case study of aeroplane crash wikipedia

The Tragic Mid-Air Plane Crash That Changed the American Aviation Industry Forever

A round 11:30 a.m. on June 30, 1956, a TWA Super Constellation and a United DC-7, together carrying 128 people, collided over the Grand Canyon at 21,000 feet. The collision ripped the tail off the Constellation and severed much of the DC-7’s left wing. The Constellation plunged in a near vertical dive and crashed about 300 feet above the Colorado River onto a relatively flat area called Temple Butte. The United DC-7 staggered about one mile north before it slammed just below the top of a formation named Chuar Butte and slid into a rugged gulch.

This crash of two passenger planes would change the U.S. aviation industry in ways that are still felt today. Mid-air collisions were fairly common prior to the Grand Canyon accident: one 1956 Aviation Week article noted that, between 1948 and 1955 there were 127 mid-air collisions in the U.S. with 30 involving commercial airliners; today, by comparison, the last major airline crash in the U.S. was now more than a decade ago . But the relatively low speeds of many of those incidents meant that overall fatalities had remained low. (Those 127 accidents led to a total of 226 deaths.) Air-traffic controllers were already worried by 1955 that the increased speeds of newer aircraft would increase fatalities, and the Grand Canyon collision proved their worst fears to be correct. It was the worst American aviation accident up until that time, and would permanently change flight safety measures in the U.S.

After both aircraft missed a radio report, air traffic controllers and airline ground personnel launched a search. Just before sunset, after hearing a radio broadcast about the missing aircraft, sightseeing pilot Palen Hudgin and his brother flew to where he had seen smoke earlier in the day. They tentatively identified the Constellation’s tail and, after landing, called TWA to report their finding.

Earlier that afternoon, Air Force pilot 1st Lt. Miles Burd was mowing his lawn when a phone call summoned him to nearby Luke Air Force Base in Arizona. Burd took off with another pilot and a flight surgeon in one H-19 helicopter and headed north, accompanied by a second H-19 flown by 1st Lt. Daryl Strong. They landed in the parking lot of a hotel near the Little Colorado River.

At dawn the next day, Burd and Strong took off in one H-19, and Capt. Jim Womack and 1st Lt. Phil Prince took off in the other. By then the crew of an amphibious aircraft, an SA-16 Albatross, from Hamilton Air Force Base in California, had spotted what they assumed was the United wreckage, but they couldn’t land for confirmation. Burd and Strong flew back and forth at random over the canyon and were about to head to Grand Canyon Airport to refuel when Burd spotted a glint on Chuar Butte. With nothing flat to set down on, he touched one wheel to the ground, and the flight surgeon leaned out and grabbed a piece of the wreckage.

They landed back at Grand Canyon Village and Burd told the waiting reporters, “We found the crash and we have a piece to verify it.”

The reporters went crazy. So crazy, they even besieged the pilots when they went into the bathroom.

Recovering remains from a civilian crash wasn’t an Air Force mission, so the helicopter crews returned to Luke on Monday morning. But the crash sites were inaccessible by road and too remote to reach on foot; helicopters were needed to recover remains and wreckage. The Army jumped at the chance to do the recovery. Their aircraft arrived at the bare-bones Grand Canyon Airport midmorning on Sunday and “Operation Granite Mountain” began.

Early on July 2, Capt. Walter Spriggs and Chief Warrant Officer Howard Proctor took off in an H-21 with about a half-ton of equipment and five searchers. The helicopter left three searchers on the southeastern rim of the canyon to reduce weight and dropped into the canyon. Spriggs and many of the Army pilots had flown in Korea’s mountainous terrain, but they had never encountered anything as rugged as the Grand Canyon. However, the pilots easily negotiated the landing on a small pinnacle about 60 yards from the main wreckage at the TWA site. After off-loading, they returned to the rim to ferry the remaining searchers.

The searchers confronted a horrific scene: charred bodies, missing limbs, a penny embedded in a woman’s wedding ring. That first day, the searchers filled five rubberized “crash bags” containing human remains. A few articles were unscathed, including a toy boat and 148 letters that somehow survived from 66 pounds of U.S. Mail.

Spriggs and Proctor next headed to the United site at Chuar Butte, which jutted 1,400 feet above the river on a nearly vertical slope. The combination of terrain and high temperatures created swirling winds and violent drafts that shot the helicopter up and down like an elevator and thwarted two landing attempts.

Army pilots made three more flights into the canyon that morning, hauling government and TWA officials along with more gear and removing the crash bags. By 10:00 a.m., 60-knot winds and severe turbulence shut down flying, a pattern that would repeat over the next two days, as the H-21s shuttled in personnel and supplies and carried out 21 more crash bags. The remains of the 70 TWA passengers were buried in a mass grave in Flagstaff after a combined Protestant, Roman Catholic, Jewish and Mormon service.

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The helicopters dropped off 13 mountain climbers to complete the task at the more difficult United crash site. Five climbers were from Colorado and eight from Switzerland. Over the next four days the climbers removed all 58 United victims using a “Tyrolean traverse” system of ropes and pulleys devised by the Swiss to hoist the bags up the cliff to the waiting helicopters. The coroner identified half the bodies.

Finally, on July 10, one last helicopter dipped below the rim for a final search. In its haste to return to Fort Huachuca, the Army abandoned most equipment and supplies; a 1976 cleanup crew later found C rations, ropes, a piton and an empty can of Schlitz beer.

The Air Force pilots and crew, along with 24 Army officers and warrant officers, received medals at the White House.

The deadly collision and recovery, highlighted in front-page newspaper headlines for days, brought the issue of airline safety to the public’s attention. A week after the accident, a Congressional hearing was held in Las Vegas to start finding out what had gone wrong. Accident investigators determined that, although the pilots had simply failed to see each other, the U.S.’s antiquated air traffic control system, which relied heavily on visual cues by pilots and estimates by controllers, was largely to blame.

As a result of the investigation, Congress passed legislation in 1957 that formed what became the Federal Aviation Administration (FAA) and the National Transportation Safety Board. The FAA updated the ancient air traffic control system in the United States. Working in concert, the two federal organizations transformed commercial aviation into the safest form of transportation in the world.

Eileen Bjorkman is a retired U.S. Air Force colonel and author of Unforgotten in the Gulf of Tonkin: A Story of the U.S. Military’s Commitment to Leave No One Behind , available now.

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The Tragic Crash of Flight AF447 Shows the Unlikely but Catastrophic Consequences of Automation

• Nick Oliver,
• Thomas Calvard,
• Kristina Potočnik

Automation can make us safer, but it creates new vulnerabilities.

The tragic crash of Air France 447 (AF447) in 2009 precipitated the aviation industry’s growing concern about “loss of control” incidents, and whether they’re linked to greater automation in the cockpit. As technology has become more sophisticated, it has taken over more and more functions previously performed by pilots, bringing huge improvements in aviation safety. But while overall air safety is improving, loss of control incidents are not. In fact, they are the most prevalent cause of fatalities in commercial aviation today, accounting for 43% of fatalities in 37 separate incidents.

Research examines how automation can limit pilots’ abilities to respond to such incidents, as becoming more dependent on technology can erode basic cognitive skills. The case reveals how automation may have unanticipated, catastrophic consequences that, while unlikely, can emerge in extreme conditions.

The tragic crash of Air France 447 (AF447) in 2009 sent shock waves around the world. The loss was difficult to understand given the remarkable safety record of commercial aviation. How could a well-trained crew flying a modern airliner so abruptly lose control of their aircraft during a routine flight?

• NO Nick Oliver is a professor at the University of Edinburgh Business School, United Kingdom who researches lean and resilient forms of organization. His latest book is Crisis, Resilience and Survival: Lessons from the Global Auto Industry (2016).
• TC Thomas Calvard is lecturer at the University of Edinburgh Business School. His research focuses on sense-making processes around diversity and technology in organizations.
• KP Kristina Potočnik is a senior lecturer at the University of Edinburgh Business School. She researches the factors that determine individual, team, and organizational performance, with a particular focus on creativity and innovation.

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Kozhikode airport crash: AAIB report pinpoints what went wrong | 10 points

The aircraft accident investigation bureau released its probe report on the plane crash at kozhikode airport in august 2020. here's all you need to know in 10 points..

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WHAT HAPPENED?

What the crash report says.

1. PILOT ERROR

The probable cause of the accident was non-adherence to the standard operating procedure by the pilot flying the aircraft, the 257-page report said.

“The probable cause of the accident was the non-adherence to SOP by PF (pilot flying), wherein, he continued an unstabilised approach and landed beyond the touchdown zone, half way down the runway, in spite of ‘Go Around’ call by PM (pilot monitoring) which warranted ‘Go Around’ and the failure of the PM to take over controls and execute a ‘Go Around’,” the crash report stated.

2. SYSTEMIC FAILURE

All aircraft systems operated normally. However, the investigative team is of the opinion that the role of systemic failures as a contributory factor cannot be overlooked in the accident.

3. NO BRIEFING ON LANDING DISTANCE

Pilot in command (Captain DV Sathe) did not brief or discuss the LDA/ALD (landing distance available) and made the landing flaps and auto-brake selection setting without considering this important aspect in violation of the SOP.

Before the approach for runway 10 as well, the PIC did not carry out adequate briefing for landing with tailwinds, in rain and poor visibility. The mandatory calculation of landing distances was omitted.

4. FAULTY WINDSHIELD WIPER

The windshield wiper on the PIC side stopped working during the first approach. The CVR recording revealed that the PIC carried out an unusually detailed briefing to an experienced FO (flight officer) regarding a routine action for selection of windshield wipers.

The CVR transcript points to an apprehension of the PIC regarding the reliability of the operation of the windshield wiper.

This undue concern and detailed briefing to FO indicates that the crew probably had prior knowledge of the unreliable windshield wiper.

6. NO DIVERSIONS

Alternate airfields most suited for ‘diversions’ in case of a second missed approach under the prevailing weather conditions and unserviceable windshield wiper were not covered during the briefing.

This was a violation of the SOP, and the error magnified on this approach as the landing was made in strong tail wind condition on a wet tabletop runway in active rain.

7. APPROACH WITH FAULTY WIPER

During the approach on runway 28 into Kozhikode, the windshield wiper on the PIC side worked for 27 sec and then stopped.

Also, on the approach for runway 10, PIC wiper worked but probably at a slower speed than the selected speed.

Both approaches and final landing at Kozhikode were made in active rain without a fully serviceable wiper on the PIC side.

8. ADVERSE WEATHER CONDITIONS

AXB 1344 carried out a ‘missed approach’ at ILS minimums (DA) while attempting to land on runway 28. The reason for the missed approach transmitted to ATC by PM after consulting PF was “weather, heavy rain”.

However, landing with an unserviceable wiper in rain may also have been a contributory factor to not being able to see the runway.

The crew were experienced and had often operated in Indian monsoon conditions. They were aware of the adverse weather SOP of AIXL.

9. NO RISK ASSESSMENT

The PIC took a decision not to divert after the ‘missed approach’ on runway 28 even though there were alternate airfields available in close proximity and there was enough fuel on board.

Subsequently, without any risk assessment, the PIC continued for a second approach into Kozhikode.

The FO did not give any input regarding this gross SOP violation to the PIC, indicating a steep cockpit authority gradient resulting in poor CRM.

10. SAFETY COMPROMISED

The Pilot Monitoring did not make the mandatory announcement for the cabin crew to be seated on the first approach for landing on runway 28 at Kozhikode. This is a very serious omission and compromises cabin crew safety. Published By: Devika Bhattacharya Published On: Sep 11, 2021 --- ENDS ---

Japan crash marks test of how new carbon jets cope in a disaster

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United Airlines expects Boeing's delivery delays to impact aircraft utilization this year

United Airlines on Monday said delays in aircraft deliveries from Boeing will impact its aircraft utilization this year.

The burned remains of Asiana Flight 214 lie at San Francisco International Airport.

Could Malcolm Gladwell's Theory of Cockpit Culture Apply to Asiana Crash?

Best-selling book Outliers investigated links between Korean pilot behavior and accidents, but does that theory still hold?

On July 6, Asiana Airlines Flight 214 crashed while attempting a landing at San Francisco International Airport (SFO). Two people were killed in the Boeing 777 accident, and more than 180 of the 307 people on the flight were injured.

The weather was clear. The president and CEO of Asiana, Yoon Young-doo, told media that the plane did not have engine or mechanical problems . This has left officials to focus their attention on whether pilot error is the root cause of the disaster. (See " Q & A With a Pilot: Just How Does Autopilot Work? ")

Since the airline involved, Asiana, is based in Korea, some observers have asked if the crash might have a cultural connection , as discussed in a chapter in the 2008 bestseller Outliers by author Malcolm Gladwell. In the book, Gladwell pointed out the poor safety record of Korean Air—the Asian country's largest carrier—in the 1980s and 1990s, including several fatal crashes.

Gladwell did not return a request for comment, but in summarizing his ideas for Fortune magazine in November 2008, he said Korean Air's problem at the time was not old planes or poor crew training. "What they were struggling with was a cultural legacy, that Korean culture is hierarchical," he said.

"You are obliged to be deferential toward your elders and superiors in a way that would be unimaginable in the U.S." he added. That's dangerous when it comes to modern airplanes, said Gladwell, because such sophisticated machines are designed to be piloted by a crew that works together as a team of equals, remaining unafraid to point out mistakes or disagree with a captain.

To Gladwell, this may have explained why Korean Air Flight 801 crashed into a hill while on approach to an airport in Guam in 1997, killing 223 people. In addition to a series of misfortunes, including bad weather, an offline warning system, and outdated charts, the co-pilot was afraid to question the poor judgment of the pilot, wrote Gladwell—a fatal mistake.

Similarly, Gladwell assigned blame for the 1990 crash of Avianca Flight 52 in Long Island, New York, to human error caused by cultural differences. The plane ran out of fuel while circling JFK, leading to 73 fatalities. The pilots of the Colombian airline did not assert themselves enough with air traffic control when communicating that they were running out of fuel, wrote Gladwell.

Gladwell argued that in Colombia, as in Korea, cultural norms tended to dictate that people avoid directly questioning authority—in this case, the authority of controllers who had asked the Avianca plane to keep holding.

The National Transportation Safety Board (NTSB) declined to comment on whether cultural factors could have been involved in the crash of Asiana Flight 214 on July 6. A spokesperson for Asiana also declined to comment, suggesting reporters speak with the NTSB.

Korea's Improving Safety Record

Writing in Slate , Patrick Smith—a pilot himself—wrote, "Whatever happened on final approach into SFO, I highly doubt that it was anything related to the culture of Korean air safety in 2013."

Smith acknowledged that Korean carriers had safety problems in the past. "But Korean aviation is very different today, following a systemic and very expensive overhaul of the nation's civil aviation system," he wrote.

According to Gladwell, that overhaul process included cultural reorientation inside the cockpit, to encourage crew to speak up about any perceived dangers and to voice concerns in plain language—not overly polite, mitigated speech that could be interpreted as vague. Staff was also tested for English proficiency, as the language has become the international standard in aviation.

Those efforts paid off, according to Smith, who noted that a 2008 industry assessment ranked Korean airlines as among the safest in the world.

"As they should be, Koreans are immensely proud of this turnaround, and Asiana Airlines, the nation's number two carrier, had maintained an impeccable record of both customer satisfaction and safety," wrote Smith.

He added that fatal plane crashes overall are increasingly rare. This month's accident was the first multiple-fatality incident in the U.S. involving a major airline since November 2001, Smith noted.

Flight 214: A Pilot in Training

Terry Williams, a spokesperson for the NTSB, told National Geographic that it is too early in the investigation into the Asiana Flight 214 crash to make any conclusions about the cause.

Still, the NTSB has released preliminary findings from the flight data and cockpit voice recorders to the media that indicate the plane was approaching SFO's runway well below the target landing speed of 137 knots (157 mph). Autopilot had been disengaged at 1,600 feet (488 meters).

According to the NTSB, the pilots tried to gun the engines seven seconds before impact. Four seconds before impact, a stall warning sounded, meaning the airplane wasn't generating enough lift. At 1.5 seconds, the pilots tried to scrap the landing and go around for another attempt, but they didn't make it.

The plane seems to have hit a seawall directly in front of the runway. It then skidded down the tarmac, depositing debris along the way.

Media reports have played up the fact that the pilot said to be at the craft's controls during impact, identified as Lee Gang-guk, was being trained on the Boeing 777, according to Asiana. Gang-guk had reportedly completed only 43 hours behind the stick of that craft, although he had logged more than 10,000 hours of flight time overall.

Anthony Philbin, a spokesperson for the International Civil Aviation Organization , told National Geographic that such a training arrangement is common on commercial flights. "In a line-training scenario it is quite normal for the learning pilot to do half of the landings required," he said.

"This method of training is used by every airline in the world."

Smith also disputed the argument that SFO's narrow, crowded runways were to blame. That's a condition pilots train for, he noted.

Philbin said he couldn't comment on any cultural forces that may have been at work in the Flight 214 cockpit, and he pointed to the pilot's long safety record overall. South Korean officials told the Associated Press that another pilot on the flight, Lee Jeong-min, had 12,390 hours of flight experience and 3,220 hours on a 777.

According to the NTSB, investigation into the crash and aftermath will continue. It's unclear whether the agency will consider possible cultural questions.

Gladwell has written that planes actually tend to be safer when a less experienced pilot is flying while supervised by a more experienced one. When the reverse is true, he writes, a junior officer is less likely to speak up about potential mistakes or problems.

Follow Brian Clark Howard on Twitter and Google+ .

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Aircraft Accidents and Their Causes

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• First Online: 22 August 2023
• Cite this conference paper

• Samer Al-Rabeei 10 ,
• Simona Pjurová 11 &
• Utku Kale 11  

Part of the book series: Sustainable Aviation ((SA))

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• International Symposium on Electric Aircraft and Autonomous Systems

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The number of accidents with fatal consequences is falling lower with each decade since 1950s, which is noteworthy accomplishment if we consider the constantly growing frequency of air travel. While in 1949, there were 40 fatal accidents in total per one million departures, during the next decades this number significantly dropped to less than two accidents per one million departures. According to IATA, civil aviation safety is still on the lowest rate in history based on current number of accidents per one million departures. This improvement in safety is based on a number of factors. Reliability of jet engines has huge impact on this safety. Other than that, improvements in sensors, navigation, and air traffic control technology are one of these factors too. Finally, reducing human error during crew and cockpit management and data monitoring is one of the most important improvements in recent decades. The aviation industry’s remarkable record of safety during the last years is mostly thanks to big technological leaps during the second half of twentieth century.

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Al-Rabeei, S., Pjurová, S., Kale, U. (2023). Aircraft Accidents and Their Causes. In: Karakoc, T.H., Usanmaz, Ö., Rajamani, R., Oktal, H., Dalkiran, A., Ercan, A.H. (eds) Advances in Electric Aviation. ISEAS 2021. Sustainable Aviation. Springer, Cham. https://doi.org/10.1007/978-3-031-32639-4_13

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