Wikipedia - Benutzerbeiträge [de]

Bristow-Flug 56C

2012-09-09T01:18:14Z

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{{Use British English|date=May 2011}}
{{Use dmy dates|date=May 2011}}
{{Infobox Airliner accident|name=Bristow Flight 56C|
Date=19 January 1995 |
Type= Lightning strike |
occurrence_type=Accident|
Site= near [[Brae oilfield|Brae Alpha oil rig]] in the [[North Sea]]|
Fatalities=0 |
Injuries=0 |
Aircraft Type=[[Eurocopter Super Puma]] |
Operator=[[Bristow Helicopters|Bristow]] |
Tail Number=G-TIGK |
Passengers=16 |
Crew=2 |
Survivors=18 (all) |
}}
'''[[Bristow Helicopters|Bristow]] Flight 56C''' was a helicopter flight that flew between Aberdeen and oil rigs in the North Sea. On 19 January 1995 the [[Eurocopter AS332 Super Puma|AS 332L Super Puma]] [[helicopter]] G-TIGK 'Cullen' was struck by lightning. The flight was carrying 16 oil workers from [[Aberdeen]] to an oil platform at the [[Brae oilfield]]. All people on board survived.

En route the helicopter ran into poor weather and was then struck by [[lightning]]. This caused severe damage to the [[tail rotor]]. Though the helicopter managed to limp for a few more minutes, the tail rotor eventually failed completely and the pilot was forced to perform an emergency [[Autorotation (helicopter)|autorotation]] onto the rough seas. Emergency floaters on the helicopter allowed the passengers and crew to be evacuated onto a [[life raft]]. In spite of the high waves and bad weather, all the people on board the flight were rescued.

The lightning strike was an isolated one in the storm, and may have been induced by the helicopter flying through the cloud. The accident investigation also revealed potential troubles with the [[composite material]] with brass strip design of the rotors which made the rotorblades prone to explosion and damage from lightning strikes.

The incident was featured in the ''[[Mayday (TV series)|Mayday/Air Crash Investigation]]'' episode "Helicopter Down".

==References==
*[http://www.aaib.gov.uk/cms_resources.cfm?file=/2-1997%20G-TIGK.pdf Report] Aerospatiale AS332L Super Puma, G-TIGK: Main document. Compiled by E J Trimble, Air Accidents Investigations Branch, Department of Environment, Transport and the Regions, July 1997
*[http://www.caa.co.uk/docs/33/CAP689.PDF CAA progress report for 1998] (p. 29)
*[http://www.caa.co.uk/docs/33/CAP674.PDF CAA progress report for 1997] (p. 26)
{{Aviation accidents and incidents in 1995}}

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{{DEFAULTSORT:Bristow Flight 56c}}
[[Category:Aviation accidents and incidents in Scotland]]
[[Category:Aviation accidents and incidents in 1995]]
[[Category:1995 in the United Kingdom]]
[[Category:Airliner accidents and incidents caused by design or manufacturing errors]]
[[Category:Airliner accidents and incidents caused by weather]]
[[Category:Airliner accidents and incidents caused by lightning strikes]]
[[Category:Bristow Helicopters accidents and incidents]]
[[Category:History of the North Sea]]

[[es:Vuelo 56C de Bristow Helicopters]]
[[nl:Bristow-vlucht 56C]]
[[zh:布里斯托航空56C號班機事故]]

United-Airlines-Flug 173

2012-08-21T20:58:00Z

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{{Infobox Airliner accident
| name=United Airlines Flight 173
| date=December 28, 1978
| Type=[[Fuel exhaustion]] due to [[pilot error]] (lack of [[situational awareness]])
| occurrence_type=Accident
| Site=[[Portland, Oregon]]
| coords={{coord|45.5225|-122.499722|type:landmark|display=inline,title}}
| Fatalities=10
| Injuries=24
| Aircraft Type=[[Douglas DC-8|McDonnell-Douglas DC-8-61]]
| Operator=[[United Airlines]]
|tail_number = [http://aviation-safety.net/database/record.php?id=19781228-1 N8082U]
| Passengers=181
| Crew=8
| Survivors = 179
}}
'''United Airlines Flight 173''', registration N8082U,<ref name=asn>{{ASN accident|id=19781228-1|accessdate=2006-08-16}}</ref> was a [[Douglas DC-8|Douglas DC-8-61]] en route from [[Stapleton International Airport]] in [[Denver]] to [[Portland International Airport]] on December 28, 1978. When the landing gear was lowered, only one of the three green landing gear indicator lights came on. The plane circled in the vicinity of Portland while the crew investigated the problem. After about one hour the plane ran out of fuel and crashed in a sparsely populated area near NE 158th Avenue and E Burnside Street, killing 10 and seriously injuring 24 of the 189 on board.

==Injuries==
Of the crew members, 2 died, 2 sustained injuries classified by the [[National Transportation Safety Board]] (NTSB) as "serious", and 4 sustained injuries classified as "minor/none." Of the passengers, 8 died, 21 had serious injuries, and 152 had minor or no injuries.<ref>"[http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR79-07.pdf UNITED AIR LINES, INC. MCDONNELL-DOUGLAS DC-8-61, N8082U PORTLAND, OREGON : DECEMBER 28, 1978]." ''[[National Transportation Safety Board]]''. December 28, 1978. 9 (15/64). Retrieved on January 20, 2010.</ref>

==Crash investigation and report==

The NTSB investigation revealed that when the landing gear was lowered, a loud thump was heard. That unusual sound was accompanied by abnormal vibration and an abnormal yaw of the aircraft. The right main landing gear retract cylinder assembly had failed due to corrosion, and that allowed the right gear to free fall. Although it was down and locked, the rapid and abnormal free fall of the gear damaged a microswitch so severely that it failed to complete the circuit to the cockpit green light that tells the pilots that gear is down and locked. It was those unusual indicators (loud noise, vibration, yaw, and no green light) which led the captain to abort the landing, so that they would have time to diagnose the problem and prepare the passengers for an emergency landing. While the decision to abort the landing was correct, the accident occurred because the flight crew became so absorbed with diagnosing the problem that they failed to calculate a time when they needed to land to avoid [[fuel starvation]].

"The Safety Board believes that this accident exemplifies a recurring problem --a breakdown in cockpit management and teamwork during a situation involving malfunctions of aircraft systems in flight....Therefore, the Safety Board can only conclude that the flightcrew failed to relate the fuel remaining and the rate of fuel flow to the time and distance from the airport, because their attention was directed almost entirely toward diagnosing the landing gear problem."<ref name=ntsb>{{cite web|url=http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR79-07.pdf|title=NTSB Report (PDF)|publisher=NTSB (on archive.org)|accessdate=2009-06-19fix}}</ref>

The NTSB determined the following probable cause:<ref name=ntsb/><blockquote>"The failure of the captain to monitor properly the aircraft's fuel state and to properly respond to the low fuel state and the crewmember's advisories regarding fuel state. This resulted in fuel exhaustion to all engines. His inattention resulted from preoccupation with a landing gear malfunction and preparations for a possible landing emergency."</blockquote>

The NTSB also determined the following contributing factor:<blockquote>"The failure of the other two flight crewmembers either to fully comprehend the criticality of the fuel state or to successfully communicate their concern to the captain."</blockquote>

However, the fuel situation was very much on the minds of the pilot and crew. Transcripts of cockpit recordings (see AirDisaster.com link below) confirm this. In fact, the crew was deliberately burning off fuel to have minimum fuel on board upon landing. Media reports at the time suggested that there was a not-widely-known problem with fuel state gauges on that model aircraft. The problem was not widely known in part because commercial aircraft are expected to fly with not less than a 45 minute reserve of fuel at all times. The gauge problem is addressed, though obliquely, in one of the safety board's recommendations: <blockquote>
"Issue an Operations Alert Bulletin to have FAA inspectors assure that crew training stresses differences in fuel-quantity measuring instruments and that crews flying with the new system are made aware of the possibility of misinterpretation of gauge readings. (Class II--Priority Action) (A-79-32)"</blockquote>

==Aftermath==
{{unreferenced|section|date=December 2011}}
As a result of this accident, United Airlines instituted the industry's first [[Crew Resource Management|Crew Resource Management/Cockpit Resource Management]] (CRM) program for pilots, in 1980. The CRM program proved to be so successful that it is now used throughout the world.

Other aircraft accidents involving faulty landing gear indicator lights were [[Eastern Air Lines Flight 401]], which crashed while circling around the airport at Miami, on December 29, 1972, [[LOT Polish Airlines Flight 007]], and [[Scandinavian Airlines Flight 933]], on January 13, 1969, which crashed into the ocean during an approach to [[Los Angeles International Airport]].

The Eastern crew became preoccupied with the nose gear indicator light problem and accidentally disconnected the autopilot, causing the aircraft to make a slow descent and crash into the Everglades. Further investigation revealed that the nose gear was down and locked. It was the same for the SAS flight, as the green light for the nose gear failed to illuminate, after the landing gear was lowered. The SAS cockpit crew became so occupied with attempting to diagnose the lack of a nose gear green light, that they allowed their rate of descent to increase, until that DC-8-62 crashed into the ocean, well short of the runway.

==See also==
{{Portalbox|Oregon|Aviation|Disasters|1970s}}
* [[Air safety]]
* [[Lists of accidents and incidents on commercial airliners]]
* [[List of airline flights that required gliding]]

==References==
{{reflist}}

==External links==
* [http://aviation-safety.net/database/record.php?id=19781228-1 Aviation Safety Network for United 173]
*[http://www.planecrashinfo.com/1978/1978-77.htm Accident details] at planecrashinfo.com
*[http://www.airliners.net/search/photo.search?regsearch=N8082U Photos of N8082U] at Airliners.net
*[http://www.airdisaster.com/photos/ua173/photo.shtml Photos of Accident site] at AirDisaster.com
*[http://www.airdisaster.com/investigations/ua173.shtml Airdisaster.com report]

{{Aviation accidents and incidents in 1978}}

{{DEFAULTSORT:United Airlines Flight 0173}}
[[Category:Airliner accidents and incidents in Oregon]]
[[Category:Airliner accidents and incidents caused by pilot error]]
[[Category:Airliner accidents and incidents caused by fuel exhaustion]]
[[Category:Aviation accidents and incidents in 1978]]
[[Category:Airliner accidents and incidents caused by engine failure]]
[[Category:1978 in Oregon]]
[[Category:United Airlines accidents and incidents|173]]
[[Category:Disasters in Oregon]]
[[Category:History of Portland, Oregon]]
[[Category:Accidents and incidents involving the Douglas DC-8]]

[[es:Vuelo 173 de United Airlines]]
[[ja:ユナイテッド航空173便燃料切れ墜落事故]]

USAir-Flug 427

2012-08-20T20:26:35Z

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{{Infobox Airliner accident
|name = USAir Flight 427
|Date = September 8, 1994
|image =
|image size = 250px
|caption = An [[USAir]] [[737-300]], similar to the accident aircraft.
|Type= [[Rudder]] malfunction
|Site = [[Hopewell Township, Beaver County, Pennsylvania|Hopewell Township,<br/>{{nowrap|Beaver County, Pennsylvania}}]]<br>{{nowrap|{{coord|40.60393|N|80.31026|W|region:US-PA_type:landmark}}}}
|Aircraft Type = [[Boeing 737#737-300|Boeing 737-300]]
|Origin = [[O'Hare International Airport]]
|Destination = [[West Palm Beach International Airport|West Palm Beach Int'l Airport]]
|stopover = {{nowrap|[[Pittsburgh International Airport]]}}
|Operator = [[USAir]]
|tail_number = [http://aviation-safety.net/database/record.php?id=19940908-0 N513AU]
|Passengers = 127
|Crew = 5
|Fatalities = 132 (all)
|Survivors = 0
}}
[[Image:USAir 737-200 at Charlotte.jpg|thumb|N527AU [[Boeing_737#737-200|Boeing 737-200]], a sister aircraft of N513AU, the Flight 427 aircraft.]]
[[Image:Boeing 737 cockpit.jpg|thumb|Cockpit of an early production Boeing 737 showing the primary controls and instruments.]]

'''[[US Air]] Flight 427''' was a scheduled flight from Chicago's [[O'Hare International Airport]] to [[Pittsburgh International Airport|Pittsburgh]], with a final destination of [[West Palm Beach, Florida]]. The flight crashed on Thursday, September 8, 1994, killing everyone on board.

The [[Boeing_737#737-300|Boeing 737-3B7]] flying the route, registered N513AU, was approaching runway 28R of [[Pittsburgh International Airport]], located in [[Findlay Township, Pennsylvania]]. The airport was, at the time, the largest hub for the airline.

==Crash==
45-year-old Captain Peter Germano and 38-year-old First Officer Charles B. "Chuck" Emmett III piloted the aircraft. At about {{convert|6000|ft|m}} and {{convert|6|mi|km|sigfig=1}} from the runway, the aircraft experienced a sudden loss of control and slammed into the ground in a nearly vertical nose down position in [[Hopewell Township, Beaver County, Pennsylvania|Hopewell Township, Beaver County]],<ref>"[http://www.pittsburghlive.com/pages/newsextra/427double.pdf 28 Seconds of Horror]," ''[[Pittsburgh Tribune-Review]]''</ref> near [[Aliquippa, Pennsylvania]], killing all 127 passengers and 5 crew members.

Flight 427 has the third highest death toll of any aviation accident involving a Boeing 737-300 after the crash of [[Flash Airlines Flight 604]] and [[China Southern Airlines Flight 3943]].

==Investigation==
After the longest investigation in aviation history{{CN|date=April 2012}} — more than four and a half years — the concluding statement said:

{{Quote|The National Transportation Safety Board determines that the probable cause of the USAir flight 427 accident was a loss of control of the airplane resulting from the movement of the rudder surface to its blowdown limit. The rudder surface most likely deflected in a direction opposite to that commanded by the pilots as a result of a jam of the main rudder power control unit servo valve secondary slide to the servo valve housing offset from its neutral position and overtravel of the primary slide.<ref>[http://www.ntsb.gov/doclib/reports/1999/AAR9901.pdf NTSB summary]</ref>}}

The [[National Transportation Safety Board]] concluded that similar [[Rudder#Aircraft rudders|rudder]] problems caused the previously mysterious March 3, 1991 crash of [[United Airlines Flight 585]], and the June 9, 1996 incident involving [[Eastwind Airlines Flight 517]], both of which were Boeing 737s. As a result of the investigation, pilots were warned of and trained how to deal with insufficient [[ailerons|aileron]] authority at an airspeed at or less than 190 knots (218 mph, 354 km/h), formerly the usual approach speed for a B737. Four additional channels of information—pilot rudder pedal commands—were incorporated into [[flight data recorder]]s, while Boeing redesigned the rudder system on 737s and retrofitted existing craft until the affected systems could be replaced. The [[United States Congress]] also required airlines to deal more sensitively with the families of crash victims.<ref>[http://www.ntsb.gov/news/speeches/carmody/cc021112.htm Remarks from acting NTSB Chairman, 2002]</ref>

US Airways 427 is no longer a valid flight number on US Airways as of January 2011.

Flight 427 was the second fatal crash in a little over two months at the company (the other being [[USAir Flight 1016]] at Charlotte-Douglas Airport in July 1994). The crashes contributed to the financial crisis USAir was experiencing at the time.<ref>"[http://www.pittsburghlive.com/x/pittsburghtrib/news/specialreports/flight427/s_247851.html Disaster only one in a string of setbacks for troubled company]," ''[[Pittsburgh Tribune-Review]]''</ref>

The crash killed noted neuroethologist [[Walter Heiligenberg]] (born 1938).<ref>"[http://news.google.com/newspapers?id=y_EVAAAAIBAJ&sjid=BBUEAAAAIBAJ&pg=6843,3617484&dq=walter-heiligenberg+usair List of Crash Victims]." ''[[Wilmington Morning Star]]''. September 10, 1994. 4A. [[Google News]] (28 of 49). Retrieved on October 3, 2009.</ref>

==Dramatization==

The accident was depicted on the [[Discovery Channel Canada]]/[[National Geographic Channel]] television series ''[[Mayday (TV series)|Mayday]]'' (also known as ''Air Emergency'' or ''Air Crash Investigation'' in various countries) series 4 episode entitled "Hidden Danger" ("Mystery Crashes"), alongside United Airlines Flight 585 and Eastwind Airlines Flight 517.

==See also==
{{Portalbox|Pittsburgh|Aviation|Disasters|1990s}}
* [[Boeing 737 rudder issues]]
* [[United Airlines Flight 585]]
* [[Eastwind Airlines Flight 517]]
{{-}}

==References==
{{reflist}}

==External links==
* [http://www.ntsb.gov/events/usair427/items.htm NTSB Accident Investigation Docket]
* [http://www.avweb.com/news/safety/183027-1.html AVweb article]
* [http://www.avweb.com/news/news/183029-1.html AVweb supplement]
* {{ASN accident|id=19940908-0}}
* [http://www.sptimes.com/28-seconds/index.html 28 Seconds] Four-part article from the [[Saint Petersburg Times]]
* [http://airlinesafety.com/faq/B-737Rudder.htm Boeing 737 Rudder Design Defect]
* [http://www.pittsburghlive.com/x/pittsburghtrib/news/specialreports/flight427/ Remembering Flight 427], ''[[Pittsburgh Tribune-Review]]''
* [http://www.airliners.net/search/photo.search?front=yes&s=1&keywords=N513AU Pre-Crash accident photos from Airliners.net]
* [http://www.post-gazette.com/pg/09252/996597-57.stm Mourners remember at 15th anniversary]
* [http://www.findagrave.com/cgi-bin/fg.cgi?page=gr&GRid=25541777 Memorial location]

==Books==
* Bill Adair, ''The Mystery of Flight 427: Inside a Crash Investigation'', ISBN 1-58834-005-8
* Gerry Byrne, ''Flight 427: Anatomy of an Air Disaster'', ISBN 0-387-95256-X
{{Aviation incidents and accidents in 1994}}

{{DEFAULTSORT:USAir Flight 0427}}
[[Category:Airliner accidents and incidents caused by design or manufacturing errors]]
[[Category:Aviation accidents and incidents in 1994]]
[[Category:1994 in Pennsylvania]]
[[Category:Airliner accidents and incidents in Pennsylvania]]
[[Category:Beaver County, Pennsylvania]]
[[Category:US Airways accidents and incidents|427]]
[[Category:Accidents and incidents involving the Boeing 737]]

[[es:Vuelo 427 de UsAir]]
[[fr:Vol 427 USAir]]
[[id:USAir Penerbangan 427]]
[[it:Volo USAir 427]]
[[he:טיסה 427 של יו אס אייר]]
[[nl:USAir-vlucht 427]]
[[pl:Katastrofa lotu USAir 427]]
[[zh:全美航空427號班機空難]]

Beschuss des Airbus A300 OO-DLL der European Air Transport

2012-03-29T22:13:07Z

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{{Refimprove|date=December 2009}}

{{Infobox Aircraft accident
|name=European Air Transport OO-DLL
|Date= {{start-date|22 November 2003}}
|Type=Missile attack, loss of flight controls
|Site=[[Baghdad International Airport]], [[Baghdad]], [[Iraq]]
|Fatalities= 0
|Injuries= 0
|Crash image=DHL Airbus A300B4-203F, BIAP 7.jpg
|Aircraft Type=[[Airbus]] [[Airbus A300|A300B4-203F]]
|Operator=[[European Air Transport]] ("DHL")
|Tail Number={{Airreg|OO|DLL}}
|Passengers=0
|Crew=3
|Survivors =3 (all)
}}
On 22 November 2003, shortly after takeoff from [[Baghdad]], [[Iraq]], an [[Airbus A300]] [[cargo plane]] owned by [[European Air Transport]] ("DHL") was struck on the left wing tip by a [[Surface-to-Air Missile|surface-to-air missile]]. Severe wing damage resulted in a fire and [[loss of control|complete loss]] of [[hydraulic]] flight control systems. Because outboard left wing fuel tank 1A was full at takeoff, there was no fuel-air vapour explosion. Liquid jet fuel dropped away as 1A disintegrated. Inboard fuel tank 1 was pierced and leaking.

Returning to Baghdad, the 3-man crew made an injury-free landing of the crippled aircraft, using differential engine thrust as the only pilot input. This is despite major damage to a wing, total loss of hydraulic control, a faster than safe landing speed and a ground path which veered off the runway surface and onto unprepared ground.<ref>"Air Crash Investigators"</ref>

Paris Match Reporter Claudine Vernier-Palliez accompanied a [[Fedayeen]] commando unit on their strike mission against the DHL aircraft. {{Citation needed|date=January 2012}}

Sara Daniel, a French weekly newsmagazine journalist claimed receipt, from an unknown source, of a video that showed insurgents, faces concealed, firing a missile at the A300.{{Citation needed|date=January 2012}} Daniel was researching a feature about Iraqi resistance groups but she disclaimed any specific knowledge of the people who carried out the attack, despite being present at the moment of attack.{{Citation needed|date=January 2012}}

==Destination and crew==
The aircraft took off from [[Baghdad International Airport]] en route to [[Bahrain International Airport]] at 06:30 [[UTC]] with an experienced crew of three: two Belgians, Captain Eric Gennotte and First Officer Steeve Michielsen, and a Scot, [[flight engineer]] Mario Rofail. 

==Moments following the strike==

To reduce exposure to ground attack, the aircraft was executing a rapid climbout. At about 8,000 feet (2,450 metres), a [[9K34 Strela-3]] (SA-14 Gremlin) surface-to-air missile struck the left wing tip. The warhead damaged trailing edge surfaces and structure and caused a fire. All three hydraulic systems lost pressure and flight controls were disabled. The aircraft pitched rapidly up and down in a roller-coaster [[phugoid]], oscillating between a nose-up and a nose-down position, trying to re-establish the [[angle of attack]] from which it was disturbed.

As in the case of the 1989 [[United Airlines Flight 232]] disaster in the USA, Captain Gennotte could only use thrust to modify pitch, speed and altitude and vary throttles asymmetrically to control yaw and turn the aircraft. Flight engineer Mario Rofail executed a [[Undercarriage#Emergency_extension_systems|gravity drop]] to extend the [[landing gear]], a procedure normally accomplished with hydraulic power. Early deployment of the gear was critical to a safe outcome because increased drag helped reduce speed and stabilize the Airbus.

In about 10 minutes of experimentation, the crew learned to manage turns, climbs and descents. After a meandering trajectory, they executed a right turn and initiated a descent path to [[Baghdad International Airport]].

==Final approach and emergency landing==
{{col-begin}}
{{col-break}}
[[Image:DHL Iraq missile 3.jpg|thumb|center|The crew applies [[thrust reverser|reverse thrust]]]]
{{col-break}}
[[Image:DHL Airbus A300B4-203F, BIAP.jpg|thumb|center|Left wing damage from the missile strike]]
{{col-end}}

Because of left wing damage and fuel loss, Rofail had to monitor the engine closely. If fuel flow was lost from the left side, the flight engineer would have to feed fuel from a right tank without losing thrust. Crew survival was dependent on accurate power control of each jet engine.

Gennotte and Michielsen set up for a final approach to runway 33R. Because the aircraft drifted to the right, away from the intended course, Gennotte decided to use the shorter 33L runway. Visibility was excellent and the pilots managed a controlled descent. They knew that, counter-intuitively, they could not retard throttles before touchdown without risking the nose or a wing smashing disastrously into the ground.

At about 400 feet (120 meters) turbulence upset the aircraft balance and the right wing dipped. With thrust adjustments, the roll was controlled but the aircraft touched down off the runway centerline. Rofail immediately deployed full [[thrust reverser|reverse thrust]] but the Airbus veered off the paved runway. Running through rough soft ground, throwing up a huge plume of sand and dragging a razor wire barrier, the aircraft stopped after about 1,000 meters.

==Awards and aftermath==
The [[Guild of Air Pilots and Air Navigators]] jointly honored crewmembers with the ''Gordon-Burge Memorial Award''.<ref>[http://www.gapan.org/about-the-guild/trophies-and-awards/award-winners/the-hugh-gordon-burge-memorial-award/ The Gordon-Burge Memorial Award] - GAPAN</ref> This is awarded to flight crew whose action contributed outstandingly by saving their aircraft or passengers, or made a significant contribution to future air safety. This annual award is made only if a nomination is considered to be of significant merit.

The [[Flight Safety Foundation]]'s ''FSF Professionalism Award in Flight Safety'' was presented to the crewmembers for their “extraordinary piloting skills in flying their aircraft to a safe landing after a missile strike following takeoff from Baghdad, Iraq.<ref>[http://flightsafety.org/aviation-awards/fsf-professionalism-award-flight-safety FSF Professionalism Award in Flight Safety] | Flight Safety Foundation</ref>

In May 2006, Captain Eric Gennotte, together with Armand Jacob, an Airbus experimental test pilot, gave a presentation to the Toulouse branch of the [[Royal Aeronautical Society]] titled “Landing an A300 Successfully Without Flight Controls”.

In addition to severe wing and undercarriage damage, both jet engines suffered ruinous abuse by ingesting debris. The already aging aircraft has not flown again. The aircraft is still in Baghdad airport. <ref>http://www.airliners.net/photo/Airbus-A300B4-203(F)/1909863/&sid=e33bad303173dec2dd1f487ea22392ef</ref>

The incident became widely discussed. For Mario Rofail, the [[flight engineer]], it was a point on which to retire.

==Dramatization==
The story of the incident was featured on the third season of Canadian [[National Geographic Channel]] show ''[[Mayday (TV series)|Mayday]]'' (known as ''Air Emergency'' in the US, ''Mayday'' in Ireland and ''Air Crash Investigation'' in the UK and the rest of world). The episode is entitled "''Attack Over Baghdad''".

==See also==
{{Portal|Aviation}}
* [[United Airlines Flight 232]]
* [[Japan Airlines Flight 123]]
* [[Flight with disabled controls]]
* [[Loss of control]]
* [[CAMPS]]
* [[Flight Guard]]

==References==
* [http://www.casa.gov.au/fsa/2004/dec/22-24.pdf Australian Government Civil Aviation Safety Authority]
* [http://www.asasi.org/2004_PPTs/Malinge_Airbus%20Bagdhad_ISASI04_PPT.pdf Australian Society of Air Safety Investigators]
* Aviation Week and Space Technology, 12/08/03
*[[Mayday (TV series)|Mayday]] (also known as ''Air Emergency'' and ''Air Crash Investigation''), [[List of Mayday episodes#Season 3|Season 3, Episode 2: Attack Over Baghdad]]
<references/>

==External links==
{{Commons category|Baghdad DHL Airbus A300 OO-DLL incident 2003}}
* {{ASN accident|id=20031122-0|type=Criminal Occurrence}}
* [http://www.smh.com.au/articles/2003/11/22/1069027377782.html Agence France-Presse article about the incident]
* [http://www.iasa-intl.com/folders/belfast/241103/index.html ParisMatch article by Claudine Vernier-Palliez], who accompanied the [[Fedayeen]] commando unit who shot the plane.

{{Aviation incidents and accidents in 2003}}
{{Aviation lists}}
{{Use dmy dates|date=May 2011}}

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[[Category:Aviation accidents and incidents in Iraq]]
[[Category:Airliner shootdown incidents]]
[[Category:Aviation accidents and incidents in 2003|Baghdad DHL shootdown incident]]
[[Category:2003 in Iraq|Baghdad DHL shootdown incident]]
[[Category:DHL]]

[[en:Intento de derribo del avión de DHL de 2003]]
[[fr:Attaque d'un vol DHL en 2003 à Bagdad]]
[[it:Volo DHL OO-DLL]]
[[hu:A DHL OO-DLL lelövési kísérlete Bagdadban]]
[[nl:Aanval op DHL-vliegtuig bij Bagdad]]
[[ja:DHL貨物便撃墜事件]]
[[pl:Awaryjne lądowanie samolotu OO-DLL w Bagdadzie]]
[[fi:European Air Transportin onnettomuus 2003]]
[[zh:DHL貨機巴格達遇襲事件]]