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13R/31L, striking three signs in the process. In the cabin, the overhead compartments and side bins both opened and their contents fell out. In the aft galley, two service carts dislodged and rolled down the aisle; one struck a flight attendant's left shoulder, breaking it. Only three flight attendants called "Grab ankles! Stay down!" to the passengers, as required in an emergency. At 11:37:21 the aircraft struck an electrical transformer owned by the
Federal Aviation Administration (FAA) and came to a stop 4,800 feet (1,600 yd; 1,500 m) from the threshold of runway 4L. On impact with the transformer, the number four (outer right) engine separated from the aircraft and the nose landing gear collapsed, damaging the wiring for the public address (PA) and interphone systems.
572:
slippery runways were to be performed with slow thrust application and pilots to keep in mind the lag of nosewheel steering as well as optimizing directional control. One of the airline's chief pilots also stated if there was less than half rudder pedal available, the takeoff should be aborted. He also stated that the tiller was to be guarded by the pilot flying during takeoff. The NTSB determined that these procedures were inadequate for the Boeing 747. The sound spectrum study also revealed that the captain attempted to reapply engine thrust before rejecting the takeoff, when he should have rejected it at the first sign of the loss of directional control. The NTSB could not determine why the captain made excessive tiller inputs.
393:
The first officer had radioed air traffic control (ATC) of their situation and performed the engine shutdown checklist. The flight crew considered initiating an evacuation, but given the aircraft had remained mostly intact with no signs of fire or any other danger reported and the low wind chill factor outside the captain decided not to do so. Once emergency responders arrived at the aircraft, the purser unsuccessfully attempted to open doors L1 and R1. He and a rescue worker managed to open door L2 and the passengers and crew were deplaned via the air stairs. There were no fatalities, and the flight attendant's broken right shoulder was the only serious injury. One of the passengers on board was rabbi
29:
580:
report management and organizational changes to the FAA, and experienced delays in revising its GOM. The FAA's oversight of Tower Air was inadequate due to their unfamiliarity with the inappropriate management changes. The NTSB even urged the federal government and the airline industry to re-examine aircraft stopping performance.
355:
Only five seconds after the flight engineer's callout and just before reaching 80 knots (92 mph; 150 km/h) (according to the captain in a post accident interview), the aircraft began to veer to the left of the runway centerline. At this time an unidentified crew member said "Watch it. Watch
392:
After the aircraft stopped, the flight engineer told all passengers over the PA system to remain seated, though the announcement was only heard in the forward section of the aircraft. The purser unsuccessfully attempted to call the flight crew on the interphone, and then ran upstairs to the cockpit.
583:
The NTSB released its final report on
December 2, 1996, blaming the captain for rejecting the takeoff in an untimely manner along with applying inappropriate nosewheel steering tiller inputs. The inadequate slippery runway procedures for the Boeing 747 and the inaccuracies in the simulators of that
579:
Tower Air's flight attendant training was inadequate as it did not specify communication and coordination, indicating why only three flight attendants had instructed passengers to take the brace position during the accident. The airline's management had failed to test FDR's before a flight, did not
317:
from 1984 through 1991. He had logged a total of 16,455 flight hours, including 2,905 hours on the Boeing 747. The 56-year-old first officer was hired by Tower Air less than a year before the accident and had 17,734 flight hours, with 4,804 of them on the Boeing 747. The 34-year-old flight engineer
575:
On August 8, 1996, pilots who worked for the NTSB, FAA, and/or Tower Air, performed simulated takeoffs on icy runways in a Boeing 747 simulator. All parties agreed that Boeing's simulator had a more realistic performance of ground handling characteristics (both in general and on slippery runways),
388:
The captain pulled the thrust levers back to idle and applied maximum braking, but did not apply the thrust reversers because of the aircraft's low speed and the large amount of runway remaining. The aircraft departed the left side of runway 4L at 11:37:19, skidding across taxiway Kilo and runway
408:
Analysis of the flight data recorder (FDR) revealed data that "lacked orderliness and reflected random values not resembling any type of flight operation." This was later determined to be caused by several malfunctioning components within the FDR that had gone unnoticed by Tower Air maintenance.
330:
The captain then started to increase engine thrust, only for the aircraft to start slipping in the process. The captain stopped the procedure and told the crew, "It's an ice rink here." After crossing runway 31L, the captain asked the flight engineer to go into the cabin and visually inspect the
326:
The flight crew was given a weather briefing by the airline's dispatchers. At 10:36 AM Eastern
Standard Time (EST) Flight 41 pushed back from the gate and was subsequently de-iced. At 11:16 the flight began to taxi to runway 4L. The ramp had packed snow and patches of ice. Six minutes later, the
571:
The airline's flight manual stated that using the rudder pedals during the takeoff roll was allowed until the airplane reached 80 knots. It also stated that takeoffs must be rejected if the aircraft began to deviate off the runway before the effect of the rudder. The manual required takeoffs on
334:
At 11:32, Flight 41 lined up on runway 4L. The captain attempted the engine runup a second time, again to clear additional ice, this time without any incidents. Four minutes after lining up, at 11:36, Flight 41 was cleared for takeoff. The cockpit voice recorder (CVR) recorded the following:
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operating the flight veered off the runway during takeoff from JFK. All 468 people on board survived, but 25 people were injured. The aircraft was damaged beyond repair and written off, making the accident the 25th hull loss of a Boeing 747. The
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Tower Air had gone through several management changes before Flight 41. At the time it occurred, the airline's
General Operations Manual (GOM) did not provide the director of operations to supervise training and operations.
412:
A sound spectrum study was performed on the CVR, during which investigators calculated engine fan speeds by analyzing the frequencies of tones associated with aircraft engines. The study revealed the following events:
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was the least experienced flight crew member, having been with Tower Air for less than a year before the accident. He had 4,609 hours, including 2,799 hours on the Boeing 747. Their names were not made public.
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it." The captain responded by applying right rudder input and attempted to steer the aircraft to the right by using the tiller, neither of which worked. At 11:37:37 the captain rejected the takeoff:
405:
The
National Transportation Safety Board (NTSB) was informed of the accident just 13 minutes after it occurred and sent a "go-team" to JFK Airport. This was Tower Air's fourth accident/incident.
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captain stopped taxiing in order to clear additional ice by performing an engine run-up. Noting the outside conditions, he told the first officer, "If we start to move let me know."
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According to the CVR transcript, the captain's last name was Law, the first officer's first name was Mike, and the flight engineer's first name was Ralph.
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705:"Runway Departure During Attempted Takeoff, Tower Air Flight 41, Boeing 747-136, N605FF, JFK International Airport, New York, December 20, 1995"
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wings. The flight engineer left the cockpit at 11:30 and returned one minute later, confirming that the wings were not contaminated with ice.
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Tower forty one heavy, wind three three zero at one one, runway four left, RVR's one thousand eight hundred, cleared for takeoff.
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Without data from the FDR, the NTSB had to rely on the CVR and statements from the crew for the investigation.
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The aircraft involved was a 24-year-old Boeing 747-136 registered as N605FF. The aircraft was powered by four
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738:"ASN Aircraft accident Boeing 747-136 N605FF New York-John F. Kennedy International Airport, NY (JFK)"
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The 53-year-old captain had been with Tower Air since 1992, having previously served in the
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Aviation accidents and incidents in the United States and U.S. territories in the 1990s
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290:(NTSB) concluded that the captain had failed to reject the takeoff in a timely manner.
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while Tower Air's simulators were inaccurate in their performance of this simulation.
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An asterisk (*) denotes an incident that took place either in a U.S. territory or at
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70:; aggravated by inadequate procedures and airline management issues
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Aviation accidents and incidents in the United States in 1995
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aircraft were also contributing factors in the accident.
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Airliner accidents and incidents caused by pilot error
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Cockpit voice recorder transcript and accident summary
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Cleared for takeoff four left, Tower Air forty one.
369:Flight engineer: "To the right! You're going off!"
1700:Airliner accidents and incidents in New York City
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1695:Accidents and incidents involving the Boeing 747
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437:Since takeoff clearance was issued (in seconds)
273:was a scheduled domestic passenger flight from
767:"FRIGHT 41: TOWER JET SKIDS OFF RUNWAY AT JFK"
1177:
814:
646:
281:(MIA) in Florida. On December 20, 1995, the
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821:
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366:Unidentified speaker: "Going to the left."
351:Flight engineer: "Set the takeoff thrust."
27:
1710:December 1995 events in the United States
1382:American International Airways Flight 808
378:Unidentified speaker: "Pull up! Pull up!"
1270:Atlantic Southeast Airlines Flight 2311
1217:Atlantic Southeast Airlines Flight 2254
1085:Khabarovsk United Air Group Flight 3949
855:Intercontinental de Aviación Flight 256
1667:
1476:Atlantic Southeast Airlines Flight 529
1470:Air Transport International Flight 782
1311:Air Transport International Flight 805
1252:Ryan International Airlines Flight 590
985:Atlantic Southeast Airlines Flight 529
895:Air Transport International Flight 782
66:Runway excursion on takeoff caused by
1715:John F. Kennedy International Airport
1229:Wayne County Airport runway collision
1165:
955:Lagos Harka Air Services Tu-134 crash
802:
731:
729:
275:John F. Kennedy International Airport
189:John F. Kennedy International Airport
80:John F. Kennedy International Airport
712:National Transportation Safety Board
348:Captain: "Set time, takeoff thrust."
309:from 1967 through 1986. He flew for
293:
288:National Transportation Safety Board
1423:Fairchild Air Force Base B-52 crash
429:(engine rotation speed) percentage
363:First officer: "Going to the left."
13:
735:
726:
714:. December 2, 1996. NTSB/AAR-96/04
339:Flight engineer: "Power's stable."
33:N605FF, the aircraft involved, at
14:
1726:
1482:Alaska Boeing E-3 Sentry accident
1370:China Eastern Airlines Flight 583
1115:Trans Service Airlift L-188 crash
787:
360:Flight engineer: "OK, losing it."
1358:Japan Air Lines Cargo Flight 46E
995:Royal Air Force Nimrod MR2 XV239
831:Aviation accidents and incidents
400:
313:from 1978 through 1984, and for
1282:Continental Express Flight 2574
1095:Air St. Martin Beech 1900 crash
1075:Azerbaijan Airlines Flight A-56
915:Royal Air Force Nimrod R1 XW666
640:Federal Aviation Administration
342:Cockpit area microphone (CAM):
1329:GP Express Airlines Flight 861
865:Bristow Helicopters Flight 56C
759:
628:
610:
372:Captain: "Aw . Easy guys. OK."
1:
1634:Martha's Vineyard plane crash
1628:American Airlines Flight 1420
1488:American Airlines Flight 1572
1453:Flagship Airlines Flight 3379
1388:Northwest Airlink Flight 5719
1276:L'Express Airlines Flight 508
1065:Cameroon Airlines Flight 3701
1045:American Airlines Flight 1572
1005:Malaysia Airlines Flight 2133
945:All Nippon Airways Flight 857
935:Ansett New Zealand Flight 703
875:TransAsia Airways Flight 510A
622:
1655:Naval Station Guantanamo Bay
1517:Eastwind Airlines Flight 517
1376:American Airlines Flight 102
1135:American Airlines Flight 965
885:Borodianka mid-air collision
311:Trans International Airlines
7:
1553:New Hampshire Learjet crash
1547:Airborne Express Flight 827
1523:Delta Air Lines Flight 1288
1246:Los Angeles runway disaster
1223:Death of Stevie Ray Vaughan
1205:Northwest Airlines Flight 5
587:
321:
300:Pratt & Whitney JT9D-7A
279:Miami International Airport
277:(JFK) in New York City, to
207:Miami International Airport
51:December 20, 1995
10:
1731:
1640:South Dakota Learjet crash
1611:United Airlines Flight 863
1441:American Eagle Flight 4184
1417:Federal Express Flight 705
1405:United Express Flight 6291
1323:American Eagle Flight 5456
1258:United Airlines Flight 585
1055:Nigeria Airways Flight 357
1035:Alaska E-3 Sentry accident
1649:
1620:
1603:
1562:
1535:FedEx Express Flight 1406
1503:
1462:
1397:
1364:Alan Kulwicki plane crash
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1651:This list is incomplete.
1288:Vallejo helicopter crash
604:
508:Set the takeoff thrust.
1576:FedEx Express Flight 14
1541:Quincy Airport disaster
746:Aviation Safety Network
636:"FAA Registry (N605FF)"
599:World Airways Flight 30
471:First officer (radio)
16:1995 aviation accident
1680:1995 in New York City
1582:Korean Air Flight 801
1305:CommutAir Flight 4821
925:Knight Air Flight 816
594:Air Florida Flight 90
110:40.63528°N 73.77778°W
1352:Lufthansa Flight 592
1105:Banat Air Flight 166
1588:Fine Air Flight 101
1494:Tower Air Flight 41
1411:Green Ramp disaster
1264:Merion air disaster
1153:► 1996
1147:1994 ◄
1125:Tower Air Flight 41
1015:Kish Air Flight 707
975:Aviateca Flight 901
742:aviation-safety.net
422:Selected CVR items
271:Tower Air Flight 41
115:40.63528; -73.77778
106: /
23:
22:Tower Air Flight 41
1570:Comair Flight 3272
1555:(December 24 1996)
1549:(December 22 1996)
1511:ValuJet Flight 592
1254:(February 17 1991)
1211:Avianca Flight 052
1150:
558:You're going off.
434:Actual time (EST)
302:turbofan engines.
131:Aircraft type
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1429:USAir Flight 1016
1248:(February 1 1991)
1213:(January 25 1990)
1159:
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565:
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454:Tower controller
294:Aircraft and crew
268:
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1685:1995 meteorology
1584:(August 6 1997)*
1537:(September 1996)
1484:(September 1995)
1437:(September 1994)
1435:USAir Flight 427
1317:USAir Flight 405
1284:(September 1991)
1207:(January 4 1990)
1186:
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965:Airstan incident
905:TAROM Flight 371
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555:Flight engineer
538:Flight engineer
505:Flight engineer
491:Power's stable.
488:Flight engineer
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395:Moshe Teitelbaum
384:END OF RECORDING
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1590:(August 7 1997)
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1231:(December 1990)
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1529:TWA Flight 800
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1447:TWA Flight 427
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1407:(January 1994)
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1335:TWA Flight 843
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1325:(June 7 1992)*
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1493:
1419:(April 1994)
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1360:(March 1993)
1319:(March 1992)
1260:(March 1991)
1225:(August 190)
1219:(April 1990)
1124:
776:September 5,
774:. Retrieved
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749:. Retrieved
741:
716:. Retrieved
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176:Registration
18:
1636:(July 1999)
1630:(June 1999)
1613:(June 1998)
1594:John Denver
1578:(July 1997)
1519:(June 1996)
1431:(July 1994)
1425:(June 1994)
1337:(July 1992)
1278:(July 1991)
203:Destination
113: /
78:Runway 4L,
68:pilot error
1669:Categories
1513:(May 1996)
623:References
245:Fatalities
229:Passengers
170:TEE AIR 41
101:73°46′40″W
55:1995-12-20
37:, in 1992.
549:11:37:14
532:11:37:12
516:11:37:11
499:11:37:05
482:11:36:44
465:11:36:31
448:11:36:25
307:U.S. Navy
261:Survivors
221:Occupants
167:Call sign
145:Tower Air
98:40°38′7″N
718:March 2,
588:See also
443:Content
322:Accident
253:Injuries
197:New York
141:Operator
126:Aircraft
88:New York
43:Accident
835: (
833:in 1995
751:May 20,
440:Source
215:Florida
63:Summary
53: (
1131:Dec 20
1121:Dec 20
1111:Dec 18
1101:Dec 13
1051:Nov 13
1041:Nov 12
1031:Sep 22
1021:Sep 21
1011:Sep 19
1001:Sep 15
981:Aug 21
951:Jun 24
941:Jun 21
921:May 24
911:May 16
901:Mar 31
891:Feb 16
881:Feb 10
871:Jan 30
861:Jan 19
851:Jan 11
527:72.6%
511:87.5%
180:N605FF
1091:Dec 7
1081:Dec 7
1071:Dec 5
1061:Dec 3
991:Sep 2
971:Aug 9
961:Aug 3
931:Jun 9
708:(PDF)
605:Notes
419:Time
381:CAM:
375:CAM:
345:CAM:
211:Miami
162:TOW41
1621:1999
1604:1998
1563:1997
1504:1996
1463:1995
1398:1994
1345:1993
1298:1992
1239:1991
1198:1990
837:1995
778:2017
753:2020
720:2007
561:59%
544:91%
522:CAM
494:40%
237:Crew
154:FF41
75:Site
48:Date
552:44
535:42
519:41
502:35
485:19
477:0%
460:0%
264:468
232:451
224:468
1671::
769:.
744:.
740:.
728:^
710:.
648:^
638:.
468:6
451:0
397:.
256:25
240:17
213:,
209:,
195:,
191:,
86:,
82:,
1657:.
1185:e
1178:t
1171:v
839:)
822:e
815:t
808:v
780:.
755:.
722:.
642:.
427:1
425:N
248:0
57:)
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