Accident
Last updated: 17 April 2014
Statuts:Enquête Officielle
Date:samedi 23 décembre 2000
Heure:23:55
Type/Sous-type:McDonnell Douglas DC-10-10
Opérant pour:Hawaiian Airlines
Loué à :American Airlines
Immatriculation: N132AA
Numéro de série: 47827/294
Année de Fabrication: 1979-07-19 (21 years 5 months)
Heures de vol:64841
Moteurs: 3 General Electric CF6-6K
Equipage:victimes: 0 / à bord: 15
Passagers:victimes: 0 / à bord: 139
Total:victimes: 0 / à bord: 154
Dégats de l'appareil: Substantiels
Conséquences: Repaired
Lieu de l'accident:Papeete-Faaa Airport (PPT) (   Polynésie française) show on map
Phase de vol: A l'atterrissage (LDG)
Nature:Transport de Passagers Intern.
Aéroport de départ:Honolulu International Airport, HI (HNL/PHNL), Etats-Unis d'Amérique
Aéroport de destination:Papeete-Faaa Airport (PPT/NTAA), Polynésie française
Numéro de vol: 481
Détails:
Hawaiian Airlines flight 481 took off from Honolulu (HNL) bound for Tahiti (PPT). No notable events occurred on the flight until the approach. At 23:24 the captain started the arrival briefing and mentioned the following items: frequency, description of missed approach. He then asked the co-pilot to find out about the weather. The controller transmitted the 23:00 information, mentioning a 080°/5 kt wind, occasionally 340°/15 kt, with gusts to 25 kt. He also mentioned rain showers, some cumulonimbus and indicated that the runway was wet. During the descent, numerous thunderstorm cells were observed by the crew on the track and around the aerodrome. At 23:46, the tower controller asked the flight to descend towards 2,500 ft QNH and to report back when passing OVINI. He stated that there were showers at the aerodrome. Twenty-two seconds later, the co-pilot announced that they were passing OVINI.
At 23:49 the captain armed the spoilers and asked for the flaps to be extended to 22° then, twenty-five seconds later, to the 35° position.
The controller cleared flight HAL 481 to land on runway 04. He gave the wind as 060°/10 kt, gusting to 14. The captain noticed changes in the wind and the co-pilot announced, based on the airplane's GFMS, a wind from 280° at 28 kt. Almost two minutes later the controller transmitted updated weather information: 330°/18 kt, gusting to 28. Thirty-two seconds later, the crew had the airfield in sight and a final wind reading was given to them: 330°/18 kt, gusting to 29.
At 23:52:11, the autopilot was disconnected. Nine seconds later, the airplane passed under the approach path and the GPWS "sink rate" warning sounded. The pilot rejoined the descent path with the aid of the PAPI and continued his approach using external visual references. At that time, the airplane was following a track parallel and to the right of the approach path. Between 23:52:32 and 23:52:38, the radio altimeter call-outs between fifty and ten feet began and continued at a rate of one per second. Power reduction began five seconds after the ten feet call-out. At 23:52:45 s, the wheels of the main landing gear touched the runway to the right of the centerline. Five seconds later, which was two seconds after the nose gear touched down, the thrust reversers were deployed. The parameters indicate that reverse thrust on each of the engines was adjusted and regulated without it ever reaching its maximum value. At 23:52:53, eight seconds after the main landing gear touched down, the spoilers were deployed manually by the flight engineer. At 23:52:59, the copilot's "Centerline" call-out suggested the Captain rejoin the runway centerline, from which the airplane was moving away to the left. At 23:53:21, the airplane crushed the localizer antennae, continued along the runway extended centerline and then came to a stop past the end of the runway, its nose in a lagoon. The Captain , after checking on the safety situation around the airplane, ordered the evacuation via door 2R.


CAUSES DE L'ACCIDENT:
L'accident est dû à la non-prise en compte lors de la préparation de l'approche du risque de passage d'un orage sur le terrain au moment de l'atterrissage.
Les facteurs suivants ont contribué à l'accident :
- la focalisation de l'équipage sur le contrôle latéral, du fait d'un fort vent de travers, changeant en force et en direction, et une réduction de puissance tardive, résultant en un planer puis un toucher lointain,
- la sortie manuelle tardive des destructeurs de portance, ce qui a rallongé la distance de roulement à l'atterrissage,
- la présence d'eau sur la piste, la faible vitesse verticale lors du contact avec le sol et peut-être la glissance de la piste, qui ont fait glisser l'avion, notamment dans la zone de toucher des roues du seuil 22.

Sources:
» BEA


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Plan
Ce plan montre l'aéroport de départ ainsi que la supposé destination du vol. La ligne fixe reliant les deux aéroports n'est pas le plan de vol exact.
La distance entre Honolulu International Airport, HI et Papeete-Faaa Airport est de 4390 km (2744 miles).

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 tels qui sont connus à ce jour.
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