The Crash of EgyptAir 990

Two years afterward the U.S. and Egyptian governments are still quarreling over the cause—a clash that grows out of cultural division, not factual uncertainty. A look at the flight data from a pilot's perspective, with the help of simulations of the accident, points to what the Egyptians must already know: the crash was caused not by any mechanical failure but by a pilot's intentional act
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I remember first hearing about the accident early in the morning after the airplane went down. It was October 31, 1999, Halloween morning. I was in my office when a fellow pilot, a former flying companion, phoned with the news: It was EgyptAir Flight 990, a giant twin-engine Boeing 767 on the way from New York to Cairo, with 217 people aboard. It had taken off from Kennedy Airport in the middle of the night, climbed to 33,000 feet, and flown normally for half an hour before mysteriously plummeting into the Atlantic Ocean sixty miles south of Nantucket. Rumor had it that the crew had said nothing to air-traffic control, that the flight had simply dropped off the New York radar screens. Soon afterward an outbound Air France flight had swung over the area, and had reported no fires in sight—only a dim and empty ocean far below. It was remotely possible that Flight 990 was still in the air somewhere, diverting toward a safe landing. But sometime around daybreak a Merchant Marine training ship spotted debris floating on the waves—aluminum scraps, cushions and clothing, some human remains. The midshipmen on board gagged from the stench of jet fuel—a planeload of unburned kerosene rising from shattered tanks on the ocean floor, about 250 feet below. By the time rescue ships and helicopters arrived, it was obvious that there would be no survivors. I remember reacting to the news with regret for the dead, followed by a thought for the complexity of the investigation that now lay ahead. This accident had the markings of a tough case. The problem was not so much the scale of the carnage—a terrible consequence of the 767's size—but, rather, the still-sketchy profile of the upset that preceded it, this bewildering fall out of the sky on a calm night, without explanation, during an utterly uncritical phase of the flight.

From Atlantic Unbound:

Interviews: "Culture Crash" (November 15, 2001)
A conversation with William Langewiesche on the cultural reverberations of a seemingly straightforward airplane crash

I don't fly the 767, or any other airliner. In fact, I no longer fly for a living. But I know through long experience with flight that such machines are usually docile, and that steering them does not require the steady nerves and quick reflexes that passengers may imagine. Indeed, as we saw on September 11, steering them may not even require much in the way of training—the merest student-pilot level is probably enough. It's not hard to understand why. Airplanes at their core are very simple devices—winged things that belong in the air. They are designed to be flyable, and they are. Specifically, the 767 has ordinary mechanical and hydraulic flight controls that provide the pilot with smooth and conventional responses; it is normally operated on autopilot, but can easily be flown by hand; if you remove your hands from the controls entirely, the airplane sails on as before, until it perhaps wanders a bit, dips a wing, and starts into a gentle descent; if you pull the nose up or push it down (within reason) and then fold your arms, the airplane returns unassisted to steady flight; if you idle the engines, or shut them off entirely, the airplane becomes a rather well behaved glider. It has excellent forward visibility, through big windshields. It has a minimalist cockpit that may look complicated to the untrained eye but is a masterpiece of clean design. It can easily be managed by the standard two-person crew, or even by one pilot alone. The biggest problem in flying the airplane on a routine basis is boredom. Settled into the deep sky at 33,000 feet, above the weather and far from any obstacle, the 767 simply makes very few demands.

Not that it's idiot-proof, or necessarily always benign. As with any fast and heavy airplane, operating a 767 safely even under ordinary circumstances requires anticipation, mental clarity, and a practical understanding of the various systems. Furthermore, when circumstances are not ordinary—for example, during an engine failure just after takeoff or an encounter with unexpected wind shear during an approach to landing—a wilder side to the airplane's personality suddenly emerges. Maintaining control then requires firm action and sometimes a strong arm. There's nothing surprising about this: all airplanes misbehave on occasion, and have to be disciplined. "Kicking the dog," I called it in the ornery old cargo crates I flew when I was in college—it was a regular part of survival. In the cockpits of modern jets it is rarely necessary. Nonetheless, when trouble occurs in a machine as massive and aerodynamically slick as the 767, if it is not quickly suppressed the consequences can blossom out of control. During a full-blown upset like that experienced by the Egyptian crew, the airplane may dive so far past its tested limits that it exceeds the very scale of known engineering data—falling off the graphs as well as out of the sky. Afterward the profile can possibly be reconstructed mathematically by aerodynamicists and their like, but it cannot be even approximated by pilots in flight if they expect to come home alive.

I got a feel for the 767's dangerous side last summer, after following the accident's trail from Washington, D.C., to Cairo to the airplane's birthplace, in Seattle, where Boeing engineers let me fly a specially rigged 767 simulator through a series of relevant upsets and recoveries along with some sobering replays of Flight 990's final moments. These simulations had been flown by investigators more than a year before and had been reported on in detail in the publicly released files. Boeing's argument was not that the 767 is a flawless design but, more narrowly, that none of the imaginable failures of its flight-control systems could explain the known facts of this accident.

But that's getting ahead of the story. Back on October 31, 1999, with the first news of the crash, it was hard to imagine any form of pilot error that could have condemned the airplane to such a sustained and precipitous dive. What switch could the crew have thrown, what lever? Nothing came to mind. And why had they perished so silently, without a single distress call on the radio? A total electrical failure was very unlikely, and would not explain the loss of control. A fire would have given them time to talk. One thing was certain: the pilots were either extremely busy or incapacitated from the start. Of course there was always the possibility of a terrorist attack—a simple if frightening solution. But otherwise something had gone terribly wrong with the airplane itself, and that could be just as bad. There are more than 800 Boeing 767s in the world's airline fleet, and they account for more transatlantic flights than all other airplanes combined. They are also very similar in design to the smaller and equally numerous Boeing 757s. So there was plenty of reason for alarm.

"EgyptAir Nine-ninety, Radio Contact Lost"

One of the world's really important divides lies between nations that react well to accidents and nations that do not. This is as true for a confined and technical event like the crash of a single flight as it is for political or military disasters. The first requirement is a matter of national will, and never a sure thing: it is the intention to get the story right, wherever the blame may lie. The second requirement follows immediately upon the first, and is probably easier to achieve: it is the need for people in the aftermath to maintain even tempers and open minds. The path they follow may not be simple, but it can provide for at least the possibility of effective resolutions.

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William Langewiesche

"Enclosed are Two Pieces on Algeria." With those words, typed on plain white bond, William Langewiesche introduced himself to the editors of The Atlantic Monthly. Although neither piece quite stood on its own, the editors were drawn to the unusual grace and power of Langewiesche's writing and sent him on assignment to North Africa for a more ambitious piece of reporting. The result was the November 1991, cover story, "The World in Its Extreme"—his first article to appear in a general-interest magazine. (He had, however, written frequently for aviation magazines; he is a professional pilot and first sat at the controls of an airplane at the age of five.) Since that article, from which his book Sahara Unveiled: A Journey Across the Desert (1996) grew, Langewiesche has reported on a diversity of subjects and published four more books.

A large part of Mr. Langewiesche's reporting experience centers around the Middle East and the Islamic world. He has traveled widely throughout the Middle East and Northern Africa, reporting on such topics as the implementation of the shari'a in Sudan under Hassan al-Tarabi, North Africa's Islamic culture, and the American occupation of Iraq. Other recent assignments have taken him to Egypt, the Balkans, India, and Central and South America. In 2004 he won a National Magazine Award for excellence in reporting.

In 2002 his book American Ground: Unbuilding The World Trade Center was published. It is based on a series of three cover stories he wrote for The Atlantic as the only American reporter granted full access to the World Trade Center clean-up effort. His latest book, The Outlaw Sea: A World of Freedom, Chaos, and Crime, was published in May 2004.

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