturbance recovery procedures) as well as physical changes to the coverage area of ​​de-icing boots on airfoil.
While the ATR 42 and ATR 72 aircraft now comply with all icing requirements requirements imposed by those 18 AD, de-icing boots still only reach back to 12.5% ​​of the chords. Before the accident, they have extended only up to 5% and 7% respectively. Robert Boser believes that Advertising still fails to handle the findings of tests conducted by British regulators at MoD Boscombe Down, which suggests that ice can form as far back on the wings as 23% of the chords, and on the tail at 30% of the chords. Both percentages are far beyond the range of extended deicing shoes installed in accordance with AD FAA. The tests limit the droplet size to 40 micrometers, near the maximum limit of the FAA design certification rules for the Transportation category aircraft (Section 25, Appendix C), still in effect at the time of the Roselawn crash. "Extensive air testing" after the accident revealed that the aircraft could face water droplets exceeding 200 micrometers in average diameter. It is likely that the lack of ATR icing accidents is further attributed to changes in pilot operating procedures, as well as the movement of the planes to areas of operation where severe icing is not a problem, rather than to icer shoes to 12.5% ​​of chords.
Dramatization
See also
Note
References
External links
Source of the article : Wikipedia
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