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美國大陸航空1713號班機空難：修订间差异

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== 参见 ==
== 参见 ==
{{portal|Colorado|Aviation}}
{{portal|Colorado|Aviation}}
* [[Air Ontario Flight 1363]]
* [[安大略航空1363號班機空難]]
* [[瑞安國際航空590號班機空難]]
* [[Ryan International Airlines Flight 590]]
* [[USAir Flight 405]]
* [[全美航空405號班機空難]]


== 参考资料 ==
== 参考资料 ==

2021年11月21日 (日) 02:39的版本

美國大陸航空1713號班機空難
與失事客機相似的道格拉斯DC-9
事件概要
日期1987年11月15日
摘要大氣結冰及機師失誤[1]
地點美國 丹佛斯特普爾頓機場
飞机概要
机型道格拉斯DC-9-14
營運者美國大陸航空公司
註冊編號N626TX
起飛地美國丹佛斯特普爾頓機場
目的地美國波夕機場
乘客77
機組人員5
死亡28 (25 乘客, 3 機組人員)
受傷28
生還者54


1987年11月15日，美國大陸航空一架执飞由丹佛斯塔普顿機場至博伊西1713号航班的DC-9客机，在起飛不久後突然失控反轉墜毀在機場跑道35L外，機上77名乘客及5名機組人員，28人死亡。事故後美國國家运输安全委員會發出報告上指出由於機長等待起飛時間過長，沒有進行再除冰令機翼受冰污染；以及經驗不足的副機長在起飛時把機首拉太高，最終导致飞机失速墜毀。

美國國家運輸安全委員會(NTSB) 對事故的調查確定，事故最可能的原因是機長未能在起飛前對飛機進行第二次除冰。

資訊摘要

航機

1713號班機是一架21歲的麥道DC-9-14，雙引擎，窄體 噴氣式客機，登記號N626TX。這架飛機配備了兩台普惠 JT8D-7B發動機。它最初於 1966 年 5 月交付給加拿大航空公司，並於 1968 年出售給德克薩斯國際航空公司，在那裡提供大部分服務，直到 1982 年出售給美國大陸航空。 21多年的服務，它已累計超過 52,400 飛行小時和超過 61,800 次循環。

事故機曾於加拿大航空服役

組員

該機長是43歲的Frank B. Zvonek Jr，自1969年以來在美國大陸航空擁有12125小時的飛行經驗，但在DC-9上只有166小時，不到三週前，他被升級為機長。

在副駕駛是26歲的 Lee Edward Bruecher，為大陸航空聘請於四個月前; 他曾經為里約航空公司組員，並於 9 月中旬通過了 DC-9 的初步熟練檢查。他有 3,186 小時的飛行經驗，但其中只有 36 小時是在 DC-9 上，這是他的渦輪噴氣發動機經驗的範圍，而且他在過去的 24 天裡根本沒有飛過。事故發生時，布魯徹是飛行員。 機組人員由三名空服員組成。

天氣

週日下午事故發生時，國家氣象局報告丹佛斯特普爾頓機場有中度降雪。最大降雪率發生在MST 13:10 到 14:20 之間，降雪高峰值在 13:50 左右。

事故

1713號班機原定於 12:25 從丹佛起飛，但當天從丹佛起飛的許多航班因惡劣天氣而延誤。13，1713班機從登機門滑行至除冰區；不幸的是，空管人員並不知道 1713 號班機已經離開了登機門，因為機組人員在沒有事先申請滑行許可的情況下就這樣做了。除冰在13時46分完成。13時51分，1713號班機聯繫空管人員，請求“從除冰區上滑行”。清關交付管制員認為 1713 航班仍在登機口並要求進行除冰，因此指示該航班聯繫地面控制中心，地面控制人員隨後允許 1713 航班滑行至除冰墊。已經完成除冰的 1713 航班的機組人員似乎已經將這個新的許可解釋為意味著他們現在可以從除冰墊滑行並前往跑道。14時05分，1713航班在35L跑道北端第一位置排隊，機組準備起飛。1713航班位置未及時通知，空中交通管制員多次嘗試讓不同的飛機起飛，讓 1713 航班在飄落的雪中停留了幾分鐘，並使客機面臨被冰“污染”的風險。 1713 航班隨後通知空中交通管制員，他們正在跑道起點處等待起飛指令。14:14 1713 航班獲准起飛。

1713號班機殘骸

班機起飛時，飛行員過度旋轉； DC-9 下降，左翼撞擊地面，導致機翼分離。在撞擊地面後不久，左翼點燃了燃料供給的閃光，在機艙內引起了“火球”。DC-9 和駕駛艙的左側接下來撞擊地面，DC- 9 繼續滾動，倒置。 DC-9打滑時，左側傾斜，尾部倒置；這一動作導致 DC-9 的中部壓縮並壓傷了機上的許多乘客。 墜機事故共造成25名乘客和3名機組人員死亡；最後兩名死亡者在住院期間死亡。機長、副駕駛、一名乘務員和 11 名乘客死於鈍器傷。此外，5 名乘客因鈍器傷導致頭部受傷，9 名乘客死於窒息。其餘 52 名乘客和 2 名空服員倖存。 在倖存的乘客中，25 人受輕傷，27 人受重傷。 Fitzsimons 陸軍醫療中心派出人員協助分流乘客，並將倖存者送往十家醫院治療。

Investigation

The seating chart of Continental Airlines Flight 1713, based on the official NTSB report.
The chart illustrates locations of passengers, lack of injuries, severities of injuries, and causes of deaths, all where applicable.

The NTSB investigated the accident.[2][3]

In July 1988, Continental Airlines filed a report with the NTSB positing the causes of the crash as wake turbulence, poor snow plowing on the runway and errors by air traffic controllers.[4] However, the NTSB investigated the wake-turbulence theory and concluded that wake turbulence from the preceding flight would not have affected Flight 1713.[5]:44

During the investigation, the crew's low levels of experience on the DC-9 were brought into question.[6][7][8] Investigators also discovered that before he began working for Continental, Bruecher had been dismissed from another airline after failing on three occasions to pass a flight exam.[9][10] Investigators likewise determined that First Officer Bruecher was at the controls at the time of the accident.[10]

Investigators determined that 27 minutes elapsed between the conclusion of de-icing and Flight 1713's attempt to take off, seven minutes longer than should have been allowed to elapse before takeoff. The NTSB concluded that a build-up of ice on the wings of Flight 1713 had contaminated the surfaces of both of the wings prior to departure, based on reports from surviving passengers that they had seen "patches" of ice on the wings after deicing was complete.[5]:33 Investigators also concluded that enough wet snow landed on Flight 1713 after deicing was complete to melt and dilute the deicing fluid, which allowed ice to reform on the wings.[5]:33 According to the aircraft's manufacturer, even a modest amount of ice contamination on the upper wing could impair the lifting performance of the wings and lead to loss of roll and pitch control.[5]:33–34 Based on this, the NTSB concluded that a small amount of ice on the wings had caused Flight 1713 to have significant controllability problems.[5]:35

The NTSB also determined that First Officer Bruecher's poor performance during takeoff had likely contributed to his loss of control of the airplane.[5]:36 The first officer rotated the airplane at more than 6 degrees per second, or twice the recommended rate.[5]:36 Combined with the effects of ice on the wing, the high climb rate caused the plane's left wing to stall and the plane to begin rolling over.[5]:36 Flight 1713 was Bruecher's first flight after a 24-day absence from flight duties, and the NTSB concluded that this prolonged absence had eroded the newly hired first officer's retention of his recent training, which contributed to his poor takeoff performance.[5]:37

On September 27, 1988, the NTSB published a final report on its investigation into the crash, attributing the accident to the captain's failure to have the plane de-iced a second time, the first officer's poor takeoff performance, confusion between the pilots and air traffic controllers which contributed to delays, compounded by a cockpit crew where both pilots were relatively inexperienced on the aircraft type.[5]:ii Specifically, the NTSB concluded:

The National Transportation Safety Board determines that the probable cause of this accident was the captain's failure to have the airplane deiced a second time after a delay before takeoff that led to upper wing surface contamination and a loss of control during rapid takeoff rotation by the first officer. Contributing to the accident were the absence of regulatory or management controls governing operations by newly qualified flight crew members and the confusion that existed between the flight crew members and air traffic controllers that led to the delay in departure.[5]:44

Aftermath

After the crash, Continental Airlines reiterated its procedures for handling deicing and developed a computerized assignment program that would prevent “green-on-green” crewing, or keep pilots with less than 100 hours flying time in type from being assigned to the same flight.[6]

Nine months after the crash of Flight 1713, Delta Air Lines Flight 1141 crashed in Dallas. When the NTSB released its report on Flight 1713, it specifically mentioned the fact that "almost 3 minutes of nonpertinent social conversation" had occurred before take-off.[5]:39 When the NTSB later issued its report on Delta 1141, it found that the Delta crew had also engaged in nonpertinent conversation, including a discussion of the cockpit voice recorder from the crash of Continental 1713.[11]

Stapleton was replaced by Denver International Airport in 1995. It has since been decommissioned and the property redeveloped as a retail and residential neighborhood. Continental merged with UAL Corporation (the parent company of United Airlines) via a stock swap in 2010, and the integration was completed in 2012.

Continental Airlines Flight 1713 was mentioned in the 1988 film Rain Man.[12]

The crash was the subject of episode 10, season 18 of Mayday, titled "Dead of Winter."

In February 1990, Reader's Digest Magazine detailed the flight crew and some of the passengers in its article "Miracle In The Blizzard."

参见

参考资料

  1. ^ Continental Airlines, Inc., Flight 1713, McDonnell Douglas DC-9- 14, N626TX, Stapleton International Airport, Denver, Colorado, November 15, 1987 (PDF). 1988-09-27 [2016-09-01]. 
  2. ^ Inquiry Into Denver Jet Crash Looks at Possible Ice Buildup. New York Times. Associated Press. March 9, 1988 [October 17, 2007]. 
  3. ^ Rescue Coordinator Testifies In Continental Crash Hearing. New York Times. Associated Press. March 10, 1988 [October 17, 2007]. 
  4. ^ Airline Says Several Errors Caused Crash Fatal to 28. New York Times. Associated Press. August 18, 1988 [October 17, 2007]. 
  5. ^ 5.00 5.01 5.02 5.03 5.04 5.05 5.06 5.07 5.08 5.09 5.10 5.11 引用错误：没有为名为Final Report AAR-88-09的参考文献提供内容
  6. ^ 6.0 6.1 U.S. Panel Lays Denver Air Crash To Failure to De-ice Second Time. New York Times. Associated Press. September 28, 1988 [October 17, 2007]. 
  7. ^ Jet in Denver 'waited too long'. Deseret News ((Salt Lake City, Utah)). Associated Press. September 28, 1988: A3. 
  8. ^ Town still dealing with air crash. Spokesman-Review ((Spokane, Washington)). Associated Press. September 28, 1987: B1. 
  9. ^ Ott, James. NTSB Finds Inadequate Oversight Of New Pilots' Flight Operations. Aviation Week & Space Technology. October 3, 1988. 
  10. ^ 10.0 10.1 Pilot in Denver Air Crash Had Failed 3 Flight Exams. Los Angeles Times. September 27, 1988 [September 1, 2016]. 
  11. ^ http://www.aviationexplorer.com/audio/delta_1141.wav Cockpit Voice Recording from Delta Air Lines Flight 1141
  12. ^ Quiroga, Rodrigo. Chapter 7. Borges and Memory: Encounters with the Human Brain. MIT Press. 2012: 101–102. ISBN 9780262304955. 

Template:Aviation incidents and accidents in 1987

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