Talk:United Airlines Flight 553

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Contents 1 533 or 553? 2 "Flight Engineer" to licensed pilot 3 Weasel words and unsourced claim on FBI 4 Investigation 4.1 ================== 5 Cyanide in the pilot's bloodstream? 5.1 ====================

[edit] 533 or 553?

Don't want to count beans, but is it flight 533 or flight 553?

Good observation, the flight number was typo'd in two places. I double checked my sources before correcting it. Flight 533 is the correct number. Skywayman 08:43, 5 June 2006 (UTC)

Sorry, but 553 is the correct number. Someone needs to change the title heading to 553. I changed all the others. My source is the official NTSB accident report. That report consistently uses 553, not 533. Even in the CVR transcript, both approach control and the Midway tower addresses the flight as 553.

--EditorASC 11:47, 28 July 2006 (UTC)

I've redirected about 10 incoming links on the 533 article to the 553 article, which previously had only 2 incoming. Most articles called it flight 533, which has now also been fixed to 553. László 09:47, 24 January 2007 (UTC)

NTSB report linked in article has 553. Jokestress 16:20, 24 January 2007 (UTC)

I only changed the links, thanks for spotting that one. However, I think the header of this section ought to remain "533 or 553", not "553 or 553" :) László 13:11, 25 January 2007 (UTC)

[edit] "Flight Engineer" to licensed pilot

I changed the designation of "Flight Engineer" to licensed pilot. The union contract did require a third pilot, who was a member of ALPA and licensed by the FAA as a pilot. Although junior pilots on the ALPA seniority list at United, did have a "flight engineer" rating too, that was because that rating was required for them to operate the FE panels on planes like the 727, DC-8, B-720, DC-10, B-747. However, if one of those junior pilots bid to serve as the third pilot on the 737, there was no FAA requirement for that pilot to hold a FE certificate, simply because there was no FE panel on the 737.

The FAA did not require a third cockpit crewmember at all, but the union did---as an additional "safety pilot" (union's euphemism for featherbedding) in that cockpit. To be valid, FE certificates must be kept current, by periodic FE panel training in the designated airplane type simulator. Since the third pilot on the 737, never received any recurrent FE training, his FE certificate was not current and thus, no longer valid. But, that didn't matter, because there was no FE on the 737 anyway, just a third pilot, and then only because the union demanded it.

--EditorASC 02:52, 6 July 2006 (UTC)

[edit] Weasel words and unsourced claim on FBI

I propose deleting the unsourced statement that "some claim" the FBI destroyed evidence in the crash. There is no source for this phrase, and I would also say that this page adequately addresses the fact that there are conspiracy theorists who believe this crash was caused by the U.S. government. At the same time, the page sources and adequately covers the fact that the crash was extensively investigated, and links to the findings of that investigation.

I would also join those who would oppose cluttering up this article with unsourced conspiracy theory statements, or those sourced to websites that are of questionable verifiability. Let's keep this page, like all of WP, appropriately encyclopedic.NYDCSP 15:50, 26 January 2007 (UTC)

I agree. The unsupportable comments about conspiracies should be eliminated. EditorASC 09:09, 27 February 2007 (UTC)

[edit] Investigation

I rewrote the investigation, since the previous version stated the the FDR had provided the NTSB with the necessary information about the flight profile prior to the crash. That was incorrect. The FDR had failed to operate, approximately 14 minutes prior to the crash. The data was actually created by the NTSB comparing the ARTS-111 radar system tapes, to Boeing flight profile data (for the 737) and then by correlating that with the CVR sound analysis, by General Electric. I also added that the probable cause was the stalling of the plane, as the pilots got "behind the plane." They apparently had a severe case of "tunnel vision," and failed to become cognizant of the low speed of the plane, until it was too late. They also failed to retract the in-flight wing spoilers, and that increased the stall speed of the wings, while they attempted to recover. EditorASC 09:09, 27 February 2007 (UTC)

[edit] ==================

OK, I did a major rewrite to improve the tone (below the probable cause finding). I think it is much clearer now and the average layman should be able to understand it without significant difficulty. EditorASC (talk) 02:45, 7 December 2007 (UTC)

[edit] Cyanide in the pilot's bloodstream?

There is no mention of it in the article, but is there substance to the claim that the pilot had cyanide in his bloodstream? Proof Reader 01:32, 11 November 2007 (UTC)

[edit] ====================

"There was no evidence of any medical condition that would have incapacitated the crew, or of any interference with the crew in the performance of their duties; nor did the Safety Board's investigation reveal any evidence of sabotage or foul play in connection with this accident. The nature and severity of the injuries of the nonsurviving occupants was consistent with the nature of the impact and combined destruction of the aircraft and the houses. The finding of elevated levels of carbon monoxide and cyanide in some of the victims was consistent with death due to smoke inhalation in the conditions existing during the post crash fire."

Aircraft Accident Report, NTSB-AAR-73-16, pg. 23.

EditorASC (talk) 00:26, 7 December 2007 (UTC)