United Airlines Flight 553 Midway Airport December 8, 1972 by Alan Weberman

Docket No. SA-435 Exhibit No. 9-C

NATIONAL

TRA.~SPORTATION

SAFETY BOARD

Bureau of Aviation Safety Washington, D. C. 20591

Report of Examination of Altimeters and Air Data Computers Recoyered from B737 UAL Flight 553 8 Dec. 1972 Midway Chicago, Ill.

REPORT OF EXAMlliATION OF INSTRUMENTS RECOVERED FROM UAL - B737 - Registry N9031U Midway - Chicago, Illin.ois

Exa.:m.ination conducted at: a)

United Airlines Maintenance Base, San Francisco, California 18, 19, 20 Dec. 1972

Kollsman Instr_ument Company, Elmhurst, New York 8, 9 , 1 0, Jan. 197 3

Kollsman Instrument Company, Syosset, New York 25 January 1973

Kollsman Instrument Company, Elmhurst, New York 26 January 1973

Persons in Attendance Mr. Wm. Weston

NTSB

Washington, D. C.

C. Tomasso

FAA

Des Plaines, Illinois

0. E. E. Anderson

UAL

San Francis co, California

W. Robertson

ALPA

Des Plaines, Illinois

Angus

Kollsman

Elmhurst, New York

P. Redmond

Kollsman

Syosset, New York

At times, others supplemented the above group: J.

Cincotta

FAA

San Francisco, California

F. Dilts

UAL

San Francis co, California

K. Humphrey

UAL

San Francisco, California

KOLLSMAN INSTRU1viENT

CORPORATION

-1-

III

Accident: UAL Flight 553 B737 N9031 U Date:

8 Dec. 1972 2:28 P.M.

Place:

Approach to Runway 31L Midway Airport Chicago, Illinois

Elevation of site - 620 ft. MSL(approximately). Reported Altimeter Setting - 3 0. 05 In. Hg abs IV

Identification of Equipment reportedly recovered from the accident aircraft and studied in this examination. A.

Altimeters Identification data was obtained from UAL maintenance records. 1.

Gaptain 1 s Altimeter KI Type B38689 10 015, Serial No. 745A

First Officer 1 s Altimeter KI Type B38689 10 015, Serial No. 492A These are identified as UAL Type MR41101-121 UAL Type MR41101-52

Captain 1 s Altimeter First Officer's Altimeter

UAL reported dates of last servicing 22 Sept. 1972 1 Feb. 1971

Captain's Altimeter First Officer 1-s Altimeter

KOLLSMAN INSTRUMENT CORPORATION

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路B.

Air Data Computers Identification of installation position supplied by UAL records KI Type KS-200-117 Serial N9路 1123

Captain 1 s C~WC

KI Type KS-200-117 Serial No. Kl003

First Officer 1 s CADC

These are identified as UAL Type MR 41113 Serial No. 1165 Serial No. 1004

Captain 1 s First Officer 1 s

UAL reported dates of installation are: 5 Nov. 1972 16 Feb. 1971

Captain 1 s Unit First Officer 1 s Unit

Altimeters

Captain 1 s Altimeter The outside case paint was severely burned. The nameplate, an adhesive backed foil, was missing. The cover glass was cracked but not separated. The baro setting noted at SFO was 30. 36 In. Hg. No loose parts were noted when the altimeter was gently shaken. Moisture was present on the inside of the cover glass. Testing was conducted as follows: a)

Integral lighting operated

Integral vibrator operated

As soon as servo power was applied to the receptacle, the fuse in the test equipment failed.

KOLLSMAN INSTRUMENT CORPORATION

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The pressu~e mechanism was tested for operation as follows: 1)

(a)

Baro set 30. 36 as received

(b)

Due to excessive case leak attributed to burned gaskets, cracked cover glass, etc., the instrument was placed in a bell jar.

The

bell jar was tapped externally to remove friction. The motion of the pointer was irregular indicating a higher than normal level of friction. (c)

The pressure was adjusted to position the pointer in 200 foot steps from 0 to 2000 feet.

barometer was read to determine the actual test pressure in the altimeter Altimeter Set Altitude 0 feet

Measured Pressure 30. 250 In. Hg abs

Equivalent Feet for Me<;i.sured Pressure -303 feet

200

30.045

400

29.795

+117

600

29.517

+376

800

29.289

+590

1000

29. l l 0

+759

1200

28.900

+958

1400

28. 69路9

+1150

1600

28.547

+1295

1800

28.264

+1568

2000

28.005

+1820

KOLLSMAN INSTRUMENT CORPORATION

. -115. 路. -

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The data for conversion of pressure altitude is based on the U.S. Standard Atmosphere 1962. To determine the instrument errors the QNH values were computed based on the indicated value of an altimeter set at 30. 36 and exposed to the pressures determined in the above test. Test Pressure路

QNH Reading for 30. 3 6 Baro

Test Altimeter Test Altimeter Reading Error

30. 250 In Hg abs

+100 feet

30. 045

+288

200

-88

29.795

520

400

-120

29.517

777

600

-177

29.289

993

800

-193

29;110

1162

1000

-162

28.900

1361

1200

-161

28.699

1553

1400

-153

28.547

1698

1600

-98

28.264

1971

1800

-171

28.005

2223

2000

-223

0 feet

-100 feet

The baro setting was then adjusted to 29. 92 In. Hg.

Standard pressures were set into the

altimete.r and the altimeter error was noted for increasing and decreasing altitudes behveen 0 and 2000 feet.

KOLLSMAN INSTRUMENT CORPORATION

-5-.

Set Pressure Altitude

Altimeter Error Increasing Alt. Decreasing Alt.

0 feet

-9 0 feet

-80 feet

200

-120

-100

400

-llO

600

-120

800

-130

1000

-155

-130

1200

-130

-120

1400

-100

1600

-130

1800

-160

2000

-160

-110

-120

-140

Resistance measurements were made to determine the conditions of the servo elements. Receptacle Pin

Measured Resistance

Nominal Resistance

J-K

40 ohms

J-H

H-K

A-Y

18 ohms

A, Y to case H, J, K to case

38 ohms

18 ohms

5 megohms

.>s

megohms

Other paths open or short at the case receptacle. Note:

The recepticle was packed with a foreign material which had to be remove.cl a~d each pin brushed clean to obtain electrical contact.

KOLLSMAN INSTRUMENT

CORPORATION

-o~-i

The altimeter was then placed in a bell jar with a supply of Silica

Gel for the purpose of drying the

entrapped moisture in the unit.

This was done over-

night (period of approximately 17 hours).

After

removing the altimeter from the bell jar, the altimeter was placed in an oven at +72掳C for approximately 8 hours to continue the drying operation. g)

The investigation of the pne.umatic operation of the Captain's altimeter was continued at Kollsman in New York on 8 Jan. 1973.

The altimeter was placed

in a bell jar where the internal vibrator was wired to an externally controlled source of 28V DC.

In addi-

tion a separate vibrator,external to the instrument but inside the bell jar, was included.路 At each pressure setting the instrument was read three times: 1)

as the instrument settled out without vibration,

after the instrument internal vibrator was excited,

after the bell jar vibrator was excited.

The baro setting was 30. 05, the reported value set when the instrument was recovered.

The pressures set in

for each test point were standard QNE values based on the U. So Standard Atmosphere 19 62.

KOLLSMAN INSTRUMENT CORPORATION

-7-

B38689 10 015 Standard Test

Alt.

Captain 1 s Altimeter

Baro Set 3 O. OS Indicated Errors Readings Increasing Readings Decreasing No Vib Int Vib Ext Vib No Vib Int Vib Ext Vib -120 ft

-80 ft

-70 ft

+80 ft

+20 ft

-10 ft

-100

-35

-20

+125

+40

+20

+ 500

-130

-80

-55

+80

+30

+10

1000

-130

-100

-75

+110

+60

1500

-115

-60

-45

+45

+20

- 5

2000

-140

-80

-70

+125

+10

-15

2500

-165

-95

-75

+105

+40

+10

3000

-270

-120

-105

+550

4000

-555

-540

-440

5000

-1440

-lOOOft

The altimeter pointers stopped operating at +3400-feet, therefore, the increase of pressure altitude was stopped at +5000 feet.

The same values were taken for

descending readings as had been taken for ascending values. The total friction values determined from the above test data are shown below: The normal friction tolerance in this area is 7 0 ft. Friction Increasing Decreasing Test Alt. ,...1000 ft

50 ft

90 ft

105

+ 500

+1000

110

1500

2000

140

2500 3 000

90 165

KOLLSMAN INSTRUMENT CORPORATION

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At this point it was decided to conduct a detailed examination of the mechanism by removing it from the case. 1)

The rear cover was removed and the electronics which are attached were noted to have been subjected to high temperatures which discolored the electronic parts, the circuit board, the internal connector. Several capacitors nexploded 11 •

Subsequently, three

typical capai:::Ttors (same part number) were placed in test tubes and exposed to two hours of heat at 300°, 350°, 361°, 400°, 425°F.

At 361°F the

capacitors showed visible signs of deterioration. One unit was left in the oven and when 425°F was reached it exploded. The.re was notable contamination in the back of the case and at the rear .of the mechanism.

It appeared that

most of this contamination came from the electronics assembly which deteriorated with elevated temperature exposure. The mechanism assembly was then removed from the case for further examination.

The contamination of

of the mechanism consisted of corrosion products on the aluminum casting and shafts, on the brass parts of the links and capsules and on the steel pinions and shafts.

KOLLSMAN INSTRUMENT CORPORATION

-9-

continued Very little corrosion existed forward of the mounting plane of the mechanism. The solder, on the lip of the capsule closest to the internal connector, showed evidence of melting for approximately 1200 of the capsule lip. melts at 361°F.

This solder

The fact that this solder melted

but the capsule did not leak {pressure) indicates that the temperature-time exposure must have been just at the meltl.ng temperature for a short period of time.

A check was performed on the capsule

loading to determine if the capsule might have a partial loss of vacuum.

Under nominal conditions

the load is -500 ft. and +1800 feet.

This unit

measured -570 feet and +i600 feet which are well within the normally expected variations.

The

questionable joint is on the capsule with the negative load which is further assurance of no leak.

DC resistance measurements of the motor were made. The control phase measured 320 ohms (nominal is 328 ±49 ohms).

The fixed phase was open, however,

this phase contains a series ·circuit for temperature compensation which was open.

The measurement

of the inotor inside of this circuit was 485 ohms (nominal is 426 ±64 ohms).

.._.

KOLLSMAN INSTRUMENT CORPORATION

-10-

continued Further examination of the mechanism centered on why the indicator stuck at +3400 feet during the test performed in Para V. A. l. g. Microscopic examination of the gear train showed deposits of contamination to be sitting in between gear teeth of the intermediate pinion of the altitude gear train. By analysis it was determined which teeth would be in mesh at 3400 feet altitude.

Moving the gears to

an accessible position, and using a 30-power microscope and a fine sewing needle, the contamination was

ejected from the gear teeth.

The altimeter

was placed in the bell jar and using vacuum the altimeter smoothly passed thru the 3400 foot point.

KOLLSMAN INSTRUMENT CORPORATION

-11-

Altimeters 2.

Fir st Officer rs Altimeter Severe impact and fire damage was noted.

The entire

flange and cover glass assembly was missing. The right half of the case was missing.

The case and

mechanism below the mounting plane was mis sing.

The

display was damaged but the following parts· were present: Main dial Baro dial 100 ft. pointer 1, 000 ft. pointer 10, 000 ft. pointer Flag (Servo On/ Off) The display altitude had to be verified but the positions of the pointers were such as to indicate a loss of synchronization between the three pointers.

To verify this, a separate altimeter

of the same type was photographed by adjusting the display using the baro setting system.

Several photos were taken so

that each photo would have one pointer set the same as the corresponding pointer of the F /0 Altimeter.

Examination of

the photos indicates that the pointer positions on the F /0 altimeter are un-coordinated. rotate on its shaft.

The disc pointer was free to

The 100 ft. pointer and the 1000 ft. pointer

are geared together by means of a small gear located inside the front mechanism plate.

This gear is secured to the hands ta££

(100 ft. pointer) inside the gear box.

Inspection of the hand-

staff assembly inside the main mechanism showed an endplay of O. 025 inches to exist due to the impact damage. KOLLSMAN INSTRUMENT

CORPORATION

This -12-

continued

(First Officer's Altimeter)

excess play could result in a disengagement of the pointer gear drive thus permitting the pointers to desynchronize. It was noted and photographed that a diamond shaped shadow corresponding roughly to the 1000 ft. pointer was present on the disc pointer. The altimeter dial had been shifted upward and slightly to the right due to the heat and forces present on the dial. The baro setting was 30. 035 In. Hg.

â&#x20AC;˘Âˇ

KOLLSl\.t1AN INS.TRUMENT CORPORATION

-13-

Servo Monitor Function UAL supplied a separate three-pointer servo pneumatic altimeter, of the same type, to demonstrate the failure monitor and limiter action.

Tests were conducted show-

ing the effects of: a)

Trip out assuming no change in elect;rical transmitted data while the pneumatic pres sure to the altimeter I

static port is changing. ,b)

Trip out assuming constant pnelitnatic pressure to the altimeter static port while the el~ctrical trans mitted data is changing .

. .,

.路,

KOLLSMAN INSTRUlviENT CORPORll.TION

-14-

..· '·'"":''

SERVO MONITOR TESTS

.a}

Pr'.,e,.,S-s11.re Alt. at Alt±hoii§Jer Static Port

Transmitted _Synchro Data from cADc

0 "ft.

0 ft

+100

+ 5

·+200

+10

. +300

+20

+400

+40

+440

+60 Tripout

0 ft

-100

- 5

~zoo

-15

,..300.

-25

-395

-70 Tripout

Transwit±ed Synchro D9'ta frthn-GADC

Altimeter Indication

Pressure Alt.

Altiineter Indicati.on

0 ft

9.2

100

+100

14.4

200

+187

278

+zzs Tripout

7.2

-14-:. 4 . . 1

.....

.~....

.·{·

...,LS

0 ft

~100

-90

-200

-182

-347

-295 Tripout

,·•·

KOLLSMAN INSTRUMENT

CORPORATION

-15-

Air Data Computers The covers were removed to provide access to the individual modules.

The procedure followed was:

- Measure the electrical position of the output devices (synchro or potentiometer) in the received condition. This was done by supplying only the necessary power for each element or section by using individual pin connections. The synchros were connected to an angle position indicator

(API). The potentiometers were connected to voltage ratio readout units. The encoders were measured by a Simpson meter from each leg to common. 2.

The altitude sensor was electrically disconnected from the servo system. The sensor was then connected to an angle position indicator (A. P. I.) and it was run through the pres sure altitude range from -1000 ft. to +2000 ft. and return.

The relative friction

was also determined by tapping the unit after the initial reading was taken.

The difference between the two values

is the friction level present. 3.

The sensor was then electrically connected to the altitude module and a readout was made of the fine synchro that drives the servo pneumatic altimeter with standard pressure applied to the sensor.

KOLLSMAN INSTRUMENT CORPORATION

-16-

Air Data Computers - continued 4.

The encoder correlation to the fine synchro was checked by adjusting the pressure until a t_ransition just occurs and . then reading the fine synchro position.

This should corre-

spond to a 50 foot offset from the reported code value. 5.

A servicable servo pneurriatic altimeter was then connected to the altitude module output synchro, the static ports from the altimeter and the module were connected together. Standard pressures were set into the sensor and altimeter ,

before reading the altimeter {in servoed mode).

It was then decided to check the turn-off slew coast by subjecting the unit to 2500 ft. /min. descent and then turning off both the pneumatic and servo power simultaneously at 1000 ft.

This was repeated for a descent rate of 1000 ft. /min.

The descent rate was controlled by maintaining the altitude rate output voltage at the standard value during descent.

KOLLSMAN INSTRUMENT CORPORATION

-17-

Output Readings in

As Received State 11

Encoders (AlOl)

Equiv. St'd Press. Tol. 1 Bit (100 ft.) ADC Unit Captain First Officer

Code Channel

5-13 6-13 7-13 8-13 ·l-13 2-13 3-13 4-13 9-13 12-13

A1 A2 A4 B1 B3 B4 C1 C2 C4 D4

Fine Synchro #1 (B 104)

0 0 0

600 ft.

Tol. ± l. 15° ( 15 ft.) 46.95° 652 ft.

43.080 598 ft.

Fine Synchro #2 (BllO) Tol. ±i.150 (15 ft.) 47.38° 658. ft.

42.80° 594 ft.

Coarse Synchro #2 (Blll) Tol. ±2° (±750 ft.}

2. 1 o0 787 ft.

Static Reading Equivalent Altitude E.

700 ft.

Static Reading Equivalent Altitude D.

0 1 0

0 0 0 1 0 0 1 1 0

0 1

Static Reading Equivalent Altitude C.

Cabin Press. Pot. (RlOl) Tol.

0.87° 326 ft.

±o. 0015 0. 9417 VR 0. 9442 VR ,/\/ 6 8 0 ft. ~ 6 3 0 ft.

TAT/EPRL {Rl51) Tol.

±o. 0018 O. 326 VR .,,..._.,, 660 ft.

K 0 L L S lv1 A N

Airspeed Sy:hchro Tol. - 2 KTS

I NS TR U ME N T

C 0 R P 0 R A TI 0 N

331.13° 57. 55 KTS

0. 0331 VR ,.,.,...,666 ft . 337.87° 66. 6 KTS

-18-

H. .

Resistance Readings of Output Devices Captain Fine Synchro #1 Stator

Fine Synchro #2 Stator

Coarse Synchro #2 Stator

Airspeed Synchro Resist. Stator

24-2S 2S-26 24-26

71-72 72-73 71-73

42 43 44

4-5 5-6

F/O

9 9

8-1/2 8-1 /2 8-1/2

so 50

4-6

14 14

15 15 15

30-31 31-32 30-32路

15 15 15

lS 15 15

..... .

KOLLSMAN INSTRUMENT CORPORATION

-19-

Altitude Sensor Fine Synchrotel Reading (API) Altitude Input Pressure Alt. -1000 ft - 800 600 - 400 200 0 200 + 400 600 643 F/O 671 c 800 1000 1500 2000 2000 1500 1000 800 636 F/O 666 c 600 400 + 200 0 200 - 400 600 - 800 -1000

Note 1. 2.

Capt. 298. 85° 306.2 >:< 313.5 320.85 328.2 335.5 342.9 ~:< 35 o. 2 357.45

* 360. 0

F/o· . 300. 35° 307.75 ~:< 314. 9 322.25 329.4 >:< 336. 55 343.8 350.9 357.9 360.0

4.7 11. 9 30.3 48.6 48.85 30.5 12.1 5. 0

* 360. 0

.,_ ,,.

357.7 350.5 343.1 335.7 328.45 321. 1 313.8 306.45 299.15

5.6 12.7 30.7 48.55 48.8 31. 1 13. 05 6. 0 360.0 358.5 351. 3 343.95 336.7 329.3 322.1 314.7 307.4 300.0

27. 78 ft.

readings are taken without vibration except for reading of friction, :{<Friction Noted 0. 2° 0.3° readings corresponding to servo at null are marked C Captain 1 s Unit F /O First Officers Unit

KOLLSMAN INSTRUMENT

CORPORATION

- 2 0-

Press·ure Altitude to Altitude Sensor. Altitude Module Servo Connected, Measured Fine. Synchro #1 Output

St 1 d Press. Alt.

Captain 1 s

F/O

No.m.

-lOOOft - 800 - 600 - 400 - 200 0 + 200 400 600 800 1000 15.00 2000 2000 1500 1000 800 600 4P,-O + 200 0 - 200 - 400 600 - 800 -1000

287. 03° 301. 77 316.51 330.72 345.21 359.48 14.00 28.35 42.61 56.88 70.93 106.98 147.84 143.38 107.66 71. 62 57.60 43.26 29.20 14.72 0.22 345.96 331. 36. 317.00 302.22 287.51

284.46° 299.25 313.58 328.16 342.40 356.66 10.80 24.76 _,_ 38.88 -·52. 90 67.36 103.24 139.24 139.96 104.28 68.28 54.5 39. 94 ..-·-2.5. 64 11. 42 357.16 342.70 328.46 313.68 299.20 284.58

288. o0 302.4 316. 8 331. 2 345.6 360.00 14.4 28. 8 43.2 57.6 72.0 108.0 144.0

Note 1.

13 • 8 9 ft•

{3 O = 4 2 I)

readings are taken without vibration,

reading of F / 0 unit at special test point>!< (sensor null as received) In. Hg ABS Fine Synchro Rdg. 29• 2 3 1 41. 8 8 ° Inc r.

29.231

?: O L L S

::.,f

A ~;

I l'T S T R U :,\1 .2 N T

C 0 R P 0 R A. T I 0 :0T

43. 02° Deer.

- 2. 1-

Encoder Tra:.nsitiori to :F'ine ·synchro Transition -10 to - 8 - 6 - 4 2 0 + 2 + 4 + 6 + 8 +10 +15 +20 +21 to +16 +11 + 9 + 7 + 5 + 3 + 1 1 - 3 - 5 - 7 - 9

Note 1.

- - ,-, r

9 7 5 - 3 1 1 + + 3 + 5 + 7 + 9 +11 +16 +21 +20 +15 +10 + 8 + 6 + 4 + 2 0 2 - 4 - 6 8 -10

Captain's

F/0

·o

291. 3 . 305.8 319.9 334.1 348.8 3.2 17.4 31. 7 46. 0 60. 8 75.2 111. 1 147.2 147.0 111. 0 75.0 60.6 45.8 31.6 17. 1 3. 1 348.7 334.0 319.2 305.5 291. 1

291. 8° 306.2 320.0 334.2 349.0 3. 3 17.2 31. 7 46.1 61. 4 75.5 111. 7 147.7 147.6 111. 7 75.4 61. 2 46.2 31.7 17. 1 3.3 348.9 334.2 319.9 306.1 291. 5

Norn. 291. 6° 306.0 320. 4 334.8 349.2 3.6 18.0 32.4 46.8 61. 2 75.6 111. 6 147.6

13. 89 ft.

readings are taken without vibration

normal tolerance

±1. 15°

±15

ft.

-Z2-

,5,

.,,,

. ,_..,

-·

.81;~;;,o,d Pr~s~.~i~·k1~;~rfi~'s. & SPA,· SP:. is Servo Mode: St 1 d Press. Altitude -lOOOft - 800 600 - 400 200 0 + 200 400 600 800 1000 1500 2000 2000 1500 1000 800 600 400 + 200 0 200 400 600 - 800 -1000

Captain 1 s .,,_

-··

-1055ft - 850 - 645 - 445 - 250 55 + 140 340 540 735

::I::

.,,_ -.-

-··

.J..

Note l.

F/O

-·--·-

.,,_ -......

.,_-·-

-.-

.,_ ..,.. _,_ ..,..

935

.,_ ,,.

-.-·-

2000 ft 1500 1000 800 600 405 210 10 190 390 585 790 995

1430 1935 1945 1450 955 755 555 360 1.60 40 240 435 640 - 845 -1045

readings taken without vibration

2. · Tolerance ±15 1 ADC 3.

>:<Reading were not taken in the ascending direction ..

K 0 L LS M AN INS T R lJi\I E NT

C 0 RP 0 R AT I 0 N 1 - .......? _,,-

Cm;i.st Test Rate

-1000 ft./ min.

Captain's

Power Off TE Reading of Fine Synchro

Coast

.Rate

F/O

46.70째

42.98째

46.20

42.97

0.5Q 0

ft.

0. 01째

-2500 ft. /min.

Power Off Value

1011 ft.

1014 ft.

SPA reading

1013 ft.

975 ft.

-2 ft.

39 ft.

Coast

KOL=."s:vt ..;.N INSTRT;:::AEST

CORPOR/',_TION

CADC Monitor Checks

The computer chassis was connected to the computer test console.

The

altitude module was removed from the computer chassis and connected back to the_chassis using a jumper cable with intermediate means to open the fixed phase of the altitude module servo motor.

This would disable

the motor such that as the pressure altitude changes the servo will not follow.

When sufficient error signal has been generated, the monitor will

trip the failure relay which removes the reliability signal.

The normal

tol~rance is l 00 卤15 feet. F. 0. Unit - Alt. Module Monitor Trip

+135

ft. increasing alt.

+ 133 ft. returning -110 ft. decreasing alt. -110 ft. returning

F. O. Before this test it was noted that the connection tube at the/altitude module to chassis connection had a white flaky deposit in and around the static port.

This material was removed and stored in a container for further

analysis. Capt 1 s Unit - Alt. Module Monitor Trip

+ l 05 ft. increasing alt. + 105 ft. returning -118 ft. decreasing alt. -112 ft. returning 路During this test the Captain 1 s CADC A/S reliability signal and associated reliability signals tripped out and then came on.

This was repeated

several times until it was isolated to the A/S module. spring return in the gear system.

The servo has a

When po\.ver was off the spring

return the unit to a position of approximately 50 knots.

would

路when power \Vas

turned on the monitor lights would be off indicating a monitor trip_

KOLLSMAN INSTRUMENT CORPORATION

-25-

At the same time the A/S servo would slew upscale until the reliability signal is latched, the lights would go on; however, the servo was at the high end of the airspeed system.

The cond:ltion was isolated to a gear

and sector (~on-linear) which had become disengaged.

This allowed the

output shaft to assume a high airspeed position regardless of the value of input airspeed. Examination of the mechanism showed side stops on the gear to be in place and HI and LO stops to be in place.

The data taken following re-engagement

of the airspeed gears is shown on the enclosed data sheets and is also shown in graphical form. A shock test was performed to determine if the gear disengagement could be duplicated.

The Captain 1 s airspeed sensor was positioned to an output

equivalent to 120 Knts and was subjected to 20 g 1 s three times and the 25 1

g s three times in the fore and aft direction.

Before and after each shock

run, the a.irspeed sensor was tested for operation through the range of SO to 250 Kts and spot checked at 100, 120 and 200 Kts for any direction of change in output.

No disengagement occurred and no change was

observed.

KOLLSMAN INSTRUMENT CORPORATION

-2 6-

~{,~E ;~ ~u :!1 ~Ji-~;·Ht:

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:\D-0160

Kollsman lnsfrum.ent Corporation

::\h

Altitude Sensor

Ac~.eleration

Sensitivity

A fixture was made to mount the altitude sensor from each CADC and individually subject the unit to accelerations greater than one g in the normal, longitudinal and the half way

positions (in between normal and

longitudinal positions). A Schavitz Acceleration Table was used to perform this test.

In this test

the output of the sensor Synchrotel was brought out of the acceleration table and monitored on an A. P. I. A sensitive altimeter was used to monitor the pressure to the sensor. It was agreed to use 500 ft. altitude as the test value and observe variations about that value.

In each position the altitude would be set at 500 ft., a

reading of the API taken, the table would then be rotated to a value computed to obtain the necessary acceleration

the test sensor,

the pressure

altitude would again be stabilized, a reading of the API taken, the table would then be allowed to come to rest; the pressure stabilized and the reading of the API again taken.

A test run was demonstrated using an

overhauled Kollsman sensor.

In all three positions .the maximum devia-

tion of the model sensor was i

(27 feet) for accelerations from 0 to 10 g 1 s.

This test was repeated using the two sensors from the aircraft CADC units.

K 0 LL S MAN INS TR U MEN T

C 0 R p路o R A TI 0 N

-27-

Case 1

Sha,ft end of Sensor out (Equivalent to deceleration force when aircraft is slowed from flying speed to zero velocity.) G Level

Captain 1 s

18.09°

17.32°

18.48

17. 37

19. 90

17.41

17.67

17.37

17.75

17.42

17.61

17.55

---------

17.23

17. 18

17.52

17.21

Ca.se 2

Normal Acceleration (wing loading) G Level

Captain'~

18.09°

17.93°

18.36

17. 74

18.01

17. 9 0

18.78

16.60

17.91

17. 74

15.98

14.50

17.82

17.73

16.22

-----

16.78

-----

Note: 1° Case 3

First Officer 1 s

= 27.8

First Officer 1 s

;ft.

Position 45° Based upon the data obtained with the test unit and a review of the

data obtained on all three units, the 45° test "\Vas not conducted on KOLLSMAN INSTRUMENT CORPORATION on the two CADC sensors. _

_ 28

: '.::>

Gaptain 1 s Altimeter The primary damage was due 路to fire and heat. :forms of contamination also caused damage.

Moisture and other The calibration has

';,Bhifte.d negative by approximately 120 feet . . . 路.r The friction has increased over the normal 30/40 feet to a level of

about 70/90 feet.

A check of the preload on each capsule showed .

the low side to be -570 ft.

and the high side to be +1600 ft.,

compared to -500 ft. and +1800 ft, as nomina:Ivalues.

The shift

~in scale error to values approximately -120 feet'from normal can be attributed to the heat exposure which causes a negative shift of 路"'-..

.the capsules deflections.

KOLLSMAN INSTRUMENT CORPORATION

-29-

First Officer 1 s Altimeter As may be noted on the photo taken at UAL SFO, the angle between -

the #1 pointer ( 100 ft.) and the #2 pointer ( 1, 000 ft.} is approximately 26°.

If we assume that the 100 ft. pointer is indicating +975 feet then

26° away, the #2 pointer would be at 472 feet. de synchronization of the pointers.

This indicates a

When the photo of the disc pointer

is examined for the 1 rshadowtt of the #2 pointer is noted that the angle of the shadow is 3 o0

•

If both pointers start at zero and move clock-

wise at 10:1 ratio, a 30° angle occurs at an altitude of 925 feet. The disc pointer utilizes an eyelet type embossing for the center hole to attach it to the shaft that drives it.

The high heat to which the unit

was exposed would have caused the eyelet tension on the shaft to be lost in a manner similar to that of annealing or stress relieving. Thus, the position of the disc pointer on its hub is questionable.

noted by the melted aluminum case, the temperature of this unit was well over ll00°F.

It is impossible, based on the information avail-

able, to state whether the shadow has any significance or not because the difference in the pointers is relative to which pointer is considered to have moved and in what sequence.

With sufficient

im·pact damage (pre-fire) the rockingshaft pivots usually break resulting .in a ttplus 11 effect on the display elements due to the hairspring tension.

KOLLSMAN INSTRUMENT CORPORATION

-30-

Captain's C. A. D. C. The "frozen positionrr of the outputs indicate that at the time of power removal this unit was sensing very close to 650 feet QNE which based on a 30. 05 baro setting would be close to 77d feet. QNH.

The turn off position of the pneumatic altitude sensor

indicates approximately 665 feet Ql\TE.

This represents the post

accident condition of the pneumatic sensor which could easily have have been subjected to 15 feet of irppact damage. The encoder was correlated to the altitude output. The monitor operated slightly out of tolerance on the increasing altitude side but within tolerance on the decreasing altitude side.

First Officer 1 s C.A.D.C. The ''frozen positionn of the outputs indicates that at the time of power removal this unit was sensing very close to 600 feet QNE which ba9ed on a 30. 05 baro setting would be close to 720 feet QNH. The turn off position of the altitude sensor indicates approximately 640 feet QNE.

This represents the post accident condition of the

pneumatic sensor which could easily have 路been subjected to 40 feet of impact damage. The encoder was correlated to the altitude output. The monitor operated within the monitor tolerances.

KOLLSMAN INSTRUMENT CORPORATION

-31-

ADDENDUM I SPECIAL TESTS

Additional testing 路was conducted to ascertain characteristics which were not previously documented. 1.

Computer Step Function - In this test, the computer was taken

to some altitude by using pneumatic pressure.

At this altitude h

was deactivated by opening the motor fixed phase. electrical parts at their normal potential. changed to a new altitude hz and stabilized. to reach the second position was recorded.

the servo

This maintained all

The pressure was then The time for the servo During this slewing

operation it was also noted if the altitude reliability signal was interrupted and if the reported altitude was maintained or interrupted. A.

Times to Slew

Step Change Used

Captain's

F/O

1000 to

3. 8, 4.3 sec

4. 8, 4. 9 sec路

3. 8, 3.2

5.2, 4.2

500

2. 3, 2.4

3. 2, 3.3

500 to 1000

2. 4, 3. 1

2. 4, 3.2

800 to

600

1. 8, 1. 8

2. 3, 3.0

600 to

800

2. 1, 1. 9

3. 1, 2.5

700 to

600

2. 0, 2.3

3. 1, 3.2

600 to

700

2. 0' 2.2

3. 3, 2.2

0 feet

0 to 1000 1000 to

B. Reliability Signal On all but the 100 ft steps, the reliability signal opened.

the lOOft step, the step was just within the trip level and no trip was noted. KOLLSMAN INSTRUMENT CORPORATION

' '

Whenever the reliability signal was lost, the encoder readout

test egpipment reverted to -1000 ft which is indicative of an open common '<

line t9 ~the encoder. 2.

Computer Slew Offset - In this test, the computer was run at

high vertical speeds and it was noted on the i;est equipment at what point the m:onitor was on the edge of tripping.

This information was used to

compute the vertical speed and this data was then related to the previously obta}:hed monitor trip data to assign the servo offset. Captain 1 s AD~

Monitor Trip

F/O ADC

-Monitor Trip

Increasing

21, 400 ft/min

Decreasing

21,400

Increasing

105 ft

Decreasing

115 ft

Increasing

18, 100 ft/min

Decreasing

16, 200

Increasing

135 ft

Decreasing

110 ft

KOLLSMAN INSTRUMENT CORPORATION

Docket No~ SA-.435 Exhibit No. 7-A

NATIONAL

TRANSPORTA~ON

SAFEIJ1Y.E0Afill

:SUREAJ,J: OF AVIATION SAFETY 路 WASHING'l'ON, D. C. 2059l

.SWRUCTCJEES GROUP ~'S.FACTUAL REPORT

:SY Robert J. Gordon

.OF INVESTIGATION路

Docket No. SA-435 Exhibit Noo 7-A

NATIONAL TRANSPORTATION SAFETY BOARD Bureau of Avi.ation Safety Washington, D. C. January 15, 1973 STRUCTURES GROUP CHAIRMAN'S

FACTUAL

REPORT

ACCIDENT

LOCATION

Approxi!Dately 1.5 nautical miles southeast of Runway 31L, Chicago Midway Airport, Chica.go, Illinois. Exact coordinates were: lat. 87掳 42' 54" W - long. 41掳 45' 51" N '

DATE

December 8, 1972

AlRCRAFT

United Airlines, Inc., Boeing Model 737-222., N903lU, S/N 19069

STRUCTURES GRCXJP

The following persons路were official representatives 路of their respective organizations on the Structures Group:

R. J. Gordon R.

Kriebel

Federal Aviation Administration

U. E. Toatley

Federal Avi.ation Administration

B. DeRosa

United Airlines

P. Rushing

Air Line Pilots Association

R. A. Patterson

Air Line Pilots Association

Ludwig

E. Huizinga

National Transportation Saf'ety Board

Boeing Company Boeing Company

SUMMARY

United Airlines Flight 553, a Boeing 737-222., N903lU, crashed at approximately 1428 central standard time on December 8, 1972 while making an approach to Runway 3lL at Chicago Midway Airport, Chicago, Illinois.

- 2 The aircraft impacted into a residential area mainly comprised of one story brick and wood structures. The primary wreckage area was approximately 500 feet in length and 90 fe12t wide. Both wings and the fuselage, from just a:ft of the cockpit to the rear galley door, were for the most part consumed by the post impact ground fire. No evidence of pre impact structural failure or in-flight fire wa.G found. D.

D~ILS

OF INVESTIGATION - ACCIDENT SITE OBSERVATIONS

On December 8, l972, a Structures Group was appointed by the investigatorin-charge for the purpose of examining the wreckage of aircraft N903lU. The chief purpose of the Structures Group was to develop all pertinent and significant evidence bearing on the nature and probable cause of the accident. The accident occurred in the residential area of Chicago, Illinois. A total of eight houses including three garages were extensively damaged or destroyed as a result of aircraft impact and po~t irrIJlact ground fire. The following is a resume of this damage: l. Two houses on the north side of West 7lst Street received extensive irrIJlact damage of the roof and u;pper floor structure. 2. Two of three houses on the south side of West 70th Place received extensive impact damage to the roof and upper floor structure. The third house was destroyed as the result of aircraft impact. Two garages were severely irrIJlact damaged.

3. Three houses and orte garage on the north side of West 70th Place were destroyed as the result of aircraft and post impact ground fire. After preliminary examination of the accident site was made, members of the Structures Group proceeded to work with the- -wrecking crew to carefully remove house rubble from around and on aircraft structure in order that the various investigative groups could proceed with their investigation. In conjunction with the above operation, oth~r members of the Structures Group proceeded to collect the data necessary to prepare a chart of the wreckage distribution. In addition significant property and house damage was noted and charted to assist in determining the manner in which the aircraft contacted the houses and broke up.

-· 3 Following com;pletion of the; wreckage diutribution work; the detailed exru:nina.tion of the wreckage pieces wns initiated. The results of the GroUJ> 1 S investigation effort are presented in the following section of this report. The wreckage of aircraft N903lU came to rest on three properties, No. 3724, No. 3722, and No. 3718, West 70th Place, Chicago, Illinois. The aircraft, with the exception of the left cockpit section, empennage,and inboard portions of the left and right wings, had been consumed by post inrpact ground fire. The first evidence of house and property damage was noted on the south side of West 7lst Street. Numerous front roof peak shingles were found on the front lawn and the front UJ>per storm 'Window was detached on house No. 3707. A tree, approximately 24 fee·t in height lqcated on the front lawn of ·house No. 3709, had branches broken at a height of approximately 18 feet from ground level. A tree, approximately 20 feet in height, located on the lawn in front of house No. 37o6 on the north side of West 7lst Street, had one branch broken approximately 18 feet from ground level. Two houses on the north side of West 7lst Street were severely damaged. The northwest upper corner of house No. 3710 was caved inward. The T.V. antenna located on the chimney was bent over. The left elevator tip of aircraft N9031U was recovered on the roof. The northeast upper corner of house No. 3714 was also caved inward. A T.V •. antenna located on the· chimney -wa.s bent over. A tree approximately 20 :feet in height located in the backyard and adjacent to the house had numerous branches broken.

The two telephone poles located in the alley wa:y which separates West 7lst Street and West 70th Blace were broken, Examination of the electrical cables indicated that they failed in tension. This was evidenced by the necked down condition of the cable ends. Pole #2, as designated by the wreckage distribution chart, snapped off at a point approximately l2 feet above ground level. The pole -was found on the ground in the backyard of house No. 37U, .West of 70th Place. Pole #3 was resting on the southwest corner of a garage at the rear of house No. 3723 West 70th Place. This pole had snapped off at a point approximately 3 feet 6 inches above ground level. The garage at the rear of 3717 West 70th Place was knocked off of its foundation and the north portion of the roof was caved in-ward. A section of the left horizontal stabilizer skin, P/N 65-47536-501, and a section of the left elevator, P/N 65-47512-3, was recovered in the alley adjacent to the garage door. A section of the left horizontal stabilizer was also recovered· on the ground between two small buildings adjacent to the rear of the garage and located on tb,e lot of 3719 West 70th Place.

- 4 The roof of a garage located at the rear o:f the house and :property at 3715 West 70th Place was corrr.pletly caved in. The outboard :portion o:f the le:ft horizontal stabilizer :from a:p:proximately Sta. 207J including the elevator, was recovered in the backyard o:f house No. 3717 West 70th Place. The house was destroyed by aircra:ft irrr.pact. Two :pieces of the a_ircra:ft, a hydraulic line and :filter, and a section o:f right wing outboard mid :fla:p, was recovered in rubble adjacent to the rear foundation of the subject house. The right wing ti:p, from Sta. 531 outboard, was recovered at the base of the rear wall of house No. 3715 West 70th Place. The southwest corner of the house was extensively im:pact damaged. A section o:f the right wing leading edge was recovered between house No. 3715 and house No. 3717. A vacant lot (3719) exists between house No. 3717 and 3723 West 70th Place. Numerous pieces o:f aircraft structure were :found by the Structures Grou:p :piled on the sidewalk and in the street in front of this lot . . These items were not documented at their location subse~uent to aircraft irrr.pact. These items are listed as followes: 1. 2. 3. 4. 5.

8. 9. 10.

Section of fla:p track including jackscrew. Section o:f :fla:p track fairing Mid :flap section and jackscrew Oxygen :filler and gauge Right hand strut door, P/N 65-52206-36 Strut door, P/ N 65-52201-88 Section of skin with stringers, P/N 65-55726-5 Skin and rib section Section of skin "With louvre Fuel tank :plate, P/N 65-46446-1 ( 2 - each)

The southern peak and east side of the roof and second floor structure of the house at 3723 West 70th Place was caved inward its :full length as a result of aircraft i:awact. Num.erous :pieces of the left wing tip light lense were recovered within the upper attic :portion of the house. Aircraft N9031U came to rest on the pro:perties of 3724, 3722, and 3718 West 70th Place. The three houses were destroyed by ai:r:ieraft impact and :post irrr.pact ground fire. l.

Empennage

The vertical stabilizer and rudder assembly remained intact and attached to aircraft structure. Fire damage was minimal and con:fined to blistering of the leading edge :fairings from fin Sta. 56 to f'uselage . The fiberglass leading edge :panels forward of f'uselage Sta. 986 were consumed by ground fire.

- 5-

The right horizontaJ.. stabilizer and elevator assembly remained attached to the aircraf't. Numerous dents and :punctures were noted on the leading edge with one gash at a:priroximately Stao 22l "Which rienet:ra.ted the stabilizer af't to the rear SIJar. A l2 inch section of' the elevator tip was missing. The elevator tab remained intact and attached to the elevator. The right horizontal stabilizer and elevator assembly was resting on an inverted totally destroyed automobile. The le:ft horizontal stabilizer and elevator from a point adjacent to the outboard edge of' the elevator tab to the stabilizer ti:p was m,issing.

The stabilizer f'rom ari:prox:bma.tely Sta. l30 outboard to Sta. 193 was torn ilhd bent in the upward direction. The tail cone was f'or the most :part intact and attached to aircrai't structure. The tail cone upper surf'ace was punchured from Sta. ll56 af't to Sta. u76. The lower surf'ace at the tail cone showed considerable damage.

Fuaelage(Sta. 887 .Af't)

The right side of' the fuselage f'rom approximately Sta. 887 aft remained partially intact. The uri:per most portion of' the fuselage structure including a portion of' the路 vertical stabilizer from Sta .. 10o6 f'orward was f'or the most part consumed by post impact ground fire. The right hand fuselage interior had been subjected to ground f'ire. The af't window opening at approximately Sta. 934 b.B.d. been blocked with sheet metal and remained intact. The window.at approximately Sta. 9l7 was severely heat damaged. The window at approximately Sta. 897 was missing. The galley area exhibited extensive post impact fire dam.age. The right galley door was f'ound in the open position. The le:ft side of' the fuselage from approximately Sta~ 1016 forward was consumed by f'ire. The upper portion of' the pressure bulkhead at Sta. lOl6 was burned through. 3.

Fuselage (Sta. 887 Forward)

The :ma1iJ. body of' the fuselage from approximately Sta. 887 on the right sideeilll1 sta. 1017 on the left side forward to approximately Sta. 334 on the left side was f'or the most part consumed by post impact ground fire. Portions of fuselage structure within these stations including system components such as primary heat exchangers, water separators, cold air units ram air intakes and associated ducting were recovered and identified. These structural pieces and system components were burried in the rubble of the destroyed homes.

- 6 The cock.pit left side rTom a:p:proxima tely Sta. 334 forward to Sta. 178 came to rest against a large tree located just aft and to the right o:f' the garage to the rear of the house at No. 3722 West (oth ~lace. The left cockpit structure contacted the tree at approximately fuselage Sta. 227. The structure -was on its left side at an angle of 70째 and on a heading of 30~

The left hand passenger door was found in a vertical :plane within the ap:proximate center of the door opening with the forward edge o:f' the door rotated inward approximately 40째. The fuselage structure aft of the :passenger door including the door surr01.md had se:parated and rotated rearward. The door was jal!lilled in the :partially open :position. The le:ft cockpit seat and left instrument :panel remained in their relative positions. The pilots Nao l window was shattered and punchured. The :pilots No. 2 window was shattered and the No. 3 window re?M.ined intact with evidence of smoke and heat discoloration. The two eyebrow windows were intact with evidence of heat damage. The right cockpit structure showed evidence of severe impa.ct and :post impact ground fire damage. Various :pieces of right cockpit structure 'WaS recovered from under rubble of both house No. 3718 and house No. 3722 West 70tb. Place. The airstair assembly was recovered in the area of the cockpit wreckage and exhibited no evidence of fire damage. The nose gear' assembly was recovered under the cock.pit weckage. Le:ft Wing

A section of left inboard wing approximately 24 feet in length, 'Which included the landing gear assembly, inboard ground spoiler, inboard flight spoiler, inboard center and bottom fla:p sections, and engine :pylon structure was recovered under the rubble of house No. 3724. The wing leading edge f'rom approximately Sta. 254 inboard to the fUselage area vra.s missing. A 10 foot :piece of leading edge slat was also recovered in the immediate area of' the w.ing. The wing section and associated components showed evidenced of extensive im_pact a!Jll.d :post impact ground fire damage. Two sections of the to:p outboard fla:p, a:pproximately 3 feet in length, a l2 foot section of the center outboard fla:p, and a 10 foot section of the 0utboard bottom fla:p were recovered. These flap com:ponents showed no evidence of fire damage~ The le:ft engine had separated from its pylon structure and was positioned adjacent to the left aft i'uselage structure at ap:proximately S=!;,a.. 1016.

- 7 /'

Right Wing A section of right inboard wing approximately 18 feet in length which included a 2 foot 9 inch section of the inboard center flap, a short section of leading edge slat,and the engine pylon structure,were recovered under the rubble of house No. 3718. The follciwlng right wing flap sections. were recovered in the immediate area of' house No. 3T-L8: l.

Outboard Fla'ÂŁ Sections Two top flap sections, one section

feet 3 inches iri length, one

section 2 feet 10 inches in length. Center f'lap remained intact. Three bottom flap sections, one section 6 feet 5 inches in length one section 3 feet 4 inches in length., and one section 8 feet ih length. 2.

Inboard Flall Sections Two top flap sections:,; one section

section

4 'feet 4 inche;s in length, one

feet 2 inches in length.

One center and one bottom flap remained attached to each other and measured 7 feet 10 inches in length.

The right engine had separated from its pylon structure and was positioned in the front area of house No. 3T-L8. The right main landing gear had separated from the aircraft and was recovered adjacent to the right -wall of' the garage located in the back of house No. 3T-L8.

lftf~j VQ

J. Gordon Air Safety Investigator

UNITED STATES OF AMERICA NATIONA.L TRAHSFORTATION SAFEI'Y BOARD WASHINGTON> D. C. 20591

An Aircraft Accident Involving United Air Lin~s> Inc. Boeing 737; N9031U Near Chicago Midway Airport Chicago, Illinois December 8> 1972

--------------------------------------PREHEA.RING CONFE:REI!TCE February 26> 1973

-------------------------------------PREHEA.RING CONFERENCE OUTLII\'E Mr. William 'R. Hendricks

Hearing Officer

Mr. Hendricks will open the conference and :introduce the Members of the Board of Inquiry and. Technical Panel. Honorable Isabel A. Burgess

Chairman> Board of Inquiry

Presiding Officer Burgess will give the opening statement for the conference and introduce the spokesman for each Party.

Mr. William R. Hendricks

Hearing Officer

Mr. Hendricks will review the list of witnesses for the hearing and the areas of testimony to be covered in the questioning. Other areas) if any> from the Parties will be decided. upon and the scope of the testimony will be set.

. '

WITNESS LIST AJ:ID AREAS OF TESTIMONY

Mr . .William J. Simonini

(a)

Eyewitness C~ic_ago) Illinois

Observations of aircraft and weather conditions

Ex: 4B

Mr. Thomas J. 0 1 Brien

Eye~ritness

Chicago) Illinois

(a)

Obsenrations of aircraft and weather conditions

Ex: 4B

Mr. Louis Stalec

路~{a)

EyeWitness Chicago) Illinois

Observations of路 aircraft and weather conditions

Ex: 4B

- 2 -

Mr. Marvin E. Anderson

Surviving Passenger UAL Flight 553

(a)

Pertinent observations made during flight and approach to Midway Airport.

(b)

Post-crash observations and activities

EX: 6B

•••

c ~.· : . ,

......

:5.

Mr. Harold R. Metcalf

S~rviving Passenger UAL Flight 553

(a)

Pertinent observations made during flight and approach to Midway Airport.

(b)

Post-crash observations and activities

Ex.: 6B

6. · Mr. Harold \·[. Green

Surviving Passenger UAL Flight 553

(a)

Pertinent observations made during flight to Midway Airport.

(b)

Post-crash observations and activities

Ex.: 6B

and approach

:-·!'~

- 3 -

7. · Mrs. Margurite

J. McCausland

Surviving Stewardens

UAL FLT

(a) (b) (c)

Qualifications> duties and responsibilities Preflight activities and observationsObservations and activities eh route and during approach to Midway _A.irport

(d)

Post-crash activities and observations

Ex:

55~

Mrs. D. Jeanne Griffin

Surviving Stewardess

UAL FLT 553

(a) (b) (c)

Qualifications; duties and responsibilities Preflight activities and observations Observations and activities en route and during approach to Midway Airport

(d)

Post-crash activities and observations

·Ex: 6c

9..

Mrs. Kathleen S. Duret

Su~±ving

Stewardess

t:r:AI:; FLT 553

Qualifications> duties anCi responsib:i,l:;Lt1es Preflight activities and observation:s .. Observations and activities en route•anB:.dtiring approach to Midway Airport_ (d) Ex:

Post-crash activities and observations

4 10.

Captain Arthur C. Munin

Chief; Hook and Ladder Coopany No. 31 Fire Department of the City of Chic~go

(a)· , Duties and responsibilities

(b>)

~espouse and firefighting/rescue activities · at .the accident scene

Ex: 6:m

11.

Captain Rugh E. Mu~phy

(a) (b)

12.

13~

Observations and operational conditions on apj;lroa.ch ··to Midway Airport; December 8) 1972 Standard Operating practices and procedures utilized for .Runway 31L localizer approach to Mid_way

Mr. M;b;tton W. Harding

(a)

11r~

(a)

Ex:

CaptainJJ)elta Airlines Flight 56'T Dec ember. 8 j-_ 1972

Executive Pilot Air Commander N309V

Observations and operational conditions on apJ?roach to Miclway Airport) December 8) 1972

George

Kipp

Executive Pilot Cessna 31.0; Nto/d-3L

Observations and operational conditions on a:gproa,eh. ·--Do MiC!-way Airport; December 8) 1972

2-I,, 2-J

""·

'-.

- 5 14.

Captain H. R. Trimble

(a)

.· (b)

15.

lite·

Observations of weather and operational conditions on approach t.o 0 1 Hare Airport) DecembE;n' 8; 1972 UAL approa~h practices; procedures:; aJ:;Ld training relating to line operations in J3-737 aircraft

John J. J3aldwin

Air Traffic Control Speciali· Federal Aviation Aam.inistra-:. 0 1 Hare Approach Control

(a)

Duties and responsibilities

(b)

Radar observations) communications; and ATC services provided to UAL FLT 553

( c)

Standard ATC arrival procedures for Mi'dWay Aiport

16 .. '.Mr. Jack

E. Margotta

Assistant Chief) Midway To;-~: Federal Aviation A&ninistr2.-:

(a)·

Duties and responsibilities

(b)

Radar observations) communications) to UAL FLT. 553

(c)

ATC services provided to aerocommand.er N309VS

(d) (e)

Standard arrival procedures for Runway 3lt approach Crash alert procedures

Ex::

...........

Captain) United Air Lir~es FLT 737J December 8) 1972

3J3, 3C, 3D, 3E) 3F, 3G

a~d AIBa ~.e:c'v-ices

provicled

l 7·

r 0

Captain John C. Aasen

Flight Tr~ining Supervisor 3-7:?7 UAL :Fligh:t; Tratning Center Denver_, Colorado

'~)

Duties and responsibilities

(b.)

UAL B-73 7 flight training :program (Captain,, qp;irst Officer; Second Officer) as related to: Descent and c;i.:pproach :procedures; crew coordination; aircraft·<;;onf:Lguration procedures for vari.ous :flight conditions) missed- approach and stall recovery J?rocedures; and; anti-icing system utilization.

···. ,·;-,

,(c) Correlation of flight training :procedures to.line operations

l8.

C~'.Pt~in

Donald K. Holman

Flight Manger UAL §light O:p~rations Washington). D. C.

(a)

Duties and responsibilities

(b)

Re•riew of :flight training of Captain Whitehouse

(c)

Line operation observations of flight :praotices :procedures; and techniques utilized by Captain Whitehouse

(a)

Standard·a:p:proach procedures for Runway 3lL a:p:proach to Midway Airport

(e)

Standard :procedures and :practices concerning crew coordination and crew duties for line operation

\ ··.

- 7 l9.

20.

Captai.h Bobby C. Gooclr:IBn

(a)

Duties and responsibilities

(b)

Review of flight history of First Officer Coble

(e)

Line operation observations of First Officer Coble

(d)

Standard procedures and practices concerning cnew coordination and crew duties for line. operation

Gaptain Louis N. DeWitt

Manager) Flight Performance B-737 Western Airlines; Inc. Los Angeles) California

(a)

Duties and responsibilities

(b)

Experience relating to B~737 flight perform~nce characteristics in descent) approach and landing; missed~approach> and stall recovery configurations

(c)

WAL approach and landing practices and:pxocedures

.Ex:

21.

Flight Manager UAL Flight Operations Washington; D. C.

.•

2J>

13D

Mr. Robert P. Beatty

Assistant Branch Chief; National Data Systems Branch National Aviation Facilities Ex::perime:o,iJa:l_ Center Federal Aviat'.ioil"Administration

.(a)

Duties ·and responsibilities

.·(l:t)

Concept> progr81llllling; capabilities and tolexanc~s of ARTS-III

Ex::

3E;

3F>

l3B, 130> 13D

··.\nt ··ti·· . 8 22.

Mr. William K. Howell

(a)"

Duties and responsibilities

(b)

B-737 icing certification·

·'. (c)

(d)

B-737 AerodynaCTics E..-rigineer The Boeing.Company Seattle; W~shington

Examination of flight profile as developed from A.."ii.TS-III data relative to aircraft configuration and thrust reg_uirements Effects of ice on horizontal stabilizer

. (e)

Eogine :peformance as effected. by high angles of attack and inlet-duct icing

(:f)

Effects of high angle of attack on :pitot-static system

(g)

Stall charactei·istics; recovery technig_ue and. stick-shaker activation Ex:: l3A; l3B; 13C: l3D: 13E

23.

Mr. Matson M. Lord.

Liason Representative Service Department Pratt & Whitney Aircraft Com.pa:::y East Hartford.: Connecticut

(a)

Duties and. responsibilities

(b)

Nominal engine :performance and response in the approach thrust engine; acceleration from idle thrust; and. factors affecting engine spool-up (inlet duct icing; Pr~2 probe icing; total engine time; etc.)

:(c)

~nti-icing bleed-air system operation

路.

- 9 -

24.

Mr.

Jarrtee w.

Angus

Staff Engineer Kollsman Instrument Company ~shurst) 路 J)(e-1.;r York

(a) Duties and responsibilities (b) .Description of the B-737 altimetry system including CAW a:tJ,d the altimeter

servo loop

( c} ,Fif.tdi:i:tgs of the exarrtination of altimeter system com;ponents ,. :from N903lU ( d)' DiEic11ssion of possible causes for altimeters system anomalies

25.

Mr. Pa,nl Smith

(a)

Chief; Pbarm8cology Biochemistry Laboratory Civil Aeromedical Institute (CA:fl,IT) Federal A-V:iati~.:i Administration Oklahoma d:Lty; Oklahoma

Aircraft fires and resultant toxicity

(h} 路j)iscussion of accident related deaths

•/:.

Exhibit No. l-A

UNITED STATES OF AMERICA . NATIONAL TRANSPORI1ATION SAFErY :BO.ARD WASHINGTON) D. C. 2059l

***********************

In t)J.eMatter bf Investigation of Accident Invb+v{.ug United Air Lines) Inc.; :Boeing 737* o('Ur1;it~q_ $tates Registry N903lU, ChicagO.; Illinois) December 8) l972

* *

D::icket No. SA-435

*~*********************

ORDER OF HE.ll..RING

A :public hearing is hereby ordered by the National Transportation Saf'ety I)oard in connection ·with the above matter at a time and :place to be dei:J.erm:i'.ned by the Hearing Officer who will hereafter be designated.. Datea. tM s 5th day of January l973.

For the :Board.

Exhibit No. l-B

UNITED STATES OF A.i.'vfERICA NATIONAL TRA.NSFDRrATION SAFErY BOARD WASHINGTON, D. C. 2059l

************************

In the Matter of Investigation of Accident Involving United Air Lines; Inc.; Boeing 737 of United States Registry N9031U; Chicago) Illinois) December 8; l972

* * *

D:lcket No. SA-435

************************

DESIGNATION OF HEARING O:FFICER Pursuant to the authority conferred by the National Transportation Safety Board; Mr. William R. Hendricks; Principal Investigation Branch; Investigation Division> Bureau of Aviation Safety; Washington) D. C.) is hereby designated Hearing Officer to conduct a public hearing on behalf of the National Transportation Safety Board; to be held in the above matter. The said Hearing Officer is authorized to set the time and place of the hearing; to give notice thereof; and to exercise_ such other :powe1掳s in connection with the conduct of such proceeding as authorized by the National Transportation Saf~ty Board. Dated thi-, 5th day of January 1973.

FOR THE BOARD

.,....---, I

Cv:' 路tu,Ji路u

C. O. Miller Director; Bureau of Aviation Safety

Exhibit No. 1UNITED STATES OF AMERICA NATIONAL TRANSPORTATION SAFEI'Y BOARD WASHINGTON, D. C. 20591 .

* '* * * * * * * * * * * * * * * * * * * * * * ** Irtr/'o1ying United Air Lines) Inc. ):Boeing 737 * of United States Registry N9031U * Ch:i,e·a'.io;, Illinois) December 8, 1972 *·

I'i\, :tlie.. Matter of Investigation of Accident

J):x~ket

No. SA-435

************************

NOTICE OF REA.RING Notice is hereby given that an Accident Investigation Rearing on the a~ove matter will be held commencing at 9:30 a.:m.) (local time) on

Fclb:tttiiry

27) 1973, at the Sheraton - 0 1 Hare Motor

Hotel; Rosemont)

lllfuois. bated this 5th day of January 1973.

/!-

tC./d'..C.t.c<.~~ Will~am··R.

// /)' ~ e.Hendricks #~;<-£..\..

. Senior Rearing Officer

·. _-·

•~

Exhibit No. l-D

•

UNITED UNITES OF AMERICA NATIONAL TRANSPORTATION SAFErY BOARD WASfilNGTON) D. C. 2059l

******~****************

In the-Matter of Investigation of Accident * Involv}ng United Air tines; Inc.) Bo~ing 73T~ of Uhit.~d States Registry N903lU) * Chic<;J.gO; Illinois, December 8, l972 *

Docket No. SA-435

***********************

DE3IGNATION OF PARTIE3 TO THE HEilliING

Tlie following organizations are designated Parties to the Hearing in accordance vrith Part 43l.27 of the Board 1 s Procedural Regulations: United Air Lines, Inc. Federal Aviation Administration The Boeing Company Pratt

Whitney

Air Line Pilots

Asso~iation

Professional Air Traffic Controllers Organization · Dated this 5th day of January 1972.

~JJ A. V3Ct.Aq,e~ Isabel A. Burgess d · Chairman, Board of

··)

In~uiry

UNITED STATE3 OF AMERICA NATIONAL TRANSPOfilATION SAFErY BOARD WASHINGTON, D. C. 2059l

STU.ARI' ROOM SHERA.TON-0 1H.ARE MOTOR HOTEL ROSEMONT, ILLINOIS FEBRUARY 27, l973

RJBLIC HFARING An Aircraft Accident Hearing

United Air Lines, Inc. Boeing 737, N903lU Near Chicago Midway Airport Chicago, Illinois December 8, l972

•

BOARD OF INQUIRY Honorable Isabel A. Burgess

Member National Transportation Safety Board Washington, D. C.

CHAIBMAN, BOARD OF·INQUIRY Mr. Bernard C. Doyle • • . . . . • • • • • • •

Chief, Investigation Division Bureau of Aviation Safety National Transportation Safety Board Washington, D. C.

Mr. John M. Stuhldreher • • • • • • • • • • •

Senior Attorney Office of the General Counsel National Transportation Safety Board · Washington, D. C.

Mr. William R. Hendricks • • . • . • • • • • •

Senior Hearing Officer Investigation ~ivision Bureau of Aviation Safety National Transportation Safety Board Washington, D. C. HEARING OFFICER

- 2 TEJHNICAL PANEL

Mr. William L. Lamb

Mr. Martin A. Speiser

. • • . • •

Senior Air Safety Investigator Investigation Division Bureau of Aviation Safety National Transportation Safety Board Washingtion, D. c. INVESTIGATOR IN CHARGE

. . . . . . . . . . .. . Air Safety Investigator Technology Division Bureau of Aviation Safety National Transportation Safety Board Washington, D. C.

Mr. William. G. Laynor • • . • • • • • . • • •

Aerospace Engineer Technology Division Bureau of Aviation Safety National Transportation Safety Board Washington, D. C.

Mr. Matthew M. McCormick • • • • • • • • • •

Air Safety Investigator Technology Division Bureau of Aviation Safety National Transportation Safety Board Washington, D. c.

--------------------------------------Mr. Brad D.inbar • • . • · • • • • • • • • • .

Deputy Director, Office of Public Affairs National.Transportation Safety Board Washington, D. C.

- 3 HFARING OUTLINE

Honorable Isabel A. Burgess

. ...... :.'

Chairman, Board of' Inquiry

Member Burgess will give the opening statement of' the public hearing.

Mr. William R. Hendricks • . . • • • . • • •

Hearing Of'f'icer

Mr. Hendricks will identify and receive into the record the f'ollowing: Exhibit No.

1-A 1-B 1-C 1-D

Order of' Hearing Designation of' Hearing Of'f'icer Notice of' Hearing Designation o:f Parties to the Hearing

Mr. William L. Lamb • • • • • • • . • • • • • Investigator in Charge Mr. Lamb will report for the record, the notification of' the accident and the organization o:f the investigation. He will review the investigation activities and submit all exhibits to be entered into the public record o:f the accident. Exhibit No.

2-A Operations Group Chairman 1 s Factual Report 2-A-l Simulator· and flight test report 2-B UAL FLT 553 Dispatch Documents 2-C Training Records - Captain w. L. Whitehouse 2-D Training Records - F/O W. O. Coble 2-E Training Records - S/O B. J. Elder 2-F Excerpts f'rom UAL B-737 Flight Manual 2-G Excerpts f'rom UAL Training Manual 2-H Excerpts from UAL Flight Handbook 2-I Statements from pilots flying in Chicago area 12/8/72 2-J Jeppesen Approach Charts and Chicago Area Chart -· 2-K Cockpit visibility diagram B-737

- 4-

Exhibit No.

3-A 3-B 3-C 3-D 3-E 3-F

Air Traf'f'ic Control Group Chairman's Factual Report Statements, ATC Bersonnel ATC Transcript (Approach Control) ATC Transcript (Midway Tower) Aerocommande路r N309US Q::-:-ound Track Chart plotted f'rom orHare Radar ARrS III Computer Readout UAL Flight 553 Ground Track Chart - plotted from orHare Radar .ARI'S III computer readout

4-A Witness Group Chairman's Factual Report 4-B Witness Statements 4-C Witness Location Chart 5-A 5-B 5-C 5-D 5-E 5-F 5-G 5-H 5-I 5-J 5-K 5-L 5-M 5-N 5-0 5-P 5-Q

Weather Group Chairman's Factual Report Surface Weather Observations - Midway Aviation Weather Sequences Surface Weather Charts Upper Air (850 mb. & 700 mb.) Charts Weather Radar Log - Chicago National Weather Svc., Inst:rument Checks - Chicago Instrument Location Chart - Midway National Weather Service and FAA Tower Visibility Reference Charts Portion Electro-writer Record, Nat,ional Weather Service, Midway National Weather Service Observer's Statements TeletYJ?e-Pilot Reports National Weather Service Forecasts (Area and Tenninal Forecasts and SIGMETS) Upper Air Data Pseudo-adiabatic Charts, Peoria & Green Bay National Weather Service Briefing Statements United Air Lines Forecasts

6-A Hum.an Factors Group Chairman 1 s Factual Report 6-B Passengers Statements 6-e Flight Attendants Statements 6-D Civil Aeromedical Institute (CAMI) Reports 6-E Chicago Fire Department Operations Report 6-F United Air Lines Galley Study 6-G FAA, Office of Aviation Medicine Report: Carbon _Monoxide and elyanide Hazards~ in 'Air Transport Accidents accompanied by f'ire 7-A Structures Group Chairman's Factual Report 7-B Wreckage Distribution Chart 7-C Photographs

- 5Exhibit N~8-A 8-B

-8-c

~9-A

9-B 9-C 9-D 9-E

Power:plant Group Chairman's Factual Report Photographs Engine Bleed Air System Schematic Systems Group Chairman rs Factual Report Photographs 路 Kollsman Report on Altimeter System Kollsman Report on Air Data Computer Excer:pts f'rom B-737 Instruction Manual re: Pitot路Static System

10-A lO-B 10-C

Flight Data Recorder Specialist'~ .Factual Report Photographs of FDR and Para.meter Traces Report of FDR Examination

ll-A ll-B ll-C

Maintenance Records Group Chairman's Factual Report Excerpts from Flight Log Deferred Item Sheets

12-A

Cockpit Voice Recorder Specialist1 s Factual Report

13-A l3-B

Flight Performance Group Chairman 1 s Factual Report Automatic Radar Tracking System (ARIB) Computer Printout Aircraft Performance 1)3.ta Plot Developed f'rom. ARTS III Data. Approximate Flightpath Prof'ile as 1'eveloped f'rom ARrS III 1)3.ta and CVR Transcript Excerpts of' B-737 Certif'ication 1)3.ta

13-C 13-D 13-E

- 6 WITNESS LIST 1.

Mr. William J. Simonini

Eyewitness Chicago; Illinois

Mr. Thomas J. 0 1 Brien

Eyewitness Chicago, Illinois

Mr. Louis Stalec

Eyewitness Chicago, Illinois

Mr. Marvin E. Anderson

.Passenger; UAL FLT 553 South Holland; Illinois

ML Haro:_Ld

.Passenger; UAL FLT 553 Tinley Park; Illinois

Mr. Harold W. Green

Metcalf'

7. Mrs. Margurite

J. McCausland

.Passenger; UAL FLT 553 Park Fa.rest) Illinois Stewardess; UAL FLT 553 Reston; Virginia

Mrs. D. Jeanne Grif'f'in

Stewardess; UAL FLT 553 Silver Spring) Maryland

Mrs. Kathleen S. Duret

Stewardess, UAL FLT 553 Alexandria; Virginia

10.

Ca:ptain Arthur C. Munin

Chief') Hook & Ladder Company No. 31; Fire Department of' Chicago; Chicago; Illinois

ll.

Captain Hugh E. Mur:phy

Captain., Delta Airlines North Redding) Massachusetts

12.

Mr. Milton

13.

Mr. George W. Kipp

Executive Pilot Ft. Madison; Iowa

14.

Captain H. R. Trimble

Captain; United Air Lines Arlington) Virginia

15.

Mr. John J. Baldwin

Air Traffic Control Specialist Federal Aviation Administration O'Hare Approach Control Chicago; Illinois

Harding

Executive Pilot Vincennes; Indiana

- 7l6.

Mr. Jack E. Margotta

l 7.

Captain John C. Aasen

l8.

Captain Donald K. Holman

Assistant Chief', Midway Tower Federal Aviation Adm..inistration Chicago, Illinois Flight Training Supervisor B-737 UAL Flight Training Center Denver, Colorado Flight Manager UAL Flight Operations

Was!\ington, D. C.

l9.

Captain Bobby Câ&#x20AC;˘. Goodman

Flight Manager UAL Flight Operations Washington, D. C.

20.

Captain Louis N. DeWitt

Manager, Flight Performance B-737 Western Airlines, Inc. Los Angeles, California

21.

Mr. Robert P. Beatty

Assistant Branch Chief' National D3.ta Systems Branch National Aviation Facilities Elcperimental Center Federal AYiation Administration

22.

Mr. William K. Howell

B-737 Aerodynamics Engineer The Boeing Company Seattle, Washington

23.

Mr. Matson M. Lord

Liason Representative Service Department Pratt & Whitney Aircraft Company East Hartford, Connecticut

24. Mr. James W. Angus

Staf':f Engineer Kollsman Instrument Company Elmhurst, New York

25.

Chief', Pharmacology Biochemistry Laboratory Âˇ Civil Aeromedical Institute Federal Aviation Administration Oklahoma City, Oklahoma

Dr. Paul W. Smith

Docket No. SA 435 Exhibit No. 5L

NATIONAL TRANSPORTATION SAFE'l'Y BOABD Bureau of Aviation Safety Washington, D. C. 2059l

TELEI'YPE - PILOT REPORTS

'-;,

f,.;

tie.. ,

.. O~

~ 3e·r11~·

u.iff~~E~· ff=·~

l_-(~T Rl\A~ T\-HlJ Pl\S LYi\. } ...:

. .. .' ·

NNNN ; !

.. '

UA.

f_';P~

c'."1!~

.. I

.. i

r I l "-fJ-0/BDr

'·

DPA UA 0/CRD ffi64 LGT TO MDT RP.£ DURGO 8E1Z

ORO SP

1616

\l)Vffi3/4ZL-F 2403/004/ ;:(14RVRUov:;J+

l_ ~T

Docket No. SA 435

E:x:b.ioit No. 5M

NATIONAI1 TRANSPORTATION S.AFE'11Y BO.ARD Bureau of Aviation StLfcd;y

Washington 7 D. C.

20591

NATIONAL WEATHER SERVICE FORECASTL~ (AREA AND TERMINAL FORECASTS AND SIGMETS).

DEC 8 1S72 DCA PP 021240 13Z fRI-01Z SAT OHIO A9J GRTLK WVA MD JSL VA ~~ ~S CSTL WT~S HGTS ASL

U~L~SS

NOTE~

SY:~s. RDG OF }-{I ?~ES ALS r:STL SECS OF" FA A~·ef\ 1.,rJT'! s1.fl.Y ::-Lo :"'\:LPG 1 F"RT~!-: i• • WK LO P:1ES IN ~10 A!1E/I 1.•!JLL [:1,.1;) T':J:) OHIO \/LY P.::. ''Cf''~

DVLPS IN

S~LY

AND S?RDS NEWD.

~LO

vov

OHIO ADJ G;;'TLI\ l.• 1\/(1 hit~~.) !<10 1.rrn \ff\ OS~·!L MDT LCL ~IVY 1I'· 1 'j'':IX'.~'.) co;.J~ )C:-?SG STN 1 GZ- D?: "JC"-'S LGT OCt~L ~11JT ICJI c SPCL 0\/R NRN OHIO A~D ADJ 3RTLK.

srs:•~ET. ocsoco~.

(.1IR'.·1ET. OCNL MDT TU-:18C BL(l l?'.l :1vt?G OVf{ 0~110 ADJ s:nLK GRDL SPRD'3 ~~WD OVR WV.ti, ANi:J ~1T SECS 1 .':~:·1 ~~D t.iff.\\) \J.(\ ;\~lJ 1_,.i;i~: CMWLIN.ei:::. 0\!R MT~S OCNL ~~T TU~9C 9LO 243 IN HVYn SHVRS. OVR SA~E PREA CIG~ OC~L LESS THA~l 1 THS'.J FT VSDYS OCNL L;~s~ THAN 2 ~:r OVR o~no AJcJ 'F\TL!\ \1JIT~!

RDGS FQT assen ovq

SECS.

CLDS A'-:8 l:JX. OFIO A'.J,J IJRTLK. ovn !/ ?T~·lS ;;'(.~T C:3-'=3"'.'IJ'25'1lJ-.3Z'> IPXCP S-H •JVH 1~ 1 ·Ji~N OHIO. EL;-;1,7 OVl Ol!IO C35-5r~-·:v·~"S'.l'::J3-5Z1-I?-:'-'.C? S·- C\11 N PT~l hJIT11 :OCT9 Cl1-'.3'!<J -3F OCNL Z'""?- IP-F. SY 19?. CO~!J:; :-\C'.-'.S c12-:~1:~.\".B33'32-/Jf<' '3UT OC~H: C5-10':'J-3l\-L-r ov~ {-;LL s~~c::;. TOPS Tn ?. l 1l,,IVt>. ~-f

1_•• ;:~ ~-~D '.H 1•.rITH C'-!S

SECS

vni::-

1i!R'~

\TfJ.

C:25-.'J)'~V"'~:l'.l-1?3""'7

Z:i- OR IP- TIL /l".''iD 15Z.

CNTRL A~~ ER~ 0 T~S ~D NC SC CSTL 1.1/TRS ~ASTLY CHC C3~15~2-4R-~.

oc~~L

~'.J3S

JC VA XCP

vrrnL

Cl2-J~'F3-:~

o;·)~::c:~'."'Jo

FCH

YRN VA

D~L ~T s~cs CI5-3'1'I)V~5~-g~g4-7~iF '1lIT 1-{

CHC

oc~·~L

R-

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1 3?. 1

IC3. f''I? co:vDS f\T s~c ov~ O!-!IO 1.'l'n AND t·l:~N !:.1 Vi"1 1..JRN A"D c:·1T:-lL ~-'J NR~; v A ~~ 1 Y ? 9 G:n L Lr rs Li '.7i o v R 'J !\ "! o :-i r o :i u 11 ·3 :,: ~ ~·! s ~rn s ::: L :) 1:: To 1:: ·0 0\IR CA!.OLDJli.s. oc~lL ~·1 DT L'cL HVY ;{I'"f::/:"XD JCCICI? OVR O~-!IO :\JJ GRTLX 1.JVA 1;/R~~ ~t.) 1:J!1N Vp, GRDL DC"'8 LGT OC:-~L '.·1'.JT /\GT ~!ID)AY. ~'STLY LGT OC'.·lL ?DI ICGIC ABV LVL ELS 1·J OV}~ Ff.\ /'.l.F\EA. TURSC. OCNL ~!DT TU'.i3C 3LO !29 JIJL?G OVR OHIO ADJ GRTU( GR'Jl. SP~D3 E11!D OVR 1'JVA AN'.) '.r:T s~cs \·!~~~ ~rn 1 1,lt'\~; VA A~D \,1 •1 f.''~ CAROLJ!')AS G::::::s oc 1·:1. ~l:~T SLO 240 IN HVYR S~ 1 ·1RS O\J?. '.1T SECS. IZ-19Z SAT. RDS OF HI PR~S ~"'0VI) E 1•J!J c;.-F i\TLC SSL C~l?NT DVLPG .!>LG TT(O:;- LO ?RES r=-~~·< TO '-:PJ FUG. Ff\C)T ~:ovs S' 1 L l;!\IS ~~O\Jr; fi .'8 r:LG r:n P.S fNT '.:>RFtS Si:'.:~·.1 '.) TO 11.':\ 1·1 SLPS c;:;- APLC'.lS :JY :::~rn OF PD. CHC TRW 1.•J Of ~"TNS 0Tf~ 1 ·J C11-2/l".'2-4F O'.~'~L R- V:flL C1-TJt/:~-IJ/2f~-l7 0 1n( rv:ST AR:::?'.•

OIL'<

1 certify thaf this is a: true copy of · records at th<> National Weather SO'>rvic9

Forecast Office, Washington, D.C. (Suitland, Ma)

/.. .

. y ./_,. ,-:.

/ .:;

1'.'.·1-:.V~~~

DEC 8 1972.

•s.

l r."''="l:f'r' f'•.,• !H.-:; ! ( l '.

l-\:r'"!!c~l

•-~~· 1 •

:.-!•: f·l .~~ ... ~:

:.,11•

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t"f

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Docket No. SA-435 Exhibit No. 5Q

NATIONAL TRANSPORTATION SAFETY :BOARD Bureau o:f Aviation Sa:fety Washington, D. C. 2059l

UNITED AIR LINES FORECASTS

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UNITED AIR LINES Mailing address: P.O. Box 66100, Chicago, Illinois 60666 Phone: (312) 137-2300

January 8, 1973

Mr. Alan I. Brunstein Senior Meteorologist National Transportation Safety Board Bureau of Aviation Safety Washington, D. C. 20591 Dear Sir: Enclosed is one copy each of the following forecasts issued by United Air Lines' Weather Center for internal operational use: a.

Stonn warning No •.68 issued at 0836Z, .S Dec. 1972 and valid for the period 08/0300C to 08/1200C.

Clear Air Turbulence Forecast issued at 1218 Z, 8 Dec. 1972 and valid for the period 08/1300Z to 08/1900Z for Part I; and valid for the period 08/1900Z to 09/0lOOZ for Part II, which includes the Law Level Clear Air Turbulence Forecast.

The year 1962 sho.ving as 1972.

011

the date-time stamp is invalid and should read

Yours very truly,

Enc. cc: EXOFS -

J. D. Smith

location: Elk Grove Township, Illinois, on Roule 62, one-half mile west of Roule 83 LE 620 Rh'. f ·58 Ptinfe-d m U.S A.

Manager of Meteorology

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NATIONAL TRANSPORTATION SAFETY BOARD' Bureau of Aviation Safety Washington, D. C. 20591

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Docket No. SA 435 Exhibit No. 5H

NATIONAL 'rRAl\TGPORTATION SAFETY BOARD Butreau of Aviation Safety

Washington, D. C.

2059l

...;

INSTRlJM!ill:fr LOCATION CHART - MIDWAY

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Docket No. SA 435 Exhibit No. 5D

NATIONAL TRANSPORTATION SAFETY BOARD Bureau of Aviation Safety Washington, D. C. 2059l

. SURFAC]j WEATHER CHARTS

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Docket No. 43 5 Exhibit No. 5K

NATIONAL TRAN8PORT./\TTON U.AFF.fJ.Y. "130ARD Bureau of Aviation Gn. fl' Ly

Washington, D. C.

2059l

NATI~NAL WEATHER SERVICE OBSERVERtS STATEMENT

;

·.· .. :·, ·-f.0. U.S. DEPARTMEllT Of COMMEICE --~lanai Ocenlo ............................._. NATIONAL WEATHER SERVICE

. , WO, (Midway) I Chicago, .._:

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Oburn~ Aircraft .lccident Statement a.garding UJL 12/8/72 ! •."

The ceiling was measured utilizing the Rotating Beaa Ceilometer, located approxiaately two ailes northwest of the Weather Service Office. The ceiling waa aeUllred a:t SOO !eet, and was reported as variable from 400600 teet. The use o! a balloon to determine the ceiling 30 ainutee following the accident gave a height of Soo feet. The balloon wall carrled by the wind to the east., giving an even greater separation between ae&suring locations.

Visibility was detenlined from both the control tower and weather station uaing previous dete:nained visibility markers. Visibility was fairly constant preceeding the accident. ObaerYations were disetdnated to the control tower and airlinee by means or an ~rewriter. The last obserTation preceeding the accident va.s taken at l and transaitted by electrowriter at 13520. The obaerYation taken following the accident wae recorded at 1433 and transmitted at 1436C. Weather condition• had remained fairly stable for seYeral hours preceeding the accident. Subsequent to the accident the Tisibilty did ilrprove to tvo llilea as renected in the observation taken at 1441.C. All weather equiptaent was operational and checked for accuracy following the accident. All equipta-nt was also ti.lie checked and found accurate. The sole exception vu ~he Runw&J':/Viaual Range recorder. This wu inoperatiTe at the weather statictn due to a defective signal line between the tower and the weatheir station.

Jr~~~~ Willi• M. Hargis

cc i CRH, lCC MO WSF0 1 Chicago

ore,

Midway

I hereby certif~ that this ls an Oft!clal True copy of a National Wat-her. Service

Record.~

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NATIONAL TRANSPORTATION S.AFE'I'Y BO.itRD .~ .: ~:; -

BuTeau of Aviation Safety D. C. 路 2059l

Wa~hington,

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PORTION'. ELECTROWRITER RECOBD NAT~ONAL WEATHER SERVICE MIDWAY

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I" hereby cer1'if¥ frhat thJs ts an Offtclal. True _copy ot • Nafitone I W•1'her Service

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Docket. No. SA ~35 F.x:h:i b:I t No. '.5C1

NATION.AL TRANSPORTATION SAFETY BOABD Bureau of Aviation Safety Washington~ D. C. 20591

NATION.AL WEATHER SERVICE INSTRUMElNT CHECKS 路 CHICAGO

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NatiO!'.al Ooean1«l a.""!:d Aboo~c AG::ll:ltii:Jtntion

Reply to attfn ort

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KIC/OIC at

On this date all checks have ooan completed on the following piaees of Equ!pment ~

RCMI. 70-46 dated Dec. 28 1 1970, Dus to an aircraft aeeidant at

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eet MIC/OIC Original & 2 eopies AES l copy ET 1 aopy

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Docket No. SA

Exhibit No. 5I

NATIONAL TRANSPORTATION

SAFETY BOARD

:Bureau of Aviation Safety Washington) D. C.

20591

NATIO:l!TAL YIBATHER SERVICE AND FEDERAL AVIATION ADMJNIST~ION TOWER, VISIBILITY REFERENCE CHARTS

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Docket No. SA 435 Exhibit No. 5E

NATIONAL TRAN:IPORTATION SAFETY BOARD Bureau of Aviation Safety路 Washington, Do C. 2059l

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NATIONAL TRANSPORTATION SAFETY BOARD :Bureau of' Aviation Sa:fety Washington, D. C. 2059l

NATIONAL WEATHER SERVICE BRIEFING STM!EMENTS

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Docket,, No. SA-1~35 Exhibi i; No • 5lP

NATIONAL TRANSJ?CRTATION S.AFF.TY BOARD Bureau of Aviation Safety Washington, D. C. 2059l.

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Docket No. SA-h35 Exhibit No. '7fl

NATIONAL TRANS:FPRTATION S.AFl1TY :BOARD Bureau of' Aviat.ion Safety Washington) D. C. 2059l

WEATHER GROUP CHAIRMAN 1 S FACTUAL REPORT OF INVESTIGATION

by Alan I. Brunsi.ein

路.

Docket No.- ,SA-435 Exhibit No. 5-A

NATIONAL TRANSPORTATION SAFETY BOARD Bureau of Aviation Sa:fety Washington, D. C. 2059l

WEATHER GROUP CHAIRMAN 1 S FACTUAL BEPORr

-c.

ACCIDENT Location:

Near Chicago-Midway Airport, Chicago, Ill.

Date

December 8, 1972 (approximately l428 c.s.t.*)

Aircra:ft:

United Air Lines Boeing 737, N903lU

NTSB No.:

DCA 73-A-3

WEATHER GROUP Chairman:

Alan I. Brunstein, Senior ME路teorologist, NTSB

Member

W. B. Beckwith, Manager of Meteorology, United Air Lines

Member

Glen Louis, Chief, Air Carrier Avionics Unit, FAA, ACDO, Des Plaines, Ill.

SUMMARY

The accident site was within an area in which there was extensive low cloudiness and fog, as well as intermittent, light freezing precipitation and snow. D.

DEI'AILS OF INVESTIGATION l.

Synoptic Situation

Afternoon surface weather charts showed a relatively ill-defined low pressure area which was centered approximately l20 miles south of Midway at about the time of the accident and had been moving in a northeastward direction. That system coupled with a stationary front oriented in an east-northeast/west-northwest direction from Virginla to Arkansas was producing an extensive area of low cloudiness and intermittent areas of light freezing drizzle or light freezing rain and very light snow over northern Illinois. *

All times used are central standard based on the 24-hour clock.

DCA 73-A-3

The 850 mb. and 700 :r;o.b. charts for both 0600 and l8oo showed a general southwesterly airfJow over northern Illinois. 2.

Aviation Weather Cbservations

Following are selected surface weather obcervations :from the locai.ions and at the times indicated: Midway l200, measured 6oo feet overcast, visibility 1 mile, fog, temperature 26°F, dew point 25°F. wind ll0°, 4 knots, altimeter setting 30.05 inches, ceiling ragged, rain ended ll45, pressure falling rapidly. l300, Record Special, measured 500 overcast, 1 mile, fog, 27°F, 26°F, l 70°, 4 knots, 30.04 inches, ceiling ragged. l4oO, measured 500 overcast, 1 mile, fog, 27°F, 26°F, 260°, 6 knots, 30.05 inches, ceiling ragged.

J..!±33.,

local, measured 500 variable overcast, l mile, fog, 250°, 6 knots, 30.05 inches, ceiling 4oo variable to.600, aircraft mishap.

l.lli, Special, measured 500 variable overcast, 2 miles, fog, 24o

6 knots,

30.05 inches, ceiling 4oo variable to 600. l504, local, balloon ceiling 500 feet, overcast, 2 miles, fog, 270°, 6 knots, 30.06 inches, ceiling ragged.

ceiling measured 400 variable overcast, 3/4 mile, light :freezing drizzle, fog, 28°F, 27°F~ l4o 2 knots, 30.04 inches, Runway l4 right, Runway Vi~ual Range (RVRJ 4500 variable to 6, 000 plus, ceiling 300 variable to 500, :freezing drizzle began lll4, snow ended 112l. 0

1300, Record Special, measur ::d 4oo variable overcast, 3/4 mile, very light :freezing drizzle, fog, 28°F, 28°F, 230°, 3 knots, 30.03 inches, · Runway l4 right, RVR 6, 000 plus, ceiling 300 variable to 500. l4o4, Special, measured 500 overcast, l~ miles, light :freezing drizzle, light snow, fog, 260°, 6 knots, 30.03 inches, freezing drizzle began 14o2, ceiling ~agged. l422, Special, measured 600 overcast, l~ miles, very light :freezing drizzle, fog, 260°, 6 knots, 30.03 inches, ceiling ragged. l443, Local, measured 600 overcast, l~ miles, very light :freezing driz:zJe, fog, 28o0 • 7 knots, 30.04 inches, ceiling ragged.

DCA 73-A-3

1500, measured 600 overcast, l·~ rnJl e::) very liv,ht freezing drizzle) fog, 28°F, 28°F, 280°, 7 knots; 30. r 111 inches, ceiling ragged; freezing drizzle_began 1402, snow ended 1418. Meigs Field 1200) Record Special, parti8.l obscm:ation, measured 700 overcast) 3/4 mile, very light freezing drizzle, fog, 29°F, 27°F) 120°, 4 knots, 30.05 inches fog obscuring 6/10 of sky, pressure falling rapidly. 1300, partial obscuration, measured 400 overcast, ~mile, fog, 29°F, 28°F, 140°, 5 knots, 30.02 inches, fog obscuring 9/10 of sky, drizzle ended 1217. 1400, Record Special, partial obscuration, measured 600 overcast, l mile, fog, 30°F, 28°F, 270° 6 knots, 30.02 inches, fog, obscitring 9/10 o:f sky. 1417, Special, partial obscuration, measured 700 overcast, 2 miles, fog, 270° 8 knots, 30.02 inches, fog obscuring 8/10 of sky. 1500, measured 800 overcast) 3 miles, fog) 30°F, 27°F) 300°, 6 knots) 30.02 inches. 3.

Pilot Reports

Following are pilot reports availab:i_e via weather teletype: Entered by Du Page: 1220, Pilot reports over Indianapoli_s to over Bradford between layers at 8,ooo plus 8°C occasional light chop, C4ll. During climb off Du Page top overca::t 5, 500, light to moderate icing. Over O'Hare top overcast 6, 400 lighi. to moderate rime during descent,

BEl8.

On Du Page 1300 sequence: 30 north Midway 7,000 outside air temperature +30F, clear above, second layer to southeast. Entered by South Bend: 1309, line of snow showers 10 miles wide from Benton Harbour to Michigan City.

DCA 73-A-3

E!ritered by Du Page l5l5: During climb out of Palwaukee westbound, overcast layer base J,600, top 5, 4oo' light rime ice thru this la'.yer J 8' 000 broken above' c4o~'. Through the cooperation of the ATC and O:perations Groups, inflight weather observations were solicited from piloiswho had been near the accident area around the time of the accident. Pertinent observations will be included in the Factual report of the Operations Group Chairman. 4.

Radar Weather Observations

On the day of the accident, raciar We'3.ther eq_uipment at the National Weather Service Chicago, consisted •Jf an ll!nterprise Electronics Corp., WRlOO, Meteorological Radar, C-Band, 5.6 cm. The observation made nearest the time of the accident was at l437 and showed no echoes. The previous observation at 1335, had shown an area of light freezing dxizzle and snow, no change in intensity during the previous hours, in a direction of 76°, 75 n.m. from the antenna to 172°, 50 n.m. from the antenna, 20 miles wide, moving from 3l0°, 20 kri.ots 7 elements moving from 250°, 30 knots, maximum tops 18,ooo feet, at· ll0°, 48 miles from the antenna. 5.

Upper Air Information

a. The Midway 0610 radiosonde observation, at lower levels (below about l0,000 feet m.s.l.) showed generally stable, subfreezing, and saturated air. Except for two minor inversions, the average lapse rate was virtually isothermal. b. The Midway ll06 radiosonde observation below about l0,000 feet showed generally similar conditions except that around 6,500 feet there was a shallow layer with temperatures at or a fraction of a degree above freezing. c.

The Midway 06lO low level wind observation was as follows:

Height (thsds. ft. m.s.l.) (surface} 1 2

3 d.

Direction ( 0 True)

14o 150 150 l50

The Midway ll06 wind observation was not made.

Velocity ~kts.) 7 8 12 15

DCA 73-A-3

e. The Green Bay and Peoria 181 )0 upper wind observations were, in part, as follows : Green Bay ( 'eurf'ace)

290

1 2

2:x:i

2')5

12 11 10

24o

210 220

235

245

21 28

8 9

Âˇ260

8 9

260 250

300 305 305 300 250 245 250

10 10

Peoria (surface) 1

3 4

6 7 8 9 12

14 29 35

245

245 250

50 59

Forecasts

a. Following are pertinent :portions of the aviation area forecast (issued by the National Weather Service Forecast Office-chicago) which would have been available to the fligb.tcrew prior to departure from Washington. The forecast was issued at 0640 and was valid f'or a -12-hour period beginning at 0700. Heights above sea level unless lated. Generally high pressure early in period with gradual falling pressure from the WSW. Weak cold fT.ont with flat waves Missouri, I.ower Ohio Valley moving little and bâ&#x20AC;˘ ;coming stationary. SIGMET 1. Southern, Ill., southern Ind., Mo., Ky., local moderate or greater clear air turbulenee 25,000 to 36,000 feet also over I.ower Ohio Valley mid Mississippi Valley, Upper Great Lakes. Continue beyqnd 1300.

DCA 73-A-3

SI~ 2. Mid Mississippi Valley, Lower Ohio Valley, Upper Grt!at Lakes, moderate mixed icing :in clouds and precipitation, isolai;ed severe mixed icing in clouds and precipitation. Also over Up)?l!r Mississ~ppi Valley light to occasional moderate mixed icing in clouds and precipitation. Continue beyond l300.

Mid Mississippi Valley, Lower Ohio Valley, Mo._, Ill., Ind., ceilings 500-800 feet broken, overcast layer based at 2_,000 feet visibility l-5 miles, light freezing deizzle, light freezing rain, light snow, fog, haze. Tops l0,500-l4,ooo.... Icing. See SIG.MET 2. Freezing level Upper Mississippi Valley, Upper Great Lakes at or near surface and over mid Mississippi, Lower Ohio Valley 4,ooo-l2_,000 sloping upwards f'rom NW to SE. Turbulence.

See SIGMET l.

b. At 0855 the Weather Service Forecast Office at Chicago issued SIGMET Charlie l, valid f'rom 0855-l300 as follows: over Ill., Ind., southern Wis., southern Lake Mich., southern Lower Mich. occasional moderate or greater turbulence below l5,000 feet. Continue advisory beyond 1300. See area forecast to be issued l300 for f'urther advisories. The aviation area forecast valid at l300 contained the following SIGMETS: SIG.MET l. Over southern Wis., southern Lake Mich., southern Lower Mich., Ind., Ill., K:y., Mo., Ia., occasional moderate or greater turbulence below 20,000 feet. Continue beyond l900. SIGME!r 3. Over Wis., Mich., Upper Great Lakes, Ind., Ill., Ky., Mo., ~astern Iowa, moderate and occasionally severe mixed icing in clouds and precipitation. Continue beyond l900. c. Following a.re portion 路if' terminals forecasts issued by the Weather Service Forecast Office, Chicago at l042, valid beginning at lOOO:

ll00-2200, ceiling 500 f'eet overcast_, l mile, light freezing drizzle, light snow, fog, variable to ceiling 200 feet obscured, ~mile_, light freezing_drizzle, fog or light snow, fog. Midway _ (same forecast as for 0 1 Ha.re)

DCA 73-A-3

d. Following are :pertinent forecasts issued by United Air Lines Weather Center:

storm Warning Nr. 68, j ssued at 0236, valid from 0300-l200, for Kansas City International, Des Moines_, Cedar Rapids, Moline, Milwaukee, 0 1 Ha.re and 11idway. Expect occasional light freezing precipitation thru :period slowly decreasing from the west.

United c~Lea.:r air turbulence forecast issue at o6l8, valid fo~ l300 to ;~oo. Low level clear air turbulence produced by wind shear for the following terminals: 0 1 Hare, Midway, South Bend, Muskegon, Grand Rapids, Fort Wayne.

Weather Briefing Services

a. The Meteorologists-in-charge of both the Weather Service Foree& t Office, Washington, D.C., and the Weather Service Office at Washington National Airport have certified that their offices have no record of having briefed United Air Lines Flight #553 a .Boeing 737e ~ b. The extent of preflight weather services provided to the fligb.tcrew by the company is unknown to the undersigned â&#x20AC;˘ .-- 8.

Miscell~1eous

a. The altirneter setting devices at both Midway and 0 1 Hare were checked against a standard barometer by the National Weather Service. results were as f, )llows: Midway - l-3-73:

-.007 inches

0 'Hare - l-4-73:

+,O(ll inches

The

@h_),~~ Alan I. Brunstein Senior olo ist, NTSE a.nuary l6, l973 -

~ '\ _____../

路,

DOCKET NO. SA.-435 EXRIB IT NO. 13-F .KATIOKAL TJWISPOllTATIOlf SUETY BOAIUl

Bureau of Avia tiQll safety

W&ahington, D.

20591

UBITBD AIR -LDES, IlfC.

AllTS III DA.TA UHITED FLIGHT 553 APPIOACH TO MIDWAY

DECBKBJ!;I. 8, 1972

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UA FLT. 553 GaOURD SPE!D KTS.

TIME

G.M. T.

UA FLT.

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220

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210

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2023:25

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210

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170

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2025:25

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160

3100

2026:25

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120

2100

2027:02

GO-AIOmID GIVER TO UA 553

120

1100

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4000

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553

ALTITUDE FEET - MSL

2/23/73

Docket No. SA-435 No. 13-B

~xhibit

NATIONAL TRANSPORTATION SAFETY BOARD Bureau of Aviation Safety Washington, D. C.

AUTOMATED . RADAR TERMINAL路 SYSTEM (ARTS-3) COMPUTER PRINTOUT

UNITED AIR LINES FLIGHT 553 DECEMBER 8, 1972 I

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Docket No. SA-435 Exhibit No. 13-C NATIONAL TRANSPORTATION SAFETY BOARD

Bureau of Aviation Safety Washington, D. C.

ffiRFORMANCE DATA PLOT DEVELOPED FROM ARTS -.3 INFORMATION

UNITED AIR LINES FLIGHT 553 DECEMBER 8, 1972

Docket No. SA-435 Exhibit No. 13-D NATIONAL TRANSroRTATION SAFETY BOARD

Bureau of Aviation Safety Washington, D. C.

APPROXIMATE FLIGHT PATH PROFILE DEVELOIBD FROM ARTS-3 INFORMATION AND TIME . CORRELATED TO COCKPIT VOICE RECORDER TRANSCRIPT

UNITED AIR LINES FLIGHT 553 DECEMBER 8, 1972 :,f路'

;..I

NATIONAL TRA:r:rSPORTATION SAFETY BOARD

Bureau of Aviation Safety Washington, D. C.

EXCERPrS FROM BOEING 737 CERTIFICATION, DATA

TABLE 1-1 '<;-- )

~路

FAR 25 REGULATION CHECKLIST FAR 25

Sub,ject

Substantiation

25.1093(0)

Induction System Anti-Icing

Ahalysis D6-17728 & Flight Tests D6-lo666

25 .1309(a) (b) (c) (l) (3c)

Equip. System Installations Essential Loads .with Engine Out Conrl.itions

Ana'.!.ysis D6-17728 & Flight Tests D6-1o666 路

25.1323(e)

Airs~

Indicator System (Heated Pitot-Static Tube)

25.1325(b)

Static Pressu+e Systems (Exposure to Icing Cond.)

Vendpr Iteru-Qua.ll!ied to FAA Te.chnic!!.l Stantard Order Cl6, Hefer,nice 24. Similarity With 707 & 727 Aircraft & Operation During Flight Test P.cogram.

25.1419(a) (b)

Ice Protection Operational An.alysis Laboratory Tests Dry Air Flight Tests Natural Icing Flight Tests Power Plant Icing

(c~~l) c) ( 2) 4) d)

.Analysis J.:6-J.7728 Lab Tei:;ts T6-5007 * Flight Tests D6-1o666

*Data frorn T6-5007 is also included in this document under. Lab Testing.

{ .... _i

REY SYM

~Ll.~,,,Ai'~

!No, PAGE

D6-1T{2D

1.4 6-7000

3•

SYST&r DESC}.UPUON The :following ta;bulation summarizes the t~ and :meana of protection

'---'

provided :for the surfaces of the 737 which are subject to i.c.ing or fogging.

A diagram sr1owi11g the protected surfaces is given in Fie-. 3-l

TABLE 3-1

Wing

SUBSYSTn.t

PR.orECTION ~

MEANS OF PRorECTI~ OR HEAT SOURCE

Leadir,g Ed.ge Slat

Anti-Icing

Air Conditioning SUpply Mani fold

(eighth stage or high pressure bleed air) Engines

Cowl Leading Edge

Anti-Icing

High Pressure Compressor Bleed· Air Mixed With Engine Inlet Airflow

Inlet Guide Vanes Nose Dome and Pt 2 Probe

Anti-Icing

Eighth Stage Compressor Bleed Air

Empennage

None

Windshields

No. l and Ho. 2 No. 4 and No. '.i

Ho. 3 W;ndows

I'assenecr

& Pitot Static Tubes Stall Warning Senso1~

n0n1?

All

l\nt: -Ic l.ng

!'!lee tr ical

Anti.-iclne

Electr>!al

None Anti-Icing

None

Fuel Tank Vent

None

Auxiliary Power Un.Lt (APU)

None

Electrical

Hone

A.i.r Condit iOnil.1(:, Ram Air Scoop

REV 5YM

Electrica.l

None

Total TCll\]?erature Probe

~ [t>

.Electrical

@> @>

Static Ports

:bU.Sela.ge (~done)

Anti-Icing anrl Antl-F1?5g lnP, Jtnti.-Focginc;

All systems wh i.ch provide.. ant :-icin;:; a:re also capable of clekinc. Component is deslgnerl to 9revent cr"Ltlcal l.ce (or fog) formation. Not required baserl. on service e~~per ience and fl Lglit tests.

BDEIAl'D

No.J::6-l772/:0 PAGE

3.l

. --)--

Natural Icing Flight Tests Description NU111erous flights, aa shO'Wn in Reference 20, were conducted on airplane PA002 in search of icing conditions sufficient to demon1'trate the model 737 airplane ice protection systems performance. During flightâ&#x20AC;˘ 25-6, 25-16, 25-22, and 25-30, sufficient icing conditions were encountered and are discussed herein.

These flights

were conducted off the coasta.o! Califoniia, Oregon, and Washington. The results of these tests are diacuaaed in Sections 38.l through 38.8.

37 .1

Flight 25-6 Mostly cu:mulua type clouds were encountered at altitudes between 9,000 to 101 500 ft and ambient air temperature of 10 F during flight 25-6.

The liquid water content and icing rates aa

detenrlned from the N.ACA rate meter -were considered as light to moderate icing conditions.

Viau.al observations and cloud droplet

aamplea indicated small drops 12 to 15 microns in diameter.

Repeated

penetrations of the icing clouds were made until one to 1-1/2 inches of moetly rime ice had accumulated on the wing !llld empennage leading edges.

The airplane was flown into clear air to obtain photographs

of the ice accretion.

The airplane handling characteristics -were

deJllO!lstrated vi th this ice on the surfaces.

The wing vas then de -iced

to check the wing ice protection system de-icing capabilities. The nul!iber one engine anti-icing l!lyatem we.a turned o'ff periodically to allow up to 1/2 inch of ice to build up on the cowl lip.

The engine

"'0

.REV SYM

HOE,N&

NO.

D6-17728 37.l

PAGE

6Âˇ7000

re sponu v:'..t11- L:e accretion on the inlet was checked.

The engine

inlet Yaa then de-iced and the effect on engine performance o! ice Bhedding '1aa checked.

The airpilne

'WaB

taken to 22, 000 tt

altitude after which a descent to 5,000 ft altitude was made to demonstrate the ice shedding trom the empennage.

37.2

Flight 25-16 Light to moderate icing conditions "Were encountered during !light 25-16 at altitudes from 8,000 to 17,000 feet

temperatures of -6 to 10 F.

ambient

e.nd

The ave~e liquid "Water content

for a four-minute icing encounter vaa â&#x20AC;˘ 39

GM/M3

as determined.

from the AACA icing rate meter (aae :Figure 38-l).

Tbe anti-icing

system.8 -were turned on and system perfonu.nce data "Were obtained.

A continued search was made for more severe icing conditions by flying into cUJIUlus clouds over the Olympic Mounts.ins.

Alternate

conditiais of hea'fY rain and snow were encountered but "With very little supercooled water.

During prolonged operation in these con-

ditions the pilot's and tir1lt officer's aira:peed indication malfunctioned.

Thia occurred at 16,500 ft altitude and returned to

normal after descending to 121 600 ft altitude.

37.3

Flight 25-22 Light icing condition5 were encountered during flight 25-22.

The

icing rate aa measured by the NACA rate meter and equivalent

"' "'"

REV SYM

.HD.EhV&

No-D6-17728 PAGE 37.2

liquid water 路content are shown in Figure 38-2. ~ncounter

of 3 F.

'r.1e

ici~

vas at 15, 300 ft altitude "With an ambient temperature Cloud droplet samples "Were taken and a typical sample

is shown in Figure 38-3.

路rhe lee protection systems vere

turned on and system performance data were obtained for the icing duration shown in Figure 38-2.

37.4

Flight 25-30 After repeated searches for severe icing conditions during daylight flights, it "Was decided to prepare the airplane for a 24-hour standby.

The airplane was equipped with lights for possible

night photographing of ice accretion.

During flight 25-30, which

was conducted at night, severe icing conditions "Were encountered. The first icing encounter occurred in cumulus clouds, at 10, 000 ft altitude and an ambient temperature of -6 F. circled several times through the condition at

The airplane

'o'ae

229 knots true

airspeed with the wing, No. 2 engine, and other anti-icing systems on.

The average li~uid water content was .76 GM/~ and

a maximum LWC of 1.87 GM/M' over a 5-1/2 minute duration of the icing encounter.

These values were determined from the icing

rate meter and are sh0>1n in Figure 38-5.

Figure 38-路4 presents a cloud

droplet sample taken during the encounter and indicates an average drop di&llleter of 13 microns.

The pitot-static probes

froze during the initial portion of the first icing encounter, because the heat was inadvertently

le~

off.

The probes de-iced

in less than two minutes after the heat waa turned on. 0

"'...

"' .;:

REV SYM

.BDE-'.NC

No.])6-17728

PAGE

. 37 3

The e:econd .!.c;;.·.::g enco1.l:lkr of flight 25-30 occurred at 8, 000 ft altitude and

runrient ten..pere.ture of 5.0 }'.

&'1

water conten~ for a .31 GH/M3 with

The average liq_uid

6.5 minute period. in this icing condition was

ma:.d.mum of 1.20

The cloud aver&£e droplet size

GM/W

~as

as sh=n in Figure 313-6.

11 microns in diameter which

is show:i in Figure 38-4.

The NACA icing rate meter indicated an aven.ge icing rate of .21

inches per minute for the first icing encounter of flight 25-3f,

which agreed with visual observations of the ice build-up rates. Ice accretions on the windshield viper posts, inboard wing,

wi~g

mounted C&JDen., and periodically the No. l engine cowl vere used tor visual observations of ice build-up rates.

A photograph of

the ice accretion on the back of the wing mounted camer& is shovn in Figure 38-8.

This ice thickness is 1.1 to 1.5 inches and

represents the total ice accretion during tue first icing encounter Of flight 25-30.

Ice Protection Systems Performance The ice protection systems performance during the 737 natural

icing flight tests is discussed in the following paragraph•'

38.1

The wing ice protection system was demonstrated both as an antiicing and de-icing system.

During flight test 25-6 the system vas

demonatra.ted as a de-icing system.

The airplane was flown through

icing clouds until approximately 1-1/2 inches of rime ice accreted a

" REY SYM

BD.E.FN&

~o. D6-l 7728 PAGE

"":{8_ 1

on the wing laading edges aa shown in Figure

313-8.

This ice shed

tree the heated leading edge ala.ta surfaces Yithin t'Wo minutes after the sy11tea vaa turned on.

'l'be surface temperature prot'ile

at slat Sta. 350 is shown in Figure 38-9 for the de-icing run.

Thia ice accretion on the slat and other unheated aurfacea of the Ying bad no apparent effect on airplane handling characteri•tica.

The wing system was operated as an anti-icing system on flights 25-16,

25-22, and 25-30.

During anti-icing operation no ice or runback

ice occurred on ~ of the heated surfaces.

The system performance

during the light icing encounter ot' flight 25-22 is shown in Figure 3 8-2.

The wing anti-icing system pert'ormance during flight 25-16 is

presented in Figures 38-1 and )8-12.

GM;J,f3 <>1/W aa

content during this flight was .39 encounter vith a icing rate meter.

lllEiXimum

of .68

The average liquid Yater

over a !'our-minute icing determined from the NACA

This icing condition is considered to be a

moderate icing encounter and is equivalent to FAR,part 25,continuou.s maximum conditions.

D8ta for the slat surface temperature

profile (Figure 38-12) was taken at the .68 water content point.

GM/W

maximum liquid

No runback ice vas observed on any portion

of the heated 51.&ts during this test.

Figures 3 8-5, -6, -13, and -14 give the 11ing anti-icing syste11 c..

performance during flight 25-30.

The average LWC Yas • 76 GM/M3

L...._ _ _ _ _ _ _ _ ._ · - - - - - - - - - - - · - - - - - - - - - - - - - - -

REV SYM

HDE.hV&

INO.D6-17728 PAGE

38. 2 6~7000

with a ma.xi~ of 1.87

GMM

the fir:11t icing encounter.

over a 5-1/2 minute period during With an average drop diaireter of

12 microna a.nd an ambient temperature of -5 F this condition ia con81dered a15 a heavy icing encounter ( aee Figures 38-10 and 38-11) and it

ex~s

the FAR, part 25, continUOUI! maximum icing cloud.

The te~rature profile shown at Irig time 15.32.48 in Figure 38-13 represents the syatem performance during this 1llaXimum icing encounter.

Alao presented for compariaon is an equivalent icing

tunnel test condition which shows that the actual system performance i8 generally better tbAn that predicted by theoretical an.alyais and tunnel test data.

A smal.1 amount ot runback ice was observed on

the slat upper aurfa.ce 5-1/2 inches att of the heated area.

The second icing encounter o:t 25-30 was a. moderate icing condition with a.n average LWC o:t .31 GM/M3 as shown in l"igures 38-6 and

38-10.

The airplane waa flown into this encounter 1iith the

ala.ta extended at 208 knots true air speed and normal holding powers.

The surface temperatures at slat Sta. 77 and 350 are shown

in Figure 38-14.

Approximately 1/8 inch thick runback ice was

observed on the slat shown in Figure

38-7.

u~r

sur:tace aft of the heated area as

The flight was conducted at night in conditions

not favorable for good photographic coverage.

The

727 outboard slat

surface tel!!Peraturea for an equivalent icing condition are included for cm12parison, a.Di show that the 737 wing ice protection system performe.nce is equal to or better than th&t of the 727 airplane.

REY SYM

HDEfN&

NO.

D6-1TI28 38.3

PAGE

6-7000

38.2

Engine and Engine Inlet

The engine ice protection system performance

the

llaJlle

icing conditions as those described in the above wing

section diacussion and

is preaented in Figures

38-2, -5, -6, -15,

-16, and -17.

During !lights 25-6 and 25-16, the No. 1 engine anti-icing

Y&ll

turned of! occaaionally and up to 1/2 inch thick rime ice was allowed to build up on the engine inlet cowl.

The engine response

and performance were checked with thia ice accretion before the heat wa. turned on.

Figures 38-18 and 38-19 show the ice accretion

and ice shedding into the inlet during the Q.e-icing runs.

There

was no apparent effect on engine response and performance.

objectionable 1urging loaa of engine thrust or engine dB.J11age vas experienced during ice shedding.

several occasions

a light surge occurred as the ice entered the engine.

There wu no apparent ice or runback ice on the cowl leading edge, inlet guide vanes, or noae dome during anti-icing system operation.

The system performance in the moderate and heayy

icing encounten is shown in Figure 38-15.

The 7Zf cCNl surface

temperatures for an equivalent heavy icing condition are shovn for compariaon.

The

731 performance in l!lOd.era te icing conditions

is compared to that of the

127 cowl in Figure 38-16.

The system

performance in the light icing condition of !light 25-22 ia shown compared to the 7Zf system performance in an equivalent icing

~.:

:, I

< ~----

------

REV SYM

------- -路 -------- ------BDEhVC

INo.r:6-1TI28 _ 1路

.\1.$-

-....

condition in Figu:re 38-17. show that the 737

engin~

The natural icing !light te•t data

ice protection •ystem performance is

equivalent to or better than the 727 engine perrormance.

~indshielda

38.3

The 737 vindahield &nti-icing

ay•tem performance vaa demon•trated

throughout -the 737 !light tea-t program.

The heated areas vere

aatis!acilorily anti-iced and anti-togged during all the icing !1ight8.

A a..11 amount of ice accretion vu observed in the

cornerl! o! the pilot and copilot JJo. l vindahield a.s ahown in Figure

3B.4

38-20.

Auxiliary Pover Unit (APU) Operation in Icing Condition• The APU operation, with an electrical load applied, vaa demonstrated during all the natural icing !light test• conducted on the 737-130 There was no indication of any changes in APU perf'ormance

airplane.

during these !lights.

During !light 25-6, when ice acc1.lllllllated greater than 1.0 inch

thick on the unheated portions of the wing and em:pennage, 1/4 to ., 3/8 inches o! r1Ille ice accumul.ated on the center portion or the APJ inlet scoop lip.

The illlpingement area was lees than 50

percent or the acoop lip width

a•

shown in Figure 3C-21.

There

vaa no reduction in inlet area caused by this ice accretion as i

shown in

i ii

dition

~gure

Walil

38-22.

During !light 25-30 a •evere icing con-

encountered which resulted in 1.5 to 2.0 inches o!

REV SYM

BOEING \ No.D6-17728 PAGE

38. 5

ice accumulation on the unheated portions of the airplane. APU torque box plenum

pres~cL.-e

The

was measured and it relll8.ined

constant, except for normal pressure fluctlli'!tions with airplane .:nach number, throug..1-iout all the flights in icing conditions. Figure 38 -23 shows the APU torque box plenum pressure during and after the severe icing condition encountered in Flight 2)-30. APU exhaust gas temperature

~as

monitored during all icing

The

flights

and it remained unaffected as observed by the FAA pilots H. Joines and R. Ul!l.

The maximum ice accretion on the unheated portions of the 737 airfoils considered for airplane hAndling evalUAtion is a nominal three-inch ice thickness calculated during a holding flight condition for 30 to 45 minutes in continuous maximum icing condi tiona.

The one to 1-1/2 inches ice accumulation on the wing and

empe~e

was approximately half of this maximum ice thickness.

Applying the same factor to the APU ice accumulation

flight 25-6

and adjWJting for gla~e icing conditions, the maximum ice thickness on the APU lip would be appro:ximately 3/4 of an inch, as shCNn in Figure 38-22.

This ice accretion "1ill not restrict the inlet scoop

flow area below the throat area, connquently, it will not affect APU operation or associated 40 KVA generator operation.

Perlormance of the APU NACA submerged inlet scoop as a !unction of inlet throat area blockage is shown in Figure 38-24.

The Boeing

737 inlet scoop throat area is slightly larger tb4n the optimum 0

NACA inflight design specification.

by the rise in preuure recovery uen in Figure 38-24 'ilith appN:xi-

REY SYM

This characteristic is evidenced

C PAGE

38.6

&.70.00

The

737 empen.nage does not have an ice protection system.

Air-

plane handling characteristics vere evaluated after up to 1-1/2

inch thick rime ice cap had

:!.CCUlllulated

on the wing and empennage

airfoil surface, as shown in Figure 38-21, during flight 25-6. Ice shedding !rem the horizontal stabilizer waa demonstrated when the airplane vas descended from 22,000 ft altitude to 5,000 ft. All the ice had shed· .from the stabili:r;er in •ma.11 pieces before the airplane reached 5,000 ft altitude.

During flight test 25-30

the airplane hand.ling characteristic• were evaluated with 1-1/2 to 2.0 inches ice thickness on the unheated wing and e:mpennage leading edge surfaces.

In addition, airplane handling and atability

cb.aracteriatics have been deteI"ll.ined vith three-inch thick simulated ice formation. attached to the uilheated inboard ving

and empenna.ge airfoil leading edges (Reference 25).

Both the

natural icing and silllllated icing !light testing have shown that the 737 airplane can be operated safely without a.n

e~nna.ge

ice

protection aystem.

38.6

Unprotected Coa:ponents Ice accretion on unprotected components such

a•

the air conditioning

ram air scoop, radome, and windshield vipers had no noticeable effect on aystem performance involving these components.

II I

photograph of ice accretion on the air conditioning ram air scoop, inboard vind landing light and Krueger flap& during flight test 25-6 is shown in Figure 38-25.

Some ice wu observed on the rs.dome

~l__~~~~--~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~_J REV SYM

.BO.EI.NC

INO. DEi-17728 PAGE 38. 7

6·7000

&f'ter 11.nding subsequÂŤllt to _,evera.l of the n&tu:ral icing flights. This a.ccretion bad no appe.rent a.f:fect on ra.dome perfoniance.

detr:iJa8nta.l effects vara noted :t'!"om the ice which shed trom the

unprotected ccmponents.

38.7

Pitot-Static Probes During flight 25-16 a loas of pilot's a.nd :first orf'icer' s a.irspeed indication

"lolll.S

experienced.

The incident occurred &tter prolonged

operation in alternate conditions of he&vy rain, snov, a.nd below l"reezi:ng temperatures 1'hile ~ing thro~ cumulus clouds.

How-

eTI:r, the a.irspeed imlie&tions râ&#x20AC;˘turned to no:rm&.l a.tter descendillf\

lUl

altitude of 12,6oo feet where the total a.ir temperature

W"as

15 F. I I I

An investiga.tion of the cause of this a.irspeed indica.tion mal:function

"W11.a tra.ced to ice plugging of the tota.l press~ aense line in the pitot-sta.tic probes.

After prolonged. flight in hea.vy precipita.tion,

auf'f'icient W"ater accumula.ted in the total pressure sense line which resulted. in total blockage when the l>'ater :froze during flight in clear a.ir.

Subsequent l&bor&tory a.nd flight testing with in:itru-

mented probes substa.ntated that the unheated portion ot the total pre.ssure sense line in the probe base is

potential cold spot.

The vendor, Rosemount Engineering Com:pe.ny, is redesigning the pitot-

sta.tic probes to provide additiona.l h..a.ting o:f the tota.l pressure sense line near the probe base.

These pitot-sta.tic probes, Fart

L : e r l0-61458-3 (Vendor P/H 85M.E-4) will be in.stalled on all

737 Airplanes prior to customer deli very.

ce t bas been coordine.ted..with FAA's Western Region

.REV SYM

The redesign.ct probe con-

"""'-........_"-"-.__~~~~-.J

c 6-7000

Conclu.siona

Ground and flight te~t data ahows that all ice protection ayetem.ll can ba operated without affecting th& aatety or structural integrity of the airplane.

Natu:ral icing flight test data corroborates dry air and icing tunnel data.

It was demonatra.ted. that the 737 airplane control and safety are unaffected by ice formations on the unprotected areas.

4. The natural icing flight teste de1110nstrated that the engine can ingest considerable a.mount• of ice without reduction in engine performance.

5. It was demonstrated that adequate windshield clearance

dre&

could be provided by the pnetllllatic anti-fog system to safely operate the 737 airplane in the event of a No. 1 or No. 2 windahield electrical heating ayatem failure.

It is concluded that these flight testa together with the analysis and icing tunnel test have demonstrated that all ice protection

systems meet FAR,Part 25, requirements for safe flight through severe icing conditions.

<•

l.-----·-----·------------ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - '

REV SYM

.HOE/NC

NO,

D6-l7728

PAGE

路 1e"

42.3

Improved Pi.tot-Static Probes Pitot sense line freezing was experienced on the original

10-61458-3 pitot-static probes during one of the 737 natural icing flight test demonstrations (see Section 38.7); consequently, the probe has been modified to incorporate changes which will increase pitot sense line heating.

Also, other design changes

have been made to improve the pitot-static performance.

Informa-

tion and performance data pertaining to the improved probes were

submitted for the FAA approval in References 37 through the modifications were being incorporated.

The FAA requested

that the information also be included in this document. The pitot-static probe modifications and anti-icing performance arc prE:ser,ted belov1 for each new Boelnes part numbe.r.

Part Number 10-61458-3 (Rosemount P/N 856AE-4) This is the original pitot-static probe installed on production 737 airplanes (See Ref. 37).

A~er the pitot

sense line freezing incident it was redesigned to improve the heating capability by; a) rerouting the heating element to maintain contact with the pitot sense line at the probe base and, b) incorporating provisions to reduce the heat conduction from the pitot sense line into the probe base. The improved -3 probe pitot sense line heating performance is shown in Figure 42-4.

The improved -3 probe was :t'urther

modified by Boeing by the installation of a silicone rubber

boot on the probe mast as an inter:im fix.

The boot. was

bonded to the base and lower mast up to one inch from the j. ~IL__~~~~~~~~~~~~~--~~~-~~

REV SYM

DOE/At'&

~o. PAGE

Do-17728 42.6

base.

The boot limited the heat loss from the probe in this

area causing a higher

~emperature

of the total pressure sense

line y.rithout effecting the anti-icing of the probe tip.

The

addition of the boot adds 25 to 30Â°F to the sense line temperature rise at the probe base.

The sense line temperature profile

in the mast was then nearly constant at 70Â°F above total air temperature; see Ref. 38. 2.

Part Number 10-61458-4 (Rosemount P/N 856AE-5) The l0-61458-4 probe is the improved -3 modified by the addition. of two extra sen.sine; holes added for the 8 (auxiliary) static system; see Ref. 39.

This modification

was initiated to provide improved accuracy readout for the 737 customers having electro-pneumatic altimeters.

The

extra sensing holes will reduce the difference in pressure between 81 (basic flight instrument system) and 82 (auxil~ary system) that exists when the probe is installed on the 737-200 airplanes. The -4 probe anti-icing capability is identical to that of the -3 probe shown in Figure 42-4. 3.

Part Number 10-61458-7 (Rosemount P/N 856AE-7) The 10-61458-7 probe has the latest Rosemount Engineering Company's improved heater configuration installed (!lee Ref. 39). a)

The improved configuration includes: Isolation of the pitot sense line from the probe base by means of an isolating washer.

~t__~~~--~~~~~~~~~~~~~~~__J REV SYM

HOE/At'&

Nâ&#x20AC;˘).

PAGE

D6-.l7723 42.7

.r~

~vi.--------------, b) Increased heater power consumption from 30 watts to

45 watts; and c) Rerouting of tl'e heater e::..ement to obtain better heating of the sense line in the probe mast and base area. These modifications have resulted in a substantial increase of the :pi.tot sense line temperatures as verified by Rosemount icing

tunnel

tests

which were initiated by the

vendor to meet Boeing revised l0-61458 specifications.

The -7

probe anti-icing capability is equivalent to, or better than, that of the -3 probe with the Boeing rubber boot installed. The -3 probe is being replaced by the -7 probe.

Part Number 10-61458-8 (Rosemount P/N 856AE-8) '.l'he .L0-6.L458-6 prooe is a modi!"ied.

-路r with two add.i tiona.L static

sensing hd.es incorporated as described in item 2 above.

These

probes will be used on the 737-200 airplanes to comply with customer static pressure sensing requirements. The -8 probe anti-icing capability is identical to that of the -7 probe. The tlrain hole location on the pitot static probes was changed to provide better drainage with a nose up attitude of the airplane. The "old" location is used on all -3 probes and early -7 probes installed on the 737-100 and 737-200 airplanes. is used .on all -8 probes installed on the

The "new" location

737-200 airplanes and

later -7 probes installed on the 737-100 airplanes.

the drain hole locations was submitted to the FAA in Ref. 40 letter.

A drawing of

L-~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~-~~~~~~~~

REY SYM

HLl'Ef..t'YC

>IC. PAGE

D6-:!.. 772B 1+2.8

.. Âˇ

NOTE:

1) The improved 10-6J45B-3 probe without the Boeing boot installed shoUld not be used on the 737 airplanes. 2) The 10-6~4~8-4 probe is discontinued.

This part number

was originated to allow for the improved -3 production probes to be modified f~r static sensing compensationo The -8 probe replaces the -4 probe â&#x20AC;˘.

REY SYM

D6-17722

b -r

\ ;;

i ~

-~ ~ I\)

f--'

w'~o~ ~----~---~-~~~---------:----n\

r--

/I\ \

I~ ti

'\ \

I ~\ \~ ~

-~, V~L.~1:0

rAOC-.

~_.J ~

MACl•«nu/Al .. $P'f;E0

ALTI«T!:"

&ilirAHI ALTrMlTE"

Dll'l't:REMTIAL

------l'ITOT - - - - - - f"llU T OfTICER' ~ ST.(l'IC -2nd AUX STATIC

- - - - - - 1st AUX STATIC

----------- -·ALTE .. HATE STATIC

it'

·~

~ ~ .f="I:.., ~ ::j

OfU.IH @) l'lTTIHG

:l~'t- ~ - -_r-:@

Vl"l"Vt

~I 0z >

_____ _

r.::-1,. C P'llESSUM:

LOWEA

Wczj 1'1.IGHT "ECOllOE"

-------CA,.TAitfS SU.TIC

•'I

~CON~O

BM•~tRSPEEO SWITQf

;

fA1>21Alll O!TA tK>. 1

PITOT STATIC SYSTEM

~l"llCNIStQp.IS

FOR

~ _JAIR OATA HO 2

~;.-! ~路

-路-.....

)

(

FIGURE 42-2

a<(

REY SYM

.BOE/NC

NO.

D6-l

PAGE

42.4

5-7000

SUHMARY Handling qualities of the 737-100 series airplane with simulated ice shapes installed on the unheated leading edge portions of the wing and empennage were investigated for FAA certification. Testing was conducted to show compliance with FAR 25.1419 and TTA CT113'.J\.IE-D. TC>st conditions were flown to demonstrate satisfactory hlgh speed handling characteristics, maneuverability and stall characteristics. The results of the ice shapes testing satisfy the above certification regulations.

INTRODUCTION The 737-100 series airplane, N73700, was test flown at forward and aft C.G. positions to satisfy .the intent of References (a) and (b) by demonstrating that no serious degradation of airplane characteristics exis.t with ice build .ups on the unheated leading edge portions of the wing and empennage. The ice shapes dimensioning and placement were determined as described in Reference (c). The ice shapes were photographed as installed on the airplane surfaces and are shown on Pages 27 through 3l . Two ice shapes configurations were necessary to complete the testing. Different wing ice shapes configurations were required for the flaps up testing and the flaps down testing. The maximum ice build up configuration (Page 28 ) made it impossible to lower the Krueger flaps; therefore, all flaps down tested was conducted with a different configuration (Page29). The testing conducted is summarized in Table I on Pages6i7, and is outlined below. The high speed handling characteristics and maneuverability were evaluated by banking the airplane in both directions with 0 and 10 flaps. Roll response was also eval~ated. Full stalls were conducted with flaps 0, 15 and 40 at both forward and aft C.G. positions. Stalls were initiated from 1.4 Vs trim speed at idle powe.!路. Steady sideslips were conducted to maximum rudder deflection, both right and le.ft, with flaps 40. Sudden heading changes were evaluated into and away from an inoperative engine with 15 flaps. Lateral control was used to keep the wings level. Approach stability was investigated with flaps 15, landing gear up, at aft C.G. to demonstrate that no serious degradation of longitudinal stability 0

due to ice build up exists.

"' "'

Trim characteristics with ice shapes installed were evaluated.

0 <L_~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

REV SYM

DDEI.N&

NO.

Db-1066 7

PAGC:

Sec. 1.35.051

Tests 'Were conducted by FAA pilots, <. D. Melton and E. E. Sutherland, ancl Boeing pilot, B. S. Wygle, at Hoeing Field, Seattle, Washington.

The test airplane was a Model 737-lJO, Airplane N73700, in production aerodynamic configuration as described in Reference (d) 'With ice shapes installed as called out by Reference (e). INSTRUMENTATION AND DATA REDUCTION Frequency Modulation (Fi-!), Pulse Code Modulation (PCH) and Pulse Duration Modulation (PDH) magnetic tape systems were used to record test data, see Reference (f). These data are contained in Reference (g). Manual notes were taken to supplement the tape recorded data and are filed in Reference (h). Time history plotted data contained in this report were recorded and plotted at a rate of 2.5 samples per second for the PDM and PCM data. F~! data were recorded continuously and plotted at a rate of 5 samples per second. The IMB 7094 and 360 computers were used to process ra'W data into calibraced and computed data. The computer programs used are substantiated in Reference (i). RESULTS

A.~D

DISCUSSION

.!!_.j,g_h_S.:e..e~_d_H_<!_P,iling Characteristics

General handling characteristics were evaluated by conducting rollinQ maneuvers in both directions. Bank angles of approximately +45 de~rees were reached. Test conditions were investigated at N.84 and 355 KIAS at altituces of 30,000 feet and 10,700 feet respectively. Testing was conducted at a forward CG position with flaps retracted. Test data are shown on Pages 8 through 10. No unacceptable degradation of handling characteristics with ice shapes installed was noted. ~a~e~v~r1!_b.:!:_l:!:_ty

Maneuverability was evaluated in steep banked turns, and also be perfornin~ a go-around maneuver. The go-around maneuver was conducted by retractin~ the flaps from position 40 to 2 while simultaneously applying power. Maneuverability was investigated with flap positions of 0 and 10 for s~eeds of 270 KIAS at 15,300 feet and 1.3 V5 respectively. Test data are sho路~-ri on P~ges 11, 12 and 13. The ice shapes had no unacceptable effects on the airplane maneuverabi!.~ty. I.r..f.m_ Cl:_aI_a.s_t~r_!_s.!'._i拢S Trim characteristics with ice shapes installed were evaluated concurrently with conditions covered in Reference (j). Sufficient stabilizer tri~ capability exists to ~anually trin the airplane at 1.4 Vs with flnps ~J. idle power and a forw;ird C.G. position. Test results were satisfactoc1. Test da.~_a_a!_a_f'_,h_o_,,,_路c_.-~n ._P_a-';;'-e_7_.___________________ REV SYM

LiTLTEf/VC

NO.

D(;-)i;f,-,/

-------+-------PAGE Sec. 1.35.051 3

RESULTS AXD DISCUSSION

(Continued)

Idle power stalls were conducted at 0, .15 nn<l 40 flap positions. ThC' airplane 'NaSI trimmed at approximately 1. 4 V8 for all st.alls. Stall entry rate> approximately 1 knot/s<!cond were u,;cd for the <;talls. Hoth forward and aft C.G. positions were investigaced for the above flap settings. lnitial buffet with ice shapes installed was noted at speeds higher than those noted W'ith no ice shapes installed. The stall warning system "'as active and satisfactory for the conditions performed. Stall characteristics were satisfactory with no discernible rolling tendencies. Time history scall plots are shown on Pages 14 through 25 •

a[! ·

Control forces were evaluated at aftC.G. during steady sideslips with a flap setting of 40. Sideslips were conducted both right and left by trimming at l.J Vs and then applying rudder increments of approximately +22 degrees. Approximate sideslip ~p's of ±3.5 inches H2 0 were obtained. The airplane was released from the sideslips and allowed to return to trim. The stability characteristics were described as being "satisfactory.''

Sudden heading changes of approximately 15 degrees away from and into the inoperative number 2 engine were conducted with 15 flaps. The airplane was trimmed at 1.4 Vs and a gross weight of 90,000 pounds. Aileron control was used to keep the wings level during the maneuvers. The heading changes were obtained for rudder inputs of 9.5 and -17 degrees. Directional control was satisfactory.

Approach stability with ice shapes installed was evaluated at an aft C.G. position. The airplane was trimmed at 1.4 Vs W'ith a flap setting of 15 and gear up. The airplane gross weight was approximately 90,000 pounds. Testing was conducted by slowing to 1.1 Vs and accelerating to VFE frnm the trim speed using elevator control only. The test results presented on Page 26 show that positive stability exists.

CONCLUSIONS The stall characteristics were normal and acceptable for all of the conJitions investigated. Sufficient elevator control is available to cunduct full stalls and the stall warning system provides adequate warning with ice shapes installed. 0

The sideslip maneuvers and sudden heading changes were satisfactory the ice shapes installed.

wit~

<'--~~~~~~~~~~~~~~~~~~~~~~~~~~--~~~~~~~~~~~~~~~~--'

REY SYM

eoEnvc I,,oD6-l066 7 Sec. 1.35.051

\PAGE

6-?IJC:)

CONCLUSIONS

(Continued)

Approac1;i stability is satisfactory. and acceptable. :;:

:'he stabil,ity curve slope vas positive

The airplane maneuverability and high speed handling qualities were acceptable during the simulated ice testin~. The airplane trim characteristics with ice shap~s installed vere satisfactory.

,..

The test results presented in this report accomplish the intent of FAR 25.1419 and TIA CT1139WE-D.

~/L~~~:___--~~~~--~~~~~~~~~~~~~~~~~-~~~ REY SYM

.SL7EZ!V&

Sec. 1.35.051

NO.

D6-l01i67

PAGE

AD 1546 D

TABLE

(/1

::;::

Simulated Ice Shapes Test Summary - Airplane N73700 (Reference FAR 25.1419, TIA CTll39WE-D)

Condition No.

Gross Configuration wt.~ C.G.~ ~ F1aps/Gear Kruger flaps lb x 10-3 t_MAc

i.35.05i.001 .002

85-1 85-1

O"/TJp o•/TJp

Locked TJp Locked TJp

88.8 82.8

10.2} High speed handling characteristics testing 10.6 was performed. Airplane trimmed at M.84 (30,000 feet) and 350 KIAS (10,000 feet).

.004

.003

85-1 85-4

o•/TJp 10°/TJp

Locked TJp Free

88.7 88.9

10.2} Airplane trimmed at 270 KlAS (10,000 :teet) and 10.6 at 1.3 Ys 1 (10,000 feet). Msneuve1~bility evaluated,

.005 .006 .007 .008 .009 .010

85-1 85-4 85-4 85-2 85-3 85-3

O"/TJp 15° /Up 40°/Dn O"/TJp 15°/TJp 40°/Dn

Locked TJp Free Free Locked TJp Free Free

88.2 91 90,5 90.2 92.1 91.6

10.2

.on .012

85-3 85-3

40°/Dn 40° /Dn

Free Free

91.2 91

29. 9 } Airplane trimmed at 1. 3 V8 • 29.9 sideslips conducted.

.013 .014

85-3 85-3

15"/Up 15° /Up

Free Free

90.6 90.5

30 30

} Sudden heading change right and left. trim with one engine inoperative.

. 015 .016

85-3 85-3

15°/TJp 15°/Up

Free Free

90.2 89.6

30 30

} Approach stability (Ll V6 ). Trimmed at 1.4 V6 • Approach stability (VFE). Trimmed at 1.4 Y8 •

U'l (ti

~ f-'

w Lil

Lil

f-'

~>Cl rn

~ ~

Iz 0

•

"'I ,_,

"' I~ . 'f

·------·

ig·2:

29 2 29.9 29.9

Remarks

Airpl•ne trimmed ot

i.•

V,l' idle power.

Stalls conducted for various entr:r ratee ,<Ja noted on plots.

Right and left

l.4

.:..,:

~ -~'

AO 1546 D

-('

m < VI -<

. J»

T ABL E

(Continued)

3:::

Simulated Ice Shapes Test Summary - Airplane N73700 (References FAR 25.1419, TIA CT1139WE-D)

Conditi~ 1.15.051.001

Configuration Flaps/Gear Krueger Flaps

Test 85-1

O/Up

Locked Up

.002

n~ ..... w

83.8

10,8

84.8

10.7

Trim Point

8.0

173

9,700

7.2

188

9,100

·.•·· ~.i[,._j ... "'.:,::' ..

.003 .004 ,005

85-1. Deleted

0/Up

Locked Up

85.8 86.4

10.5 10.4

6.3 6.0

205 221

9,100 9,100

,006

85-4

l/Up

Free

84.1

10.2

8.5

143

13,100

.007

85,0

10.4

8.2

.003

85.9

J.0.6

7.4

87.1

6,8

.009

l/Up

.010

40/Dn

153

13,500

171

13,200

184

13,900

83,2

10.5

12.3

106

13,500

l0.6

12.2

11s

13,200

~· ~

1.15.051.012 / ·

80.5

10.7

Level .Flt

127

12,500

90.5

10.4

Idle

136

12,000

~ I

1.35.051,00!

85-4

40/Dn

Free

Trim *15,1 Point

'1'

~ w

81.9

"I" ~-, ~.

Level Flt

Alt - Ft

.011

::C

C.G. ~ OSTAB - Units, Power, V-KCAS

>... <1

·~

!;" 0

Gross Wt. lb. :x: lo-3

,1/ ·(

>'<XOTE:

I 1.4 VrJ trim was obtained manually past the electrical trim limit of 13 units

'-·-· - . - · ---.I

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·"

-~ n:,i.1::

?AGE

SUMMARY

The flight test results reported herein were conducted on Hodel 737-130, N73700 to establish the drag pola~s at three flap settings with simulated ice fitted to the tail surfaces and the wing leadinh ed~e in the Krueger flap area. These results vill be compared l<lth the certification drag polars established on Hodel 737-130 N2286C and the resultini;: :i.ncrement used to calculate climb performance of the 737-100 and -200 under icin~ conditions. Final drag polars and climb calculations are presented in Reference (o). INTRODUCTION Reference (n) specifies airplane climb performance minima and, during operations into known icing conditions, allowances must be made for extra drag caused by ice formation on those areas of the airplane which do not have de-ice or anti-ice provisions. On the 737-100 and -200 these areas include the vertical and horizontal tail surface leading edges and the wing leading edge between the fusela&e and nacelle in the Krueger flap area. Reference (q) outlines the derivation of the simulated ice shapes and defines the Krueger flaps UP and DOwN installation on airplane Hodel 737-130, N73700. The tests were flown at approximately the for.rard CG limit (9%) of the airplane at three flap settings, namely, UP and 1 with gear up, 40 with gear down. Increments at flaps 1 and 4o will enable approach and landing climb performance to be calculated under icing conditions. All tests were conducted from Boeing Field on Hodel 737-130 N73700 with Mr. B. S. ~ygle as the Boeing pilot. FAA pilots were Hr. E. Southerland for Test 85-1 and Mr. D. Helton for Test 85-4. Hr. D. R. Buell was the FAA engineer on each test. INSTRUMENTATION AND DATA REDUCTION All the instrumentation measurements necessary to compute thrust and hence dra~ were recorded by a Pulse Code Modulation (PCM) magnetic tape system which is described in detail in reference (g). Airspeed and altitude information was supplied by a shielded pi tot and trailing bomb static pressure sensing device. References (k) and (1) present the pressure , error of these devices from wind tunnel calibrations; these errors are used in the reduction of flight test data to obtain correct airspeed and altitude data. The computer programs to produce performance information are the Basic Airplane (Bi\), Engine Perfor.iance (EP), Entlne Fuel Flow (EFF) and Airplane Perfor:路~:i.nce (AP) and these are described in Reference (g); the document substantiating these programs to the FAA is given under reference (h).

<L_~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ REV SYM

HD..EhVC

Sec. 1.15.051

NO.

PAGE

Df1-10667 2

INSTRUMENTATION AND DATA REDUCTION

(Continued)

References (f) and (g) develop the eouations used in the basic drag computation equations and are summarized below:

(1)

_ "'· _ !!_ D - ~N g

• dv _ dt

!!. • V

where D = total drag (lbs.)

FN W

= total

thrust (lbs.)

gross weight (lbs.)

true airspeed (ft./sec.)

gravitational constant (32.174o5 ft/sec.2)

rate of change of T.A.S. during condition (ft/sec.2)

dh dt =rate of change of tapeline altitude during condition (ft/sec.)

(2)

.Ambient Temn. (•K) Tapeline Altitude= Pressure Altitude x l.S.A. Temp: (6K)

(3)

Airplane Drag

= Total

Drag - Trailing Bomb Drag

The trailing bomb drag increment is obtained from reference (m). In (1) above, dv dh · dt and dt are obtained by the computer program sloping the true airspeed and tapeline altitude time histories. Automatic plots of these are available in reference (e) together with the complete outputs of the computer pro~rams. Details of the instrumentation configuration for each test is given in reference (c). RESULTS AND DISCUSSION The drag points were conducted at as constant a speed and altitude as uossible for a period of three minutes; Reference (b) contains manual notes data t~ken during each test. The points obtained during the certification dra~ testin~ on Hodel 737-130 N2286C were duplicated for these tests over the ran~e of CL necessary to bracket the approach and landin~ climb sneeds; at ~1.aps UP l.?, l.h, 1.5 and 1.6 x Vst~ll' at rl.aps 1, 1.2, 1.3, 1.4, 1.5 and 1.6 x Vstall and flans 40, 1.2, 1.3 and l.4 VStall. Reference (j) scheduled tests to be conducted at flaps UP 1.6, 1.8 and 2.0 Vstall and flaps 40/gear up at 1.1, 1.2, 1.4 and 1.6 x Ystall; h.:iwever, to :::o-;er a more practical area, the flaps UP and flaps 40/gear down points si:ated abo,'e were car:::-ied out. Fla:ps 1 da t~ is addi tionaJ. to re fert>nce ( j) and war. obt·< ~ ''~d ':'.c establish the chang;e in drag increment with flap position and hence to i::t.::?r-:::)l:i::r for those intermediate settings applicable to the approach and landin~.

Comprehensive tabulations of all relevant parameters are presented on r"~o-e P.. CL vs. Cn plots on pa~es 5 - 7 show the com-oarison of this data >d th th, certi tication drag results from Hodel 737-130 N2286C.

:;1

;j <( '--~~~~~~~~~~~~~~~~~~~~~

REV SYM

Sec. 1.15.051

PAGE

l CONCLUSIONS This document presents Model 737-100 drnp; polars obtained 'With simulatf'ri :ice shapes oh the tail surfaces ·and wing leudinp; ed~es in the Krueger Q11p i;1;·ar,. Perfonnance calculations based on these results and basic low speed dra~ polars obtained during earlier certification with a Model 737-130 N228i'iC will hf' us<>d to calculate climb performance 'With icin~ present~ Th:ese calculations will be presented to the FAA in Document D6-4743 Section 6-3,· (Reference o).

<1__~-----------------------~----· REV SYM

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J. 15. OS I

L~: 7~

SUMMARY Testing waa conducted to demonstrate to the Federal Aviation Administration (FAA) the longitudinal trim characteristics of the Model 737-200 airplane with simulated ice shapes installed to comply with Item lBB.8 of the Type Inspection Authorization (TIA), Reference (a). This testing satisfies the requirements of the TIA (Reference (a)) and the FAA Demonstration Flight Test Specification (Reference (b)),

INTRODUCTION Part 25.1419 of the Federal Aviation Regulations (Reference (c)) states generally that flight testing shall be conducted under simulated icing conditions. Tests were conducted using the Model 737-100 airplane with simulated ice shapes installed to demonstrate high speed handling characteristics, maneuverability, stall characteristics, steady sideslips, approach stability, trim characteristics, and to determine the drag increment caused by ice. The results of this testing, described in References (d) and (e), are applicable to the Model 737-200 airplane as stated in Reference (b). In addition to the above testing, Item 188.8 of Reference (a) states that longitudinal trim with simulated ice shapes must be evaluated for the Model 737-200 at forward C.G., idle thrust, 1.4 V , flaps 40, and gear down. This requirement was satisfied during Test ~6-1 conducted from Boeing Field, Seattle, Washington by Boeing pilot, Mr. R. L. McPherson, and FAA pilot, Mr. F. D. Melton. FAA flight analyst, Mr, D. R. Buell, participated in the test.

路--

CONFIGURATION The test airplane was N9002U, a production Model 737-222, described in Reference (f). Simulated ice shapes were installed as required by Reference (g) on the unheated portions of the wing, horizontal stabilizer, and vertical stabilizer leading edges. Reference (h) describes the dimensions and locations of the ice shapes. Photographs of the simulated ice shapes are presented on Pages 4 through 6 INSTRUMENTATION AND DATA REDUCTION A magnetic tape recording system with Frequency Modulation (FM) and Pulse Duration Modulation (PDM) capability was used to record the data. Reference (i) describes the instrumentation configuration used on Airplane N9002U. The FM system was used to record longitudinal control forces and movements. Pilot indicated airspeed and altitude were recorded using the PDM system. Reference (j) contains the manual notes taken during the test by the crew members and observers. Q

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REY SYM

~OEI,llV&

NO,

D6-11460

PAGE

Sec. 1.35.052

(Con!.inucd) The teat r:!ata were processed by the 1.BM 7090 computer UBinf.: the Calibration program substxitiated in Reference (k). The to.bulated computer data Gl'f: filed in Reference (1). An lnstrumcntati0n problen: s.ffectinF, ;:tabili~~r position was discovered after all instrumentation had been ::-emoveci fr.,; the airplane. Therefore, the pilot's trim indicator values s.re prea<'!u t,•.'l in this report. 0

TEST RESULTS Alm DISCUSSION In compliance with the TIA (Reference (a)), Item 18B.8 the longitudinal trim characteristics with simulated ice shapes were evaluated ~~ forH:i.rd C.G. with flaps 4o and gear down usin~ idle thrust. The airplane was trimmed approximately 1.7 Vs with 1.:5 units of trim, 1.4 Vs with 15 unit<:. and 1.2 Vs at the mechanical limit (17 units). The results <U'e listed below. Approx. Gross Weight Pounds ~

88,ooo 87,500 87,000

C.G.

6.1 6.1 6.1

Altitude ~Feet

Airspeed ~KGAS

Approx. Vtrim/Vs

Stabilizer Position Uni ts ,-.J

l,4oo

153

1.7

2,100

113

1.2

17 (Mech. limit)

l,&Jo

124

1.4

In addition to the trim data shown above, Mr. Melton evaluated qualitati""F.·1.:r the handling characteristics involved in extendin~ the flaps frn1•1 l') (gear down with power for level flight) to 4o and in a simulated J'O-ar-o\•?;1 maneuver by retracting flaps from 4o to 15, retracting the lanalr.r; g<·cu-, and.applying power. Adequate elevator power was available for these maneuvers and the control characteristics were satisfactory.

CONCLUSIONS The longitudinal trim characteristics and handling qualities of the Model 737-200 airplanes with simulated ice shapes installed are satisfactory and comply with the requirements of References (a), (b) and \c).

<L_~~~~~~~~~~~~~~~~~~~~~~~~~~~~·-~~~~REV SYM

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Docket No. SA-435 Exh;ibit No. l3A

路NATIONAL TRANSPORTATION SAFETY BOARD Bureau of Aviation Safety Washington, D. C. 26591

PERFORMANCE GROUP CHAIRMAN'S FACTUAL REPORT. OF INVESTIGATION By

William G. Laynor Air Safety Investigator

Docket No. SA-435 Exhibit No. l3A NATIONAL TRANSPORTATION SAFETY BOARD Bureau of Aviation Safety Washington, D. C. 2059l February 9, l973 PERFORMANCE GROUP CRAIRMAN 1 S FACTUAL BEFORT OF INVESTIGATION

ACCIDENT Location: Date Time Aircraft:

Chicago Midway Airport, Chicago, Illinois December 8, l972 Approximately l430 central daylight time United Air Lines, Inc., Flight 553, Boeing 737, N903lU

PERFORMANCE GROUP

The Performance Group was established on January 3, after completion of the field investigation phase of this accident for the purpose of continuing the investigation into those areas involving the aircraft flight profile as related to performance characteristics. Those parties who participated in the field phase of the investigation assigned the following representatives to this group activity: Chairman: Member Member Member Member C.

William G. Layo.or, National Transportation Safety Board, Washington, D. C. Mr. R. Schild, ACDO, Federal Aviation Administration, Denver, Colorado Mr. F. E. Titus, United Air Lines, Chicago, Illinois Mr. w. K. Howell, The Boeing Company, Seattle, Washington Captain R. Patterson, Air Line Pilots Association, Washington, D. C.

SUMMARY

The primary objective of the Performance Group was to determine the most probable aircraft configuration and descent profile for that segment of flight which was terminated by the accident. The most significant data available for use in establishing the aircraft flightpath.was provided by the computer tape retrieved from the FAA Automated Radar Terminal Service (ARTS-3) which had processed the aircraft transponder beacon return during that portion of flight. Examination of this data (Exhibit l3B) provided ground position coordinates and altitude as a function of time. The significant events noted on the cockpit voice recorder which was recovered from the wreckage (Exhibit 12A) were time correlated to the ARTS-3 derived data to produce the results shown in Exhibits l3C and 13D.

Performance Group Chairman's Factual Report of Investigation C.

- 2 -

SUMMARY (continued)

In general, the magnitud~ of tolerances on the ARTS-3 processed data precluded a preclse determination of the profile as related to airspeed and vertical velocity. A reasonable approximation of the data, however, was considered the basis for further evaluation in analytical studies, flight simulation and flight test activity. A description of the simulator and flight tests which were subsequently conducted is provided in Exhibit In general, it was determined that the aircraft could have achieved the approximated profile with various combinations of thrust and drag configuration, i.e., flap and spoiler extensions. It was noted that the final portion of the descent prior to level-off at 1,000 to 1 1 100 feet m.s.l., was described by a vertical velocity of 1,500 f .p.m., and all approximate longitudinal acceleration of o.6 kts./sec. A second objective of the Performance Group was to investigate the possible effects of airframe and engine ice accumulation on flight profile, aircraft controllability, and engine performance. This study involved a review of the aircraft certification data and hypothetical analysis. The subject will be explored more thoroughly in the forthcoming public hearing. D.

DETAILS OF INVESTIGATION l.

Use of ARTS-3 for Profile Plot

From the accident investigation standpoint, it is extremely unfortunate that the flight data recorder was inoperative due to an internal malfunction which had occurred prior to initiation of the final approach descent. As a result, the only data available which would provide an indication of the final flightpath of UAL 553 and cock;pit events preceding the accident are those takeh from the FAA ARTS-3 radar service and the aircraft cock;pit voice recorder. The ARTS-3 system installed at the O'Hare Airport is designed to provide the controller with a real time position plot tagged with an alpha.nu:rileric display for all beacon-equipped aircraft within a predetermined range of the antenna. The basic ARTS-3 consists of a data acquisition subsystem, a data processing subsystem, and a data entry and. display subsystem. The computer data processing subsystem generates a magnetic tape including range, azimuth and altitude data (for Mode C-equipped aircraft) for each target response. The encoded altitude transmitted from those aircraft equipped with Mode路 C transponders is resolved to 100.-foot increments referenced to a m.s.l. pressure of 29.92 in. Hg. The ARTS-3 computer processes this data applying the input altimeter correction to print out an altitude referenced to m.s.l. resolved to the nearest 100-foot level,

Performance Group Chairman 1 s Factual Report of Investigation l.

- 3 -

Use of ARTS-3 for Profile Plot (continued)

x and y coordinates based upon a magnetically mrth-oriented gr.id centered ~bout the antenna site, and a calculated, smoothed ground speed resolved to 10 knots. It is thts data which was made available for investigating the aircraft flight profile and events preceding the accident. The NTSB endeavored to use the x-y coordinate data as a function of time, manipulated with meteorological data, i.e., winds and temperature gradients, to produce parameters consistent with aircraft performance studies. The results are shown on Exhibit l3D. As is seen from this exhibit, the calibrated airspeed plot displays erratic excursions on the order of 50 knots peak to peak. This irregularity is attributed to the tolerances and resolution of the ARTS-3 positional coordinates and the relatively nonsmoothing method of calculation. Recognizing this limitation, the mean value plotted as a dashed line was selected as the best indication of actual value. The data thus derived was used as an input :for submittal to the Boeing Company for analysis and simulator and flight test activity wherein power and configuration changes were examined for compatibility.

To provide further credence to the configuration, the cockpit voice recorder transcript was time-correlated to the ARTS-3 derived data. This correlation was accomplished by comparison of the time recorded for air/ground transmissions on the ATC tower tape with the CVR. The tower time base was considered to be equateable to time shown on the ARTS-3 computer printout. Verif'ication of this time correlation to within 3 seconds was further established by comparison of' the time over.the Kedzie marker, as indicated by the beacon signal on the CVR, with the time on the ARTS-3 printout at which the aircraft position corresponded to the positional coordinates of Kedzie. The results of this effort, a plot of altitude versus time with significant voice connnents superimposed is shown on Exhibit l3D. The results of the simulation and flight tests which were an attempt to duplicate and verify the parameters and events thus ascertained are discussed in detail in Exhibit 2Al. 2.

Icing Certification

The meteor~logical conditions determined to have existed at the time of the accident are known to have been conducive to ice accretion. Such conditions were verif'ied by pilots who had transited the Chicago area during the afternoon of December 8.

Performance Group Chairman's Factual Report of Investigation 2.

- 4 -

Icing Certification (continued)

As a res"l)]_t of these findings, the effects of icing on aircraft performance was considered during the Performance Group study. The basis of this study consisted of a review of the aircraft 路certification data related specifically to Ice and Frost Protection which included the documentation and methods of substantiation to show compliance to the applicable FAR Part 25 regulations. The Boeing 737 aircraft does not represent a significant departure from previous Boeing aircraft in design concept relating to icing protection. The B-737 ice protection systems include wing anti-icing system, engine inlet anti-icing system, pitot static heat and windshield heat. The wing anti-icing system and the engine anti-icing system both consist of ducted bleed air providing protection to the leading edge slats, the cowl leading edge, the inlet guide vanes, nose dome, and Ft2 pressure sensing probe. The pitot static tube, stall warning sensor, total temperature probe, and windshields are heated electrically. As with other Boeing aircraft, i.e., B-707 and B-727, there is no provision for inboard wing ieading edge or empennage anti-icing. During the aircraft certification, it was shown by analysis, icing tunnel, and flight testing that the ice protection systems were capable of preventing ice formation on the heated surfaces when exposed to the continuous and intermittent maximum icing conditions specified in FAR Part 25 when engine thrust is maintained above 55% N. Since there is no ice protection afforded to the empennage, the aircraft certification: process included considerable testing to show that the ice accretion on unheated surfaces,which would result from exposure to the conditions specified in the FAR, would produce no undesirable aircraft performance characteristics. These demonstrations included icing tunnel evaluation of ice accumulation, size and shape. Simulated shapes re~resenting the mass of ice where attached to the aerodynamic surfaces and flight test evaluations of aircraft performance were conducted under extreme configurations and CG limits. Additional flight tests were conducted with exposure to natural icing conditions. The results of these tests provided data that will be included in the analytical study of the approach profile of 路the accident flight. These aerodynamic effects, as well as engine performance under adverse icing conditions, will路be subjects of discussion at the forthcoming public hearing.

Investigator

-_.:,.....

_,.·

Ilocket No.' SA- 435 Exhibit No. 4-B

NATIONAL TRANSPORTATION SAFETY BOAPJJ BUREAU OF AVIATION SAFE.rY WASHINGTON, D. C.

2059l

"WITNESS STATEMEi'iTS WITNESS (LOCATim.f) No.

l'IA..'ME

i--· ------2

3 4 5

6 7 8 9

"i.•.

lO ll l2

14 15 16 17 18 19 20

2l 22

26 27

OF WITi'lES3

J):i:ane· Lynn Ha;ynes 1'ra?;-Y JI. 7.;- "'.'risey ller:riadet• Boyce }Jichael '.!. Lyons John J. 1°'..'.:>rrissey ]:.;elv.in C. Paulsen !!"..:imas J. O1 Brien · ])3,:via. L. Toth Michael Si:;rUl"J~a J)a:vi.t:i .McCo!':!!li c};, Tunala. M. Feliksik Richara.. M. PeckowEl:i ; Jose:phine J. l·fclfug...1-i Thomas J. 11fo!fugh Mart:I._n McAndrew :BI:la.ie McAndrew Gera1.a. L. GJ.osni -,}; ,!TIJ:n:Jothy E. Mc81..:iahe John C. Earzan O}:larles Sl:;raka :Harman G. Allen LoUiS Si;alec Florence C. Schoults :Eileen Mize James M. Oskielur..as .1&3.tthe17 T. Os}:iel·..l.J-:as William J. Simonini

Budget Bureau No. 30-R024.a.

(j)

NATIONAL TRANSPORTATION SAFETY BOARD. DEPARTMENT OF TRANSPORTATION WASHINGTON, C.c.

20591

STATEMENT OF WITNESS Th£ purpose of this statement is intended solely for use in determining the facts, conditions and circumstances, and the probable cause of the subject accident.

.. .

I. Place of

II. Aircraft

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acciden~)21&.IJ.J.!7--tb.f-!!-y/~_&_~ Date ________ J_,g)f).f_;<,. _________ Hour dd_o_f!t[ -~-7J_1__~--- FAA Certificate

III. What is your name ____

No.

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IV. Address ______ Q.JJ_p___ li~!l.ze_~..f-L~:.

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Av,

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Vr. Where were you at .the time of the accident ~-d-~-~~~~

VII. Tell in your own words what you saw or heard before and at the time the accident occurred.

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Budget Bureau No. 39-R024.3.

NATIONAL TRANSPORTATION SAFETY BOARD.

DEPARTMENT OF TRANSPORTATION WASHINGTON. O.C. 2059{

STATEMENT OF WITNESS The purpose of this statement is intended solely for use in determining the facts, conditions and circumstances, and the probable cause of the subject accident. Date __ JS!_Pf!~J-~-------------------I. Place of accident -~\i:.<:..:.'l-o__ J::i~.::'.?.'.:\.. ________ Date __ §.!__~~]_~---------------- Hour _1.i:~.?--~~2

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VI. Where were you at the time of the accident _JQ::_!~c.~'LQ!:.1__ E:•±__~:: __']::_~~---------------------,,-_---.-

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NATIONAL TRANSPORTATION SAFETY BOARD

Budget Bureau No.

-RG>

DEPARTMENT OF TRANSPORTATION WASHINGTON, o.c. zosg1

STATEMENT OF WITNESS The purpose of this statement is intended solely for use in determining the facts, conditions and circumstances, and the probable cause of the subject accident.

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Budget Bureau No. 39-R024.3.

NATIONAL TRANSPORTATION SAFETY BOARD

DEPARTMENT OF TRANSPORTATION WASHINGTON. D.C.

20S1

STATEMENT OF WITNESS The purpose of this statement is intended solel for use in d · · er • • sta-nces, and the probable cause of the subject a!ident. etermmm., the facts, cond1t1ons and circum-

Budget Bureau No. 31l-R024.3.

(3)

NATIONAL TRANSPORTATION SAFETY BOARD DEPARTMENT OF TRANSPORTATION WASHINGTON. O,C.

20591

STATEMENT OF WITNESS The purpose of this statement is intended solely for use in determining the facts, conditions and circumstances, and the probable cause of the subject accident. Date ___ J:J.::::..f~_-:_Z_~------------I. Place ,of accident

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NATIONAL TRANSPORTATION SAFETY ·BOARD

Budget Bureau No.

a9-R@

DEPARTMENT. OF TRANSPORTATION\ WASHINGTON. O.C.

20591

STATEMENT OF WITNESS The purpose of this s·tatement is intended solely for use in determining the facts, conditions and circumstances, and the probable cause of the subject accident. ;

•

I. Place of accident ___S-~.!;:?J~--~~~:':.~'.J_______ Date

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Budget Bu=Lu No. S9-R@

DEPARTMENT OF TRANSPORTATION WASHlNGTON. D.C.

W591

STATEMENT OF WITNESS The purpose of this statement is intended solely for use in determining the facts, conditions and circumstances, and the probable cause of the subject accident.

:Date ...Li?1_.:._::f_=_..:;!_i1::.,_______________ _ I. Place of accident J/'~~--- :Date _/_i2_.:...8_:2d...------------- Hour .,:2_;_;;_,k.ft?l

II. Aircraft

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NATIONAL TRANSPORTATION SAFETY BOARD

Budget

B~eau No.

a11-n@

DEPARTMENT OF TRANSPORTATION WASHINGTON, C.C..

2091

STATEMENT OF WITNESS The purpose of this statement is intended solely for use in determining the facts, conditions and circumstances, and the probable cause of the subject acicident.

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IV. Address ___.J.b.Jl.___

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By whom employed -------------------------------

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VI. Where were you at .the time of the

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(Signature)

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NATIONAL TRANSPORTATION SAFETY BOARD Budget Bureau No,

a~R@

DEPARTMENT OF TRANSPORTATION WASHINGTON. O.C.

20St1

STATEMENT OF WITNESS The purpose of this statement is intended solely f~r use in determining the facts, conditions and circumstances, and the probable cause of the subject accident.

d;,; ,,t, ,..,+

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Date __ /_:J.:=_l__(.)__-:__7__~---

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rv.

Address

_3-7-iJ-:t:>-___ /d)___':"J_l_s.i__ s_-;;_ __ £~£-/1-&--r-.J_if,_ ____________________ _

V. Occupation ____

.5;!.?;.d..f!.h-_r___________

VI. Where were you at the time of the

By whom employed ----=---------------------

accide~..a_s__ LJ~_La.Y:._}_z;,z_~,L-,l...!E.-dp..e.tdo..y

VII. Tell in your own words what you saw or heard before an<l. at the time the accident occurred.

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NATIONAL TRANSPORTATION SAFETY BOARD

Budget Bureau No. 3 9 - R @

DEPARTMENT OF TRANSPORTATION WASHJNGTON. c.c. wst

STATEMENT OF WITNESS The purpose of this statement is intended solel for us . . . . stances, and the probable cause of the subject a~ident. e m deternunmg the facts, conditions and circum-

_,if Id

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II. All=ft

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III. What is your name .

IV. Address

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Date ...... L.2::. . .

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I. Place of accident (EJ,~Q..:l_iL_~) [ L' WD CS. D L ,...... <Y Z 7 ------------ ate ... --.-...=-A--=- - ;:l._

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V. Occupation __ 5'....T.:.h_d

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------===-------

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--- - ------------- By whom employed 1 VI. Where were you at the time of the accident G... C? S! H -f'...J,,.;,.d_~ Id.. - __ S .f-.."i___ Cl. -:r-1-c.5--Poh.-t: ---------L'--u~-<J-•O 7...3...... i::_J_,__ s_E

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VII. Tell in your own w ords wh at you saw or heard before an<l at the time th e acer'd ent occurred.

Budget Bureau No. 39-R024.3.

NATIONAL TRANSPORTATION SAFETY BOARD DEPARTMENT OF TRANSPORTATION WASHINGTON, C.C.

20591

STATEMENT OF WITNESS The purpose of this statement is intended solely for use in determining the facts, conditions and circumstances, and the probable cause of the subject accident.

1-c "bo:. 7 (, D a t e --------------------------------I. Place of accident

_Q-_~:.<::.J.P_j'~~~~.2.1---------

Date __ .§>_})_~·~.]_~---------------- Hour

J:!_!_~~----

1"-

II. Aircraft __ .?.__:_~~]_ ___________ FA.A Certificate No. --~~_:-__ _?.:'§:~--------------------------------

ill. What is your name ---~~.::_:.L~--~·__ _'t::E:-~·jl':_ ______________________ Age __ Lfi.._ _________________ _ IV. Address ___1:.n__ ~~-~~'...~\X~~~-----~.::.'::+~~- _LS.______________________________________________ _ V. Occupation --~-~s±_______________________ By whom employed

--------=----------------------

VI. Where were you at .the time of the accident __ .1_:>_::-:.:_1-__f.:£?$~::\-~!.-------------------------------VII. Tell in your own words what you saw or heard before and at the time the accident occurred.

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Budget Bureau No, 39-R024.3.

NATIONAL T RANSPORTATION SAFETY BOA .

DEPARTMENT OF TRANSPORTATION WASHINGTON. D.C.

20591

STATEMENT OF

The purpose of th' t WITNESS . t is s atement is · t j and mrcumaccident. · s ances, and the probable cause of~:~:~~iect solely .for use in determining the f acts, conditions .

I. Pfa" of II.

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------- Date __

I-<. I J'/] <._

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-------------Ago __

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----------------------------VI Wh -: -------------------------- . By whom •mplol"d . ere were you at the time of the accident

---------

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VII. Tell m your own >;vords what you saw or h d b f ----------------ear e ore an<l at the time the . I}._ evvvD u. ~ ,..J) ~ ~ accident occurred..

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Budget Bureau No. 39-R024.3,

NATIONAL TRANSPORTATION SAFETY BOARD

DEPARTMENT OF TRANSPORTATION WASHINGTON. o.c. 20591

STATEMENT OF WITNESS The purpose of this statement is intended solely for use . stances, and the probable cause of the subject accident.. m determining the

fac~s,

conditions and circum-

Budget Bureau No, 31l-R024.3.

NATIONAL TRANSPORTATION SAFETY BOARD DEPARTMENT OF TRANSPORTATION WASHINGTON. O.C.

2.0591

STATEMENT OF WITNESS The purpose of this statement is intended solely for use in determining the facts, conditions and circumstances, and the probable cause of the subject accident.

})ate I. Place of accident'

,J'-;;l-::-_J.J.l_-::-__ :;!_';b.. ___________ _

!f11Jw.a1--{l_~~ })ate -f-;)._~-:---==-7-~----._------- Hour_ ~-~-'?_Q_f2N-

II. Aircraft ~::-_']_3.:z ___ FAA Cerf;ificate

~o." ~-£flp_

III. What is your name ~a..a_,_-},__}11_':-:_~~--------- Age

5:_S,_3 _______ _

--?'--7-----------------

_J_i,-_;L~ ___ U)_,_ __'7_0.,-__ck. __ r:,.d,.~___ &1,.._<:..e\?dl__1-J:/J.,,~~-----------, -V0.~v-v. Occupation /1~--_j;.~----- By whom employed -':J1-~v 7 ~C--

IV. Address

Z'"'t ~ ifr-.-3. e -1..odk,:.v 1 <fit.of- Fr-~

VI. Where were you at .the time of the accident --~~.J.-t-:t.t..4-::.-------:------------------------------VII. Tell in your own words what you saw or heard before and at the time the accident occurred.

~ w~P_~ ~'tu~~~

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Budget Bureau No. 39-R~

NATIONAL TRANSPORTATION SAFETY BOARD

r.j!j)

DEPARTMENT OF TRANSPORTATION WASHINGTON. C.C.

20St

STATEMENT OF WITNESS The purpose of this statement is intended solely for use in determining the facts, conditions and circumstances, a,nd the probable cause of the subject accident.

l)at~

I. Place of accident __%.:::~':t~--t~-~-------- l)ate

___ /_":_ __!'.._~-~:!=__________________ _

--~--ll~-:i~----------------

Hour __ LH.?..:_"::~ I

II. Aircraft --~---l~] _____________ FAA. Certificate No. ---~B-~ __ .::_1_! __ ~~2-------------------------III. What is your name __ L'l::~:i-i.1>:Ar.J~~.s_ ________:._ _________________ Age ____;_.;_:__ _______________ _

IV. Address ___ ;L~1-.f._jy_,__}_~-~-§}_______________ --------~-----------------..:.----------------------V. Occupation

--~±~h:zJ______________________ ..:

By whom employed

-------------==----------------

VI. Where were you at -the time of the accident __i,,.~cf:.'..~- ~!!!..:..&c:.'::"__ j&~-"==--~.!.:3d..::::::. __________________ _

(U.oe renrae aide of aheet for diaJITam and additivMI

!IM~m1mi)

Budget Bureau No. 39-R024.3;

NATIONAL TRANSPORTATION SAFETY BOARD DEPARTMENT OF TRANSPORTATION WASHINGTON, D.C.

20!UH

STATEMENT OF WITNESS The purpose of this statement is intended solely for use in determining the stances, and the probable cause of the subject accident.

),J,,~ ~ I. Place of accident ___

C/~-/1'-'--------------

D•t• ____ Date _____

f~ts,

conditions and circ=-

_!'.!J~Ji_'.'::_ _______3_0___ _

(!-/¥!-~------------- Hour ?::_Jt-::._ __

_L~_]}_J_______ FAA Certificate No. ---~iJ.__).¥_~.?:_-~-------------III. What is your name ~--)!!_<,__~~-------------------- Age __ Q__t.j_ _______________ _ rv. Address --------~~~_?___ ~_zs!±_4 ______~---~--------------------------~II. Aircraft

~----------------- By whom employed ----==--------------------VI. Where were you at the time of the accident _d_~~_/(f-~-J~~ v.

Occupation

VII. Tell in your own words what you saw or heard before and -at the time the accident occurred.

Budget Bureau No. 31l-R024.3.

NATIONAL TRANSPORTATION SAFETY BOARD·'

@ .

DEPARTMENT OF TRANSPORTATION WASHINGTON. c.c. 20S1

I. Place of accident

-~S!.~ __0_~~-fu~'::'"l __

Date __'Q_ll_~ __J]<. ___ ~----------- Hour

_l4_,'.3~-~ff

II. Aircraft --~.::J3-.) ____________ FAA Certificate No. __(J.tl:.(.. __ E~t~.sA:~-------------------------III. What is your name __ G"u-_-..~L_L __G.h_~~<>l~JS _______________________ Age __ _?.:?_________________ _

rv.

Address __ s;_11.;.__ 5-_ ___i2.a:i.-.;.il::-___ .],;:-;_4_y...~~-- _.ir..... _____________________________________________ _

V. Occupation -~~_!..!-_~-~"---------------------- By whom employed __E.)J.t£..,,_.k~h-~ __C,,_~-"'-'lc'!----VI. Where were you at ·the time of the accident __i('!c.~~-j.,,.j-__.,t_J:-Li:>•.Q.;;_.:f.L<d-::t.<:. __"2=-~!_ __~:..~~'11-2.k.__~ VII. Tell in your own words what you saw or heard before and at the time the accident occurred. j

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Budget Bureau No. 39-R024.3.

NATIONAL TRANSPORTATION SAFETY BOARD

DEPARTMENT OF TRANSPORTATION WASHINGTON. o~c. 20591

STATEMENT OF WITNESS The purpose of this statement is intended solely for use in determining the facts, conditions and circumstances, and the probable cause of the subject accident.

Date ___ U_Q~_"i;_ _____________________ _

I. Place of accident -~l:,.O'e'.!.\.~-n~~2+--------- Date --~--b~_}_?,, _______________ Hour H.:a2__c;,~r

II. Aircraft ___<f_-:TF!_ ___________ FAA Certificate No. __ YA-h_\;':_~~~-----------------------------III. What is your name ---~_::hg:Th~--~·__ _0.::_5~b.:~_s ____________________ Age ---~.:=:_ ________________ _ IV. Address ___\._~~~5'--~-'--r~_':.'C~!:-__ ~!.: ____Cb..:~:i!i?->H:_•_______ D:.~i:_'.:fj_~?) ________________________ _

Budget Bureau No. 31l-R024.3.

NATIONAL TRANSPORTATION SAFETY BOARD

DEPARTMENT OF TRANSPORTATION WASHINGTON. D,C.

20391

STATEMENT OF WITNESS The purpose of this statement is intended solely for use in determi.Iling the facts, conditions and circumstances, and the probable cause of the subject accident.

Budget Bureau No. 39-R024.3.

NATIONAL TRANSPORTATION SAFETY BOARD

DEPARTMENT OF TRANSPORTATION WASHINGTON. O.C.

20:!591

STATEMENT OF WITNESS The purpose of this statement is intended solely for use in determining the facts,' conditions and circumstances, and the probable cause of the subject accident. Date __ (_2__-=:-__!_!_-::_Z_~---------I. Place of accident II. Aircraft

~.;?~---------_:- Date ___ -!_7-:_::_P.__::-__z:._~----~---- Hour _/{_LZ:_!J.fl/J ?...2.-Z_..J.AA CerGificate No. -~-V-.-~---·~_:__..f:_;;z_ __ _

64__

-~C?~-~qy{_~----------- Age --~£______________ _ IV. Address t.27-./3-_l__0z~¥"~-~-~-r-~--------------III. What is your name

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VI. Where were you at the time of the accident

_CJ~~LZ~-..2.~-ef~

VII. Tell in your own words what you saw or heard before and at the time the accide£' occurred.

Budget Bureau No. 39-R024.3.

NATIONAL TRANSPORTATION SAFETY BOARD DEPARTMENT OF TRANSPORTATION WASHINGTON,

c.c.

ZOS1

STATEMENT OF WITNESS The purpose of this statement is intended solely for use in determ · · • mmg the facts, conditions and circumstances, and the probable cause of the subject accident.

, •

.•

Date ___ !J.~_)/rj_2__7._~---------

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Place of accident

II. Aircraft

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ii/Lete..LJ::Y.l~il

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VI. Where were you at ·the time of the accident

_7.£,_Q_L_5.!.M.fr.J.D:.£J_-?_ 7 _(:::_~::.~ii~k~~:kt

VII. Tell in your own words what you saw or heard before and at the time the accident.occu r·re d .

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GPO Gro .. ooo

Budget Bureau No. 39-R024.3.

NATIONAL TRANSPORTATION SAFETY BOARD DEPARTMENT OF TRANSPORTATION WASHINGTON, c.c. 20591

STATEMENT OF \tVITNESS The purpose of this statement is intended solely for use in determinin h · · · stances, and the probable cause of the subject accident. g t e facts, Dond1t1ons and c1rcum-

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Budget Bureau No, 39-R024,3.

NATIONAL TRANSPORTATION SAFETY BOARD DEPARTMENT OF TRANSPORTATION WASHINGTON. 0,C,

20S1

STATEMENT OF WITNESS The purpose of this statement is intended solely for use in determining the facts, conditions and circumstances, and the probable cause of the subject accident.

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Budget Bureau No. 30-R024,3.

NATIONAL TRANSPORTATION SAFETY BOARD DEPARTMENT OF TRANSPORTATION WASHINGTON, O.C.

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STATEMENT OF WITNESS The purpose of this statement is intended solely for use in determining the facts, conditions and circumstances, and the probable cause of the subject accident.

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Budget Bureau No.

NATIONAL TRANSPORTATION SAFETY BOARD

3~-R024.3.

DEPARTMENT OF TRANSPORTATION WASHINGTON~ D.c.

20S1

STATEMENT OF WITNESS The purpose of this statement is intended solely for use in determining the facts, {)Onditions and circumstances, and the probable cause of the subject accident. Date __ _!~ __Q.~__1_~------------------颅 I. Place of accident --~':5-~:e__ ~路5:.'::'~--------- Date --~-P-~':.:__'._~--------------- Hour 1'.!.'..~~--~~?:" II. Air{)raft -~=--12.] ____________ F .AA Certificate No. ____l:i_8-_L:_:i:_~_;i:~--------------------------ill. What is your name ---~2'-~~i-____ t'l_:_ _____Q?.!:.L0.:<_'=":-.::i. _______________ Age __ LL----------~-------

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Budget Bureau No. 31'>-R024.3.

NATIONAL TRANSPORTATION SAFETY BOARD

DEPARTMENT OF TRANSPORTATION WASHINGTON, O.C..

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STATEMENT OF WITNESS The purpose of this statement is intended solely for use in determining the facts, conditions and circumstances, and the probable cause of the subject accident.

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NATIONAL TRANSPORTATION SAFETY BOARD Budget Bureau N o . @ DEPARTMENT OF TRANSPORTATION WASHINGTON. O.C. 20591

STATEMENT OF WITNESS The purpose of this statement is intended solely for use in determining the facts, conditions and circumstances, and the probable cause of the subject accident.

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Docket No. SA-435 Exhibit No. 4A

NATIONAL TRANSPORTATION SAFETY BOARD Bureau of Aviation Safety . Washington, D. C.

WITNESS GROW' CHAIRMAN 1 S REPORT OF INVESTIGATION by

DELBERT C. VALLE

Exhibit 4A

NATIONAL TRANSPORTATION SAFETY BOARD Bureau of Aviation Safety GROUP CHAITu.'1AN'S FACTUAL REPORT OF INVESTIGATION (DCA73-A-3) A.

ACCIDENT Location: .Midway Airport, Chicago, Illinois

B_.

Date

December 8, 1972

Aircraft:

Boeing 737, Identification N 9031U, owned and operated by United Air Lines, Inc. The aircraft was being operated as scheduled Flight No. 553.

WITNESS GROUP Chairman:

Delbert C. Valle, Air Safety Investigator National Transportation Safety Board Kansas City, Missouri ·

Member

Milton S. Washington, Operations Inspector, Federal Aviation Administration, Air Carrier District· Office, O'Hare International Airport, Chicago, Illinois

Member

Wayne J, Morrison, Special Investigator, United Air Lines, !nc,, Security Division, OlHare Inte~ational Airport, Chicago, Iliinois

Member

Ernest R. Burmeister, Safety Representative, Airline Pilot 1 s Association, 1040 South Norbury Lombard, Illinois

The Witness Group was formed at the original organizational meeting on December 9, 1972. Activities began with a visit to the accident site where a visual survey of the immediate area was conducted. Addresses and telephone numbers of persons who had submitted their names· as witnesses to the accident were obtained from the local law enforcement officers at the crash site. The interrogation of witnesses began in the immediate area, and as ·the Group's activities continued names of other witnesses were obtained from the news media· and by house to house canvassing, The

Witness Group terminated the on-the-scene activities on December 14, 1972.

SUMMARY

1. The aircraft descended from the cloud base at an estimated altitude of about 400 feet and was within view of the ground witnesses for a distance of approximately one-half mile prior to ground impact. 2. When the aircraft was first observed it was heading in a northwesterly direction, (in line with runway 31 of the Midway Airport) and shortly th.e:reafter it veered to the right and was on a near northerly heading when the crash occurred. 3. The witnesses were in general accord that the aircraft nose attitude was extremely high a.nd that it was flying at a much lower altitude than other ai:rcraft that they had observed making approach to the Midway Airport.

4. The witnesses that were located outdoors gave varied accounts of the aircraft noises and sounds. Several of these persons became so engrossed in the flight path and attitude of the aircraft that they did not remember any noise coming from the aircraft. Others remembered a loud surge of engine power shortly before the crash occurred. Persons that were inside buildings stated that their attention was initially directed to the aircraft by a loud roaring sound which they associated with a .. very low flying aircraft. 5. In the majority of the interviews the witnesses were unable to recall the position of the landing gear and flaps and were not aware of any lighting on the aircraft. 6. No smoke or fire was observed coming from the aircraft when it initially came into view; howeyer, several persons stated they saw bursts of smoke come from one or both engines prior to the crash. 7. The witnesses reported the weather as low clouds with some haze or fog and no precipitation. D.

DETAILS OF INVESTIGATION

Approximately seventy-five persons were contacted personally or by telephone and queried about their observations of the aircraft accident. As a result of these interviews twenty-seven written statements were obtained. These statements are listed as Exhibit 4B and included as a supplement to this report. Exhibit 4C is a map of the general area which shows the relation of 路the location of the witnesses to the crash site.

The witnesses were in general agreement conditions consisted of low clouds with above ground level w:i:th some visibility and fog. No precipitation was reported

that the prevailing weather bases about four-hundred feet restriction because of haze and winds were light.

Of the persons interviewed six stated that they saw the aircraft on a near northwesterly heading as it descended from the low cloud deck. From these observations it was determined that visual contact with the aircraft prevailed over a distance of about six city blocks or approximately one-half mile. When the witnesses initially observed the aircraft the wings were near level, the nose attitude high and the rate of descent appeared to be greater than normal when compared to other aircraft flying along this segment of the approach to Midway Airport. Persons that were indoors and located about under the area of where the aircraft came out of the clouds stated that the noise level was very high .and .they were so concerned that they rushed to the. windows to view the aircraft. These. witnesses were in general agreement that the loud noise was considered abnormal only as a result of the aircraft being at such a low altitude when it passed over their positions. According to the witnesses the aircra:Jf-t continued traveling on the northwest heading for a few seconds and then it made a shallow banking turn to the right to a near northerly heading. Almost simultaneous with the right turn the nose came up rapidly into a very high pitch attitude. Several witnesses stated that the aircraft appeared to gain a slight amount,of altitude at that point. However, immediately thereafter the descent continued and the aircraft struck the houses in a near wing-level, nose-high attitude. Severai witnesses stated that there was a sudden increase in engine noise at about the time the pitch attitude increased and the. aircraft began the turn to the right. There was no reported smoke or fire emerging from the aircraft prior to the sound of the increased engine power. However, at that point several persons stated that they observed smoke coming from one or both engines. The majority of witnesses stated that they were unsure as to the configuration and exterior lighting on the aircraft. Five.persons stated that the landing gear appeared to be fully extended and according to seven witnesses the flaps were partially or fully extended. No one repor.ted the landing gear or flaps in transit.

v!ulvd-c. ~ Delbert C. Valle Air Safety Investigator January 11, 1973

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Ilooket No. SA-435 E:ihibit No. 4c

) NATIONAL TRANSPORTATION SAFETY EoARD BUREAU OF AVIATION S.l\.FETY WASH!NGTOli, D. C. , 20591

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UNITED STATES OF AMERICA NATIONAL TRANSPOmATION SAFErY BOARD

WASEINGTON, D. C. 2059l

STUARI'. ROOM SHERATON-0 1HARE MOTOR ROTmi

ROS»!ONT, ILLINOIS FEBRUARY 27, l973

RJBLIC HEARING An Ai=raft Accident Hearing

United Air Lines, Inc. :Boeing 737, N903lU Near Chicago Midway Airport Chicago, Illinois December 8, l972

BOARD OF INQUIRY Honorable Isabel A. Burgess

Member Nation.al Transportation Sa.:fety Board Washington, D. C. CHAIBMAN, BOARD OF INQUIRY

Mr. Bernard C. D:>yle • • • • • • • • • • • • • Chief, Investigation Division Bureau of Aviation Safety National Transportation Safety Board Washington, D. c.

Mr. J"ohnM. Stuhldreher. • • • • • • • • • •

Senior Attorney Office of the General Counsel National Transportation Sa.:fety Board · Washington, D. C.

Mr. William R. Hendricks • • • • • • • • • • • Senior Hearing Officer Investigation ~ivision Bureau of Aviation Safety National Transportation Safety Board Washington, D. C. HEARING OFFICER

.,».---'?" -~ .

- 2 TEJHNIC.AL PANEL Mr. William L. Lamb

Senior Air Sa:fety Investigator Inyestigation Division ~eau of Aviation Safety N~tional Transportation Sa:fety Boar a,

ws:s~gt1:on, D. C. INVEBTIGA.TOR IN CHARGE

Mr. Martin A. Speiser

Air Sa:fety Ir}vestigator Technology Dinsion Blir.e-au. ·of' Aviation Sa:fety N~t$Q.l1al· mransportation Sa:fety Board

Washington, D. C. Mr. William G. Laynor • • • • • • • • • • • •

Aeros.J;)e,G.e Engineer Tec'bnology Division Buie1'!-u of Aviation Sa:fety Nat'.tbnaJ.. Trans:portation Sa:fety ·Board.·

Wasbington, D. C.

Mi-. MatthewM. McCo:rndck. • . • • • • • • •

Mr. Brad..

DJ.nbar

Air S~~'f;;yinvestigator ·Tec1JAoI;qgy Division E1u'e!3:,'u,-ot Aviat;ion Safety N~ti:b~ Transportation Safety Board· Washington, D. C.

De:pµ,ty Direetor, Of.f:ice ·0f .Public Affairs Nat±o~al Transportation Safety Bofµ"d-

Washington, D.

- 3 ~--

EFABING OurLINE

Honorable Isabel A. :Burgess

•

Chairman, :Board of' Ing_uiry

Member :Burgess will give the o:pening statement of' the :public hearing.

Mr. William R. Hendricks • • • • • • • • • •

Hearing Officer

Mr. Hendricks will identify and receive into the record the following: Exhibit No.

Mr. William L.

l-A Order of' Hearing l-:B Designation of' Hearing Officer l-C Notice of' Hearing l-D Designation of' Parties to the Hearing

Lamb • • • • • • • • • • • • • Investigator in Charge

Mr. Lamb will report for the record, the notification of' the accident and the organization of' the investigation. He will review the investigation activities and submit all exhibits to be entered into the :public record of' the accident. Exhibit No.

2-A O:perations Group Chairman's Factual Report 2-A-l Simulator· and flight test re:port 2-:B UAL FLT 553 Dis:patch Documents 2-C Training Records - Captain w. L. Whitehouse 2-D Training Records - F/O w. O. Coble 2-E Training Records - S/O B. J. Elder 2-F Ex:cer:pts from UAL E-737 Flight Manual 2-G Ex:cer:pts from UAL Training Manual 2-H Ex:cer:pts from UAL Flight Hand.book 2-I Statements from :pilots flying in Chicago area l2/8/72 2-J Je:ppesen Approach Charts and Chicago Area Chart 2-K Cockpit visibility diagram :B-737

- 4-

Exh:i:bit No. '~ ··

3-A 3-B 3-C 3-D 3-E

Air Traffic Control Group Cha.innan' s Factual Report Statements, A'ro Bersonnel A'ro Transcript (Approach Control) A'ro Transcript (Midway Tower) Aerocommander N309US ~und Track Chart plotted. from O'Hare Radar .ARrS III Computer Readout 3-F UAL Flight 553 Ground Track Chart - plotted from O'Hare Radar ARl'S III computer readout 4-A Witness Group Chairman's Factual Report 4-B Witness Statements 4-e Witness Location Chart 5-A 5-B 5-C 5-D 5-E 5-F 5-G 5-H 5-I 5-J 5-K 5-L 5-M 5-N 5-0 5-P 5-Q

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6-A 6-B 6-e 6-D 6-E 6-F 6-G

Weather Group Chairman's Factual Report Sur:f'ace Weather Observations - Mid-way Aviation Weather Sequences Sur:f'ace Weather Charts Upper Air (850 m.b. & 700 m.b.) Charts Weather :Radar Log - Chicago National Weather Svc., Inst:rument Checks - Chicago Instrument Location Chart - Mid-way National Weather Service and FAA Tower Visibility Reference Charts Portion Electrowriter Record, Nat.ional Weather Service, M:rdway National Weather Service Observer's Statements Teletype-Pilot Reports National Weather Service Forecasts (Area and Terminal Forecasts and SIGME.TS) Upper Air rs.ta Pseudo-adiabatic Charts, Peoria & Green Bay National Weather Service Briefing Statements United Air Lines Forecasts Human Factors Group Chairman's Factual Report Passengers. Statements Flight Attendants Statements Civil Aeromedical Institute (CAMI) Reports Chicago Fire Department Operations Report United Air Lines Galley Study FAA, Office of Aviation Medicine Report: Carbon _Monoxide and Oyanide Hazards 2ill '.Air Transport Accidents accom;panied. by fire

7-A Structures Group Chairman's Factual Report 7-B Wreckage Distribution Chart 7-C Photographs

- 5Powerplant Group Chairman's Factual Report Photographs Engine Bleed Air System Schematic

9-A

9-B 9-C

9-D 9-E

10-A 10-B

Systems Group Chairman's Factual Report Photographs Kollsman Report on Altimeter System Kollsman Report on Air Data Computer Excerpts from B-737 Instruction Manual re: Pitot路Static System

lO-C

Flight Data Recorder Specialist's .Factual Report Photographs o:f FDR and Parameter Traces Report o:f FDR Examination

ll-A ll-B ll-C

Maintenance Records Group Chairman f s Factual Report Excerpts :from Flight Log Deferred Item Sheets

12-A

Cockpit Voice Recorder Specialist's Factual Report

J3-A

Flight Performance Group Chairman's Factual Report Automatic Radar Tracking System (ARrS) Computer Printout Aircraft Performance Data Plot Developed. from .ARrS III Data. Approximate Flightpath Profile as 1'eveloped. :from .ARrS III Data and CVR Transcript. Excerpts o:f B-737 Certification Data

13-B 13-C

13-D 13-E

•

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- 6 -

~-~=-

WITNESS LIST

Mr•~W~am J. S:irr:lonini

Eyewitness Chicago, Illinois

Mr. Thom.8.s J. O'Brien

Eyewitness Chicago, Illinois

Mr. Louis StaJ.ec

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'3 1 0 '/ W' 7 S-. .d..J:;.eEyewitnes s ~

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Mr. Marvin E. Anderson __., t;-J, A.

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Mr. Harold R.

J,,..

Metc~;VA~ ·

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~- Chicago, Illinois

Passenger, UAL FLT 553 South Holland, Illinois ~~~~~, Passenger, UAL FLT 553 Tinley Park, Illinois

Mr. Harold W. Green

Passenger, UAL FLT 553 Park Forest, Illinois

Mrs. Margurite J. McCausland

Stewardess, UAL FLT 553 Reston, Virginia

Mrs. D. Jeanne Grif'f'in

Stewardess, UAL FLT 553 Silver Spring, Maryland

Mrs. Kathleen S. Drret

Stewardess, UAL FLT 553 Alexandria, Virginia

lO.

Captain Arthur C. Munin

Chief', Hook & Ladder Com,pa.ny No. 3l, Fire De:partment of' Chicago, Chicago, Illinois

ll.

Captain Hugh E. MurJ?hy

Captain_, Delta Airlines North Redding, Massachusetts

l2.

Mr. Milton W. Harding

Ex:ecutive Pilot Vincennes, Indiana

l3 •

Mi;:\ .George W. .~~~~···

Ex:ecutive Pilot Ft. Madison, Iowa

Kipp

·;,_!

Captain, United Air Lines Arlington, Virginia l5.

Mr. John J. Baldwin

Air Traf'f'ic Control Specialist Federal Aviation Administration O'Hare Approach Control Chicago, Illinois

- 7 l6.

Assistant Chief', Midway Tower Federal Aviation Administration Chicago, Illinois

l7.

Captain John C. Aasen

Flight Training Su:pervisor B-737 UAL Flight Training Center Denver, Colorado

l8.

Captain Donald K. Holman

Flight Manager UAL Flight Operations Was~ington, D. C.

l9.

Captain Bobby C. Goodman

Flight Manager UAL Flight Operations

Washington, D. C. 20.

Captain Louis N. DeWitt

Manager, Flight Performance B-737 Western Airlines, Inc. Los Angeles, Ca.lii'ornia

2l.

Mr. Robert P. Beatty

Assistant Branch Chief' National IS.ta Systems Branch National Aviation Facilities Experimental Center Federal Aviation Administration

22.

Mr. William K. Howell

B-737 Aerodynamics Engineer The Boeing Company Seattle, Washington

23.

Mr. Matson M. Lord

Liason Representative Service Department Pratt & Whitney Aircraft Company East Hartford, Connecticut

24.

25.

M;l:. ttBines W. Angus . ,_,,_... ;

Dr. Paul

Smith

Staff' Engineer Kollsman Instrument Company Elmhurst, New York Chief', Pharmacology Biochemistry Laboratory Civil Aeromedical Institute Federal Aviation Aam:i.nistration Oklahoma City, Oklahoma

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NATIONAL TRANSPORTATION SAFETY BOARD

OEPAR'.TMENT OF TRANSPORTATION

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June 5" .):973 •:.:.'

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Honorable William D. Ruckelshaus Acting Director Federal Bureau. of-lnvestigat_ion Washington, D. C. · 2053.5 Dear Mr. Ruckelshaus: As you may know, the. National Transportation Safety Board is current.ly investigating the.;!>ircraft accident of the United Air Lines Boeing 737, at Midway Airpo}'.t, Chicago, on December 8, 1972. Our investigative team assigned. to this accident discovered on the day .. following the accident that several FBI agents had taken a nuinber of·-.'.: non-typical actions relating to this accident within the first few hours' '-.,' following the accident. · !,~

..... : · t<t'i-

.:;,-.

Included Were: for the first time in the memory of our staff, FBI agent went to the control tower and listened to the tower tapes before our investigators had done so; and fo:;- the first tin-ie to our knowledge, in connection ·with an aircraft accident, an FBI agent interviewed witnesses to the crash, including £light attendants on the aircraft prior to the NTSB interviews. As I am sure you can understand, these actions, particularly with respect to this flight on which Mrs. Howard Hunt was killed, have raised innumerable qu·estions in the mi11ds of those with legitimate interests in ascertaining the cause of tfiis accident. Included among· those who have asked questions, for example, is the Government Ac~ivities Subcommittee of the House Government Operations ·Committee. On the basis of informal discuss-ions with the staff of the Commitiee, it is likely that questfrns as to .at sp~cific actions were taken by the FBI in connection with this airand why such actions Were taken, will come up in a . at which the NTSB will appear and which ·is . ,~,~.:'~~r'li:tPlo r June l 3, 1 9 1 3 .

E~-

).i~'-~"f:i'~l~nt, :~&'.q.~&'"'.}g~t:nearing . ~~fl}~;·'

.,~d'.r·to

-.'.:

be fully responsive to the Committee, as well as to be fully inforn1ed ourselves about all aspects of this accident so as Lo assure the con1plete accuracy of our deLerininaLion of the probable

- 2 - .

· :;s:" c.'-•·~•'Would. appr.,,iato lfoihg advise~ -~~fi deiaiJ, with resp;<f;•:;,';'~

4 ;,,· iliQ 'J:B; ~\fi:fl:ii;s_in ··;''.j7?;.">,

~C ?fi:c1'•'-'i:C't J.

}\)!>]).!~.,the following information'

conn ccti on )Vith thi, accfd ent. ' W c would like to the purpo,e of the FBI ' reasons for the early response and unus_ual FBI actiona:, the number.of FBI personnel involved, all investigative by '.he •gents and the thne• they took •uch •ctions_ (includ: j mg the time the first FBI agents arrived on the s.ccne), and copies. of a:tt-1 reports" and records made by the agents in connection with their investi- · gationa (we· already of 26 FBI iJ'1.terview reports; any other documents ihould provided, therefore). l!''·'··'"'

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!~}.$');1~~,..@:~!~;~~-.,,;i;·-fhe 1l·.

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pehave·::~-bpi~a

While we have initiated action· a.t the staff level between our agency and yours to effect better liaison and avoiq engaging in efforts which may be in conflict in the !utu.re.r we 'ha.ve that aome mo,re formal arrangement--in·th:e natl.ire of' an infe_ragency m.emorandum of' =der•tandini' tor _insianco--woUld •eem appropriato. It would cl<iiijiiy de-lineate our statutory responsibilities and s_et to eliminate any !liture conflicti;. We would therefore appreciate# would designate, ·at your· earliest convenience, an official with. w}\-Om we: may discuss this matter an{f with the authority to negotiate such a.forn:ial agreement with the Safety Board.

determ~1ed

resp~ctive

agr.~.em~.t?:t

fo~th p-roc.edt:r~.~s if,yq:~'

In the interim, however; we would like to receive, in advance of the scheduled June 13, 1973 public oversiglit hearing, the specific information concerning the actions of the FBI in connection with the Midway accident and tl:le reasons therefor, in order to enable us to be as fully re•ponsive ;u possible to th:e House Subconunittee. Sincerely,

Original aiiD•d by

John B. llo&d John H. Reed Chairman

;.--··'~ / f~1-

UNITED STATES DEPARTn!EJ";T OF JUSTIE:E ';:'.\f~~'-'>'.·.~::: _FEDER-A~ BUREAU OF INVESTIGATION

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'WASHINGTO~,D.C~

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June U, 1973

Mr. John H. Reed Chairman National Transportation Safety Board Department of Transportation Washington, D. C. 20591

. : .,1

Dear Mr. Reed: Your letter dated June 5, 1973, concerning the FBI's investigation into the crash of a United Air Linea Boeing 737 at Midway Airport, Chicago, Illinois, on 8 9

:::~::c:~:::~igative jurisdiction~);~.

December :h: ; : : : : : in connection with the Destruction of Aircraft or Motor-~<-· ~.tJ.~ Vehicles (DMN) Statute, Title 18, Section 32, U, S •._ Co~e·, ~> which pertains to the willful damaging, destroying or ~. ·~·~ disabling of any civil aircraft in interstate, overseas or -~ foreign air commerce. In addition, Congresp specifically ~designated the FBI to handle investigations under the Crime ii) ~.board Aircraft (CAA) Statute, Title 49, Section 1472, U. s. Code, pertaining, among other things, to aircraft piracy, interference with flight crew members and certain specified crimes aboard aircraft in flight, including assault, · · murder, manslaughter and attempts to commit murder or manslaughter. FBI investigation of the December 8, 1972, United Air Lines crash w~~ instituted to determine if a violation of the DAMV or CAA Statutes had occurred and for no other reason. The fact that Mrs. E. Howard Hunt was aboard the plan:~.was unknown to the FBI at the time our investigation ~ " ~:"~ti tut_~d. , ·Lt has been longstanding FBI policy to te1y proceed to the scene of an airplane crash for the purpose of developing any information indicating a possible Federal violation within the investigative jurisdiction of the FBI. In all such instances liaison

'"" ';~[~' Mr. John H. Reed

is immediately established with the NatioP~l Transportation Safety Board (NTSB) personnel upon their arrival at the scene.

~~®!* ;Q EB• llsJent~onded seen~

.,'

to the

crash s ones arriving within 45 minutes of the crash. FBI Agents did interview witnesses to the crash, including flight attendants. Speciai Agent (SA) Robert E. Hartz proceeded to the Midway Airport tower shortly after the crash to determine if tower personnel could shed any light as to the reason for the crash. ·On arriving at the tower, SA Hartz identified himself as an FBI Agent and explained the reason for his presence. He was invited by Federal Aviation Administration (FAA) personnel at the tower to listen to the recording made at the tower of the conversation between the <;o_'-._ tower and United Air Lines Flight 55 3. At no time did ;. . ·f,..;· SA Hartz request to be allowed to listen to the .tapes. ~After., listening to the tapes, SA Hartz identified a sound as ~eirrg ~· that of the stall indicator on the aircraft. The FAA agreed' that SA Hartz was right and immediately notified FAA Headquarters at Washington, D. c.

:.~-.i-·

·The FBI's investigation in' this. matter was terminated within 20 hours· of the accident and on December ll, 1972, Mr. William L. Lamb, NTSB, was furnished with copies of the complete FBI investigation pertaining to this crash after it was determined there was apparently no violation of the DAMV or CAA Statutes. In order to avoid the possibility of any misunderstanding concerning our respective agencies' responsibilities and to insure continued effective liaison between the:· N!.L'SB and the FBI, I have designated SA Richard F. Bat~~i;~t~Section Chief, Criminal Section, General Investigative .uli~~:£iqrt:; FBI Headquarters T Washington T D. c. ' telephone rfi~~;t:::324-2281·, to represent the FBI concerning any matters o{C~}Th~~hai{ interest. Sincerely yours,

~-""'.?70. - n ~~~ ./'? .(/ l?r /} /lr::C--~ William D. Ruckelshaus Acting Director ~:

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EXHIBIT 9B

.NA.TIONAL TRANSPOR'T'-.ATION SAFETY :BOAfill

Bureau of Aviation Safety Washington, D. C. 2059l

SYSTEMS GROLJP CF..AIRMfl..1'TS

FACTUAL F.EPORT

INDEx: OF PHOTOGRAPHS

'No. l 2

Cockpit Area Ca~tain's

Instrtnnent Panel

3 Center Panel

4 Flight Director Panel 5 Pedestal ~--

6 Left Main Gear Up-Lock 7 Flap Jackscrew

8 Horizontal Stabilizer Jacksr rew

•.

'·

I ·.... Docket No.

SA-435

Exhibit No. 8B

NATIONAL TRP.NSPORTATION SAFETY BOARD

of Aviation Safety Washington, D. C •

Bure~u

......

. '·

. PQWERJ?LANT GROUP CRA.J.RMAN 'S FACTUAL REPORT OF INVE}3IJ:IGATION

INDEX TO PHOTOGRAPHS By Edward P.

·,

Wizniak

NATION.AL TRANSPORTATION SAFETY BOARD Bureau of Aviation Safety Washington, D. c.

Exhibit 8B

February 2, l973

POWERPLANT GROUP CRAIRMAN 1 S FACTUAL REPORT OF INVESTIGATION UNITED AIR LINES FLIGHT 553, BOEING B-737, N903lU, CHICAGO, ILLINOIS, DECEMBER 8, l972 INDEX TO PHOTOGRAPHS ON SCENE l.

No. 1 Engine: Left Side View; recovered third stage compressor disk is visible in foreground.

No. l Engine: View towards the front of the engines; the 4th stage compressor disk is visible; blades are bent opposite to the direction of compressor rotation.

No. l Engine: Rear View.

No_. 2 Engine: View toward the acce&sory and components d路rives gearbox.

No. 2 Engine: View toward top of engine.

DISASSEMBLY AT UNITED AIR LINES MAINTENANCE BASE, SAN FRANCISCO, CALIFORNIA

No. 1 Engine: View showing molten metal splatter adhering to the turbine front case, first stage turbine nozzle guide vanes and combustion chamber inner outlet duct assemblies.

No. l Engine: l3th stage modulating valve.

No. l Engine: Layout of cowl anti-ice system.

No. l Engine: Layout of inlet guide vane anti-ice system.

10.

No. 2 Engine: Fan inlet case

ll.

No. 2 Engine: View showing exhaust section and 4th stage turbine blades.

12.

No. 2 Engine: View showing metal splatter adhering to the first stage turbine nozzle guide vanes.

. ·"'

',•

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..-'•

- 2 -

Index to Photographs 13.

No. 2 Engine: Layout of cowl anti-ice system.

14..

No. 2 Engine: Layout of inlet guide vane· anti .:.tee system.

~f.'0J~~ Edward P. Wizniak . Air Safety Investigator

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NATIONAL TRANSPORTATION SAFETY :SOARD BUREAU OF AVIATION SAFETY WASHINGTON; D. C.. 2059l

PHOTOGRAPHS

BY Robert J. Gordon

.,- ----

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l, 2. 3. 4.

Area of Left Engine Area of Left Wing Right Engine Area of Right Wing

Cockpit Section

Right Main Cear

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IOCKET NO. SA-435 EXHIBIT 6-TI

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____

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NATIONAL TRANSPORTATION SAFETY :BO.ARTI Bureau of Aviation Safety Washington) TI. C. 2059l .

CIVIL AEROMETIICAL INSTITUTE REPORTS l.

Rwnan Factors Team Member· ;Report) John G. BlethroW:

Iaentificatioi:l Re1iort Clyae c. Snow)· Ph. TI.

'· ·:

REPORT OF AIRCRAFT ACCIDENT

UNITED AIR LINES, FLIGHT 553

路.

BOEING 737 Midway Airport Chicago, Illinois .

8 December 1972

路.

Human Factors Team :tviember' Report-John G. BJ;ethrow Civil Aeromedical Institute

._ ..,..:;r..l!:f...... '~"'!'.:..,

ACCIDENT SUMMARY

United Air Lines Flight 553 crashed at approximately 2:28 p.m. CST on 8 December 1972.

The cloud ceiling in the area of Midway Airport

was approximately 500 feet with reported patches of fog or low clouds at 100 feet. The aircraft broke through the clouds approximately 5 blocks before impact and about 100 feet above ground.

A tremendous power

surge was heard and felt by all .of .the survivor~with .only a change in attitude resulting.

A majority

~itnesses, both passengers and nose-~p

observers on the ground, felt that the aircraft assumed a attitude with the significantly.

~pplication

of power and that the right .wing dropped

Shortly after the initial surge, a tremor was felt which to one qualified witness resembled the earlier application of power. Immediately following the tremor, brili:i~ntly. fla~路hingli-ght~-路 --路-accompanied by

popping 11 noises were observed on the left side and

then the overhead bins and ceiling liners began to fall. Impact forces varied widely from the tail section to the cockpit due to the early, nose-high attitude of the aircraft and exposure to the house structures. _The tail section experienced the least forces; therefore, witness statements of crew members and passengers seated in this area (regarding the crash sequence) were weighed heavily by this investigator. The final impact sheared the right half of the cockpit and an undetermined allX)unt of the first-class section, broke the fuselage at the forward and aft edges of the wings, and separated the forward cabin from the aft cabin. All of the surviving passengers attest to the fact that the cabin interior was quite dark after impact and that a condition of quiet prevailed.

stewardess seated in the tail section was aware of a hissing noise which

this investigator attributes to a sheared natural gas line (supply line) in the basement of the house in which the plane ~ame to rest.

-3Fire broke out immediately both forward and in the area of the left wing.

The progress of the fire was rapid because natural gas

was feeding it, fuel from the wings was p~oling in ~he basement. and there was wooden debris surrounding the wreckage. There were three flight crew members, three cabin attendants, eleven paid first-class passengers, and forty-two paid tourist passengers plus two infants.

The survivors were primarily near the immediate tail

section or over the center wing area.

None of the flight crew survived,

although Captain Whitehouse survived for a sufficient time to build a carbon monoxide level of 40.4%.

~fone

9£ the passengers seated in the first

section (1st 5 rows) .s.urvived although the "stewardess ..seated i~ the ·· rearWard.facing ju~p seat on the forward l~ft side of the cabin did su·rvive.

She was ·taken .out of her seat a·nd from. beneath pipes, bricks,

and other debris by firemen who were forced to fight flames to reach her.

Her exit from the fuselage area was made through the open right

side of the cabin. Fourteen paid passengers and one infant out of the forty-two passengers and two infants seated in the tourist section survived the impact and fire.

Passengers in seats SC, SD, and SF exited through the hole created

by the cabin separation in the forward wing area and climbed back through the rubble on the right side of. the aircraft to the area of the aft galley service door and up to the street.

Passengers in SA, lOA, lOB,

lOC, 12E, 12F, 16E, 16F, and 17B all exited through the aft galley service door.

Passengers in lOB and 12F were small children and

were carried from the aircraft by cabin attendants or adult passengers. Passengers in lOD, lOF, and .llF went out what was described as a hole larger than an overwing exit, at least six feet wide and on the right side near where they were seated.

They walked over debris in getting

back past the aft galley service door and out to the street.

Two

cabin attendants for the tourist section were in their jump seats and secured by full seatbelt and shoulder harness restraints.

Their

seats remained intact and the restraint.s released with no difficulties. The attendant on the left portion of the jum~ seat (nearest door) attempted to open the left aft cabin door but fire was immediately apparent.

Fire began coming in the door and considerable time was consumed in trying to close it because the slide dislodged from its case and blocked the closing.

A man sitting in Seat 17B was of

assistance in closing this door, and he was also extremely

help~ul

in assisting the other cabin attendant overcome the.debris blocking the aft galley service door. The路 aft galley service door is the only door used for evacuation but one passenger used the left overwing exit, according to anbther passenger.

There is no indication as to whether this person returned

to the cabin but fire was present in the area and a body was located near tpe aft edge of t?at

w~ng.

The stewardess in the first class area ~xperietlced a mental block from the trauma of her experience a~d路coul~ not recall any passenge~ seat locations.

Six .pa~sengers 路 i_n that路 area. i:oulci; not be. accounted

for because of this and the fact that no one else could remember their locations. Both tourist section stewardesses and the passenger survivors in the tourist area failed to establish a seating documentation for all of the fatalities; seat locations, therefore, could not be determined for three passengers. All passengers were out of the aircraft in less than nine minutes (an accurate timing of the evacuation has not been feasible to date). Passengers an.d crew members who were not subjected to heavy crash loads and injury trauma were either out early and seeking the shelter of safety or were busy in assisting others and were not aware of much more than the progress of the fire and the rapidly environment.

faili~g

cabin

Those in the areas of heavy cabin destruction were slower

to respond to the emergency because of the stupefying mental and physical trauma, disorientation, and/or difficulty in negotiating the devastated cabin interior so that speed of movement was foremost in thought and previously consumed time secondary.

Reliable ground

witnesses offered the best estimates. Smoke was no problem to the passengers in the area of the wings, according to their verbal statements, but the ?ft cabin attendants were very much aware of a smoke problem.

One attendant states that heavy

gray-colored smoke, present in the early portion of the evacuation quickly gave way to a very dense and heavy black smoke which seemed

to be so heavy it would not go down her throat.

In the opinion of the

cabin attendants and passengers assisting in the evacuation at the aft g路alley service door, the smoke is the primpry reaso!J for abandoning the cabin when they did.

They attempted to continue a rescue operation

in spite of the smoke but were limited to mov.ement nofurther than the gulps of fresh air near the door would permit. Evacuation slides at doors other than the aft.galley service door were not deployed - those in the forward cabin heeause. of the devastation and the one at the aft main door (left side} because of fire.

The one路sliqe deployed was used in an effort to路 cover a drop

to the basement bf. the 路house under that section.

PERTINENT OBSERVATIONS

All 02 walk-around and therapeutic bottles recovered were burned

and their contents expended, except one therapeutic bottle.

This

bottle was scorched around the top somewhat, but still retained its contents. 2.

The supply bottles for the emergency

system were recovered.

Each bottle was burned extensively and had emptied its contents. One bottle, either the crew supply or the supplementary supply, had been exposed to extreme concentrated heat which caused the bottle to. burn through. The time the;e bottles discharged during the crash sequence is not known, but they did discharge and carried sufficient

accelerate combustion. 3.

Emergency lighting failed, according to witness statements.

The bullhorn was not used in any way.

Parents with infant children (2 on this flight) were holding

their children at the time of impact, if the caqin attendant directions were followed. 6.

The bright lights and npopping noi.ses" heard prior to impact

were probably due to the severing of power lines approximately one-half block before final impact. 7.

Both ground fatalities were found in the rubble beneath the

first-class section. 8.

There was no warning of an impending crash except the application !

of power to the engines. 9.

Firemen were on the scene and had hose pulled to the aft end of

the wreckage in less than five minutes~ 10.

Examination of the numerous pathological and toxicological reports

issued on the crew members and passengers of UAL-553 by the Cook County Coroner and a personal, visual examination of the bodies still retained by the morgue on 10 D.ecember 1972 (Sunday) , point out that although virtually all bodies were severely burned, was quite prevalent.

traumatic

injury

An injury which is totally incapacitating

to one person might not preclude escape for another.

Therefore, speed

-7of fire progression, amount of smoke produced, content of smoke, containment of smoke, distribution of wreckage debris, and individual will would all influence the probability ~f survival. 11.

Very little mention of seat belt injury is present in the listing

of injuries made available to this investigator, but each passenger personal.ly interviewed made comment to the fact that bruises, cuts and/ or both were in evidence.

SEAT DOaJMENTATION The Capt~in s seat is virtually intact and shows o~ly minor fire

.: damage .. Floor a ttachme.nts held. The pedesta i路路 was cut to remo"ve the seat .sometirge after th~s investigator photog"raphed it, in place, at the site. The

rest~aint

system was

~ac{fic

Scientific using the collective tjpe

buckle. Each. insertion point functioned when exa_mined at the hanger. The shoulder restraints were completely within the enertia reels except for buckle inserts and hard to start when unreeling.

complete lack of

scortching, discoloring, abrasion marks, or soiling other than that portion attached to the buckle inserts (scortched) points to the fact that this portion of the restraint system was not, in use at the time of impact. The first officers seat was recovered in part and showed evidence of impact damage and extensive burning. Only the back portion and part of the arm rest (left) were accounted for. The shoulder restraints were recovered in part although the buckle inserts were missing and the inertial reel housings had partially melted into the belts. The reels were stuck but inspection disclosed that they were full of unburned belt and indicates I

that this portion of the full restraint was not used. The restraint system on this seat was also Pacific Scientific and utilized the collective buckle. The 2nd officer's seat was almost totally destroyed and the only portion recovered was the upper part of the telescoping backrest. All parts of the restraint system were missing. One Pacific Scientific crew buckle (collective) was found in the cockpit wreckage but there was no indication as. to whether the 1st or 2nd officer had used it. This buckle was also operatiorral when found even though extensively burned. The observer seat was partially recovered. There is no evidence of this

-Bseat having been occupied during impact or subsequent fire. Cabin attendant

jump seat (rearward facing) in the first class

section was recovered and reassembled for approximate position during impact. The seat pan portion was broken free of' the wall; both back p_搂!ds were separated from the wall and both head pads were missing. Hinge supports under. the seat pan were bent downward and to the left. The restraints(lap belts only) were missing except for two anchors still attached to the wall behind the left portion (inboard). The retaining J

band of an extinguisher bracket located on the.wall next to the right side of the seat pan, about hip height,

was displaced to the left indicating

the.extinguisher, no. longer路 contained, had been knocked or shoved across the occupied seat. Cabin attendant seat. (:E01:ward facing) on "the aft

cabin wall was missing

as well as the restraint systems (Pacific Scienti_fic with collective buckles. and enertia reels). Both attendants survived and were not hospitalized. They were in complete aggeement that the seat and restraint systems functioned perfectly. They also agree that movement from the aft galley area forward of about row 15 was extremely difficult because seats on the left side had broken loose and the overhead bins had fallen. Survivors had climbed over seats on the right side. Fire was extensive and extremely hot in the main wreckage so that very little by way of passenger seat units were recovered. Those seats and seat portions brought to the hanger storage at Midway airport were badly damaged by impact and fire. Only two tourist seat units

(three seat sections each)

were recovered relatively intact and no first class units were recovered intact. I All passenger seats which were sufficiently intact to make any analysis on showed a downward loading in excess of the 4 1/2 g set by government regulation and a side loading in excess of the 1 1/2 g set by the same regulation (Part 25.561). Damage to seats, other than fire, was far more extensive from the forces which devestated the fuselage than by passenger loading. No seat could be positively established as having been in a specific place within the aircraft, other than being a def:i,nite type and possibly a right or left unit. The two tourist units recovered reasonably intact could be identified as one right hand unit and one left unit. According to burn patterns, they would have been fully loaded and in an area where the seating

chart denotes this type of seat occupancy. One tourist class unit, window section on the right side, was sheared off and backwards from the center section destroying the seat pan of that section. One tourist class unit, window section right side, the only remaining section of that unit, was punttured from behind at a point approximately 8 inches up from bottom and near center. The blunt penetrating 'object pierced the seat back frame, cushoin, and fabric covering. Evidence indicates

.-~

...

..-

theseat was occupied so the object would have entered the passenger"s lower back, somewhere near the lumbar region and top of the pelvis.

Recommendations:

.·.

" 1. This invest~gator would re.commend that the. e~ergency Oxygen supply bottles for the cabin and crew systems be located in the tail section rather than in a forward area. In the case of UA-553 they were located in the forward most part of the forward cargo pit on tHe right side in close proximity to the storage batteries. I cannot say that these bottles were responsible for loss of life, but they were empty when found and carried a significant amount of Oxygen.

2. A nationwide re-education of parties most apt to be in attendance at a crash site for rescue and/or;removal of victoms is recommended. Marking body locations will help Human 'Factors investigators in the analysis of evacuation patterns, injury causation, or reasons for an unsuccessful attempts toward escape.

3. Survivors, other than those at the aft galley "ervice ddor, were quite aware of the cabin darkness after impact. Smoke would have rendered emergency cabin lighting ineffective after a period of time but the survivor statements indicate an immediate total darkness and the probability of a 1

failure of the emergency light lng system. This investigator would recommend a more protected location fo~ :the emergency lighting hardware and a more reliable triggering method.

-P.\..VV\ I "-t•·

·-

'j L

(J~l J • Jzlt"u"-~

,.,_, JOHN .G. BLETHROW ?o'esearch Human Biologist, cAMI.

REPORT OF AIRCRAFT ACCIDENT

(Identification Report)

------UNITED AIR LINES, FLIGHT 553 BOEING 737

.·

Midway Airport chfcago, ·n1inois 8 December 1972

Clyde C. Snow, Ph.D. Civil Aeron1edical Institute

.·.:.

.' \

''·· ·,.' ... ·~

-11-

IDENTIFICATION AIRCRAFT ACCIDENT:

UNITED AIR LINES FLIG1IT 55 3 BOEING 737 MIDWAY AIRPORT CHICAGO, ILLINOIS 8 December 1972

On the evening of 8 December 1972, I traveled from Washington, D.C., to Chicago, Illinois, to participate in路 the .human fac;tors inv_estigat.ion of the Unfted Air Lines Flight 553 which had crashed near Midway Airport earlier that afternoon.

Upon a:z:rival, I was assigned .to the.

. Hum.an Factors Group with the request that_ I aid in the identification of the victims.

At this time (approximately 1:00 a.m., 9 December 1972),

I called the Cook County Coroner's Office and was informed that gross external descriptions of all the bodies had beert completed as well as complete necropsies on two of the three male crew members.

Further

work was suspended until the next morning. On Saturday morning, 9 December 1972, I arrived at the Coroner's office at 8:30 a.m.

By this time, a United Air Lines team under the

direction of Dr. Joseph Kidera:had been organized and was gathering background information useful in identification from the victim's next-of-kin.

The evening before, the identification division of

the Chicago Police Department had begun sorting and cataloging personal effects of the victims.

The FBI Disaster Squad, under

the direction of special agent-Beverly Ponder, had arrived from Washington and immediately set to work to collect fingerprints from 1

those bodies from which prints 1were obtainable. Although final positive identification (in the form of a signed i

death certificate) is the responsibility of the Cook County Coroner, coroner officials - lacking identification specialists of their own agreed to accept as positive identifications those made through the combined efforts of Dr. Kidera' s team and the FBI Disaster Squad.

Unfortunately, before this arrangement was agreed upon several bodies were released by coroner authorities on the basis of clothing, personal effects, or visual identification by relatives. A preliminary inspection of the bodies revealed that many were too badly burned for fingerprinting and that identification would have to be based on dental evidence.

An inquiry to coroner officials

.revealed that the dentist ordinarily used as a consultant in such cases was not available on weekends.

Since one crew member, at this

time, had not been identified and, at best, the identification~路 made the previous evening could only be路 considered tentative, it appeared that priority should be given to the organization of a d;ntal identification team.

After clearing with Dr. Kidera, I was granted permission

to organize such a team by Cook County Coroner authorities. The first member of this team was Dr. Kenneth Giese, D.D.S., the dental resident taking weekend calls at nearby Cook County Hospital. When contacted, Dr. Giese immediately volunteered his services and reported to the morgue at approximately 12:30 a.m., 9 December 1972. Dr. Paul Goaz, D.D.S., Loyola University

Colleg~

of Dentistry, and

Dr. William Burch, also of the L~yola faculty, were contacted and volunteered their services.

Since the morgue was lacking in instruments

and supplies needed for dental identification, Drs. Goaz and Burch brought much of their own equipment, including camera and film. Although there were some exceptions, the following routines were generally followed: 1.

Each body was first examined by the FBI and if prints were

available they were taken. 2.

The body was next examined by this investigator and two United

Air Lines physicians serving on Dr. Kidera 1 s team.

This

examination yielded an assessment of the individual 1 s sex, age, race, stature, weight, and evidence of old surgical procedures, deformities, and anomalies useful in identification. 3.

The dentition was then removed, cleaned, and charted.

'::5 -

The completed dental charts were then sorted into subgroups

on the basis of the individual's sex, race, and esti'matt路d age. 5.

Dental and medical records of possible decedents obtained

by United Air Lines were then compared to dental charts of the victims of the same sex, race, and approximate age to obtain positive identification. 6.

In a number of cases, tentative identification provided

by the victims' personal effects served to pinpoint certain

victi~s who could then be rapidly iden~ified by dental and/or fingerprint evidence. All personnel involved worked continuously until approximately 1:30 a.m. Sunday morning.

Efforts were resumed Sunday morning at

8:00 a.m. and continued until 11:00 p.m. Sunday night when the last victim was positively identified. Table 1 lists victims by body number, name, age, height, weight, race and criteria used for identification.

Of the 45 fatalities

(43 passengers+ 2 occupants of the house-struck by the aircraft), 33 victims ( 73 %) could be positively identified by fingerprints or dentition.

Approximately 17 ( 38 %) victims yielded partial路 or

complete sets of fingerprints.

From this group, 12 positive

identifications were made from FBI fingerprint records. a.

Thirty victims were examined dentally and positive

identifications were made on twenty-eight.

The two remaining were

elderly, completely edentulous females - one who was wearing a complete set of dentures, the other without dentures.

The cranium

of the dentured female also displayed a number of negroid skeletal features while the other appeared to be caucasoid.

A review of the

records revealed that the only edentulate females of this age group involved in the accident were an eighty-three year old negro passenger and a seventy year old white resident of a house struck by the aircraft.

Inquiries to relatives revealed that the negro female

passenger was known to have worn her dentures at all times in public and that they had been made at the Zollar Clinic in Chicago.

When

contacted, Zollar officials were able to identify the dentures as products of their laboratory.

/'j-

b. One body - that of an 8-month-old male, white infant was identified by exclusion since no other infants were listed aboard the aircraft or known to be in the houses struck by the aircraft. This identification was further supported by the positive dental identification of the infant's mother. c. The remaining victims were identified by personal effects found on tl:~e bpdy or, in a few instances, by visual i"nspection by next-of-kin.

Unfo:rtunately, these bodies were 'released

by coroner officials b~fore identification .could oe . dental ~r finge~piint records.

co~firmed

Table 2 summarizes the methods employed for identification of the 45 victims. Fingerprints only

Fingerprints & Dentition 8 Dentition only Exclusion

21 1

Persona 1 effects /visua l._,,1:...:1:..___ 45 Reliance on visual identification during the early stages of the investigation resulted in several problems:

Body# 94, later identified as that of a male passenger

by dental evidence was originally identified as that of 2nd Officer Barry J. Elder and autopsied as such.

Although this

mistake was eventually rectified, it resulted in the loss of autopsy and toxicological data on crew member Elder. 2.

The badly cremated.body of a young adult female wa9

mistakenly identified by a male relative as that of his 8-year-old niece. This mistake was also discovered and corrected through dental identification.

5 3.

The body of 1st Officer Coble was mistakenly classified

as "female" by morgue personn,el on the evening of the路 crash. This error caused an undue delay in identification of this crew member. Leaving the purely humanitarian aspects aside, positive identification of victims of aircraft accidents is a fundamental first step in human factors investigation.

In this case, for

example, had the error in identification :i,nvolving th'? passenger and crew member gone undetected, and had th7- pass.enger been under .the in!l~~nce of ~rugs or ~lcohol, invesd.gatiqn .would have been seriously misled.

Misidentification of one passeng~r for another

can negate the efforts of human factors researchers in reconstructing the evacuation sequence or correlating injury with structural deformation or restraint system failure. For these reasons it is strongly recommended that in future accidents NTSB insist on positive identification of all victims through dermatoglyphic, odontological, anthropological or other biological evidence (e.g. medical or surgical history, serology, etc.). In the few cases which do not yield sufficient biological information for positive identification to be established, evidence provided by personal effects is acceptable only after all other victims have been positively identified.

Visual identification by relatives or

acquaintances should not be accepted under any circumstances. It is also recommended that, whenever possible, no bodies be released until at least all crew members have been positively identified and preferably not before all victims (passengers and crew) have been identified.

This recommendation is made in order to avoid confusion

in those rare instances where dental or other information on two or more victims is similar enough to require further double-checking of the bodies.

Such comparisons are often difficult to make if one of

the bodies has been released since it entails bringing it back to the morgue - a procedure which is upsetting to the victim's family and which may be impossible if the body has already been shipped home for burial or actually buried.

6 It is recognized that many states and smaller cities do not have trained identification specialists capable of handling th? problems posed by mass aviation disasters.

Smaller airlines may also lack the

trained personnel and well-equipped facilities for rapid and efficient retrieval of personal data on passenger-victims路 which Dr. Kidera has organized for United Air Lines.

It is recommended that in such cases

the Federal Aviation Administration help provide support which would include the following: 1.

Maintenance of rosters of U.S. dentists. quali~ied by

experience and training in forensic odontology.

Such rosters

should be organized b~.city~ state, and region s6 that local specialists can be mobilized when necessary. 2.

Encouragement (through FAA Regional Flight Surgeon and

AMES) of local officials to include provisions for positive identification of victims in disaster planning. 3.

A small (two-member) team of well-equipped identification

specialists authorized to travel to the scene of all major accidents.

The functions of this team would be to organize

and coordinate the activities of local personnel recruited for identification services. The difficulty of the task of identification of mass air disaster victims increases exponentially with the number of victims involved.

In the past, the number of victims has seldom exceeded 150.

Judging from past experience, this number also represents the upper limits of our capabilities of handling the problem of identification by present procedures.

With the advent of jumbo jets, we are faced with

the eventuality of accidents involving several hundred victims. Therefore, research toward improvement in the procedures and techniques of identification should be encouraged by airlines, the FAA, and NTSB.

\ 24 January 1973

"'3....... cn......................

TABLE I IDENTIFICATION STATISTICS ON VICTIMS OF UAL B-737 ACCIDENT MIDWAY AIRPORT, CHICAGO, ILUNOIS

8 DECEMBER 1972

,ody Nr Name !i 3

Sex ,\ge Race Stat Wt

Abner,

Baldwin

Bayer, L.

Bes hoar

.Coble, W.

160

160,

j 42

175

l ~ 47

200!

,.r <'<"

Blodgett, R. Clark, M.

'i'

N ! 68 !w j 70

c! \ 43 j

107 75

Collins, G.

0 i 31 f

Elder. B.

dl 85

N.·

r" } 47

Ellison, F.

oLs

! I

72 l

I 67

125i

70 i 170~

'15 · Ender l A

. iw ~

Fields, E.

2 163

2 '23

Hewitt Hunt

Janda, E.

Jordan, M.

~52 1w ~' I. 1:' ' f47 lw

Jording, Infant

·25

Know land, R.

102

Kri 11,

Kru er

Lewis. B.

94 1 11 1()~

1)(1

McNair Moreau Newm:1n NL•wm:in

17.

1 f

lSOj

A. J.

w. R.

v. s.

''44

! 34

. 72 I' 1811 ! ~ i I 0' ' 35 I W i 73. 185i

er 9

37 f

(

f 50 f 50

9 \ 24 ?

(

1 l

I ix 1·

I I

:x I

x x

i J

140!

1301

}

r I I

65'. 65·

12/9

: I

67' 1551

i :

}

Officer

200' I l 66 i 143l

1500

12 /9 1630 l 12 /9

. I 12/9

x x

64 '! 120\

!ix

I 12 /9

i2110

1 1100

11250 1 12 /10 tu .s, t 2000 ~Congressman 1°2 /18 T i 1215 ! 2nd Officer ) 12 /9 :, I 2000 l I 12 /10 ' : 1430 I j (Invalid? 12 /l 0 1500 12 /10 I I 1610 i i ! Inva 1 id f 12 /l 0

'I1 1131 r 14oi

Jording

j 150~

Jordan, H.

I·

{

. ff lst

l 0900

}

104

110

180f

! 12 /9

! 1030.

I 1361

}

l 41 ! N

Ellison. R.

·190!

! 12 /9

x x

125,

x x

220

.Invalid

Time Identii I 2000 ! 12 /10

[

Ident. B" Finger- Visual/Pers. Dentition or in ts Effects Remarks

Il \I l

1045 J 2 / J II 20.'.5 J 2 /8 2000 12 /8 1800 12 /I 0

r 12 /9

l\ l :

1405

1 '<

12 /9

T 1645

I 1

12I1 o 1650 12 /l 0 2000

TABLE I IDENTIFICATION STATISTICS ON VTCTJMS OF UAL B-737 ACCIDENT HIIMAY AIRPORT, CHICAGO, ILLINOIS 8 DECEMBER 1972

Sex Age Racj Stat Wt

iffiC

Slwrman

s_~ull

i w

wt'St. -.. - -

lhifehouse .1

\·LJ.1i tney

i •

45 26°5

! !

Iw I

70.

i w

I I

I :

I I

t 1751

145

641

i x

Pilot

! l

l I

! 130!

I I

I 185·

! ·Ix

65 l 157 71

Time Idcnti: 1330 12 /9

116

n c''::culich, v.

C:ucul ich, T.

,r,

c! ·33

_Jl_\:__li J liam. R.

165

W. Jr.

!":thers,

_-.._,_w'l':;t,

llC

r{'

~!St

W. Sr.

lfst

____.Jvst \_

Ident. B'i Finger- Visual/Pers. Dentition or in ts Effects Remarks

Ground Fatality Ground Fatality

12/l 0 2000 12 /8 1045 12 /9 1045 12 /9 2230 12/10 0945 12/fO ,2225 12/8 1115 12/9 1630 12 /9 1515 12 /9

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Docket No. SA-435 . Exhibit No. 9-C-l

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NATIONAL TRANSPORTATION SAFETY BO:ARD Bureau of Aviation Safety Washington, D. C. 20591

Photographs of Altimeters and Air Data Computers Recovered from B737 UAL Flight 553 8 Dec. 1972./Midway Chicago, IlL \..

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INDEX OF PHOTOGRAPHS

Captain's Altimeter Front View with Moisture Entrapped Front View Front 3/ 4 View Rear View Mechanism ~ Left View Mechanism - Bottom View Gear with Contaminant in Teeth Amplifier Amplifier 3 / 4 View Amplifier 3/4 View Rear View - Cover Removed

1-5

1-6 1-7 1-8

1-9 1-10 1 -11

First Officer's Altimeter Front View of Display Display without Pointers Disc Pointer Front 3 / 4 View Rear 3 / 4 View Coordinated Display (100 ft pointer set) JI JI (1000 ft pointer set) IT Tl 路 (10, 000 ft pointer set)

1-1 1-2 1-3 1-4

2 -1 2-2 2 -3 2-4 2-5

2-6 2-7

2-8

Captainr s Air Data Computer Front Panel Top View with Closure Panel Top View without Closure Panel 3 / 4 Top View Showing Inpact Damage Altitude Module - Exterior Altitude J:viodule - Cover Removed Altitude Sensor on Acceleration Table Altitude Sens or on Acceleration Table Airspeed Module Cover Removed Airspeed Sensor Gearing

KOLLSMAN INSTRUMENT

CORPORATION

3-1 3-2 3-3 3-4 3 -5

3-6 3-7 3-8

3-9 3-10

First Officer 1 s Air Data Computer Front Panel as Received Front Panel After Cleaning .Front, 3 / 4 View ;(op View Without Closure Panel Aftitude Mo.dule - Exterior Altitude Module Mounting Face 3/4 View Altitude Module Static Port '

KOLLSMAN INSTRUMENT CORPORATION

4-1 4-2 4-3 4-4 4-5

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. Powerplant Gro.up Chairra.an 1 s Factual Report of' Investigation

- 24 Recovered Components (continued)

---

No. 1- Engine

Oil Pressure Dif'f'erential Switch

4436

Engine Bleed Air Valve

1642

No. 2 Engine

606 F8-347

198

Main Oil Pump

M364 Pressure Ratio Bleed Control NL

= =

6322585

Not Legible Not Found~: ~

615781

------

Transferred to Systems Group

SC~\-c---.--t f Cc)µ:V"-- ~~~ k_ Edward P. Wizniak Air Safety Investigator

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