Event Details

Title:Runway Overrun Following Rejected Takeoff, Continental Airlines Flight 795, McDonnell Douglas MD-82, N18835, Laguardia Airport, Flushing, New York, March 2, 1994
Micro summary:This McDonnell Douglas MD-82 overran the runway during a rejected takeoff.
Event Time:1994-03-02 at 1759:46 EST
File Name:1994-03-02-US.pdf
Publishing Agency:National Transportation Safety Board (NTSB)
Publishing Country:USA
Report number:NTSB-AAR-95-01
Site of event:Runway 13
Latitude/Longitude:N4046.10' W 07351.20'
Departure:LaGuardia International Airport, New York, New York, USA
Destination:Denver Stapleton Airport (DEN)
Airplane Type(s):McDonnell Douglas DC-9-82 (MD-82)
Flight Phase:Takeoff
Operator(s):Continental Airlines
Type of flight:Revenue
Serious Injuries:30
Other Injuries:0
Executive Summary:On March 2, 1994, about 1759:46 eastern standard time, Continental Airlines flight 795, a McDonnell Douglas MD-82, registration N18835, sustained substantial damage when the captain rejected the takeoff from runway 13 at LaGuardia Airport, Flushing, New York. The airplane continued beyond the takeoff end of Runway 13 and came to rest on the main gear wheels with the nose pitched downward, so that the fuselage was balanced on top of a dike. The underside of the nose lay on a tidal mud flat of Rushing Bay. There were 110 passengers, 2 flightcrew members and 4 flight attendants aboard the airplane. There were no fatalities, and no serious injuries were reported. There were 29 minor injuries to passengers, all of which were sustained during the evacuation, and 1 minor injury to a flightcrew member. There was no postcrash fire.

The National Transportation Safety Board determines that the probable causes of this accident were the failure of the flightcrew to comply with checklist procedures to turn on an operable pitotfstatic heat system, resulting in ice and/or snow blockage of the pitot tubes that produced erroneous airspeed indications, and the flightcrew's untimely response to anomalous airspeed indications with the consequent rejection of takeoff at an actual speed of 5 knots above V1.

Safety issues discussed in the report include the availability of takeoff performance data for flightcrews, the proper functioning of pitot/static heat systems, the duration of cockpit voice recordings, and problems associated with passenger evacuations from airplanes. Safety recommendations concerning these issues were addressed to the Federal Aviation Administration and to Continental Airlines, Inc.
Learning Keywords:Operations - Evacuation
Operations - Icing
Operations - Rejected Takeoff after V1
Operations - Runway Overrun
Systems - Flight Instruments
Systems - Pitot/Static System
Other - Post-Crash Survivability
Consequence - Hull Loss
Close match:Stall on takeoff, Birgenair, Boeing 757, TC-GEN
Loss of airspeed displays, Serious incident, 05.04.1998, near Frankfurt/Main Airport, to an Airbus A320-200
Incorrect airspeed indications, UPS 747-200 at Dublin Airport, May 12, 2000
In-flight loss of both engines, McDonnell Douglas MD-82, June 4, 2002
Stall on takeoff, Air Florida, Inc., Boeing 737-222, N62AF, Collision With 14th Street Bridge, Near Washington National Airport, Washington, D.C., January 13, 1982
In-flight upset, Northwest Airlines, Inc., Boeing 727-251, N274US, Near Thiells, New York, December 1, 1974
Erroneous airspeed indications/stickshaker, Boeing 717-200, VH-NHX, February 28, 2006
Stall in climb, Boeing 757-200, TF-FII, October 20, 2002


Accident Reports on DVD, Copyright © 2006 by Flight Simulation Systems, LLC.  All Rights Reserved.
 All referenced trademarks are the property of their respective owners.