 OS-AFNA, the aircraft involved in the hijacking,
seen at in 1963 | |
| Hijacking | |
|---|---|
| Date | July 11-12, 1965 |
| Summary | Hijacking |
| Site | Thierry E. Lapierre International Airport (COY), Camonéry, Osameira |
| Aircraft | |
| Aircraft type | Imperial Britannican Metroliner-10 |
| Operator | Air Osameira |
| Registration | OS-AFNA |
| Flight origin | Bozony Geza Enyedi International Airport (BOZ), Bozony, Tamberian Federation |
| Stopover | Thierry E. Lapierre International Airport (COY), Camonéry, Osameira |
| Destination | André Cordeiro International Airport (BDO), Baía de Ouro, Osameira |
| Passengers | 107 (inc. 4 hijackers) |
| Crew | 11 |
| Fatalities | 85 (74 passengers, 5 crew, 3 hijackers, 3 police) |
| Injuries | 30 (22 passengers, 2 crew, 1 hijacker, 5 police) |
| Survivors | 36 (inc. 1 hijacker) |
 | |
| Accident | |
|---|---|
| Date | December 31, 1988 |
| Summary | Microburst-induced wind shear |
| Site | Somewhere |
| Aircraft | |
| Aircraft type | undecided |
| Operator | not sure |
.jpg) A NAK 300-100 TriJet similar to the accident aircraft | |
| Accident | |
|---|---|
| Date | February 12, 1975 |
| Summary | Uncontained engine failure due to manufacturing fault, and metal fatigue cracking from improper maintainance, leading to explosive decompression and in-flight break-up |
| Site | Haidewald Forest, Südmark, Tamberian Federation |
| Aircraft | |
| Aircraft type | Nagel Aerospace NAK 300-100 TriJet |
| Aircraft name | Amasia |
| Operator | APAC |
| Registration | AY-CHV |
| Flight origin | Argel International Airport, Gorivan, Ayrisia |
| 1st stopover | Rabenburg International Airport, Rabenburg, Tamberian Federation |
| Last stopover | Bristal-TBA Airport, Bristal, Nova Britannica |
| Destination | Halonia-Cosstal International Airport, Ashley, USFA |
| Passengers | 333 |
| Crew | 11 |
| Fatalities | 343 |
| Injuries | 1 |
| Survivors | 1 |
Air Osameira Flight 104 edit
Air Osameira Flight 104 was hijacked in the air by four Camonériac terrorists and forced to land at Camonéry's Thierry E. Lapierre International Airport (COY) on July 11th, 1965. When the plane landed, the hijackers announced their demands, at which point negotiations begun in earnest; these were deliberately dragged on overnight by the Osameirese government.
Eventually the hijackers' patience ran out, and they begun to execute members of the cabin crew & the passengers, with six killed this way in total (2 cabin crew, 4 passengers). In response a force of 20 armed riot police was sent in to retake the aircraft and neutralise the hijackers.
With little concrete information or planning before the operation, and no counter-terrorism training whatsoever, this rash and ill-advised assault led to pandemonium and a complete bloodbath. When riot police stormed the aircraft, the hijackers threw grenades into the cabin, killing a significant number of passengers and setting the aircraft on fire.
By the time the hijackers were subdued and the fire was brought under control, most of the passengers and crew were dead, along with several riot police and 3 of the 4 hijackers. The fourth hijacker, Alsyma Larivière Simard, was captured alive, albeit severely wounded. She was tried for murder and air piracy, found guilty, sentenced to death, and executed on 30th April 1968.
Undecided RN Flight IDK edit
Not sure RN was...
Haven't decided whether I want to to have APAC 191 have had a stopover in Orléanie or not. Sole survivor's survival is based off of Nicholas Alkemade.
APAC Flight 191 edit
APAC Flight 191 was a scheduled international passenger flight from Gorivan, Ayrisia, to Ashley, USFA, via Rabenburg, Tamberian Federation, and Bristal, Nova Britannica. At around 2:30 PM on February 12, 1975, the Nagel NAK 300-100 TriJet operating the flight disintegrated in midair and crashed into the Haidewald Forest. The in-flight break-up was caused by improper repairs to the aircraft, aggravated by abnormal loads following an uncontained engine failure. 343 of the 344 passengers and crew were killed in the crash, making it the deadliest plane crash in aviation history at the time. The accident's sole survivor, Nerses Avaliani, would later go on to become an important figure in the insurgency against the Abezian-backed government of the 1980s and the second president of post-Communist Ayrisia.
Aircraft and crew edit
The accident aircraft had 12 six-abreast first-class seats and 333 nine-abreast economy seats, for a total of 345 passenger seats. At the time of the accident, 7 people were seated in first class, and 326 in economy class. The cockpit crew consisted of Ayrisians Captain Norayr Bancayan and Flight Engineer Berj Suzmeian, and Kärnesian First Officer Antonin Sommer. Captain Bancayan, age 38, had 6,800 flying hours. First Officer Sommer, age 42, had 7,300 flying hours. Flight Engineer Suzmeian, age 34, had 3,100 hours of flying time. Eight flight attendants were on board, of whom four were Ayrisian, two were from Nova Britannica, one was Osameirese, and one was Orléanian.
Accident edit
Following wind shear early in its climb, the crew of APAC flight 191 applied maximum thrust to the aircraft's 3 engines, in order to reach their assigned cruising altitude of 29,000 feet (8,840 m) in good time. Unbeknownst to them, the tail (number 2) engine contained within it a ticking time bomb - a manufacturing fault by one of BMB's subcontractors had left its low-pressure shaft weakened. While it could withstand normal operating loads, when pushed to what should've been its safe operating limit, fatigue cracking within the shaft caused it to fracture, and it disintegrated as the aircraft was passing through 21,000 feet. Debris from the engine's turbine discs caused significant damage to the internal structure of the empennage, and to the aft pressure bulkhead. While the redesign of the NAK 300's hydraulic systems following an earlier incident ensured that elevator and rudder control was not lost, the aircraft's stabiliser trim jackscrew was severely damaged during the engine failure. This caused the horizontal stabiliser to move to the full nose-down trim position - this should not have resulted in a crash, however, as the NAK 300's controls were designed to be able to overcome even maximum nose-down pitch trim.
As the pilots attempted a recovery from the dive caused by the jammed stabiliser, metal fatigue cracks in the plane's aft bulkhead and tail opened up under abnormal loads, causing an explosive decompression and a catastrophic separation of the rear fuselage. Nerses Avaliani, the accident's sole survivor, was thrown clear of the wreckage apart from his seat, which undoubtedly saved his life. Speaking in 2005 he recalled "The last thing I remember was hearing the fuselage splitting, then I woke up in a snowdrift. I think I must've worn my seat-belt wrong or something - it would have to be the only time that's saved someone, surely!" Avaliani survived falling from 17,500 feet (5,300 m) without a parachute - one of the highest such falls ever survived - suffering a fractured wrist and elbow, in addition to barotrauma from the explosive decompression. His survival was due to his fall being broken by pine trees of the Haidewald Forest and a soft snow cover on the ground. All 343 other occupants of the aircraft were killed either in the explosive decompression, or on impact with the ground.
Cause edit
The final investigation report found that improper repairs following a tailstrike at Halonia-Cosstal International Airport two years before had led to severe metal fatigue cracking in the aircraft's fuselage skin and on the aft pressure bulkhead. While this had not yet compromised the structure to the point that loads sustained during normal flight would cause a failure, the additional structural damage and abnormally high loads in the wake of the uncontained failure of the number 2 engine and the subsequent high-speed maneuvers caused both damaged sections to break open in midair. This immediately caused an explosive decompression to occur as the cracks opened up, causing the separation of the aircraft's fuselage aft of the main wingbox. The remainder of the aircraft forward of the breakage abruptly pitched down, causing the cockpit and first-class cabin to break off themselves, and the two underwing engines to separate from the wings, as the engine fuse pins failed.
The fault within the number 2 engine was traced to poor manufacturing within the engine's low-pressure shaft; during the manufacturing of the low-pressure shaft, at a location where its section diameter increases, a sharp, 90-degree step was made, resulting in a sudden diameter change over a very short linear length - a classic condition for stress concentration, which results in fatigue cracking at that location. Additionally, the metallurgical analysis found that the shaft was incorrectly heat-treated during manufacture and contained contaminant particles such as non-metallic inclusions, which further reduced the shaft's ability to carry the torsional loads as designed. The improper machining and impurities facilitated an accelerated fatigue fracture of this key engine component via unmitigated formation of micro-cracks through the shaft's core, ultimately leading to its failure.
Over time, the defects in the number 2 engine's shaft became too large for it to withstand full-power operation, and the shaft broke, resulting in the physical separation of the low-pressure turbine from the low-pressure compressor. As a result, the low-pressure turbine explosively disintegrated. Ejected with enormous force, pieces of the turbines damaged the stabiliser jackscrew and cut through the empennage structure. This caused the aircraft to enter a steep dive, during the recovery from which the weakened airframe exceeded its structural limits and broke apart in mid-air.
Need to use this image some time Flight XXX edit
Need to use this image at some point: https://commons.wikimedia.org/wiki/File:SX-CVP_DC-10-15_Electra_MAN_13JUL02_(5635740929).jpg
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