“MK Airlines Flight 1602”的意思、由来-开放百科全书

The Boeing 747-200 was originally manufactured for South African Airways in 1980 as ZS-SAR, making its first flight on 24 October of the same year, and being delivered on 6 November.^[2] At some point during its service with SAA, ZS-SAR was converted to a freighter. On 11 November 1992, ZS-SAR was leased to Garuda Indonesia as 3B-NAS. Sometime before September 1995, the aircraft was returned to SAA, and in March of 2000, was sold to MK Airlines as 9G-MKJ.^[3]

Incident

At 00:03 local time, on 14 October 2004, MK Airlines Flight 1602 took off from Windsor-Locks-Bradley International Airport. The aircraft was loaded with a cargo of lawn tractors, and made an intermediate stop at Halifax at 02:12 to be loaded up with approximately 53,000 kilograms ({{convert|53000|kg|t|disp=out}}) of lobster and fish. Flight 1602 taxied to Runway 24 (today, 23) and the takeoff roll was commenced at 06:53:22. When the aircraft reached 130 knots ({{convert|130|knots|mi/h|disp=out}}) of airspeed , the control column was moved aft to 8.4° to initiate rotation as the aircraft passed the 5500-foot ({{convert|5500|ft|m|disp=out}}) mark of Runway 24; with 3,300 feet ({{convert|3300|ft|m|disp=out}}) left on the runway, the aircraft began to rotate. The pitch attitude stabilized briefly at approximately 9° nose-up, with airspeed at 144 knots ({{convert|144|knots|mi/h|disp=out}}). Because the 747 still had not lifted off the runway, the control column was moved further aft to 10°, and the aircraft responded with a further pitch up to approximately 11°; at this time, a tailstrike occurred. The aircraft was approximately at the 8000-foot ({{convert|8000|ft|m|disp=out}}) mark and slightly left of the center-line. The control column was then relaxed slightly, to 9° aft. The pitch attitude stabilized in the 11° range for the next four seconds, and the tailstrike abated as a result. With approximately 600 feet ({{convert|600|ft|m|disp=out}}) of runway remaining, the thrust levers were advanced to 92% and the EPRs increased to 1.60. With 420 feet ({{convert|420|ft|m|disp=out}}) remaining, a second tailstrike took place. As the aircraft passed the end of the runway, the control column was 13.5° aft, pitch attitude was 11.9° nose-up, and airspeed was 152 knots ({{convert|152|knots|mi/h|disp=out}}). The highest recorded nose-up pitch of 14.5° was recorded at one minute and two seconds after takeoff initiation after the aircraft passed the end of the runway at a speed of 155 knots ({{convert|155|knots|mi/h|disp=out}}). The aircraft became airborne approximately 670 feet ({{convert|670|ft|m|disp=out}}) beyond the paved surface and flew a distance of 325 feet ({{convert|325|ft|m|disp=out}}). The lower aft fuselage then struck an earthen berm supporting an instrument landing system (ILS) localizer antenna 300 meters ({{convert|300|m|ft|disp=out}}) beyond the end of the runway, separating from the plane. The plane then headed forwards in a straight line for another 1200 feet ({{convert|1200|ft|m|disp=out}}), breaking into pieces and bursting into flames when it struck the ground.^[3]^[4]

Rescue

Over 60-80 firefighters and 20 pieces of apparatus from Halifax Regional Fire and Emergency responded to the call. It took nearly three hours to extinguish the post-crash fire. ^[5]

Investigation

An investigation into the crash revealed that the flight crew had used the incorrect speeds and thrust setting during the take-off attempt, with incorrect take-off data being calculated when preparing the flight (incorrect V speed calculation, as the result of the crew re-using a lighter take-off weight of 240,000 kg from the aircraft's previous take-off at Bradley, instead of the correct weight of 353,000 kg). The official report blamed the company for serious non-conformances to flight and duty time, with no regulations or company rules governing maximum duty periods for loadmasters and ground engineers, resulting in increased potential for fatigue-induced errors.^[6]

MK Airlines disputed the findings, citing the fact that the cockpit voice recorder was too heavily damaged in the post-crash fire to yield any information.^[7]

See also

References

1. ^{{cite web|url=http://www.airfleets.net/crash/crash_report_MK%20Airlines_9G-MKJ.htm|title=Accident MK Airlines Flight 1602 B747 9G-MKJ - Airfleets aviation|publisher=|accessdate=19 January 2017}}
2. ^{{cite web |title=ZS-SAR {{!}} South African Airways - A Complete History |url=https://saahistory.wordpress.com/aircraft/historial-aircraft/boeing-747-200/zs-sar/ |website= saahistory.wordpress.com |accessdate= 14 October 2018}}
3. ^¹{{ASN accident|id=20041014-0|type=Accident|title=Boeing 747-244BSF 9G-MKJ Halifax International Airport, NS (YHZ) |accessdate=15 October 2018}}
4. ^{{cite web|url=http://www.iasa.com.au/folders/Safety_Issues/dfdr-cvr/MK747fhalifax.html|title=Some Progress in the Halifax 747 Freighter Crash - but the recovered CVR is Useless|publisher=|accessdate=19 January 2017}}
5. ^
6. ^{{cite web |url=http://www.tsb.gc.ca/eng/rapports-reports/aviation/2004/a04h0004/a04h0004.pdf |title=Reduced Power at Take-off and, Collision with Terrain, MK Airlines Limited, Boeing 747-244SF 9G-MKJ, Halifax International Airport, Nova Scotia. Report Number A04H0004 |publisher=Canadian Transportation Safety Board |accessdate=8 September 2010}} (French version)
7. ^{{Cite news|url=https://www.theglobeandmail.com/news/national/probe-links-crash-to-fatigue/article712039/|title=Probe links crash to fatigue|access-date=2018-10-02}}