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Aviation History
1969
1969 - 0122.PDF
100 FLIGHT International, 16 January 1969 FATAL ACCIDENTS, NON-SCHEDULED OPERATIONS AND TRAINING, 1968 Da Jan Mar June July July July Aug Aug Sept Sept Sept Sept Nov Dec Dec Dec Dec te 5 30 28 3 13 19 23 31 2 4 15 28 25 7 24 26 31 Carrier Imperial Commuter Rutas Aereas Panamenas Purdue Aeronautics BKS Sabena Argentine-Magellan TA Benianos Westwing AS Watson Lake FS Bulair VASP Pan African Airlines Air America Conquest Airways Interior Airways (leased from Airlift) Pan American SA Especiales Aircraft Beech 18 L-I049(HP467) DC-3 Ambassador (G-AMAD) B.707 (OO-SJK) C-46 C-46 (CP-760) DHC Otter (LN-BFD) DHC Beaver 11-18 Viscount (PP-SRE) DC-4 (N90427) C-46 (NI386N) Beech 18 (N433A) L-100 (N760A) B.707 (N799PA) DC-3 (XA-SAE) Location San Diego, Calif. Panama City Sout-west Missouri Heathrow, London Lagos. Nigeria, Straits of Magellan Nieve, Bolivia Nr. Odda, Norway Yukon, Canada Bourgas Airport, Bulgaria Sao Paulo, Brazil Pt. Harcourt, Nigeria Nr. Savannakhet, Laos St Thomas, Virgin Is Nr. Anchorage, Alaska Elmerdorf AFB, Alaska Nr. Tampica, Mexico Totals Fatalities Pass 2 - 1 3 1 4 3 50 55 23 2 21 165 Crew 1 3 — 3 7 5 3 1 1 j 2 2 3 2 3 4 41 + Total Occupants Pass 3 - 22 5 1 5 3 89 55 25 10 21 239 Crew 1 3 3 3 7 5 4 1 1 1 2 2 3 1 4 3 4 47+ Circumstances On take-off. After take-off. Passenger fell out after rear door opened accidentally. Fatigue failure in port flap mechanism; rolled uncontrollably on final approach. On approach on all-cargo flight in bad weather. Crashed in sea. After take-off. Hit high ground in bad visibility. In bad weather en route. On approach in bad weather. On training flight; one person on ground fatally injured. Struck trees during night approach on trooping flight. Engine failure after take-off. Failed to gain height after take-off; four killed on ground On landing on cargo flight. On take-off on cargo flight. Struck mountain en route. : THE OVERALL SAFETY PICTURE the flap mechanism at Heathrow Airport, London, in July. A breakdown by phase of flight of all accidents and •incidents during the year is given in the tables below. In making the classifications there has had to be an inevitable amount of arbitrary placing because of the lack of precise information on all the facts. Some of the incidents are difficult to classify in any case. Two other categories need amplification: the "Landing: Undercarriage collapse" section covers that occurrence when it is not known if the undercarriage collapsed because of mechanical failure before the touchdown. Such failures are included under the "Landing: Mechanical" heading. Cases where aircraft touched the ground inadvertently on final approach have been included in the undershoot category rather than classified as having hit high ground on the approach. This, of course, takes some incidents out of the descent and approach phase into the landing phase. The accidents and incidents together total 150, and of these 39 per cent occurred on landing. Only one in five of the landing accidents was fatal, however. More fatal accidents occurred in the cruise phase (18 out of 49) than in any other, with 12 on the descent and approach, ten on take-off and initial climb, and nine on landing. Out of the 150 accidents, 10.4 per cent occurred during the period when the aircraft was stationary on the ground, the FATAL ACCIDENTS BY PHASE OF Take-off Initial climb Cruise: High ground... Break-up Other Descent: High ground Other Approach: High ground Other Landing: Undershoot... Overrun Other Piston Sched 1 — 2 — — — 1 1 — 2 Non- sched , 4 2 ,-M 3 — — — 1 1 — 1 Turboprop Sched 1 — 5 4 1 — — 3 1 — 1 Non- sched -_ — — -_ — — — 1 1 _ — FLIGHT Jet Sched 3 — — 1 — 1 2 1 1 — — Non- sched 1 — — — _ — — — 1 — — — Total 2 8 3 5 10 1 1 2 8 5 0 4 most severe of these being a fire in a hangar at Schiphol on June 29 when four jets and a turboprop were destroyed or damaged. Of the 21.2 per cent of accidents which occurred during taxying, take-off and initial climb, one-third were fatal—most of these being on the initial-climb phase, either because of engine trouble or loss of height after take-off. Three out of five accidents in the cruise phase were fatal, although all the mid-air collisions were non-fatal accidents so far as civil air transport was concerned. This phase of flight accounted for 20.3 per cent of the total. Descent and approach accidents totalled 9.1 per cent (12 fatal and two non-fatal, including a collision). It is therefore clear that the approach and landing is by far the most critical phase of flight. Although the number of fatal accidents in this phase is low, the margin between a fatal and a non-fatal accident is so fine that the statistics could well be misleading. Improvement of aircraft-systems integrity will presumably lead to better safety after take-off, and improvement of structural integrity and survival equipment will better the landing and approach situation. NON-FATAL INCIDENTS BY PHASE OF FLIGHT On ground, parked: Fire Collision Taxying Take-off: Aborted Other Initial climb Cruise: Turbulence ... Engine failure Mechanical Collision Other Approach: Collision Other Landing: Undershoot Overran Unsuccessful overshoot Mechanical Other Undercarriage collapse Piston — 3 2 1 — — — — 1 2 — — — — 2 1 — 2 3 3 Turbo prop 1 3 3 — 1 — 2 — 1 1 1 — — 1 3 4 — 3 4 5 Jet 5 4* 5 — 1 5 2 2 — — 2 1 1 — 4 2 1 2 7 4 Total 10 10 1 2 5 4 2 2 3 3 1 1 1 9 7 1 7 14 12 1 see accompanying text.
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