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A History of Convair 880 and 990 Aircraft Accidents
Although the accident history of the Convair 880’s and 990’s can be considered extensive, especially when compared to the number of participants, several aspects should be considered. In the 15 years between 1960, the year of the ministry, to 1974, there were seven fatal accidents. Four included CV-990A, whose volume was one-third of the total program. But the first event did not happen until the first CV-880 took to the skies, in different countries and climates, for seven years.
Deaths per flight must also be considered—from as low as one to as many as 155. Three crashes occurred during takeoff and two during flight, but they were caused by intentionally planted explosive devices rather than airframe or electrical components. lack or inability to produce. Much, by fate alone, was done in groups, in just a few days.
“The 880 achieved a good safety record in the passenger service, but it faced many training problems and several accidents occurred after the aircraft was converted to cargo,” according to Jon Proctor in Convair 880 and 990 (World Transport Press, 1996, p. 82) . “At least 15 damages were recorded, including several that were planned, but were recorded for financial reasons.”
This chapter examines the real dangers of transporting people.
The first of these occurred on November 5, 1967 when VR-HFX, a CV-880M operated by Cathay Pacific, flew a multi-segment flight from Kai Tak International Airport in Hong Kong to Calcutta with intermediate stops in Saigon and Bangkok. Piloted by Captain JRE Howell, an Australian, and assisted by ten other crew members, the plane, which had 116 people on board, simulated its speed in good weather, but aborted the attempt when it lurched violently and turned to the right. 122 points. Even with reverse brakes and toe-in, there wasn’t enough stopping distance.
Skidding down the runway and facing the sea wall, it crashed into Hong Kong harbor, sticking out its nose. It then came to rest 100 yards from the end of the runway and in shallow water. No fire or explosion followed.
The captain went into the house to help people evacuate. Although they encountered confusion, there was little panic and the escape was orderly. Helicopters and boats converged on the submerged Convair.
Of the 127 people on board, 20 were hospitalized, 13 suffered minor injuries, and one, a South Vietnamese woman, died when she could not be extricated from the cabin. The others, surprisingly, could not even get their feet wet.
The jolt and jolt to the right was attributed to a loose starboard nose tire, which caused the aborted takeoff.
Just 16 days after taking off from Cathay Pacific, the worst happened – this time during landing.
On November 21, 1967, TWA Flight 128, “Star Stream 880” numbered N821TW, departed Los Angeles two and a half hours behind schedule because a seal problem on the original intended flight caused it to be replaced by one from Boston. Being, by itself, in the same city, with intermediate points in Cincinnati, and Pittsburgh, it separated itself from the soil of California with seven crew members and 72 passengers.
The flight was routine. There was no landing.
Thirty minutes before its 21:06 arrival time, it began its descent into Cincinnati, which, via the automatic terminal information service (ATIS), was reporting snow, a ceiling of 1,000 feet, and a visibility of 1.5 miles.
The sleek, jet-setting plane, whose overhead windows provided only light in the black soup in which it descended, approached Greater Cincinnati Airport’s runway from north to south. But its construction to extend it from 7,200 to 9,000 feet rendered its landing gear, approach lights, and center marker ineffective.
Approaching from the northwest, Flight 128 crossed the Ohio River, which was at a lower elevation than the airport itself because it was built on a hill on the other side of the waterway. According to the flight plan, the plane was scheduled to arrive in a short time. But, 800 meters down the slope, it would not reach the door.
Instead, it plowed into the Hebron, Kentucky, apple orchard of BS Wagner, cutting down trees with its wings until the impact reduced its power and opened its fuel tanks. At 20:58, two kilometers from the runway, a red light from the fire illuminated the snow, indicating the crash site.
17 survivors were sent to St. Elizabeth in Covington, Kentucky, and three others were taken to Booth Hospital, and all were seriously ill. The subsequent deaths of some of them left only a dozen among the 82 aboard.
The crash, the first involving a single Convair 880 operated by a US carrier, was the worst in the history of the Greater Cincinnati airport and the third in a series of similar accidents. The first two joined the cargo plane on November 14, 1961 and the American Airlines Boeing 727-100 four years later, on November 8.
Because they all had low spots, an investigation was started, but the FAA failed to reveal any faults or defects on the north and south runways, saying that the airport “fully meets our standards.”
Uniformity, especially in the two aircraft cases, was insufficient or non-existent in the inspection of the equipment during the final critical phase. In the case of America, it was the failure of the crew to check its altimeters during the inspection, while in TWA one of the first officers did not give any altitude or speed, which caused the plane to be unable to clear the obstacles and the consequences. touching down two miles from the runway and 15 feet below the runway.
The third fatal accident-this time to CV-990A operated by Garuda Indonesia Airways-occurred six months later, on May 28, 1968. Flight PK-GJA, departing from Jakarta the previous evening at 18:00, connected the Far East and Amsterdam to Europe on his multi-stage tour that takes him to Singapore, Bangkok, Bombay, Karachi, Cairo, and Rome. But just after taking off from India, it fell straight down, reaching its unprecedented speed while falling, and crashed 20 kilometers away. All 29 people on board and one person on the ground perished. Although no specific cause was found, mass destruction was highly suspected.
The appearance-or lack thereof-was the cause of another CV-990A accident two years later, on January 5, 1970. Engine failure caused the flight EC-BNM to return, operated by Spantax, shortly after departure from Stockholm Arlanda International. Airport on his flight to Las Palmas. Although it took off again without passengers with the intention of flying to Zurich on three engines for repairs, heavy fog confirmed the cause of its crash and hit the surrounding forest, killing five of the ten crew members.
As happened with the Garuda CV-990A, the bomb blast brought down two other aircraft.
First, on February 21, 1970, HB-ICD operated by Swissair as Flight SR 330, took off from Zurich’s Kloten International Airport with nine crew members and 38 passengers, bound for Israel. But as soon as he took off, an explosion blew up the warehouse.
As the smoke billowed through the cabin, the captain called out his Mayday. After being cleared to turn back, the Convair 990A Coronado began to circle, forced to make an ILS approach due to limited maneuverability and limited visibility. However, the damage to the runway made it difficult to control, leaving the pilot to use every means he could to keep the disabled plane from flying, but to no avail.
Farming in the Swiss village of Wuerenlingen in Aargau, 25 kilometers from Zurich, killed a total of 47 people.
The Popular Front for the Liberation of Palestine, after placing a bomb in a checked suitcase, later claimed responsibility for the explosion, which was directed at an Israeli official on the plane.
The second incident in a row that prevented an explosion occurred two years later, on June 15, 1972. In this case, Cathay Pacific CV-880M, marked VR-HFZ and operating as Flight 700Z, was flying between Bangkok and Hong Kong when the time bomb exploded. , was loaded into cabin cargo, exploded at 2-9-zero, tearing the airframe into three pieces and leaving it to torpedo the ground, hitting 33 kilometers southeast of Pleiku, in the South Vietnamese Central Highlands. , itself 200 kilometers northeast of Saigon, at 14:00 local time.
The destruction was so limitless due to the building and destroying power of the land, that the fire did not even start. United States military helicopters were the first to arrive at the crash site. All ten crew members and 71 passengers, needless to say, died.
He believed that the reason for the destruction was ancient – so called, collecting insurance money. They also believed that the device was supposed to detonate when the plane was over the South China Sea, without giving up why.
The worst Convair 880 and 990 accident occurred six months later, on December 3, 1972, when a model 990A, registered EC-BZR and operated by Spantax, lost its takeoff roll at Los Rodeos Airport in Santa Cruz de Tenerife airport. Canary Islands, bound for Munich with seven crew members and 148 passengers.
The plane, piloted by Captain Daniel Nunez, turned into blinding fog and climbed to 300 meters, when it experienced engine failure. Due to the earth’s gravity, it bore down 1,000 meters beyond the runway, killing all the people.
Although the cause was attributed to loss of control by the first officer, who was piloting the aircraft, it was found to have spun at a VR speed 20 knots lower than recommended for the aircraft’s maximum weight, leaving it unable to lift sufficiently. to establish a good level-of-rise.
The last accident in these 15 years was caused by an airplane. While en route to the Chicago gate at the end of its Tampa segment as Delta Flight 954, flight N8807E crossed the runway and was intercepted by a North Central DC-9-30, which circled quickly to attempt a takeoff. Although 15 people were injured and one died as a result of the DC-9’s crash on the runway, only one of the CV-880 passengers was injured during the evacuation. With the top of the fuselage cut off and the tail cut off, however, the Convair was completely destroyed.
Lewis, W. David, and Newton, Wesley Phillips. Delta: An Airplane History. Athens, Georgia: University of Georgia Press, 1979.
McClement, Fred. It doesn’t matter where you live. New York: Holt, Rinehart and Winston, Inc., 1969.
Proctor, Jon. Convair 880 and 990. Miami: World Transport Press, Inc., 1996.
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