ASN Aircraft accident Douglas DC-9-14 N626TX Denver-Stapleton International Airport, CO (DEN)

Home » Database » 1987

Status:	Accident investigation report completed and information captured
Date:	Sunday 15 November 1987
Time:	14:15
Type:	Douglas DC-9-14
Operator:	Continental Air Lines
Registration:	N626TX
MSN:	45726/36
First flight:	1966
Total airframe hrs:	52424
Cycles:	54759
Engines:	2 Pratt & Whitney JT8D-7B
Crew:	Fatalities: 3 / Occupants: 5
Passengers:	Fatalities: 25 / Occupants: 77
Total:	Fatalities: 28 / Occupants: 82
Aircraft damage:	Destroyed
Aircraft fate:	Written off (damaged beyond repair)
Location:	Denver-Stapleton International Airport, CO (DEN) ( United States of America)
Phase:	Takeoff (TOF)
Nature:	Domestic Scheduled Passenger
Departure airport:	Denver-Stapleton International Airport, CO (DEN/KDEN), United States of America
Destination airport:	Boise Air Terminal, ID (BOI/KBOI), United States of America
Flightnumber:	CO1713

Narrative:
Continental Air Lines Flight 1713, a Douglas Dc-9-14, crashed on takeoff from Denver-Stapleton International Airport, Colorado, USA.
The aircraft was cleared for a takeoff from runway 35L, 27 minutes after having been de-iced. On takeoff, the DC-9 over rotated. The aircraft sank back and the left wing struck the ground, causing it to separate from the fuselage. The left side of the cockpit and forward fuselage struck the ground next and the aircraft continued to skid inverted.
Of the 82 occupants, 28 lost their lives.

Both pilots were relatively inexperienced in DC-9 operations. The captain had 166 hours on type, of which 33 as captain; and the first officer just had 36 hours on type.

Probable Cause:

PROBABLE CAUSE: "The captain's failure to have the airplane de-iced a second time after delay before take-off that led to upper wing surface contamination and a loss of control during rapid take-off rotation by the first officer.
Contributing was the absence of regulatory or management controls governing operations by newly qualified flight crew members and the confusion that existed between the flight crew and air traffic controllers that led to the delay in departure."

Accident investigation:

Investigating agency:	NTSB
Status:	Investigation completed
Duration:	11 months
Accident number:	NTSB/AAR-88-09
Download report:	Final report

Classification:

Icing
Loss of control

Sources:

» AOPA Pilot Jan. 1989, p. 88-89
» ICAO Adrep 6/89 (#31)
» NTSB/AAR-88/09

Follow-up / safety actions

NTSB issued 13 Safety Recommendations

Issued: 03-NOV-1988	To: FAA	A-88-134
UNTIL SUCH TIME THAT GUIDELINES FOR DETECTING UPPER WING SURFACE ICING CAN BE INCORPORATED INTO THE AIRPLANE FLIGHT MANUAL, ISSUE AN AIR CARRIER OPERATIONS BULLETIN DIRECTING ALL PRINCIPAL OPERATIONS INSPECTORS TO REQUIRE THAT ALL MCDONNELL DOUGLAS DC-9-10 SERIES OPERATORS ANTI-ICE AIRPLANES WITH MAXIMUM EFFECTIVE STRENGTH GLYCOL SOLUTION WHEN ICING CONDITIONS EXIST. (Closed--No Longer Applicable)
Issued: 03-NOV-1988	To: FAA	A-88-135
EXPEDITE THE EVALUATION OF THE EFFECTIVENESS OF ASSOCIATION OF EUROPEAN AIRLINES GUIDELINES CONCERNING THE USE OF EUROPEAN TYPES I AND II DEICING AND ANTI-ICING FLUIDS. IF EUROPEAN METHODOLOGY IS MORE EFFECTIVE THAN CURRENT U.S. METHODOLOGY, INCORPORATE THEIR GUIDELINES INTO THE NEXT VERSION OF ADVISORY CIRCULAR 200-17. (Closed - Acceptable Action)
Issued: 03-NOV-1988	To: FAA	A-88-136
Require all DC-9-10 series operators to establish detailed procedures for detecting upper wing ice before takeoff. (Superseded by A-91-124) (Closed - Unacceptable Action/Superseded)
Issued: 03-NOV-1988	To: FAA	A-88-137
ESTABLISH MINIMUM EXPERIENCE LEVELS FOR EACH PILOT IN-COMMAND AND SECOND-IN-COMMAND PILOT, AND REQUIRE THE USE OF SUCH CRITERIA TO PROHIBIT THE PAIRING ON THE SAME FLIGHT OF PILOTS WHO HAVE LESS THAN THE MINIMUM EXPERIENCE IN THEIR RESPECTIVE POSITIONS. (Closed - Acceptable Action)
Issued: 03-NOV-1988	To: FAA	A-88-138
AMEND 14 CFR 121.434 TO REQUIRE THAT A SECOND-IN COMMAND PILOT COMPLETE INITIAL OPERATING EXPERIENCE FOR THAT POSITION WHILE ACTUALLY PERFORMING THE DUTIES OF A SECOND IN-COMMAND UNDER THE SUPERVISION OF A CHECK PILOT. (Closed - Acceptable Action)
Issued: 03-NOV-1988	To: FAA	A-88-139
REVIEW AND REVISE, AS NECESSARY, THE ENGINEER PERFORMANCE STANDARDS FOR APPROPRIATE AIRPORTS TO ACCOUNT FOR THE REDUCED AIRPORT CAPACITIES THAT OCCUR WHEN DEICING OPERATIONS ARE IN PROGRESS. (Closed - Acceptable Alternate Action)
Issued: 03-NOV-1988	To: FAA	A-88-140
INITIATE A RESEARCH PROJECT TO ACQUIRE DATA FROM DEDICATED SENSORS TO DETERMINE WHAT CONSIDERATION, IF ANY, SHOULD BE GIVEN TO WAKE VORTICES IN A PARALLEL OFFSET RUNWAY SITUATION. (Closed - Acceptable Action)
Issued: 03-NOV-1988	To: FAA	A-88-141
Require commercial operators to conduct substantive background checks of pilot applicants which include verification of personal flight records and examination of training, performance, and disciplinary records of previous employers and federal aviation administration safety and enforcement records. (Superseded by A-90-141) (Closed - Unacceptable Action/Superseded)
Issued: 03-NOV-1988	To: FAA	A-88-142
ISSUE AN AIRWORTHINESS DIRECTIVE TO REQUIRE MORE COMPLETE OPERATING INSTRUCTIONS ON THE EXTERIOR SIDE OF THE TAILCONE EXIT HATCH OF DC-9 AIRPLANES. THE INSTRUCTIONS SHOULD INCLUDE BOTH ACTIONS THAT ARE REQUIRED TO UNLOCK AND OPEN THE HATCH (Closed - Acceptable Action)
Issued: 03-NOV-1988	To: National Fire Protection Association	A-88-143
ADVISE THE TECHNICAL COMMITTEE ON AIRPLANE RESCUE AND FIRE FIGHTING OPERATIONAL PROCEDURES OF THE PROBLEMS IDENTIFIED DURING THE INVESTIGATION OF THE AIRPLANE ACCIDENT AT DENVER, COLORADO, ON NOVEMBER 15, 1987, WITH A VIEW TOWARD DEVELOPING ADDITIONAL INFORMATION ON EMERGENCY ACCESS AREAS FOR AIRPLANES THAT MAY REST IN UNUSUAL ATTITUDES AND THE ADVISABILITY AND SAFETY OF DEFUELING WHILE PASSENGERS ARE TRAPPED IN AND UNDER THE FUSELAGE. (Closed - Acceptable Action)
Issued: 03-NOV-1988	To: AMERICAN ASSOCIATION OF AIRPORT EXECUTIVES AND THE AIRPORT OPERATORS COUNCIL INTERNATIONAL, INC.	A-88-144
ADVISE MEMBERS OF THE CIRCUMSTANCES OF THE EMERGENCY RESPONSE TO THE AIRPLANE ACCIDENT AT DENVER, COLORADO, ON NOVEMBER 15, 1987, AND URGE THEM TO CORRECT SUCH PROBLEMS AS CRASH/FIRE/RESCUE (CFR) PERSONNEL TRAINING AND INADEQUATE CFR EQUIPMENT. (Closed - Acceptable Action)
Issued: 03-NOV-1988	To: CONTINENTAL AIRLINES, INC.	A-88-145
IMPLEMENT PROCEDURES TO CONDUCT SUBSTANTIVE BACKGROUND CHECKS OF PILOT APPLICANTS WHICH INCLUDE VERIFICATION OF PERSONAL FLIGHT RECORDS AND EXAMINATION OF TRAINING, PERFORMANCE, AND DISCIPLINARY RECORDS OF PREVIOUS EMPLOYERS AND FEDERAL AVIATION ADMINISTRATION SAFETY AND ENFORCEMENT RECORDS. (Closed - Acceptable Action)
Issued: 03-NOV-1988	To: CONTINENTAL AIRLINES, INC.	A-88-146
IMPLEMENT COMPANY PROCEDURES TO MONITOR GROUND MOVEMENTS OF AIRCRAFT AT DENVER STAPLETON INTERNATIONAL AIRPORT DURING PERIODS OF ADVERSE WEATHER WHEN DEICING OPERATIONS ARE UNDERWAY, AND METER THE RELEASE OF COMPANY AIRPLANES FROM THE DEICING FACILITY TO ELIMINATE EXCESSIVE DELAYS FOLLOWING DEICING. (Closed - Acceptable Action)

Show all...

Photos

accident date: 15-11-1987
type: Douglas DC-9-14
registration: N626TX

Seat map Douglas DC-9-14 N626TX

accident date: 15-11-1987
type: Douglas DC-9-14
registration: N626TX

Map

This map shows the airport of departure and the intended destination of the flight. The line between the airports does not display the exact flight path.
Distance from Denver-Stapleton International Airport, CO to Boise Air Terminal, ID as the crow flies is 1024 km (640 miles).

This information is not presented as the Flight Safety Foundation or the Aviation Safety Network’s opinion as to the cause of the accident. It is preliminary and is based on the facts as they are known at this time.

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DC-9-10

147 built
14^th loss
8^th fatal accident
4^th worst accident (at the time)
5^th worst accident (currently)

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