rooinc
Posts: 117
Joined: Wed Jul 11, 2001 9:38 am

Michael Chrichton's AA DC10 Crash Analysis

Tue Aug 14, 2001 2:19 pm

Was just rereading Airframe and wondered how accurate the explanation of the AA DC10 crash in Chicago was. He made it sound like the plane was perfectly fly-able after the engine fell off, only AA hadn't ordered an optional redundancy control for the first officer (or engineer?). Any truth to it?

--TJ
 
jwenting
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Joined: Mon Apr 23, 2001 10:12 pm

RE: Michael Chrichton's AA DC10 Crash Analysis

Tue Aug 14, 2001 2:29 pm

What does the FAA or NTSB say?
I would not believe a novel (however good) or movie to give correct assessments of a situation. The plot is more important than the truth.
I wish I were flying
 
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iahcsr
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RE: Michael Chrichton's AA DC10 Crash Analysis

Tue Aug 14, 2001 5:49 pm

This is true....more or less. The safety item in question is the stall warning (or lack there of) on the F.O.'s side. AA only had this 'stick shaker' system installed on the Captain's yoke... the side that lost all power when the #1 engine departed the aircraft. Had the crew had this warning of the pending stall of the left wing, they would have known to increse airspeed and ...perhaps.. have survived the event.
Working very hard to Fly Right....
 
jwenting
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RE: Michael Chrichton's AA DC10 Crash Analysis

Tue Aug 14, 2001 6:09 pm

haven't read the book. At what altitude did this happen? If it was low, the dipping of the opposite wing after loosing counterweight due to the (physical) loss of an engine would have been impossible to correct (as was shown at AMS when an ElAl Cargo 742 lost both engines on one wing).
I wish I were flying
 
Junior
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Joined: Sat Apr 07, 2001 10:12 am

RE: Michael Chrichton's AA DC10 Crash Analysis

Tue Aug 14, 2001 6:21 pm

It happened right after take-off. The aircraft rolled over the left wing (the one without an engine), as the departing powerplant took away a great deal of slats aswell, resulting in a loss of lift on that wing.
 
jwenting
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RE: Michael Chrichton's AA DC10 Crash Analysis

Tue Aug 14, 2001 6:39 pm

Then they would not have made it. Applying more power to the remaining engine would only have caused the right wing to accellerate more, thus causing an even greater difference in lift (as well as asymetrical power, which might have been uncorrectable given the loss of controlsurfaces on the opposite wing).
I wish I were flying
 
BLACK BOX
Posts: 174
Joined: Sun Jun 10, 2001 8:39 pm

RE: Michael Chrichton's AA DC10 Crash Analysis

Tue Aug 14, 2001 6:47 pm

Last I heard DC10s had 3 engines, Iahcsr is spot on, had the crew been given enough warning the situation was recoverable.

 
LuckySevens
Posts: 186
Joined: Mon Feb 12, 2001 6:51 am

RE: Michael Chrichton's AA DC10 Crash Analysis

Tue Aug 14, 2001 8:00 pm

3 engines? 4 engines? 2 engines? BLACK BOX, in order to do commercial service, an airliner MUST be able to fly AND lift off from V1 with one engine out. It doesn't matter the number of total engines on the craft.

The problem was that when the engine left the wing, it severed hydraulics lines on that wing. That caused all the slats/flaps on that wing ONLY to retract. The left wing entered a stall and the plane began to roll. The crew then found themselves in a unique situation that they had never trained for; this event even suprised MDC, as they did not design slat/flap locks into the DC10 until after this accident. Giving more power to the engines would only have compounded this problem.

If this occurred at cruise AND the wings were clean AND it did not take all three hydraulics systems with it, this should have been survivable.
 
BLACK BOX
Posts: 174
Joined: Sun Jun 10, 2001 8:39 pm

RE: Michael Chrichton's AA DC10 Crash Analysis

Tue Aug 14, 2001 11:10 pm

OK LuckySevens - you are correct, I was over-simplistic and too broad in my reply.

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