Count Blah
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Weet iemand hier het verhaal achter?
Hagelbuitje
- Thread starter Count Blah
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Y
You breakI fix
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Dit kon ik erover vinden:
En:
En:
En:
metrodriver
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Capital Cargo B727
Rising_Altitude
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wow, zoiets hoop je dus echt niet meer te maken met een paar honderd levens achterin
Basic T
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....dat dachten twee easyjet collega's een paar jaar geleden ook voordat ze opstegen van Geneve en een buitje tegen kwamen.... :1855:
http://www.airliners.net/open.file/0407711/L/
http://www.airliners.net/open.file/0402670/L/
Mzzl
metrodriver
New member
HISTORY OF FLIGHT
On May 7, 1998, about 1920 eastern daylight time, a Douglas DC-9-32, N948VV, operated by AirTran Airlines, Inc., as flight 426, encountered turbulence and hail near Calhoun, Georgia, while climbing through 20,000 feet above mean sea level (msl). Of the 2 flight crewmembers, 3 flight attendants, and 82 passengers who were on board, 1 flight attendant and 1 passenger received serious injuries during the encounter, and the remaining occupants were uninjured. The airplane was substantially damaged by hail. The flight crew performed a successful emergency landing at the Chattanooga Metropolitan Airport (CHA) near Chattanooga, Tennessee. Flight 426 was being operated as a scheduled domestic passenger flight under the provisions of 14 Code of Federal Regulations (CFR) Part 121 and was destined for Chicago Midway Airport (MDW), Chicago, Illinois, from Atlanta Hartsfield International Airport (ATL), Atlanta, Georgia.
After a brief ground delay, the flight departed from runway 26L at 1907 and was assigned a 350-degree heading and a clearance to climb to 14,000 feet. The captain stated that during climb, the weather radar was on and selected to the 80-mile range in the "normal" mode with the gain set to "auto." He stated that the weather radar was showing a solid line with dark returns in northwest Georgia. He also visually observed the line by looking out of the cockpit windows. The captain stated that he decided to delay the 10,000-foot departure announcement to the flight attendants because he believed that it would have prompted them to begin meal service and he wanted them to remain in their seats. The pilots stated that they heard the forward flight attendant get up from her seat, so they opened the cockpit door to tell her to sit down.
Between 10,000 and 12,000 feet, the flight was cleared to continue the climb to 23,000 feet. At that time, the crew asked for and received a 330-degree heading to remain clear of weather. The pilots stated that they were in visual meteorological conditions at this time and that their radar showed a light area of precipitation west of the line of weather. They stated that their radar also showed an approximately 10-mile gap between two storm cells in the line of weather and that, through this gap, they were able to see that no adverse weather conditions were on the other side.
The flight crewmembers reported that as they proceeded through the gap, they observed an egg-sized piece of hail hit the center windshield, causing its outer pane to shatter. At the same time, they began experiencing turbulence that lasted about 10 seconds. They stated that approximately 1 to 2 seconds after the encounter with the first piece of hail, the airplane encountered significant hail, which lasted about 3 to 5 seconds and shattered the outer panes of the captain's and first officer's windshields. Both pilots stated that the hail caused significant damage to the skin of the airplane but that no control problems were noted. They stated the nose radome cover was torn off and that the noise level in the cockpit was high. They also stated that the airspeed indication was zero and the altimeter indications were erratic.
Data from the digital flight data recorder (DFDR) indicate that at 1916:05, about 3 minutes before the hail encounter, the airplane's pitch angle decreased from 4 degrees to -4 degrees while the airplane climbed from 15,000 to 16,000 feet. The airplane's airspeed increased from 305 knots to 350 knots, its pressure altitude decreased from 15,600 feet to 14,600 feet, its vertical acceleration increased to 1.5 g, its longitudinal acceleration decreased to 0 g, its roll changed from 0 degrees to -6 degrees, its control column pitch became erratic, and its engine pressure ratios (EPR) decreased from 1.8 to approximately 1.4. About 1 minute later, at 1917:05, the DFDR parameters stabilized.
At 1918:30, while climbing through 20,500 feet, many of the DFDR parameters became erratic again. Roll degrees reached an extreme of about -40 degrees, and continued to oscillate between 20 and -10 degrees. Pitch angle increased to about 10 degrees, then decreased to -6 degrees, and remained erratic throughout the incident. Vertical acceleration oscillated between 2.9 g and -.9 g. Longitudinal acceleration fluctuated between 0 g and .15 g. Control column pitch became erratic, though generally increased, to a maximum of approximately 12 degrees. Indicated airspeed became erratic but generally decreased from 350 knots to 280 knots. At 1919:30 the EPRs decreased from approximately 1.9 to 1.5. Pressure altitude increased during the incident from approximately 19,500 feet to approximately 23,000 feet.
The flight crewmembers stated that as they emerged from the weather encounter, they told ATC what had happened, requested vectors to fly direct to CHA, declared an emergency, and asked to have emergency equipment standing by when they landed. ATC assigned a vector to runway 20 at CHA and a lower altitude. They requested that the controller provide a ground controlled approach and verbal ground speed readouts every 10 seconds. The first officer performed the normal checklists for landing and tuned in the frequency for the runway 20 instrument landing system. The captain and first officer stated that, when they were about 10 to 12 miles from the airport, they began to see the runway through small, unshattered areas of the windshields. They reported that while on the approach, they compared their altimeter data with the altitude information that was verbally provided by ATC and that the altimeters appeared to be providing correct altitude readouts. The landing was successful.
After landing, the fire department performed a fire inspection of the airplane and the airplane was taxied to a gate. The crew requested medical assistance. Upon arrival at the gate, medical personnel came on board to attend to the injured.
DAMAGE TO AIRPLANE
The airplane's radome had separated and portions of it had been ingested into the right engine. All three outer panes of the cockpit front windshield were shattered. The wing leading edge devices, horizontal stabilizer leading edge, vertical stabilizer leading edge, and both left and right engine inlet cowls were dented and damaged. Both engines sustained foreign object damage.
On May 7, 1998, about 1920 eastern daylight time, a Douglas DC-9-32, N948VV, operated by AirTran Airlines, Inc., as flight 426, encountered turbulence and hail near Calhoun, Georgia, while climbing through 20,000 feet above mean sea level (msl). Of the 2 flight crewmembers, 3 flight attendants, and 82 passengers who were on board, 1 flight attendant and 1 passenger received serious injuries during the encounter, and the remaining occupants were uninjured. The airplane was substantially damaged by hail. The flight crew performed a successful emergency landing at the Chattanooga Metropolitan Airport (CHA) near Chattanooga, Tennessee. Flight 426 was being operated as a scheduled domestic passenger flight under the provisions of 14 Code of Federal Regulations (CFR) Part 121 and was destined for Chicago Midway Airport (MDW), Chicago, Illinois, from Atlanta Hartsfield International Airport (ATL), Atlanta, Georgia.
After a brief ground delay, the flight departed from runway 26L at 1907 and was assigned a 350-degree heading and a clearance to climb to 14,000 feet. The captain stated that during climb, the weather radar was on and selected to the 80-mile range in the "normal" mode with the gain set to "auto." He stated that the weather radar was showing a solid line with dark returns in northwest Georgia. He also visually observed the line by looking out of the cockpit windows. The captain stated that he decided to delay the 10,000-foot departure announcement to the flight attendants because he believed that it would have prompted them to begin meal service and he wanted them to remain in their seats. The pilots stated that they heard the forward flight attendant get up from her seat, so they opened the cockpit door to tell her to sit down.
Between 10,000 and 12,000 feet, the flight was cleared to continue the climb to 23,000 feet. At that time, the crew asked for and received a 330-degree heading to remain clear of weather. The pilots stated that they were in visual meteorological conditions at this time and that their radar showed a light area of precipitation west of the line of weather. They stated that their radar also showed an approximately 10-mile gap between two storm cells in the line of weather and that, through this gap, they were able to see that no adverse weather conditions were on the other side.
The flight crewmembers reported that as they proceeded through the gap, they observed an egg-sized piece of hail hit the center windshield, causing its outer pane to shatter. At the same time, they began experiencing turbulence that lasted about 10 seconds. They stated that approximately 1 to 2 seconds after the encounter with the first piece of hail, the airplane encountered significant hail, which lasted about 3 to 5 seconds and shattered the outer panes of the captain's and first officer's windshields. Both pilots stated that the hail caused significant damage to the skin of the airplane but that no control problems were noted. They stated the nose radome cover was torn off and that the noise level in the cockpit was high. They also stated that the airspeed indication was zero and the altimeter indications were erratic.
Data from the digital flight data recorder (DFDR) indicate that at 1916:05, about 3 minutes before the hail encounter, the airplane's pitch angle decreased from 4 degrees to -4 degrees while the airplane climbed from 15,000 to 16,000 feet. The airplane's airspeed increased from 305 knots to 350 knots, its pressure altitude decreased from 15,600 feet to 14,600 feet, its vertical acceleration increased to 1.5 g, its longitudinal acceleration decreased to 0 g, its roll changed from 0 degrees to -6 degrees, its control column pitch became erratic, and its engine pressure ratios (EPR) decreased from 1.8 to approximately 1.4. About 1 minute later, at 1917:05, the DFDR parameters stabilized.
At 1918:30, while climbing through 20,500 feet, many of the DFDR parameters became erratic again. Roll degrees reached an extreme of about -40 degrees, and continued to oscillate between 20 and -10 degrees. Pitch angle increased to about 10 degrees, then decreased to -6 degrees, and remained erratic throughout the incident. Vertical acceleration oscillated between 2.9 g and -.9 g. Longitudinal acceleration fluctuated between 0 g and .15 g. Control column pitch became erratic, though generally increased, to a maximum of approximately 12 degrees. Indicated airspeed became erratic but generally decreased from 350 knots to 280 knots. At 1919:30 the EPRs decreased from approximately 1.9 to 1.5. Pressure altitude increased during the incident from approximately 19,500 feet to approximately 23,000 feet.
The flight crewmembers stated that as they emerged from the weather encounter, they told ATC what had happened, requested vectors to fly direct to CHA, declared an emergency, and asked to have emergency equipment standing by when they landed. ATC assigned a vector to runway 20 at CHA and a lower altitude. They requested that the controller provide a ground controlled approach and verbal ground speed readouts every 10 seconds. The first officer performed the normal checklists for landing and tuned in the frequency for the runway 20 instrument landing system. The captain and first officer stated that, when they were about 10 to 12 miles from the airport, they began to see the runway through small, unshattered areas of the windshields. They reported that while on the approach, they compared their altimeter data with the altitude information that was verbally provided by ATC and that the altimeters appeared to be providing correct altitude readouts. The landing was successful.
After landing, the fire department performed a fire inspection of the airplane and the airplane was taxied to a gate. The crew requested medical assistance. Upon arrival at the gate, medical personnel came on board to attend to the injured.
DAMAGE TO AIRPLANE
The airplane's radome had separated and portions of it had been ingested into the right engine. All three outer panes of the cockpit front windshield were shattered. The wing leading edge devices, horizontal stabilizer leading edge, vertical stabilizer leading edge, and both left and right engine inlet cowls were dented and damaged. Both engines sustained foreign object damage.
metrodriver
New member
Status: Final
Date: 04 APR 1977
Time: 16:19 EST
Type: McDonnell Douglas DC-9-31
Operator: Southern Airways
Registration: N1335U
C/n / msn: 47393/608
First flight: 1971
Total airframe hrs: 15405
Engines: 2 Pratt & Whitney JT8D-7A
Crew: Fatalities: 2 / Occupants: 4
Passengers: Fatalities: 61 / Occupants: 81
Total: Fatalities: 63 / Occupants: 85
Ground casualties: Fatalities: 9
Airplane damage: Written off
Location: New Hope, GA (United States of America)
Phase: En route
Nature: Domestic Scheduled Passenger
Departure airport: Huntsville-Madison County Airport, AL (HSV/KHSV), United States of America
Destination airport: Atlanta Airport, GA (ATL/KATL), United States of America
Flightnumber: 242
Narrative:
Southern Fight 242 (Huntsville-Atlanta) entered severe thunderstorms between FL170 and FL140 over Rome, GA. Both engines failed and couldn't be restarted. An emergency landing was carried out on State Spur Highway 92. The aircraft crashed.
PROBABLE CAUSE: "Total and unique loss of thrust from both engines while the aircraft was penetrating an area of severe thunderstorms. The loss of thrust was caused by the ingestion of massive amounts of water and hail which, in combination with thrust lever movement, induced severe stalling in and major damage to the engine compressors.
Major contributing factors include the failure of the company's dispatching system to provide the flight crew with up-to-date severe weather information pertaining to the aircraft's intended route of flight, the captain's reliance on airborne weather radar for penetration of thunderstorm areas, and limitations in the FAA's ATC system which precluded the timely dissemination of real-time hazardous weather information to the flight crew."
April 4, 1977
New Hope, Georgia
Southern Airways, Flight 242
McDonnell Douglas DC-9-31
N1335U
The aircraft sustained a broken windshield and loss of power to both engines after penetrating a thunderstorm and encountering hail. The plane crash landed on a highway and exploded in flames. Total and unique loss of thrust from both engines while the aircraft was penetrating an area of severe thunderstorms with heavy precipitation and hail. Contributing factor was the company's dispatcher to provide the flight crew with up-to-date severe weather information. Sixty-two out of 85 aboard were killed.
Capt = Captain
FO = First Officer (flying the plane)
AC = Atlanta Center
AA = Atlanta Approach
CAM = Cockpit area mike
4:03:48 Capt: "Looks heavy, nothing’s going through that."
4:03:54 Capt: "See that?"
4:03:56 FO: "That’s a hole , isn’t it?"
4:03:57 Capt: "It’s not showing a hole; see it?"
4:04:05 CAM: (Sound of rain)
4:04:08 FO: "Do you want to go around that right now?"
4:04:19 Capt: "Hand fly at about two eighty-five knots."
FO: "Two eight five."
4:04:30 CAM: (Sound of hail and rain)
4:04:53 S242: "Southern Two-Forty-Two, we’re slowing it up here a little bit."
4:04:53 AC: "Two-Forty-Two, roger."
4:05:53 FO: "Which way do we go, cross here or go out—I don’t know how we get through there, Bill."
Capt: "I know you’re just gonna have to go out…."
FO: "Yeah, right across that band."
4:06:01 Capt: "All clear left approximately right now; I think we can cut across there now."
4:06:12 FO: "All right, here we go."
4:06:25 FO: "We’re picking up some ice, Bill."
4:06:29 Capt: "We are above 10 degrees."
FO: "Right at 10."
Capt: "Yeah."
4:06:30 AC (to TWA 584): "I show the weather up northwest of that position north of Rome, just on the edge of it—I tell you what, maintain one five thousand."
4:06:38 TWA 584: "Maintain one five thousand; we paint pretty good weather one or two o’clock."
4:06:41 FO: "He’s got to be right through that hole about now."
4:06:42 AC: "Southern Two-Forty-Two descend and maintain one four thousand at this time."
4:06:46 Capt: "Who’s that?"
4:06:48 FO: "TWA."
AC: "Southern Two-Forty-Two, descend and maintain one four thousand."
4:06:53 S242: "Two-Forty-Two down to fourteen."
4:06:55 AC: "Affirmative."
CAM: (Heavy hail or rain sound starts and continues until power interruption.)
4:07:00 AC: "Southern Two-Forty-Two, Atlanta altimeter two-niner-five-six, and cross 40 miles northwest of Atlanta two-five-zero knots."
CAM: (Sound similar to electrical disturbance)
4:07:57 CAM: (Power interruption for 36 seconds)
4:08:33 CAM: (Power restored)
CAM: (Sound of rain continues for 40 seconds)
4:08:34 AC: "Southern Two-Forty-Two, Atlanta."
4:08:37 FO: "Got it, got it back, Bill; got it back, got it back [probably referring to the engines]."
4:08:42 S242: "Uh, Two-Forty-Two, stand by."
4:08:46 AC: "Say again."
4:08:48 S242: "Stand by."
4:08:49 AC: "Roger, maintain one five thousand if you understand me; maintain one five thousand, Southern Two-Forty-Two."
4:08:55 S242: "We’re trying to get it up there."
4:08:57 AC: "Roger."
4:09:15 S242: "Okay, uh, Two-Forty-Two, uh, we just got our windshield busted and, uh, we’ll try to get it back up to fifteen, we’re fourteen."
4:09:24 FO: "Fifteen thousand."
4:09:25 AC: "Southern Two-Forty-Two, you say you’re at fourteen now?"
4:09:27 S242: "Yeah, uh, couldn’t help it."
4:09:30 AC: "That’s OK, uh, are you squawking five-six-two-three?"
4:09:36 FO: "Left engine won’t spool."
4:09:37 S242: "Our left engine just cut out."
4:09:42 AC: "Southern Two-Forty-Two roger, and, uh, lost your transponder, squawk five-six-two-three."
4:09:43 FO: "I am squawking five-six-two-three, tell him I’m level fourteen."
4:09:49 S242: "Five-six-two-three, we’re squawking."
4:09:53 AC: "Say you lost an engine and, uh, busted a windshield?"
4:09:56 S242: "Yes sir."
4:09:59 Capt: "Autopilot’s off."
FO: "I’ve got it; I’ll hand-fly it."
4:10:00 AC: "Southern Two-Forty-Two, you can descend and maintain one three thousand now, that’ll get you down a little lower."
4:10:04 FO: "My (deleted), the other engine’s going, too (deleted)"
4:10:05 S242: "Got the other engine going, too."
4:10:08 AC: "Southern Two-Forty-Two, say again."
4:10:10 S242: "Stand by—we lost both engines."
4:10:14 FO: "All right, Bill, get us a vector to a clear area."
4:10:16 S242: "Get us a vector to a clear area, Atlanta."
4:10:20 AC: "Uh, continue present southeastern bound heading; TWA’s off to your left about 14 miles at fourteen thousand and says he’s in the clear."
4:10:25 S242: "OK."
4:10:27 S242: "Want us to turn left?"
4:10:30 AC: "Southern Two-Forty-Two, contact approach control, one two six point nine, and they’ll try to get you straight into Dobbins."
4:10:35 S242: "One two—."
4:10:36 FO: "Give me—I’m familiar with Dobbins; tell them to give me a vector to Dobbins if they’re clear.
4:10:38 S242: "Give me, uh, vector to Dobbins if they’re clear."
4:10:41 AC: "Southern Two-Forty-Two, one twenty-six point nine, they’ll give you a vector to Dobbins."
4:10:45 S242: "Twenty-six nine, OK."
4:10:50 FO: "Ignition override, it’s gotta work by (deleted)."
4:10:56 CAM: [Power interruption for 2 minutes, 4 seconds]
4:13:00 CAM: [Power restored]
4:13:03 Capt: "There we go."
FO: "Get us a vector to Dobbins."
4:13:04 S242: "Uh, Atlanta, you read Southern Two-Forty-Two?"
4:13:08 AA: "Southern Two-Forty-Two, Atlanta approach control; uh, go ahead.
4:13:11 S242: "Uh, we’ve lost both engines—how about giving us a vector to the nearest place. We’re at seven thousand feet.
4:13:17 AA: "Southern Two-Forty-Two, roger, turn right heading one zero zero, will be vectors to Dobbins for a straight-in approach Runway One-One, altimeter two niner five two, your position is 15, correction 20 miles west of Dobbins at this time."
4:13:18 FO: "What’s Dobbins’ weather, Bill? How far is it? How far is it?"
4:13:31 S242: "Okay, uh, one-forty heading and 20 miles."
4:13:35 AA: "Ah, make a heading of one-two-zero, Southern Two-Forty-Two, right turn to one-two-zero."
4:13:40 S242: "Okay, right turn to one-two-zero and, uh, you got us our squawk, haven’t you, on emergency?"
FO: "Declare an emergency, Bill."
4:13:45 AA: "Uh, I’m not receiving it. But radar contact; your position is 20 miles west of Dobbins."
4:14:03 FO: "Get those engines (deleted)."
4:14:24 S242: "All right, listen, we’ve lost both engines, and, uh, I can’t, uh, tell you the implications of this—we, uh, only got two engines and how far is Dobbins now?"
4:14:34 AA: "Southern, uh, Two-Forty-Two, uh, 19 miles."
4:14:40 S242: "OK, we’re out of, uh, fifty-eight hundred, 200 knots."
4:14:44 FO: "What’s our speed? Let’s see, what’s our weight, Bill? Get me a bug speed."
4:14:45 AA: "Southern Two-Forty-Two, do you have one engine running now?"
4:14:47 FO: "No."
4:14:48 S242: "Negative, no engines."
4:14:50 AA: "Roger."
4:14:59 Capt: "One twenty six." [This probably refers to the final approach speed.]
FO: "One twenty six."
4:15:04 Capt: "Just don’t stall this thing out."
FO: "No, I won’t."
Capt: "Get your wing flaps."
CAM: [Sound of lever movement.]
4:15:11 FO: "Got it, got hydraulics so we got…."
Capt: "We got hydraulics."
4:15:17 FO: "What’s the Dobbins weather?
4:15:18 S242: "What’s your Dobbins weather?"
4:15 AA: "Stand by."
4:15:25 FO: "Get Dobbins on the approach plate."
4:15:42 Capt: "I can’t find Dobbins. Tell me where’s it at? Atlanta?"
FO: "Yes."
4:15:46 AA: Southern Two-Forty-Two, Dobbins weather is two thousand scattered, estimated ceiling three thousand broken, seven thousand overcast, visibility seven miles."
4:15:57 S242: "OK, we’re down to forty-six hundred now."
4:15:59 FO: "How far is it? How far is it?"
4:16:00 AA: "Roger, and you’re approximately, uh, 17 miles west of Dobbins at this time."
4:16:05 S242: "I don’t know whether we can make that or not."
4:16:07 AA: "Roger."
4:16:11 FO: "Ah, ask him if there is anything between here and Dobbins?
Capt: "What?"
FO: "Ask him if there is anything between here and Dobbins."
4:16:25 S242: "Uh, is there any airport between our position and Dobbins?"
4:16:29 AA: "Southern Two-Forty-Two, uh, no sir, uh, closest airport is Dobbins."
4:16:34 S242: "I doubt we’re going to make it, but we’re trying everything to get something started."
4:16:38 AA: AA: "Roger, well, there is Cartersville; you’re approximately 10 miles south of Cartersville, 15 miles west of Dobbins."
4:16:44 FO: "We’ll take a vector to that. Yes, we’ll have to go there."
4:16:45 S242: "Can you give us a vector to Cartersville?"
4:16:47 AA: "All right, turn left, heading of three-six-zero be directly, uh, direct vector to Cartersville."
4:16:52 S242: "Three six zero, roger."
FO: "What runway? What’s the heading on the runway?"
4:16:53 S242: "What’s the runway heading?"
4:16:58 AA: "Stand by."
4:16:59 S242: "And how long is it?"
4:17:00 AA: "Stand by."
4:17:08 Capt: "Like we are, I’m picking out a clear field."
4:17:12 FO: "Bill, you’ve got to find me a highway."
Capt: "Let’s get the next clear open field."
FO: "No (deleted)."
4:17:35 Capt: "See a highway over—no cars."
FO: "Right there, is that straight?"
4:17:39 Capt: "No."
4:17:44 AA: "Southern Two-Forty-Two, the runway configuration…"
FO: "We’ll have to take it."
4:17:55 AA: "…at Cartersville is, uh, three six zero and running north and south and the elevation is seven hundred fifty-six feet and, uh, trying to get the length of now—it’s three thousand two hundred feet long."
4:17:58 CAM: [Beep on gear horn.]
CAM: [Gear horn steady for 4 seconds.]
4:18:02 S242: "Uh, we’re putting it on the highway, we’re down to nothing."
4:18:07 FO: "Flaps."
Capt: "They’re at fifty."
FO: "Oh (deleted), Bill, I hope we can do it."
4:18:14 FO: "I’ve got it, I got it."
4:18:15 FO: "I’m going to land right over that guy."
4:18:20 Capt: "There’s a car ahead."
4:18:25 FO: "I got it Bill, I’ve got it now, I got it.
Capt: "OK."
4:18:30 Capt: "Don’t stall it."
FO: "I gotta bug."
4:18:31 FO: "We’re going to do it right here."
4:18:34 FO: "I got it."
4:18:36 CAM: [Sound of breakup.]
4:18:43 End of tape.
Date: 04 APR 1977
Time: 16:19 EST
Type: McDonnell Douglas DC-9-31
Operator: Southern Airways
Registration: N1335U
C/n / msn: 47393/608
First flight: 1971
Total airframe hrs: 15405
Engines: 2 Pratt & Whitney JT8D-7A
Crew: Fatalities: 2 / Occupants: 4
Passengers: Fatalities: 61 / Occupants: 81
Total: Fatalities: 63 / Occupants: 85
Ground casualties: Fatalities: 9
Airplane damage: Written off
Location: New Hope, GA (United States of America)
Phase: En route
Nature: Domestic Scheduled Passenger
Departure airport: Huntsville-Madison County Airport, AL (HSV/KHSV), United States of America
Destination airport: Atlanta Airport, GA (ATL/KATL), United States of America
Flightnumber: 242
Narrative:
Southern Fight 242 (Huntsville-Atlanta) entered severe thunderstorms between FL170 and FL140 over Rome, GA. Both engines failed and couldn't be restarted. An emergency landing was carried out on State Spur Highway 92. The aircraft crashed.
PROBABLE CAUSE: "Total and unique loss of thrust from both engines while the aircraft was penetrating an area of severe thunderstorms. The loss of thrust was caused by the ingestion of massive amounts of water and hail which, in combination with thrust lever movement, induced severe stalling in and major damage to the engine compressors.
Major contributing factors include the failure of the company's dispatching system to provide the flight crew with up-to-date severe weather information pertaining to the aircraft's intended route of flight, the captain's reliance on airborne weather radar for penetration of thunderstorm areas, and limitations in the FAA's ATC system which precluded the timely dissemination of real-time hazardous weather information to the flight crew."
April 4, 1977
New Hope, Georgia
Southern Airways, Flight 242
McDonnell Douglas DC-9-31
N1335U
The aircraft sustained a broken windshield and loss of power to both engines after penetrating a thunderstorm and encountering hail. The plane crash landed on a highway and exploded in flames. Total and unique loss of thrust from both engines while the aircraft was penetrating an area of severe thunderstorms with heavy precipitation and hail. Contributing factor was the company's dispatcher to provide the flight crew with up-to-date severe weather information. Sixty-two out of 85 aboard were killed.
Capt = Captain
FO = First Officer (flying the plane)
AC = Atlanta Center
AA = Atlanta Approach
CAM = Cockpit area mike
4:03:48 Capt: "Looks heavy, nothing’s going through that."
4:03:54 Capt: "See that?"
4:03:56 FO: "That’s a hole , isn’t it?"
4:03:57 Capt: "It’s not showing a hole; see it?"
4:04:05 CAM: (Sound of rain)
4:04:08 FO: "Do you want to go around that right now?"
4:04:19 Capt: "Hand fly at about two eighty-five knots."
FO: "Two eight five."
4:04:30 CAM: (Sound of hail and rain)
4:04:53 S242: "Southern Two-Forty-Two, we’re slowing it up here a little bit."
4:04:53 AC: "Two-Forty-Two, roger."
4:05:53 FO: "Which way do we go, cross here or go out—I don’t know how we get through there, Bill."
Capt: "I know you’re just gonna have to go out…."
FO: "Yeah, right across that band."
4:06:01 Capt: "All clear left approximately right now; I think we can cut across there now."
4:06:12 FO: "All right, here we go."
4:06:25 FO: "We’re picking up some ice, Bill."
4:06:29 Capt: "We are above 10 degrees."
FO: "Right at 10."
Capt: "Yeah."
4:06:30 AC (to TWA 584): "I show the weather up northwest of that position north of Rome, just on the edge of it—I tell you what, maintain one five thousand."
4:06:38 TWA 584: "Maintain one five thousand; we paint pretty good weather one or two o’clock."
4:06:41 FO: "He’s got to be right through that hole about now."
4:06:42 AC: "Southern Two-Forty-Two descend and maintain one four thousand at this time."
4:06:46 Capt: "Who’s that?"
4:06:48 FO: "TWA."
AC: "Southern Two-Forty-Two, descend and maintain one four thousand."
4:06:53 S242: "Two-Forty-Two down to fourteen."
4:06:55 AC: "Affirmative."
CAM: (Heavy hail or rain sound starts and continues until power interruption.)
4:07:00 AC: "Southern Two-Forty-Two, Atlanta altimeter two-niner-five-six, and cross 40 miles northwest of Atlanta two-five-zero knots."
CAM: (Sound similar to electrical disturbance)
4:07:57 CAM: (Power interruption for 36 seconds)
4:08:33 CAM: (Power restored)
CAM: (Sound of rain continues for 40 seconds)
4:08:34 AC: "Southern Two-Forty-Two, Atlanta."
4:08:37 FO: "Got it, got it back, Bill; got it back, got it back [probably referring to the engines]."
4:08:42 S242: "Uh, Two-Forty-Two, stand by."
4:08:46 AC: "Say again."
4:08:48 S242: "Stand by."
4:08:49 AC: "Roger, maintain one five thousand if you understand me; maintain one five thousand, Southern Two-Forty-Two."
4:08:55 S242: "We’re trying to get it up there."
4:08:57 AC: "Roger."
4:09:15 S242: "Okay, uh, Two-Forty-Two, uh, we just got our windshield busted and, uh, we’ll try to get it back up to fifteen, we’re fourteen."
4:09:24 FO: "Fifteen thousand."
4:09:25 AC: "Southern Two-Forty-Two, you say you’re at fourteen now?"
4:09:27 S242: "Yeah, uh, couldn’t help it."
4:09:30 AC: "That’s OK, uh, are you squawking five-six-two-three?"
4:09:36 FO: "Left engine won’t spool."
4:09:37 S242: "Our left engine just cut out."
4:09:42 AC: "Southern Two-Forty-Two roger, and, uh, lost your transponder, squawk five-six-two-three."
4:09:43 FO: "I am squawking five-six-two-three, tell him I’m level fourteen."
4:09:49 S242: "Five-six-two-three, we’re squawking."
4:09:53 AC: "Say you lost an engine and, uh, busted a windshield?"
4:09:56 S242: "Yes sir."
4:09:59 Capt: "Autopilot’s off."
FO: "I’ve got it; I’ll hand-fly it."
4:10:00 AC: "Southern Two-Forty-Two, you can descend and maintain one three thousand now, that’ll get you down a little lower."
4:10:04 FO: "My (deleted), the other engine’s going, too (deleted)"
4:10:05 S242: "Got the other engine going, too."
4:10:08 AC: "Southern Two-Forty-Two, say again."
4:10:10 S242: "Stand by—we lost both engines."
4:10:14 FO: "All right, Bill, get us a vector to a clear area."
4:10:16 S242: "Get us a vector to a clear area, Atlanta."
4:10:20 AC: "Uh, continue present southeastern bound heading; TWA’s off to your left about 14 miles at fourteen thousand and says he’s in the clear."
4:10:25 S242: "OK."
4:10:27 S242: "Want us to turn left?"
4:10:30 AC: "Southern Two-Forty-Two, contact approach control, one two six point nine, and they’ll try to get you straight into Dobbins."
4:10:35 S242: "One two—."
4:10:36 FO: "Give me—I’m familiar with Dobbins; tell them to give me a vector to Dobbins if they’re clear.
4:10:38 S242: "Give me, uh, vector to Dobbins if they’re clear."
4:10:41 AC: "Southern Two-Forty-Two, one twenty-six point nine, they’ll give you a vector to Dobbins."
4:10:45 S242: "Twenty-six nine, OK."
4:10:50 FO: "Ignition override, it’s gotta work by (deleted)."
4:10:56 CAM: [Power interruption for 2 minutes, 4 seconds]
4:13:00 CAM: [Power restored]
4:13:03 Capt: "There we go."
FO: "Get us a vector to Dobbins."
4:13:04 S242: "Uh, Atlanta, you read Southern Two-Forty-Two?"
4:13:08 AA: "Southern Two-Forty-Two, Atlanta approach control; uh, go ahead.
4:13:11 S242: "Uh, we’ve lost both engines—how about giving us a vector to the nearest place. We’re at seven thousand feet.
4:13:17 AA: "Southern Two-Forty-Two, roger, turn right heading one zero zero, will be vectors to Dobbins for a straight-in approach Runway One-One, altimeter two niner five two, your position is 15, correction 20 miles west of Dobbins at this time."
4:13:18 FO: "What’s Dobbins’ weather, Bill? How far is it? How far is it?"
4:13:31 S242: "Okay, uh, one-forty heading and 20 miles."
4:13:35 AA: "Ah, make a heading of one-two-zero, Southern Two-Forty-Two, right turn to one-two-zero."
4:13:40 S242: "Okay, right turn to one-two-zero and, uh, you got us our squawk, haven’t you, on emergency?"
FO: "Declare an emergency, Bill."
4:13:45 AA: "Uh, I’m not receiving it. But radar contact; your position is 20 miles west of Dobbins."
4:14:03 FO: "Get those engines (deleted)."
4:14:24 S242: "All right, listen, we’ve lost both engines, and, uh, I can’t, uh, tell you the implications of this—we, uh, only got two engines and how far is Dobbins now?"
4:14:34 AA: "Southern, uh, Two-Forty-Two, uh, 19 miles."
4:14:40 S242: "OK, we’re out of, uh, fifty-eight hundred, 200 knots."
4:14:44 FO: "What’s our speed? Let’s see, what’s our weight, Bill? Get me a bug speed."
4:14:45 AA: "Southern Two-Forty-Two, do you have one engine running now?"
4:14:47 FO: "No."
4:14:48 S242: "Negative, no engines."
4:14:50 AA: "Roger."
4:14:59 Capt: "One twenty six." [This probably refers to the final approach speed.]
FO: "One twenty six."
4:15:04 Capt: "Just don’t stall this thing out."
FO: "No, I won’t."
Capt: "Get your wing flaps."
CAM: [Sound of lever movement.]
4:15:11 FO: "Got it, got hydraulics so we got…."
Capt: "We got hydraulics."
4:15:17 FO: "What’s the Dobbins weather?
4:15:18 S242: "What’s your Dobbins weather?"
4:15 AA: "Stand by."
4:15:25 FO: "Get Dobbins on the approach plate."
4:15:42 Capt: "I can’t find Dobbins. Tell me where’s it at? Atlanta?"
FO: "Yes."
4:15:46 AA: Southern Two-Forty-Two, Dobbins weather is two thousand scattered, estimated ceiling three thousand broken, seven thousand overcast, visibility seven miles."
4:15:57 S242: "OK, we’re down to forty-six hundred now."
4:15:59 FO: "How far is it? How far is it?"
4:16:00 AA: "Roger, and you’re approximately, uh, 17 miles west of Dobbins at this time."
4:16:05 S242: "I don’t know whether we can make that or not."
4:16:07 AA: "Roger."
4:16:11 FO: "Ah, ask him if there is anything between here and Dobbins?
Capt: "What?"
FO: "Ask him if there is anything between here and Dobbins."
4:16:25 S242: "Uh, is there any airport between our position and Dobbins?"
4:16:29 AA: "Southern Two-Forty-Two, uh, no sir, uh, closest airport is Dobbins."
4:16:34 S242: "I doubt we’re going to make it, but we’re trying everything to get something started."
4:16:38 AA: AA: "Roger, well, there is Cartersville; you’re approximately 10 miles south of Cartersville, 15 miles west of Dobbins."
4:16:44 FO: "We’ll take a vector to that. Yes, we’ll have to go there."
4:16:45 S242: "Can you give us a vector to Cartersville?"
4:16:47 AA: "All right, turn left, heading of three-six-zero be directly, uh, direct vector to Cartersville."
4:16:52 S242: "Three six zero, roger."
FO: "What runway? What’s the heading on the runway?"
4:16:53 S242: "What’s the runway heading?"
4:16:58 AA: "Stand by."
4:16:59 S242: "And how long is it?"
4:17:00 AA: "Stand by."
4:17:08 Capt: "Like we are, I’m picking out a clear field."
4:17:12 FO: "Bill, you’ve got to find me a highway."
Capt: "Let’s get the next clear open field."
FO: "No (deleted)."
4:17:35 Capt: "See a highway over—no cars."
FO: "Right there, is that straight?"
4:17:39 Capt: "No."
4:17:44 AA: "Southern Two-Forty-Two, the runway configuration…"
FO: "We’ll have to take it."
4:17:55 AA: "…at Cartersville is, uh, three six zero and running north and south and the elevation is seven hundred fifty-six feet and, uh, trying to get the length of now—it’s three thousand two hundred feet long."
4:17:58 CAM: [Beep on gear horn.]
CAM: [Gear horn steady for 4 seconds.]
4:18:02 S242: "Uh, we’re putting it on the highway, we’re down to nothing."
4:18:07 FO: "Flaps."
Capt: "They’re at fifty."
FO: "Oh (deleted), Bill, I hope we can do it."
4:18:14 FO: "I’ve got it, I got it."
4:18:15 FO: "I’m going to land right over that guy."
4:18:20 Capt: "There’s a car ahead."
4:18:25 FO: "I got it Bill, I’ve got it now, I got it.
Capt: "OK."
4:18:30 Capt: "Don’t stall it."
FO: "I gotta bug."
4:18:31 FO: "We’re going to do it right here."
4:18:34 FO: "I got it."
4:18:36 CAM: [Sound of breakup.]
4:18:43 End of tape.