1970 Stockholm Spantax Convair CV-990 Crash
 EC-BNM, самолет, участвующий в аварии, показанный здесь, в аэропорту Арланды в 1968 году. | |
| Несчастный случай | |
|---|---|
| Дата | 5 января 1970 г. |
| Краткое содержание | Микробурст -индуцированный сдвиг ветра вместе с ненастной погодой |
| Сайт | 1800 метров к юго -западу от взлетно -посадочной полосы аэропорта Арланды 01/19. 59 ° 37 ° 340,81 "N 17 ° 53'51,35" E / 59,6280028 ° C 17,8975582 ° E |
| Самолеты | |
| Aircraft type | Convair CV-990-30A-5 Coronado[1] |
| Operator | Spantax |
| Registration | EC-BNM[1] |
| Flight origin | Stockholm Arlanda Airport |
| Destination | Palma de Mallorca Airport (original) Zürich Airport |
| Passengers | 7[1] |
| Crew | 3[1] |
| Fatalities | 5[1] |
| Survivors | 5[1] |
5 января 1970 года Convair 990 Coronado, управляемый испанской авиакомпанией Spantax, потерпел крушение вскоре после взлета из аэропорта Стокгольма Арланда , убив пять из десяти человек на борту.
Фон
[ редактировать ]Самолет был ранее в тот вечер, когда он собирался вылететь на Майорку со шведскими путешественниками, но при взлете двигатель номер 4 разработал ошибку. Взлет был прерван, и самолет вернулся к воротам, и пассажирам было разрешено покинуть самолет. Позже вечером было решено выполнить трехмоторный перелет паром в Цюрих для смены двигателя. [ 2 ] На борту были три члена экипажа и семь пассажиров. В аэропорту был сильный ветер и -27 ° C. [ 3 ]
Несчастный случай
[ редактировать ]At 22:24 hours the aircraft started its take-off roll on runway 19. During the take-off roll, the nose yawed to the right. This was corrected by retarding number 1 engine power from 85% to 80-60%. The aircraft rotated at 134 knots with 27 degrees flaps. While climbing, the aircraft banked 4-6 degrees to the right and the airspeed suddenly dropped to 10 knots below V2 (145 knots). The aircraft contacted some treetops, banked 10-15 degrees and crashed 1,800 meters from the point of lift-off.[1] The plane ploughed a long road in the woods and broke into several pieces. The cockpit was separated from the rest of the fuselage and was wedged between tree trunks and hard frozen ground and tilted 45 degrees to the left.[3]
First officer Miguel Granado was sitting to the right and became trapped when the seat pushed forward and both legs were caught up under the instrument panel. His right lower leg was broken and angled. His left foot was tightly pinched as well as his left calf and achilles tendon. Askew under the pilot was one of the aircraft maintenance engineers, trapped with multiple rib fractures. Granado held, without gloves, his hands on one of the fuselage pipes and tried to keep himself up and thereby relieve pressure on his friend's chest. Both hands received severe frostbite.[3]
The captain escaped with minor contusions and was able to break free and get out. Aware of the risk of being motionless at these low temperatures, he walked around and tried to keep the body heat up and thereby escaped with minor frostbite on the hands and feet. They searched in the prevailing darkness and powder snow for the Emergency Locator Transmitter and could, after it was found, call for help.[3] What the crew did not know was that there was a house where a family, asleep and oblivious to the accident, only a hundred meters from the crash site. The family later woke up when a police helicopter flew low over their house.[4]
Emergency response
[edit]Four hours after the accident the emergency response located the plane. First officer Granado who was trapped, had to wait over eight hours in the bitter cold before he was free.[3] At the time of the accident, disaster preparedness at Arlanda was minimal. An ambulance was stationed at Löwenströmska lasarettet in Upplands Väsby 10 km south, but had no radio installed. Staff were sent out in white robes, and clogs on their feet to help the survivors.[5][6] Five people, including a Swedish flight attendant, died in the cold weather.[7]
Investigation
[edit]The Swedish Accident Investigation Authority summarized the interacting factors of the accident:[3]
- Unexpected early loss of external visual reference after take-off.
- Loss of directional control during transition from visual to instrument flying. The yaw created increased drag and yaw induced roll.
- The presence of a temperature inversion, which resulted in a down draught and speed loss.
- Presence of wind shear, which caused additional speed loss.
The group within the Swedish Accident Investigation Authority that investigated the emergency response pointed out certain deficiencies in the search and rescue systems, which later resulted in a reorganization.[3]
Aftermath
[edit]The Spantax accident was one of the events that caused the Swedish health care to develop both the disaster medical preparedness and equipment.[8] They also began to set up emergency plans.[5]
See also
[edit]- Delta Airlines Flight 191, USAir Flight 1016, Pan Am Flight 806 and United Nations Flight 834, all accidents where a microburst contributed to an accident.
References
[edit]- ^ Jump up to: a b c d e f g "05 JAN 1970". Aviation Safety Network. Retrieved 13 January 2012.
- ^ "Ett litet stycke flyghistoria saxat ur litteratur" [A small piece of aviation history cut out from literature] (in Swedish). Skavsta Airport. Archived from the original on 21 January 2016. Retrieved 13 January 2012.
- ^ Jump up to: a b c d e f g Hierton, Tor (1992). "Mot alla odds flyger han igen" [Against all odds, he flies again] (PDF). Ortopediskt Magasin (in Swedish) (1). Solna: Landstingens inköpscentral (LIC): 6–9.
- ^ Flyckt, Jens (2015-09-17). "Spåren från en flygkatastrof" [The tracks from an air disaster]. Upsala Nya Tidning (in Swedish). Archived from the original on 4 January 2017. Retrieved 3 January 2016.
- ^ Jump up to: a b Gårdelöf, Bror (2012-08-23). "Planera för det tänkbara" [Planning for the possible]. Östgöta Correspondenten (in Swedish). Retrieved 4 September 2015.
- ^ Rüter, Anders. "Kunskapsöversikt, katastrofmedicin ur ett nationellt och internationellt perspektiv" [Knowledge survey, disaster medicine from a national and international perspective] (PDF) (in Swedish). Swedish Civil Contingencies Agency. p. 9. Archived from the original (PDF) on 2016-03-04. Retrieved 10 September 2015.
- ^ "KRONOLOGI ÖVER FLYGET I SVERIGE" [CHRONOLOGY OF AVIATION IN SWEDEN] (PDF) (in Swedish). Svensk Flyghistorisk Förening. 4 January 2010. Archived from the original (PDF) on 6 October 2014. Retrieved 13 January 2012.
- ^ "Katastrofmedicinsk beredskap - Handbok" [Emergency Medical Preparedness - Guide] (PDF) (in Swedish). National Board of Health and Welfare. 24 June 2008. p. 12. Retrieved 10 September 2015.