USAir Flight 427 911 Recordings @AirCrashDaily

Air Crash Daily | USAir Flight 427 911 Recordings @AirCrashDaily | Uploaded September 2024 | Updated October 2024, 1 day ago.
Accident Description: instagram.com/p/CiP0SibBEky/?igshid=YmMyMTA2M2Y=

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https://x.com/aircrashdaily/status/1567882085435871232?s=19

𝗨𝗦𝗔𝗶𝗿 𝗙𝗹𝗶𝗴𝗵𝘁 𝟰𝟮𝟳 was a scheduled domestic passenger flight from Chicago to West Palm Beach with a stopover in Pittsburgh. The flight was being operated by a Boeing 737-300 (Reg. N513AU) on 𝗦𝗲𝗽𝘁𝗲𝗺𝗯𝗲𝗿 𝟴, 𝟭𝟵𝟵𝟰.

The plane departed Chicago at 18:10. About 19:02:22 the Pittsburgh TRACON controller issued instructions to turn to a heading of 100° and told the crew there was other traffic in the area. About 19:02:53, Flight 427 was rolling out of the left bank as it approached the ATC-assigned heading of 100° and was maintaining the ATC-assigned airspeed (190 knots) and altitude (6,000 feet). About 4 seconds later the plane suddenly entered the wake vortex of Delta Airlines flight 1083, a Boeing 727, that preceded it by 4,2 miles. The first officer then manually overrode the autopilot without disengaging it by putting in a large right-wheel command to level the plane.

At 19:03:01 the plane's heading slewed suddenly and dramatically to the left (full left rudder deflection). Within a second of the yaw onset the roll attitude suddenly began to increase to the left, reaching 30°. At 19:03:07 the pitch attitude approached -20°, the left bank increased to 70°and the descent rate reached 3,600 ft/min. At this point, the plane stalled. The plane descended fast and at 19:03:25 the plane impacted the ground nose first at 261 knots in an 80° nose down, 60° left bank attitude and with significant sideslip. All 132 people aboard were killed.

𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲:
"The National Transportation Safety Board determines that the probable cause of the USAir flight 427 accident was a loss of control of the airplane resulting from the movement of the rudder surface to its blow down limit. The rudder surface most likely deflected in a direction opposite to that commanded by the pilots as a result of a jam of the main rudder power control unit servo valve secondary slide to the servo valve housing offset from its neutral position and over travel of the primary slide."

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$Continental Airlines Flight 1404 ATC Recording Source: https://www.faa.gov/data_research/accident_incident/2008-12-21/ Accident Description: https://www.instagram.com/p/CXtM-o4B3Us/?utm_medium=copy_link 𝗖𝗼𝗻𝘁𝗶𝗻𝗲𝗻𝘁𝗮𝗹 𝗔𝗶𝗿𝗹𝗶𝗻𝗲𝘀 𝗙𝗹𝗶𝗴𝗵𝘁 𝟭𝟰𝟬𝟰 was a scheduled domestic passenger flight from Denver to Houston. The flight was being operated by a Boeing 737-500 (Reg. N18611) on 𝗗𝗲𝗰𝗲𝗺𝗯𝗲𝗿 𝟮𝟬, 𝟮𝟬𝟬𝟴. The flight pushed back at 18:01. At 18:17:26 ATC told the crew that the wind was from 270° at 27 knots and cleared them for takeoff on runway 34R. At 18:18:07, as the plane accelerated through 55 knots, a large right rudder pedal input that peaked at 88%. The nose of the plane moved to the right; however, at 18:18:10, as the plane was accelerating through about 85 knots, the plane’s nose reversed direction and began moving back to the left. This leftward movement of the nose continued for about 2 seconds and was accompanied throughout its duration by another substantial right rudder pedal input, which peaked at 72% at 18:18:11 and a speed of more than 90 knots. During this second large right rudder pedal movement, the plane’s left turning motion slowed for about 1 second, and then the nose began moving rapidly to the left again. A fraction of a second later, the right rudder pedal was abruptly relaxed. At 18:18:21 the captain called to reject the takeoff. The plane subsequently departed the left side of runway 34R about 2,600 feet from the approach end and crossed taxiway WC and an airport service road before coming to a stop. There were 37 injuries among the passengers and crew, and no fatalities. The plane was substantially damaged and experienced a post-crash fire. 𝗣𝗿𝗼𝗯𝗮𝗯𝗹𝗲 𝗖𝗮𝘂𝘀𝗲: The National Transportation Safety Board determines that the probable cause of this accident was the captains cessation of right rudder input, which was needed to maintain directional control of the airplane, about 4 seconds before the excursion, when the airplane encountered a strong and gusty crosswind that exceeded the captains training and experience. Contributing to the accident were the following factors: 1) an air traffic control system that did not require or facilitate the dissemination of key, available wind information to the air traffic controllers and pilots; and 2) inadequate crosswind training in the airline industry due to deficient simulator wind gust modeling.$

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