Narrative:Prior to takeoff, the aircraft was deiced. The aircraft taxied to runway 13 and started the takeoff roll at 17:58:36.
At 60 knots, the indicated airspeed (IAS) appeared to stop increasing. The airspeed indicator increased once from 60 knots to 80 knots, then returned to 60 knots. Takeoff was aborted at 17:59:23. Brakes were ineffective and the airplane ran off the end of the runway, coming to rest on a dike and a tidal mud flat.
Probable Cause:
PROBABLE CAUSE: "The failure of the flightcrew to comply with checklist procedures to turn on an operable pitot/static heat system, resulting in ice and/or snow blockage of the pitot tubes that produced erroneous airspeed indications, and the flightcrews untimely response to anomalous airspeed indications with the consequent rejection of takeoff at an actual speed of 5 knots above V1."
Accident investigation:
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Investigating agency: | NTSB |
Status: | Investigation completed |
Duration: | 1 years | Accident number: | NTSB/AAR-95/01 | Download report: | Final report
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Classification:
Pitot head issues
Rejected takeoff
Runway excursion
Sources:
» Air Safety Week 20 February 1995 (p. 4-5)
» Flight International 23-29 March 94
» Air Safety Week 27 February 1995 (p. 32)
» Air Safety Week 28 March 1994 (p. 3, 4)
» Air Safety Week 14 March 1994
» Flight International 9-15 March 1994 (8)
» FSF Accident Prevention Vol. 52, no.5 (May 1995)
» NTSB/AAR-95/01 (1-7, 16-17, 32-35, 60-84)
» Scramble 179
» Scramble 180
Follow-up / safety actions
NTSB issued 7 Safety Recommendations
Issued: 06-MAR-1995 | To: FAA | A-95-18 |
REQUIRE MANUFACTURERS OF AIRPLANES OPERATED BY AIR CARRIERS TO PUBLISH & DISTRIBUTE TO OPERATORS SPECIFIC ELAPSED TIMES TO TARGET SPEED (GIVEN NORMAL ACCELERATION, THE TIMES TO GIVEN AIRSPEEDS). (Closed - Unacceptable Action) |
Issued: 06-MAR-1995 | To: FAA | A-95-19 |
REQUIRE THAT THE ELAPSED TIMES TO TARGET SPEEDS BE INCORPORATED AS PART OF THE TAKEOFF PERFORMANCE DATA AVAILABLE TO AIR CARRIER FLIGHTCREWS. (Closed - Unacceptable Action) |
Issued: 06-MAR-1995 | To: FAA | A-95-20 |
REQUIRE THAT AIR CARRIER REJECTED TAKEOFF TRAINING INCLUDE ELAPSED TIME TO TARGET SPEED TAKEOFF PERORMANCE DATA. (Closed - Unacceptable Action) |
Issued: 06-MAR-1995 | To: FAA | A-95-21 |
REQUIRE THE MODIFICATION OF TRANSPORT CATEGORY AIRPLANES TO INCORPORATE THE AUTOMATIC ACTIVATION OF AIR DATA SENSOR HEATING SYSTEMS WITHOUT FLIGHTCREW ACTION. (Closed - Unacceptable Action) |
Issued: 06-MAR-1995 | To: FAA | A-95-22 |
AMEND THE REQUIREMENTS OF PART 25.1323 (E) TO REQUIRE THAT, FOR NEWLY CERTIFICATED AIRPLANES, ANTI-ICE PROTECTION FOR THE AIR DATA SENSOR HEATING SYSTEMS IS PROVIDED AUTOMATICALLY (WITHOUT FLIGHTCREW ACTION) FOLLOWING ENGINE START. (Closed - Unacceptable Action) |
Issued: 06-MAR-1995 | To: FAA | A-95-23 |
Require, after 12/31/95, that all newly manufactured cockpit voice recorders intended for use on airplanes have a minimum recording duration of 2 hours. (Superseded by A-96-171) (Closed - Unacceptable Action/Superseded) |
Issued: 06-MAR-1995 | To: CONTINENTAL AIRLINES, INC. | A-95-24 |
CONDUCT A REVIEW OF RECURRENT FLIGHT ATTENDANT TRAINING POLICIES & PROCEDURES RELATING TO ALL ASPECTS OF EMERGENCY EVACUATION TRAINING TO DETERMINE IF IMPROVEMENT OR CHANGE IS NEEDED. (Closed - Acceptable Action) |
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Photos
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 New York-La Guardia Airport, NY to Denver-Stapleton International Airport, CO as the crow flies is 2601 km (1626 miles).
Accident location: Approximate; accuracy within a few kilometers.
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.