American Airlines Flight 587 was a regularly scheduled international passenger flight from John F. Kennedy International Airport, New York City, to Las Américas International Airport, Santo Domingo, Dominican Republic. On November 12, 2001, the Airbus A300 flying the route crashed into the neighborhood of Belle Harbor on the Rockaway Peninsula of Queens, New York City, shortly after takeoff, killing all 251 passengers and nine crew members aboard, as well as five people on the ground. It is the second-deadliest aviation accident to have occurred in the United States, behind the crash of American Airlines Flight 191 in 1979, and the second-deadliest aviation incident involving an Airbus A300, after Iran Air Flight 655.
The location of the accident, and that it took place only two months after the September 11 attacks on the World Trade Center in nearby Manhattan, initially spawned fears of another terrorist attack, but the National Transportation Safety Board (NTSB) attributed the disaster to the first officer's overuse of rudder controls in response to wake turbulence from a preceding Japan Airlines Boeing 747-400 that took off minutes before it. According to the NTSB, the aggressive use of the rudder controls by the first officer, the result of a flawed training scenario that exaggerated the effects of wake turbulence, stressed the vertical stabilizer until it was ripped from the aircraft. The airliner's two engines also separated from the aircraft before impact due to the intense forces.
The accident aircraft, registration N14053, was an Airbus A300 B4-605R delivered new to American Airlines on 12 July 1988. The aircraft's first flight was on 9 December 1987, and it was the first "R" model A300-600 built. On the day of the accident, it was in a two-class seating configuration with space for 251 passengers, and all 16 business-class seats and 235 economy-class seats were occupied. The aircraft was powered by two General Electric CF6-80C2A5 engines. On board were nine crew members, including 42-year-old Captain Edward States, who was the pilot monitoring and undertaking radio communications, and 34-year-old First Officer Sten Molin, who was the pilot flying.
The aircraft taxied to Runway 31L behind a Japan Airlines (JAL) Boeing 747-400 (JAL Flight 47) preparing for takeoff. The JAL flight was cleared for takeoff at 9:11:08 am EST. At 9:11:36, the tower controller cautioned Flight 587 about potential wake turbulence from a preceding 747.
At 9:13:28, the A300 was cleared for takeoff and left the runway at 9:14:29, about one minute and 40 seconds after the JAL flight had departed. The aircraft climbed to an altitude of 500 feet (150 m) and then entered a climbing left turn to a heading of 220°. At 9:15:00, the captain made initial contact with the departure controller, informing him that the airplane was at 1,300 ft (400 m) and climbing to 5,000 ft (1,500 m). The controller instructed the aircraft to climb to and maintain 13,000 ft (4,000 m). The flight data recorder (FDR) showed that the events leading to the crash began when the aircraft hit wake turbulence from the JAL flight in front of it at 9:15:36. In response to the turbulence, Molin moved the rudder from the right to the left and back again in quick succession from 9:15:52, causing sideslip until the lateral force caused composite lugs that attached the vertical stabilizer to fail at 9:15:58. The stabilizer separated from the aircraft and fell into Jamaica Bay, about 1 mi (1.6 km) north of the main wreckage site.
The aircraft pitched downward after the stabilizer loss. As the pilots struggled to control the aircraft, it entered a flat spin. The resulting aerodynamic loads sheared both engines from the aircraft, and they fell several blocks north and east of the main wreckage site, causing minor damage to a gas station and major damage to a home and a boat. The loss of engines cut power to the FDR at 9:16:01, while the cockpit voice recorder (CVR), using an emergency bus, stopped at 9:16:14.8 upon impact with the ground. At 9:16:04, the stall warning sounded on the CVR. The last recorded words were those of Molin saying, "What the hell are we into, we're stuck in it" (9:16:07) and States replying, "Get out of it, get out of it." The aircraft slammed into the ground at Newport Avenue and Beach 131st Street.
Initial reactions and investigation
Because the crash occurred just two months after the September 11 attacks, which also took place in New York City, several major buildings, including the Empire State Building and the headquarters of the United Nations, were evacuated. The Port Authority of New York and New Jersey closed all bridges and tunnels between Manhattan and New Jersey and suspended PATH service for a few hours; traffic was disrupted, but the level was less than a typical Monday because it was Veterans Day. The New York metropolitan area's three major airports – JFK, LaGuardia, and Newark – remained closed for much of the day, leading to the cancellation of many flights. Air National Guard fighter jets patrolled U.S. airspace after the crash.
Rumors circulated that the plane had been destroyed in a terrorist plot. In May 2002, a Kuwaiti national named Mohammed Jabarah agreed to cooperate with investigators as part of a plea bargain. Among the details that Jabarah offered to authorities was a claim that Khalid Sheikh Mohammed's lieutenant had told him that Richard Reid and Abderraouf Jdey had been enlisted by al Qaeda to execute identical shoe-bombing plots as part of a second wave of attacks against the United States. According to the lieutenant, Jdey's bomb had successfully destroyed Flight 587, while Reid's attempt had been foiled. According to a Canadian government memorandum, Jdey, a naturalized Canadian citizen, was to use his Canadian passport to board the flight, but American Airlines' passenger manifest for Flight 587 did not list any passengers using Canadian passports. According to NTSB spokesman Ted Lopatkiewicz, the weight of the memo's veracity was questioned, as no evidence of a terrorist traveling on board was found. The evidence suggested that the aircraft was destroyed after a piece of the tail assembly, "the vertical fin, came off", while it did not indicate "any kind of event in the cabin."
On the afternoon of the crash, the NTSB launched an investigation in search for a probable cause. Over the next three months, they conducted 349 interviews and collected and reconstructed pieces of the aircraft. The Airbus A300 took off shortly after a JAL Boeing 747-400 using the same runway. It flew into the larger jet's wake, an area of turbulent air. The first officer attempted to stabilize the aircraft with alternating aggressive rudder inputs. The force of the air flowing against the moving rudder stressed the aircraft's vertical stabilizer, and eventually snapped it off entirely, causing the aircraft to lose control and crash. The NTSB concluded that the enormous stress on the vertical stabilizer was due to the first officer's "unnecessary and excessive" rudder inputs, and not the wake turbulence caused by the 747. The NTSB further stated, "if the first officer had stopped making additional inputs, the aircraft would have stabilized". Contributing factors were characteristics of the Airbus A300-600's sensitive rudder system design and elements of the American Airlines Advanced Aircraft Maneuvering Training Program.
The manner in which the vertical stabilizer separated concerned investigators. It is connected to the fuselage with six attaching points. Each point has two sets of attachment lugs, one set made of composite material, another of aluminum, all connected by a titanium bolt; damage analysis showed that the bolts and aluminum lugs were intact, but not the composite lugs. This, coupled with two events earlier in the life of the aircraft, namely delamination in part of the vertical stabilizer prior to its delivery from Airbus's Toulouse factory, and an encounter with heavy turbulence in 1994, caused investigators to examine the use of composites. The possibility that the composite materials might not be as strong as previously supposed was a cause of concern, as they are used in other areas of the plane, including the engine mounting and the wings. Tests carried out on the vertical stabilizers from the accident aircraft, and from another similar aircraft, found that the strength of the composite material had not been compromised, and the NTSB concluded that the material had failed because it had been stressed beyond its design limit.