The DC-10, displaying registration N110AA, is modern and a proven model, having entered service some eight years earlier. The aircraft itself, DC10-10 version, was one of the biggest models in commercial service, seats 270 passengers in a mixed class. It was delivered to American Airlines again on February 25, 1972. A little over 7 years, he had accumulated more than 20000 flight hours since it was built by McDonnell Douglas.
Who were 271 people aboard, including flight and cabin crew. Among the passengers a number of Chicago literary figures on the path of an annual booksellers convention in Los Angeles.
flight and cabin crew
The captain was veteran Walter Lux, 53. His first officer was James Dillard, 49, and flight engineer was Alfred Udovich, 56. Captain Lux is a driver of 22000 hours which had been flying the DC-10 models since they were put into service eight years ago. Dillard first officer and flight engineer of Udovich were also experienced, with nearly 25000 flight hours between them. The ten flight attendants were Bundens Linda, Barbara Burns, James Dehart, Carmen Fowler, Catherine Hiebert, Carol Ohm, Linda Prince, Michael Schassburger, Nancy Sullivan, and Sally Jo Titterington.
The disaster and investigation was quickly and completely covered by the media assisted by new technologies for collecting news. The public impact of the accident was increased by dramatic amateur photos taken of the incident, which were published on the banner of the Chicago Tribune the next day. At the time, American Airlines allowed passengers to watch their aircraft takeoffs and landings aboard the aircraft on closed-circuit television. It is not known if the passengers were able to see the accident happen. Michael Laughlin Toronto filmed the flight and crash through a window at the O'Hare terminal.
Officials at the airport of destination, Los Angeles International, have been careful to keep the media away arrival of the families of passengers who were waiting for the flight 191.
There were initial reports that the collision of a small plane was involved in the accident. This apparently resulted from the discovery of small pieces of aircraft wreckage from the accident site. The parties are determined to find its origin on the grounds of the old airport of Ravenswood, a former general the facility had been out of service for a few years. The owner had been selling aircraft parts of the former hangar building.
At 2:50 pm CDT, N110AA was cleared to taxi onto the runway 32R (right) and 3:02 pm, the crew was cleared for take-off and began its deployment on the runway. Shortly before take-off rotation began with 6000 feet (1800 m) of runway covered, air traffic controller Ed Rucker saw the number one engine (left wing) separate from the aircraft and fly and over the wing to crash on the runway. The aircraft continued in a normal climb momentarily to about 350 feet (AGL), as fuel and hydraulic fluid leak spewed steam in a trail behind the aircraft. Such an incident is theoretically survive in a DC-10, the passage in the centre of gravity and aerodynamic chord average were within tolerances, and the aircraft could land safely if the engine had not caused loss of other failures. In the tests of flight, only pilots who were aware of Flight 191 specific problems have been able to recover successfully.
Flight 191's final resting place... The pilots aimed at reducing the speed of 165 knots (306 kph) recommended that the output of the engine climb speed of 153 knots (283 kph), but the engine separation had severed the hydraulic lines that control the apparatus vanguard wing slats (retractable devices to reduce a wing of the stall speed during takeoff and landing). In addition, the lack of engine power provided to the captain instruments - including the stall warning, slats of disagreement and stick shaker, which were only available for the master and not reproduced in first officer instruments. To achieve a backup supply, the flight engineer would need to rotate its headquarters, release his seat belt and rise, some routines abnormal situation, not off the emergency procedure. This means that the pilots were not aware of the aircraft configuration is true. DC-10 aircraft engines are not visible from the windows of the cockpit and control tower did not inform the crew of what they had seen.
As the hydraulic fluid bled far, the beginning of the slats on the left wing, wing that is the stall speed of 124 knots (230 kph) about 160 knots (300 kph) resulting in a significant loss of lift. As the pilots slowed the aircraft, the left wing stalled. With the right wing to provide lift, the plane has entered a rapid uncontrollable 112-degree left bank and pitched below the horizon about 325 feet (99 m), a snap open field at about 4600 feet (1400 m) at the end of the runway northwest of the airport at 15:04 CDT after about 31 seconds in the air.
The aircraft struck a hangar at the old airport Ravenswood, which was used by the Courtney-Velo Excavating Company at 320 W Touhy Avenue, with the fuselage cut a trench in a vacuum former airfield to the east of a mobile home park. With a load of unused fuel, the fault has generated a large fireball, causing a cloud of smoke can be seen from downtown Chicago Loop. The plane disintegrated and burned, and all 271 people on board were killed by the impact and fire that followed, which also killed two workers at the Courtney Velo-repair garage and severely burned two others. Some wreckage was thrown into the proximity of the mobile home park, where three people were injured and five trailers and several cars were damaged.
Although the plan of the cockpit voice recorder was powered by the no.1 engine failed, he picked up one of the crew saying "Damn .. .." before recording stopped. The control tower voice recorder registered a controller with the plane when he attended the separation of the engine just after takeoff, but the crew did not respond because they were too busy trying to save the aircraft. The recording starts with the controller speak without transmitting on the frequency: "Look, look, he blew an engine off. Equipment, I need equipment, he blew an engine. Oh, shit." The controller then transmitted, "And one American, uh, ninety to a heavy, you want to go back to what runway?" Without seized the microphone, the controller can be heard: "It is not Talkin 'to me ... yes, it will lose a wing. There he goes, wherever he goes ..." Another controller in the tower said, "I need to be relieved."
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