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Safety Recommendation Details

Safety Recommendation A-95-112
Details
Synopsis: On Thursday, 2/16/95, at 2027 central standard time, a Douglas DC-8-63 N782AL, operated by Air Transport International (ATI), was destroyed by ground impact & fire during an attempted takeoff at the Kansas City International Airport, Kansas City, Missouri. The three flight crewmembers were fatally injured. Visual meteorological conditions prevailed, & an instrument flight rules flight plan was filed. The flight was being conducted as a ferry flight under title 14 code of federal regulations (CFR) part 91.
Recommendation: TO THE FEDERAL AVIATION ADMINISTRATION: Require airplane manufacturers to revise one-engine inoperative takeoff procedures to provide adequate rudder availability for correcting directional deviations during the takeoff roll and provide performance figures and runway requirements compatible with the achievement of maximum asymmetric thrust at an appropriate speed greater than ground minimum control speed. (Supersedes Safety Recommendation A-94-105 and A-94-106)
Original recommendation transmittal letter: PDF
Overall Status: Closed - Reconsidered
Mode: Aviation
Location: KANSAS CITY, MO, United States
Is Reiterated: No
Is Hazmat: No
Is NPRM: No
Accident #: DCA95MA020
Accident Reports: Uncontrolled Collision with Terrain Air Transport International Douglas DC-8-63, N782AL
Report #: AAR-95-06
Accident Date: 2/16/1995
Issue Date: 11/14/1995
Date Closed: 6/6/1997
Addressee(s) and Addressee Status: FAA (Closed - Reconsidered)
Keyword(s):

Safety Recommendation History
From: NTSB
To: FAA
Date: 6/6/1997
Response: IN RESPONSE TO THE BOARD'S CONCERNS THAT THERE BE AN ADDITIONAL SAFETY MARGIN IN CERTAIN SITUATIONS, SUCH AS ADVERSE CROSSWINDS, THE FAA CITED THREE CERTIFICATION REQUIREMENTS FOR ESTABLISHING VMCG. THE FAA ASSERTS THAT THESE REQUIREMENTS PROVIDE AN ACCEPTABLE SAFETY MARGIN. FIRST, DURING CERTIFICATION TESTS THE INOPERATIVE ENGINE IS ASSUMED TO FAIL WITHOUT WARNING DURING TAKEOFF. A DELAY IN PILOT RESPONSE TO THE UNEXPECTED FAILURE MUST BE TAKEN INTO ACCOUNT, WHEREAS DURING A ONE-ENGINE-INOPERATIVE TAKEOFF, THE PILOT CONTROLS THE APPLICATION OF ASYMMETRIC THRUST & CAN MAKE ADJUSTMENTS TO BOTH THRUST & DIRECTIONAL CONTROL AS NECESSARY. SECOND, THE USE OF NOSEWHEEL STEERING IS NOT PERMITTED DURING CERTIFICATION TESTS USED TO ESTABLISH VMCG, BUT IS AVAILABLE DURING AN ACTUAL ONE-ENGINE-INOPERATIVE TAKEOFF. NOSEWHEEL STEERING PROVIDES AN ADDITIONAL MARGIN OF CONTROL. THIRD, THE VMCG IS DETERMINED IN A DYNAMIC SITUATION IN WHICH THE AIRPLANE IS ALREADY DEVIATING FROM THE RUNWAY CENTERLINE BEFORE CORRECTIVE ACTION IS TAKEN BY THE FLIGHTCREW. THEREFORE, SUFFICIENT CONTROL FROM THE RUDDER MUST BE AVAILABLE TO NOT ONLY COUNTERACT THE DEVIATION FROM CENTERLINE BUT ALSO TO RETURN THE DIRECTION OF THE AIRPLANE MOTION TO A DIRECTION PARALLEL TO THE RUDDER CENTERLINE WITH THE CRITICAL ENGINE INOPERATIVE. IN VIEW OF THE FAA'S RESPONSE, THE BOARD CLASSIFIED A-95-112 "CLOSED--RECONSIDERED."

From: FAA
To: NTSB
Date: 3/19/1997
Response: FAA BELIEVES THAT THE PROPER ACTIONS HAVE BEEN TAKEN IN EACH OF THESE INSTANCES, & THAT THE BOARD SHOULD RECLASSIFY RECOMMENDATIONS A-95-110 & -112 IN A CLOSED ACCEPTABLE STATUS.

From: NTSB
To: FAA
Date: 7/5/1996
Response: THE BOARD NOTES THAT THE FAA DOES NOT PLAN TO REQUIRE AIRPLANE MANUFACTURERS TO REVISE ONE-ENGINE INOPERATIVE TAKEOFF PROCEDURES OR PROVIDE PERFORMANCE FIGURES & RUNWAY REQUIREMENTS COMPATIBLE WITH THE ACHIEVEMENT OF MAXIMUM THRUST AT AN APPROPRIATE SPEED GREATER THAN GROUND MINIMUM CONTROL SPEED. THEREFORE, A-95-112 IS CLASSIFIED "CLOSED--UNACCEPTABLE ACTION."

From: FAA
To: NTSB
Date: 2/12/1996
Response: THE FAA USES A COMBINATION OF OPERATING RULES GOVERNING THE AUTHORIZATION TO CONDUCT ONE-ENGINE INOPERATIVE FERRY FLIGHTS & RELEVANT AIRWORTHINESS CERTIFICATION STANDARDS TO ENSURE THAT ADEQUATE SAFETY MARGINS EXIST. THE APPLICABLE REGULATIONS GOVERNING AUTHORIZATION TO CONDUCT ONE-ENGINE-INOPERATIVE FERRY FLIGHTS ARE CONTAINED IN 14 CFR 91.611. SPECIFICALLY, 14 CFR 91.611 (C) (3) REQUIRES THAT TAKEOFF SPEEDS & PROCEDURES, SUCH AS THE MAXIMUM POWER & METHOD OF POWER APPLICATION, BE ESTABLISHED. FLIGHT TESTS MUST BE CONDUCTED TO VERIFY THAT THE AIRPLANE IS SAFELY CONTROLLABLE WHEN OPERATED ACCORDING TO THE ESTABLISHED PROCEDURES.