![CVR - Braniff International Airways 352 - [In-flight breakup 1) 2)] 3 May 1968 @chilloutJr](https://i.ytimg.com/vi/152bvdxo_FI/maxresdefault.jpg)
Uploaded June 2023 | Updated September 2026, 1 hour ago
1) Pilot Error, 2) Thunderstorm
Audio source: Fort Worth Star-Telegram
youtube.com/watch?v=h98uCRmN9Q4
1) Pilot Error, 2) Thunderstorm
Audio source: Fort Worth Star-Telegram
youtube.com/watch?v=h98uCRmN9Q4
![CVR - Braniff International Airways 352 - [In-flight breakup 1) 2)] 3 May 1968](https://i.ytimg.com/vi/152bvdxo_FI/mqdefault.jpg "CVR - Braniff International Airways 352 - [In-flight breakup 1) 2)] 3 May 1968
1) Pilot Error, 2) Thunderstorm
Audio source: Fort Worth Star-Telegram
https://www.youtube.com/watch?v=h98uCRmN9Q4")
![CVR - 1995 NASA X-31 164584 crash - [Loss of control] 19 January 1995](https://i.ytimg.com/vi/1PPe5eDtvIM/mqdefault.jpg "CVR - 1995 NASA X-31 164584 crash - [Loss of control] 19 January 1995
Audio Source: https://www.youtube.com/watch?v=8ta54mVihgU")
![911 Audio - American 1420 - [Runway overrun] 1 June 1999](https://i.ytimg.com/vi/2PpDZ4yVrd0/mqdefault.jpg "911 Audio - American 1420 - [Runway overrun] 1 June 1999
Audio Source: CONUS Archive (CELL PHONE 911)
The airplane touched down on the runway about 23:50:20. About 23:50:22, the first officer stated we’re down; about 2 seconds later, he stated, we’re sliding. Over a 7-second period after touchdown, both thrust reversers were deployed and the left and right engines’ engine pressure ratios (EPR) reached settings of 1.89 and 1.67, respectively. The thrust reversers were subsequently moved to the unlocked status (neither deployed nor stowed). The flight spoilers did not deploy symmetrically at touchdown. About the time that the brakes were applied, the thrust reversers were deployed again. At 23:50:32, the CVR recorded an unidentified voice in the cockpit stating on the brakes. The left engine reached a maximum setting of 1.98 reverse EPR, and the right engine reached a setting of 1.64 reverse EPR. The left brake pedal was relaxed at 23:50:34 before returning to its full position 2 seconds later. About the time that the left brake pedal was relaxed, the reversers were returned to the unlocked status. As the right thrust reverser was being moved to the unlocked status, the right engine reached a maximum setting of 1.74 reverse EPR. At 23:50:36, a full aileron deflection was given. At 23:50:40, the left thrust reverser was moved back to the deployed position, but the right reverser moved briefly to the deployed position and then moved to the stowed position. According to FDR data, the left thrust reverser remained deployed, and the right thrust reverser remained stowed, for the remainder of the flight. After departing the end of the runway, the airplane struck several tubes extending outward from the left edge of the instrument landing system localizer array, located 411 feet beyond the end of the runway; passed through a chain link security fence; went down a rock embankment to a flood plain, located approximately 15 feet below the runway elevation; and collided with the structure supporting the runway 22L approach lighting system.
Probable Cause:
PROBABLE CAUSE: The flight crews failure to discontinue the approach when severe thunderstorms and their associated hazards to flight operations had moved into the airport area and the flight crews failure to ensure that the spoilers had extended after touchdown. Contributing to the accident were the flight crews (1) impaired performance resulting from fatigue and the situational stress associated with the intent to land under the circumstances, (2) continuation of the approach to a landing when the companys maximum crosswind component was exceeded, and (3) use of reverse thrust greater than 1.3 engine pressure ratio after landing.")
![ATC - Scandinavian Airlines 751 - [Dual engine failure / Crash Landing] 27 December 1991](https://i.ytimg.com/vi/2_XMB6Cgmok/mqdefault.jpg "ATC - Scandinavian Airlines 751 - [Dual engine failure / Crash Landing] 27 December 1991
Audio Source: https://www.youtube.com/watch?v=GLKyX16Rg3g
The MD-81 arrived from Zurich at 22:09 and was parked at gate 2 overnight with temperatures of around +1 deg. C. Approx. 2550 kg of fuel remained in each wing tank. The aircraft was scheduled to leave Stockholm for Copenhagen at 08:30 and the temperature had dropped to -0 deg C in the early morning. During the night and in the early morning clear ice had formed on the upper side of the wings, but this was not detected by the ground crew member who checked the forward part of the wing. The aircraft was fuelled with 1400 kg of fuel and was ready for de-icing at 08:30, which was done using 850l of Type I fluid. After de-icing the mechanic didnt check whether there was any clear ice on the upper side of the wings, since he had previously found none. The flight was then cleared to taxi to runway 08 and the aircraft took off at 08:47. After 25 seconds (at 1124 feet height) bangs, vibrations and jerks were perceived in the aircraft. This was caused by a no. 2 engine surge. The engine was throttled down a little, but throttle control simultaneously changed to an automatic mode which increased throttle setting with altitude (Automatic Thrust Restoration - ATR). This in turn increased the intensity of the surging. The no. 1 engine surged 39 seconds later, but this was not noticed by the flight crew. An attempt to switch on the autopilot at 2616 feet failed. At 76 resp. 78 seconds into the flight both the no. 2 and no. 1 engine failed after breakup of the stage 1 stators of both engines (initiated by high loads from the surges). The aircraft was climbing through 3206 feet at that moment with a 196 KIAS. A no. 1 engine fire warning at 91 seconds into the flight made the crew activate the fire extinguishing system. A SAS captain traveling the passenger cabin realized that there were problems and hurried to the cockpit to assist the flight crew. The aircraft was in a gliding left turn at that moment. When descending through 420 m, still in the clouds, the assisting captain gradually extended the flaps. The flaps were fully extended at 1100 feet (340 m) and the plane broke through the clouds at 980-820 feet. A field in the direction of flight was chosen for an emergency landing. The wheels were selected down and Stockholm control was informed about the imminent crash-landing. The MD-81 contacted trees at 121 knots and a major portion of the right wing broke off. The plane then struck sloping ground tail-first and slid along the ground for 110 m. The fuselage was broken into three pieces, but there was no fire.
Probable Cause:
CAUSES OF THE ACCIDENT: The accident was caused by SAS instructions and routines being inadequate to ensure that clear ice was removed from the wings of the aircraft prior to takeoff. Hence the aircraft took off with clear ice on the wings. In connection with lift-off, the clear ice loosened and was ingested by the engines. The ice caused damage to the engine fan stages, which led to engine surges. The surges destroyed the engines.
Contributory causes were: The pilots were not trained to identify and eliminate engine surging; ATR-which was unknown within SAS - was activated and increased the engine power without the pilots knowledge.")
![CVR/ATC - Spanair 5022 - [Crashed on take-off] 20 August 2008](https://i.ytimg.com/vi/2aauTdF20GM/mqdefault.jpg "CVR/ATC - Spanair 5022 - [Crashed on take-off] 20 August 2008
Audio Source: https://cadenaser.com/ser/2012/09/13/espana/1347493811_850215.html")
![CVR - Orenair 9542 - [Runway Overrun] 7 December 2011](https://i.ytimg.com/vi/2rd1brS4uwQ/mqdefault.jpg "CVR - Orenair 9542 - [Runway Overrun] 7 December 2011
Audio Source: https://www.youtube.com/watch?v=grpjePXPQYI
https://avherald.com/h?article=44748abb&opt=0")
