Plane Crash Diaries

Episode 40 is about maintenance blunders. Aviation is littered with a long list of these, sometimes it the failure of unofficial parts, sometimes its poor management, sometimes engineers who cut corners - and believe it or not, all three. Because the topic is vast, I’m going to return to this subject in future podcasts. In this episode we’re going to focus on ground crews replacing important components with non-certified parts and what happens to aeroplanes when you do that. Our first nomination - the 1949 Strato-Freight Curtiss C-46A crash into the ocean 10 kilometers west of San Juan-Isla Grande airport in Puerto Rico which killed 53 of the 81 people aboard. The plane was en route to Miami and what happened was not just a story of bad maintenance. Three days prior to the accident, on 4 June 1949 the Strato Freight C-46 arrived in San Juan from Newark, New Jersey for regular maintenance. Mechanics installed a new flap follow cable, then checked both engines and they noted the right engine was misfiring. Thirteen new spark plugs were installed, the engines cleared and the Curtiss C-46 D registration NC92857 was sent back to its routes. We’ll come back to the problem with the plugs in a moment. On 7 June the Curtiss was cleared for a flight to Miami, taxying to the runway at 00:10 a midnight flight. Cheaper flight and strike two was the crew overloaded the plane. There were 75 passengers aboard, including five infants, babes in arms, and 14 other children aged between 2 and 12. Captain Lee Howard Wakefield was in charge, also on board were Captain Alfred Cockrill — the company chief pilot and vice president of Strato-Freight. Copilots were John Connell and George Cary. Stewardess as they called them back in the day, was Judith Hale.Moving along to example two of flouting maintenance rules A Transat Flight 236 from Toronto to Lisbon scheduled August 24th 2001. Everyone survived this accident as you’ll hear. The Airbus A330 lost all engine power while flying over the Atlantic Ocean- all because of improper maintenance. This incident became known as the Azores Glider - it was the longest passenger aircraft glide without engines at that point, gliding for nearly 75 miles or 121 km As you’re going to hear, the flight crew made the situation worse although they apparently appeared to get a bad rap. Experienced pilot 48 year-old Captain Robert Piché was in command, first officer was 28 year-old Dirk DeJager. Piche had 16 800 hours with 796 on an Airbus, while DeJager had logged 4800 hours - 386 on an Airbus. The aircraft was registered as C-GITS configured with 362 seats and placed in service by Air Transat on April 28, 1999. It was powered by two Rolls-Royce Trent 772B-60 engines. Leaving the gate in Toronto, the aircraft had 46.9 tonnes of fuel on board, 4.5 tonnes more than required by regulations. So how did it run out of fuel?The third example of poor maintenance involved the British Airways Flight 5390 1990 event which is very well known, when an improperly installed windscreen blew out, causing the Captain Timothy Lancaster to be sucked partially out of the flight deck. Again, this was a matter of millimetres. First the events of 10th June 1990. The County of South Glamorgan was a BAC One-Eleven Series 528FL jet airliner, registered as G-BJRT, captained by 42-year-old Timothy Lancaster. He had 11,050 flight hours, including 1,075 hours on the BAC One-Eleven, while the first officer was 39-year-old Alastair Atchison who had logged 7,500 flight hours — 1,100 of them on the BAC One-Eleven. The aircraft carried four cabin crew and 81 passengers. Atchison flew what was called a routine take-off at 08:20 local time, then handed control to Lancaster as the BAC One-Eleven Series climbed. As was the habit at the time, both pilots released their shoulder harnesses and Lancaster went further, loosening his lap belt.

This episode features an air crash in 1985 is the deadliest single-aircraft plane crash in history where 520 of the 524 passengers and crew died. Remarkably, 4 survived - all women. But this is also a story where the number of survivors could have been higher had the Japanese rescuers hit the ground earlier. As you’ll hear, authorities were alerted about the whereabouts of the crashed plane early by American military search and rescue, but then presumed all on board had died and delayed a rescue attempt until the next day. Japan Airlines Flight 123 servided an unusual route, although using a Boeing 747SR – which means Short Range. It was a domestic Japan Airlines passenger flight from Tokyo's Haneda Airport to Osaka International Airport, Japan. On August 12, 1985. During the flight, the Boeing suffered a sudden decompression twelve minutes into the flight and then crashed later into the area near Mount Tagamagahara, around 100 kilometers from Tokyo. A faulty repair by Being technicians was blamed and as we’ll see, a number of recommendations were made by the United States Federal Aviation Authority afterwards concerning Boeing’s maintenance and repairs.

The British government was focused on making dirigibles the transport of choice in the 1930s - competing with the Germans to produce the largest, most luxurious and most convenient way to travel across its empire. In the summer of 1930 two variants were created, one designed by a government team known ironically as "the socialist" airship as it was a labour government, the other "the capitalist" because it was the brainchild of the Vickers company. But there were issues - It was already known that both the R100 and R101 were lacking in the enough lift originally planned at the outset of the Imperial Airship Scheme in 1925. So the engineers decided to stretch the airship and plonk in another airbag. This was to lead to a critical failure and the R101 crash in France as you'll hear.

This is episode 37 and we’re dealing with bird strikes. The most famous of these was US Airways flight 1549 from New York City's LaGuardia Airport to Charlotte. Pilot Sully Sullenberger and first officer Jeffrey Skiles ditched the Airbus A320 in the Hudson River off Midtown Manhattan after a bird strike led to both engines failing - All 155 on board were rescued. This was known as the Miracle on the Hudson — but this episode is not going to focus on that miracle. What we’re going to do is cover some of the history of bird strikes and how there’s been a consistent attempt to deal with this challenge. Bird Strikes on aircraft go back to the earliest recorded heavy than air flights, as noted by Orville Wright in his diary in 1905 after a day on board the Wright Flyer over a cornfield in Ohio — " flew 4,751 meters in 4 minutes 45 seconds, four complete circles. Twice passed over the fence into Beard's cornfield. Chased flock of birds for two rounds and killed one which fell on top of the upper surface and after a time fell off when swinging a sharp curve.” Interesting to see that the earliest aviators were chasing birds instead of trying to avoid them, not a bird strike so much as a strike on the bird. In 1911 French Pilot Eugene Gilbert was flying his open-cockpit Bleriot XI in the Paris to Madrid Air Race over the Pyrenees when he was attacked by an angry mother eagle. I’m not sure about Standard Operating Procedure, but Gilbert was armed and opened fire on the eagle with his trusty pistol, but missed.The greatest loss of life directly linked to a bird strike took place on October 4, 1960, when an Eastern Air Lines Flight 375, Lockheed L-188 Electra, flying from Boston hit a flock of starlings during take-off, damaging all four engines. The aircraft crashed into Boston harbour killing 62 out of 72 passengers. This focused authorities on the dangers of bird strikes. This crash wasn’t only about avians, but poor maintenance because a pilots seat that slid backwards was cited as part of the litany of events that caused the plane to stall.Another bird-strike incident that was critical in the development of improved standards was the United Air Lines Flight 297 crash. It was a scheduled flight from Newark International Airport to Atlanta which plunged to the ground 10 miles southwest of Baltimore on November 23, 1962, killing all 17 people on board. Most accidents occur when a bird collides with the windscreen or is sucked into the engine of jet aircraft, annual damage estimated to be $400 million within the United States alone and up to $1.2 billion to commercial aircraft worldwide.

This is episode 36 and its icy cold out there - it’s time to check out the incidents involving icing - starting with a short list and general description of the causes, then focusing on the two Aeroflot Atonovs accidents in 1971 and a design fault in the ATR-72. There’s an unfortunately long list of commercial airliners lost due to icing, more than 540 accidents and events caused by aircraft icing by the late 1980s in the United States alone and most of these were fatal. Anti-icing and de-icing research can be traced back to the early 1930s and in 1948, two scientists, AG Preston and Calvin Blackman conducted the first successful iced flight experiment in which the drag coefficient increased by 81% when the wing was covered and the pilot reported the plane was almost beyond control. I’m not sure of what aircraft they used but the results were extraordinary. Other research by NASA on the DHC-6 Twin Otter aircraft measured various conditions and ice shapes and their effect on aircraft thrust, landing flaps, and angle of attack. It’s thought that the first recorded case of a commercial airplane accident caused by icing occurred on December 15, 1920 when a de Havilland DH.4 mail plane operated by the United States Post Office Department crashed near Belleville, Pennsylvania, in the USA due to ice accumulation on the wings and control surfaces.There was a happier end to another on 19th December 1946 where a Railway Air Service Douglas Dakota 3 stalled on take-off 1 km north-east of Northolt Airport in London. This was the case of the scheduled service to Glasgow Airport from London. Four crew and one passenger were on board .. Yes, you heard correctly, one passenger.So to matters more terminal if you excuse the extremely cheesy aviation pun. That be the highly unusual twin crashes of the Antonovs in 1971 both caused by ice accretion. ot Antonov An-12s crashed on approach to Surgut International Airport, just nine days apart. The crashes occurred under near-identical circumstances due to the aircraft type’s lack of preparedness for flying in severe icing conditions. It’s the formation of an ice ridge by water droplets beyond the ice protection system and one side anti-icing system that is likely to cause rolling and overturn according to research documents. A case in point of the ridge cause was an ATR-72 crash in 1994. At that time, the airplane was at a severe level of icing condition, and the co-effect of the electric heating de-icing system at the wing leading edge and the natural conditions formed an ice ridge on the second half of the wing, resulting in a negative pressure zone on the one side's aileron.