The very first reference of the phrase "flight 232" that I find in my journal archive file of this total blog is: Posted by H.V.O.M at 8:15 AM Thursday, July 10, 2008
http://www.tailstrike.com/190789.htm
Cockpit Voice Recorder Database
19 July 1989 - United 232
United Airlines flight 232 was a scheduled flight from Stapleton International Airport, in Denver, Colorado, to O'Hare International Airport in Chicago, Illinois, and then would continue on to Philadelphia International Airport in Philadelphia, Pennsylvania. On July 19, 1989, the Douglas DC-10 (Registration N1819U) suffered an uncontained failure of its number 2 engine. Shrapnel was hurled from that engine with enough force to penetrate the hydraulic lines of all three of the aircraft's hydraulic systems. The hydraulic fluid from each system was rapidly dissipated, and that resulted in no flight controls working except the thrust levers for the two remaining engines. The aircraft broke up during an emergency landing on the runway at Sioux City, Iowa, killing 110 of its 285 passengers and one of the 11 crew members.
Owing to the skill of the crew and a DC-10 instructor pilot, who was a passenger on the aircraft, 174 passengers and 10 crew members survived the crash. The disaster is considered an example of successful Crew Resource Management, due to the effective use of all the resources available aboard the plane for help during the emergency.
The flight took off at 14:09 (CDT) from Stapleton International Airport, Denver, Colorado, bound for O'Hare International Airport in Chicago, Illinois with ongoing service to Philadelphia International Airport in Philadelphia, Pennsylvania. At 15:16, while the plane was in a shallow right turn at 37,000 feet, the fan disk of its tail-mounted General Electric CF6-6 engine failed and disintegrated, the debris from which was not contained by the engine's nacelle. Pieces of the structure penetrated the aircraft tail section in numerous places, including the horizontal stabilizer. The pieces of shrapnel punctured the lines of all three hydraulic systems, allowing the fluid to drain away.
Captain Alfred C. Haynes and his flight crew (First Officer William Records, who was flying, and Second Officer Dudley Dvorak, flight engineer) felt a jolt going through the aircraft, and warning lights showed that the autopilot had disengaged, and the tail-mounted number two engine was malfunctioning. The co-pilot noticed that the airliner was off course, and moved his control column to correct this, but the plane did not respond. The flight crew discovered that the pressure gauges for each of the three hydraulic systems were registering zero, and they realized that the initial failure had left all control surfaces immovable. The three hydraulic systems were separated such that a single event in one system would not disable the other systems, but lines for all three systems shared the same ten-inch wide route through the tail where the engine debris penetrated, and beyond that there was no backup system, a fact which the NTSB later recommended be remedied.
The plane had a continual tendency to turn right, and was difficult to maintain on a stable course. It began to slowly oscillate vertically in a phugoid cycle, which is characteristic of planes in which control surfaces command is lost. With each iteration of the cycle the aircraft lost approximately 1500 feet of altitude. Dennis E. Fitch, a DC-10 flight instructor, was deadheading as a passenger on the plane and offered his assistance. After entering the cockpit, Fitch discovered that the flight crew had resorted to a method of controlling the aircraft through adjusting the throttles of the remaining two engines; running one engine at higher power than the other to turn the plane (differential thrust), and accelerating or decelerating in order to gain or lose altitude. Using this method, it was possible to mitigate the phugoid cycle and make rough steering adjustments. At one point Fitch manually lowered the landing gear in flight, hoping that this would force trapped hydraulic fluid back into the lines allowing some movement of control surfaces. Although the gear lowered successfully, there was no improvement in control response as all the fluid had been lost through the punctured lines.
Air traffic control (ATC) was contacted and an emergency landing at nearby Sioux Gateway Airport was organized.
Haynes kept his sense of humor during the emergency, as recorded on the plane's CVR:
Fitch: I'll tell you what, we'll have a beer when this is all done.
Haynes: Well I don't drink, but I'll sure as hell have one.
and later: Sioux City Approach: United Two Thirty-Two Heavy, the wind's currently three six zero at one one; three sixty at eleven. You're cleared to land on any runway.
Haynes: [laughter] Roger. [laughter] You want to be particular and make it a runway, huh?
A more serious remark often quoted from Haynes was made when ATC asked the crew to make a left turn to keep them clear of the city:
Haynes: Whatever you do, keep us away from the city.
Haynes later noted that "We were too busy [to be scared]. You must maintain your composure in the airplane or you will die. You learn that from your first day flying."
Landing was originally planned on the 9,000 foot (2743 m) Runway 31. The difficulties in controlling the aircraft made lining up almost impossible. While dumping excess fuel, the plane executed a series of mostly right-hand turns (it was easier to turn the plane in this direction) with the intention of coming out at the end lined up with runway 31. When they came out they were instead left with an approach on the shorter Runway 22 of 6,600 feet (2012 m), with little capacity to maneuver.
Fire trucks had been placed on runway 22, anticipating a landing on runway 31, and there was a scramble as the trucks rushed out of the way. All the vehicles parked there got out of the way before the plane touched down.
Fitch continued to control the aircraft's descent by adjusting engine thrust. With the loss of all hydraulics, the crew were unable to control airspeed independent from sink rate. On final descent, the aircraft was going 240 knots and sinking at 1850 feet per minute, while a safe landing would require 140 knots and 300 feet per minute. The aircraft began to sink faster while on final approach and veer to the right. The tip of the right wing hit the runway first, spilling fuel which ignited immediately. The tail section broke off from the force of the impact and the rest of the aircraft bounced several times, shedding the landing gear and engine nacelles and breaking the fuselage into several main pieces. On the final impact the right wing was sheared off and the main part of the aircraft skidded sideways, rolled over on to its back, and slid to a stop upside down in a corn field to the right side of runway 22. Witnesses reported that the aircraft cartwheeled but the investigation did not confirm this. News reports that the aircraft cartwheeled were due to misinterpretation of the video of the crash that showed the flaming right wing tumbling end-over-end. Debris from Engine #2 (including the fractured fan disk) and other parts from the tail structures of the plane, were later found on farmland near Alta, Iowa, approximately 60 miles northeast of Sioux City.
The plane landed askew, causing the explosion and fire seen in this still from local news station video.Of the 296 people on board, 111 died in the crash. Most were killed by injuries sustained in the multiple impacts, but many in the middle fuselage section directly above the fuel tanks died from smoke inhalation in the post-crash fire, which burned for longer than it might have due to delays in the firefighting efforts. The majority of the 185 survivors were seated behind first class and ahead of the wings (one of the crash survivors died a month later of his injuries). Many passengers were able to walk out through the ruptures to the structure, and in many cases got lost in the high field of corn adjacent to the runway until rescue workers arrived on the scene and escorted them to safety.
http://articles.latimes.com/2006/mar/14/local/me-stapleton14
Los Angeles Times
Obituaries
Maureen Stapleton, 80; Character Actress Won Tony, Emmy, Academy Awards in 50-Year Career
March 14, 2006 Dennis McLellan Times Staff Writer
Maureen Stapleton, the acclaimed stage, screen and television character actress who won an Academy Award for her supporting role in the 1981 film "Reds," died Monday. She was 80.
Stapleton, a longtime smoker, died of complications from respiratory ailments at her home in Lenox, Mass., said her daughter, Katharine Allentuck Bambery. She had been ill for about two years.
Stapleton once noted that her friend Marilyn Monroe, a fellow Actor's Studio member whose talent she admired, was not taken seriously as an actress because of her beauty.
"I never had that problem," Stapleton said. "People looked at me on stage and said, 'Jesus, that broad better be able to act.' "
During her more than 50-year career, Stapleton was known as an outstanding character actress who excelled in dramatic and comedic roles. At the heart of her acting was what one critic referred to as her "remorseless honesty."
Stapleton's breakthrough role came in 1951, when she played the grieving, love-struck Sicilian American widow, Serafina delle Rose, in the original Broadway production of Tennessee Williams' "The Rose Tattoo." The role earned Stapleton her first Tony Award.
She went on to play leading roles in Williams' "27 Wagons Full of Cotton" in 1955 and "Orpheus Descending" in 1956.
"On stage, you couldn't take your eyes off her," actor-comedian Dom DeLuise, a longtime friend, told The Times on Monday. "She was a grand actress, and she had something that made it all seem like she was making it up."
Among Stapleton's many Broadway credits are Lillian Hellman's "Toys in the Attic," and Neil Simon's "Plaza Suite" and "The Gingerbread Lady," for which she won her second Tony Award in 1971.
"I just loved her," Simon told The Times on Monday. "She was just a wonderful person to work with and personally she had the most marvelous sense of humor. I remember doing 'Plaza Suite' with George C. Scott, who's a great actor and sometimes difficult to deal with. But she knew how to calm him down, and it was always wonderful to watch her do that. But she was just a brilliant actress.
"She was so unique -- not many actresses are like her. There was always a play that I wrote that I could have used her, still today."
Stapleton was nominated for an Oscar for best supporting actress in her first film role -- as a frustrated wife who seduces a cub reporter played by Montgomery Clift in "Lonelyhearts," the 1958 film version of Nathanael West's novel.
She also received Oscar nominations for her performances in "Airport" (1970) and Woody's Allen's "Interiors" (1978).
In Warren Beatty's epic "Reds," she portrayed anarchist-writer Emma Goldman. Asked backstage by a reporter whether she had expected to win the Oscar, the always-candid Stapleton replied: "Yes, because I'm old and tired and I lost three times before."
Among her other film credits are "The Fugitive Kind," "Bye Bye Birdie," "Plaza Suite," "The Fan," "Cocoon," "The Money Pit," "Nuts" and "The Last Good Time."
Stapleton, who appeared frequently in television dramatic showcases such as "Studio One," "Kraft Playhouse" and "Playhouse 90" in the 1950s, won an Emmy for her leading role in "Among the Paths to Eden" in 1967.
She was nominated for an Emmy in the title role of "Queen of the Stardust Ballroom." In the 1975 TV-movie, she played a lonely widow who finds romance in a local dance hall with a letter carrier played by Charles Durning.
"There are many roads to good acting," Stapleton said in "A Hell of a Life," her 1995 autobiography. "I've been asked repeatedly what the 'key' to acting is, and as far as I'm concerned, the main thing is to keep the audience awake."
One of two children, Stapleton was born June 21, 1925, in Troy, N.Y., to a working class family of Irish descent.
During her early years, she endured fights between her mother and her alcoholic father, who deserted the family when Stapleton was 5. Stapleton found frequent escape at the movies, which fueled her ambition to become an actress.
"Looking back," she wrote, "I don't feel I had a choice. For a fat, struggling kid like me, the only way out was to be someone else -- an actor."
In a 1987 interview with the Toronto Star, Stapleton said her desire to act had nothing to do with "lofty ideas about artistic urges." Instead, it was those Hollywood movies starring Jean Harlow, Clark Gable and other glamorous stars, in which "everybody was beautiful, rich and happy."
"I thought if you got to be an actress you automatically ended up looking like that, thin and beautiful," she recalled in a 1965 New York Times interview.
After graduating from high school, Stapleton arrived in Manhattan in 1943 with $100 in savings from odd jobs and a determination to become an actress. She supported herself by posing nude for artists, keeping books at a hotel and doing other odd jobs while spending her evenings studying acting with Herbert Berghof.
She made her Broadway debut in 1946, with a walk-on part as a village girl in a revival of J.M. Synge's "The Playboy of the Western World."
http://articles.latimes.com/2006/mar/14/local/me-stapleton14/2
Los Angeles Times
(Page 2 of 2)
Obituaries
Maureen Stapleton, 80; Character Actress Won Tony, Emmy, Academy Awards in 50-Year Career
March 14, 2006 Dennis McLellan Times Staff Writer
She graduated to better roles and joined the Actors Studio, whose members included Marlon Brando, who used to crash in her one-room apartment.
Offstage, Stapleton has been described as being feisty, boisterous, prone to cursing and having a bellowing laugh.
The first time she met Burt Lancaster at a party in the 1950s, she asked him why he was wearing sunglasses indoors. When he didn't answer, she took a swing at him and missed.
For many years, alcohol played a role in her behavior.
In her autobiography, Stapleton was frank about her strengths and weaknesses, which included heavy drinking (though never while performing) and a string of phobias, including fears of flying, elevators and heights.
She had two failed marriages (to theatrical manager and producer Max Allentuck and screenwriter David Rayfiel), and a long affair with Broadway legend George Abbott that began when she was 43 and he was 81 and ended 10 years later with the director "stepping out" on her with another, younger woman.
But Stapleton always maintained a self-deprecating sense of humor.
For her Oscar-nominated role in "Airport," she wore a favorite old dress that she had bought during her slimmer days. "I actually think my girdle should have won for technical achievement," she wrote in her book.
"She was full of fun," DeLuise said. "When she came to your house, she sat down, you ate, you laughed -- you just didn't want to go anywhere because she was there. You wanted the time to last forever."
In the mid 1980s, Stapleton moved to Lenox to be closer to her daughter and her grandchildren.
She had been semi-retired for the last 10 years.
From 10/11/1958 ( premiere US TV series "U.S. Marshal" ) To 3/13/2006 is 17320 days
17320 = 8660 + 8660
From 11/2/1965 ( my birth date in Antlers Oklahoma USA and my birthdate as the known official United States Marshal Kerry Wayne Burgess and active duty United States Marine Corps officer ) To 7/19/1989 ( the United Airlines Flight 232 crash ) is 8660 days
From 7/10/1997 ( Bill Clinton - Statement on the R.J. Reynolds Tobacco Company Decision To Stop Using the Joe Camel Character in Tobacco Advertisements ) To 3/13/2006 is 3168 days
3168 = 1584 + 1584
From 11/2/1965 ( my birth date in Antlers Oklahoma USA and my birthdate as the known official United States Marshal Kerry Wayne Burgess and active duty United States Marine Corps officer ) To 3/5/1970 ( premiere US film "Airport" ) is 1584 days
From 1/1/1951 ( the United States Air Force reestablishes the Air Defense Command in the United States ) To 5/12/1991 ( I was the winning race driver at the Formula One Monaco Grand Prix ) is 14741 days
From 11/2/1965 ( my birth date in Antlers Oklahoma USA and my birthdate as the known official United States Marshal Kerry Wayne Burgess and active duty United States Marine Corps officer ) To 3/13/2006 is 14741 days
From 5/4/2005 ( the incident at the police department City of Kent Washington State after my voluntary approach to report material criminal activity directed against my person and I am secretly drugged against my consent ) To 3/13/2006 is 313 days
From 11/2/1965 ( my birth date in Antlers Oklahoma USA and my birthdate as the known official United States Marshal Kerry Wayne Burgess and active duty United States Marine Corps officer ) To 9/11/1966 ( premiere US TV series "It's About Time" ) is 313 days
From 8/18/1973 ( The Killian Document ) To 3/13/2006 is 11895 days
From 11/2/1965 ( my birth date in Antlers Oklahoma USA and my birthdate as the known official United States Marshal Kerry Wayne Burgess and active duty United States Marine Corps officer ) To 5/28/1998 ( Bill Clinton - Remarks on the Patients' Bill of Rights ) is 11895 days
http://www.imdb.com/name/nm0822972/bio
IMDb
Maureen Stapleton
Biography
Date of Birth 21 June 1925, Troy, New York, USA
Date of Death 13 March 2006, Lenox, Massachusetts, USA (chronic pulmonary disease)
Birth Name Lois Maureen Stapleton
http://www.imdb.com/title/tt0065377/releaseinfo
IMDb
Airport (1970)
Release Info
USA 5 March 1970
http://www.imdb.com/title/tt0065377/quotes
IMDb
Airport (1970)
Quotes
Inez Guerrero: This time, do me one favor. If your boss says two and two is six, agree with him.
- posted by H.V.O.M - Kerry Wayne Burgess 02:50 AM Pacific Time Spokane Valley Washington USA Monday 14 November 2016
