Delta Air Lines Flight 1080 was a scheduled flight from San Diego, California to Atlanta, Georgia, notable for the incident that occurred on April 12, 1977 during the San Diego to Los Angeles leg of the flight.[3] Unknown to the crew, the Lockheed L-1011's left elevator had become stuck in a fully upwards position. This led to the aircraft pitching up aggressively and causing the aircraft to lose speed and nearly stall.[4] The pitching force, unable to be overcome by fully pushing the control column down, was counteracted by reducing the thrust on the L-1011's wing engines but not the tail engine. The differential thrust, along with moving all the passengers as far forwards as possible in the cabin, pitched down the nose of the airliner and allowed the pilots to land the aircraft.[1][5]
_(10268351823).jpg) N754DL, an aircraft similar to the one involved | |
| Incident | |
|---|---|
| Date | April 12, 1977 |
| Summary | Loss of pitch control due to mechanical failure and jamming of the elevator and elevator tab control system |
| Site | Los Angeles International Airport, Los Angeles, California, United States |
| Aircraft | |
| Aircraft type | Lockheed L-1011 Tristar |
| Operator | Delta Air Lines |
| Registration | N707DA |
| Flight origin | San Diego International Airport |
| 1st stopover | Los Angeles International Airport |
| 2nd stopover | Dallas/Fort Worth International Airport |
| Last stopover | Louis Armstrong New Orleans International Airport |
| Destination | Hartsfield–Jackson Atlanta International Airport |
| Occupants | 52 |
| Passengers | 41[1][2] |
| Crew | 11 |
| Fatalities | 0 |
| Injuries | 0 |
| Survivors | 52 |
Aircraft and Crew
editThe aircraft was a 2 year old Lockheed L-1011-385 Tristar (Serial number 193C-1077) and was delivered to Delta on 24 May 1974 (registered as N707DA), at the time of the accident, had _ flight hours. The captain was 56 year old Jack McMahan, who had __ flight hours, of which __ were in the L-1011. The first officer, __ year old Wilbur Radford, had _ flight hours, and __ were on the L-1011, and 30 year old flight engineer Steven Heidt having __ out of his __ total flight hours on the L-1011. There were 8 flight attendants on board the aircraft.[1][6]
Investigation
editThe investigation found that the pressurization and depressurization of the L-1011 during flight cycles had caused water to be pushed inside a bearing, heavily corroding it and causing it to become jammed during a routine control surfaces check prior to takeoff. The FAA issued an emergency airworthiness directive instructing airlines to do a check of the bearing. This verification, however, was not sufficient to prevent takeoff with a jammed elevator; and a similar incident followed two months later. The FAA then made it mandatory for crews to inspect the elevators before each takeoff.[1][7]
Aftermath
editAs a result of the incident, Lockheed redesigned the elevator systems to be redundant upon failure of the bearings, as well as adding a seal to the bearing and a deflector to reduce the amount of water contacting the part.[1] Lockheed also modified the pilot's manual to improve the Pitch Axis Control Assist Procedures. The FAA further made it mandatory for pilots to be informed of these changes.[7][8]
For his skill in landing the crippled aircraft, the captain, Jack McMahan, was awarded the FAA's Distinguished Service Award.[2] The aircraft was repaired and continued to fly for Delta until 198, when it was subsequently sold to American Trans Air, where it was registered with the tail number "N187AT". The aircraft was scrapped at Victorville, California in 2002.[9]
See also
edit- Alaska Airlines Flight 261, a MD-82 that suffered a failure of the jackscrew in the stabilizer, leading to the deaths of 88 people.
- Aeroflot Flight 8641, a Yakovlev Yak-42 that suffered a jackscrew failure due to metal fatigue and a design flaw resulting in 132 deaths.
References
edit- ^ a b c d e "The Saving Of Flight 1080". The Washington Post. 1978-10-08. ISSN 0190-8286. Retrieved 2018-05-19.
- ^ a b "Flight 1080" (PDF). Tristar500.net. Retrieved 27 August 2018.
- ^ "Delta's L1011 Routes - Airliners.net". www.airliners.net. Retrieved 2023-07-27.
- ^ "NTSB ID: LAX77IA037". www.ntsb.gov. Archived from the original on 9 June 2020. Retrieved 2020-06-09.
- ^ "NASA Technical Paper : Development and Flight Evaluation of an Emergency Digital Flight Control System Using Only Engine Thrust on an F-15 Airplane" (PDF). Nasa.gov. Archived from the original (PDF) on 15 August 2020. Retrieved 27 August 2018.
- ^ Wilson, Robert (2021-02-04). "Midnight special | Flight Safety Australia". Retrieved 2024-11-17.
- ^ a b "Airworthiness directives: Lockheed-California Company Model, L-1011-385 Series Airplanes" (PDF). Federal Register. 42 (176): 45631–45632. 1977-09-12.
- ^ Montoya, Howell, Bundick, Ostroff, Hueschen, Belcastro, R. J., W. E., W. T., A. J., R. M., Christine (August 1983). "Restructurable Controls" (PDF). 19830025625.pdf. Retrieved 16 November 2024.
{{cite web}}: CS1 maint: multiple names: authors list (link) CS1 maint: url-status (link) - ^ "American Trans Air N187AT (Lockheed L-1011 TriStar - MSN 1077) (Ex N707DA ) | Airfleets aviation". www.airfleets.net. Retrieved 2020-02-08.
External links
edit- Portrait of N707DA the accident aircraft taking off
- Video explaining the incident
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