Ingrid and Steedman Hinckley
performing one of many ONA airplane
christenings end of 60´ies
INGRID HINCKLEY ON THE DC-10 ACCIDENT|
I remember Steedman telling me his feelings about
that day when the DC 10 accident occurred.
It was November 12, 1975. He was in his office and
within minutes got over to the burning plane.
He was so proud of the employees aboard the plane.
They did a fantastic job of evacuating the plane.
Steedman was so thankful that everyone got out all right.
There was an article in the New York Times on the front
page the next day about the accident with a photo of
the burning plane.
Ingrid M. Hinckley, New York / Virginia
Douglas DC-10 (N1032F) New York, 12/11/1975
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CEO STEEDMAN HINCKLEY ON THE DC-10 ACCIDENT|
Read CEO Steedman Hinckley´s letter to
the editor of the New York Times.
"Seagull Slaughter at Kennedy Airport" (Op-Ed, May 30) by Alexander Brush of the New York City Parks Department argues that the birds should be scared away, not shot by the Department of Agriculture at the request of the Port Authority of New York and New Jersey. The article omits the greatest-ever loss of an aircraft to gulls at Kennedy International Airport or elsewhere. In 1975, an Overseas National Airways DC-10-30 was destroyed as the result of ingesting several gulls into one of its engines during its takeoff roll at Kennedy Airport. The resultant catastrophic explosive disintegration of the engine caused the wing and side of the aircraft to burn intensely even before the aircraft came to rest beyond the end of the runway. This disaster happened despite an extensive program to scare away the gulls that had been in effect for years. I was chairman of the airline and of the International Flight Safety Foundation at that time, and was at the crash scene within minutes. Fortunately, all aboard escaped without serious injury. However, we believe that everyone escaped only because the aircraft had only about one-third of a full load of passengers, all of whom were our employees, most of them crew members who received regular training in emergency evacuations. Had the gull ingestion occurred just after, it was assumed that the aircraft could not have successfully circled to land again before the wing would have failed, in which case all aboard would surely have perished. The case is widely known in the industry because a motion picture film of the aborted takeoff made from within the cockpit and a photo record of the evacuation from the burning aircraft by one of the first passengers out have been used as crew training aids by airlines throughout the world to demonstrate gull hazards and evacuation from a burning aircraft. The gull hazard is not limited to Kennedy Airport. It afflicts many of the world's busiest airports, perhaps most, because so many of the world's major metropolitan areas are near the sea. STEEDMAN HINCKLEY Orlean, Va., June 2, 1992 Sea Gull? There's No Such Bird as That; Takeoff Incident in '75 Published: June 18, 1992