Statuts: | Accident investigation report completed and information captured |
Date: | vendredi 23 juin 1967 |
Heure: | 14:47 |
Type/Sous-type: | BAC One-Eleven 204AF |
Compagnie: | Mohawk Airlines |
Immatriculation: | N1116J |
Numéro de série: | 098 |
Année de Fabrication: | 1966 |
Heures de vol: | 2246 |
Moteurs: | 2 Rolls-Royce Spey 506-14 |
Equipage: | victimes: 4 / à bord: 4 |
Passagers: | victimes: 30 / à bord: 30 |
Total: | victimes: 34 / à bord: 34 |
Dégats de l'appareil: | Détruit |
Conséquences: | Written off (damaged beyond repair) |
Lieu de l'accident: | 1,6 km (1 milles) E of Blossburg, PA ( Etats-Unis d'Amérique)
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Phase de vol: | En vol (ENR) |
Nature: | Transport de Passagers Nat. |
Aéroport de départ: | Elmira Regional Airport, NY (ELM/KELM), Etats-Unis d'Amérique |
Aéroport de destination: | Washington-National Airport, DC (DCA/KDCA), Etats-Unis d'Amérique |
Numéro de vol: | 40 |
Détails:Mohawk Flight 40 took off from Elmira at 14:39 EDT for a flight to Washington, DC. At 14:44 the aircraft was cleared to climb to FL160. Eyewitnesses observed the aircraft a little later near Blossburg when large sections of the tail separated from the aircraft in flight, after which fire and smoke emitted from the tail as the aircraft dove into the ground.
Probable Cause:
PROBABLE CAUSE: "The loss of integrity of empennage pitch control systems due to a destructive in-flight fire which originated in the airframe plenum chamber, fueled by hydraulic fluid, progressed up into the vertical tail fin. The fire resulted from engine bleed air flowing back through the malfunctioning nonreturn valve and an open air delivery valve, through the auxiliary power unit in a reverse direction, and exiting into the plenum chamber at temperatures sufficiently high to cause the acoustics linings to ignite."
Accident investigation:
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Investigating agency: | NTSB |
Status: | Investigation completed |
Duration: | 300 days (10 months) | Accident number: | NTSB File No.1-0004 | Download report: | Final report
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Opérations de secours
FAA issued 1 Airworthiness Directive
NTSB issued 3 Safety Recommendations
Issued: 25-JUL-1967 | To: | N1116J (1) |
It is recommended that a fireproof barrier of appropriate width be provided at the top fuselage skin between Fuselage Stations 936 and 958 in order to provide effective isolation of the vertical fin, particularly the area aft of the rear spar wherein is located electrical circuits, hydraulic lines and mechanical devices for directional and longitudinal control. (Closed - Acceptable Action) |
Issued: 25-JUL-1967 | To: | N1116J (2) |
It is recommended that the aluminum alloy wall separating the hydraulics bay and the airframe plenum chamber be replaced with a suitable fire-proof material. (Closed - Acceptable Action) |
Issued: 25-JUL-1967 | To: | N1116J (3) |
It is recommended that inflight use of the APU be restricted as a precautionary measure until such time as the suitable barriers recommended above are provided. (Closed - Acceptable Action) |
Issued: 03-JAN-1968 | To: BAC 1-11-200, -400 | AD 68-01-01 |
Measures to prevent heat damage or fire in the airframe plenum of the auxiliary power unit (APU) installation. |
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Photos
Plan
Ce plan montre l'aéroport de départ ainsi que la supposée destination du vol. La ligne fixe reliant les deux aéroports n'est pas le plan de vol exact.
La distance entre Elmira Regional Airport, NY et Washington-National Airport, DC est de 365 km (228 miles).
Accident location: Exact; as reported in the official accident report.
Les informations ci-dessus ne représentent pas l'opinion de la 'Flight Safety Foundation' ou de 'Aviation Safety Network' sur les causes de l'accident. Ces informations prélimimaires sont basées sur les faits tel qu'ils sont connus à ce jour.