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NTSB Identification: NYC05IA083
Scheduled 14 CFR Part 121: Air Carrier operation of Midwest Airlines
Incident occurred Thursday, May 12, 2005 in Union Star, MO
Aircraft: Boeing 717-200, registration: N910ME
Injuries: 80 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On May 12, 2005, about 2321 central daylight time, a Boeing 717-200, N910ME, operated by Midwest Airlines Inc., as flight 490, experienced a loss of pitch control while climbing through 23,000 feet, over Union Star, Missouri. The flightcrew declared an emergency, and the airplane was subsequently recovered at an altitude of 13,000 feet. The airplane diverted to Kirksville, Missouri, and landed uneventfully. There were no injuries to the two certificated airline transport pilots, two flight attendants, and 76 passengers. Night instrument meteorological conditions prevailed for the flight that departed from Kansas City, Missouri, about 2308, destined for the Ronald Reagan National Airport, Washington, District of Columbia. An instrument flight rules flight plan was filed for the scheduled domestic flight conducted under 14 CFR Part 121.
According to the captain, the flight sequence for the day had originated from Los Angeles, California, and was scheduled to land at Kansas City. Due to weather at Kansas City, the flightcrew diverted to Omaha, Nebraska, where additional fuel was obtained and a further evaluation of the weather conditions could be made.
After reviewing the weather, the flight departed for Kansas City at 2100, and proceeded uneventfully, landing at 2146.
While in the company operations area, at Kansas City, the captain was briefed by company dispatch personnel regarding significant weather that was moving from west to east prior to the departure for Washington. The captain also noted the weather on a display screen that was located in the operations area.
As the airplane was taxied for departure at 2231, the captain elected to delay the takeoff, and wait for the weather pass further to the east. Once the weather past, and the flightcrew received a "ride report" from a previous departing airplane, the flight departed from runway 1L.
As the airplane climbed on a northerly heading, the captain observed a green area on the cockpit radar screen, "indicating the presence of rain." Areas of yellow were also observed on the screen, at a distance of 20 miles or more to the east. Once the captain determined that the flight was sufficiently clear of the weather, he requested a turn to the east. The air traffic controller subsequently cleared the flight onto a 060-degree heading and to an altitude of FL270.
As the airplane turned to the assigned heading, the captain observed a master caution light illuminate on the glareshield, and a "config" on the center console. The captain then observed that a "rudder limit fail" alert was being projected on the engine and alerting display (EAD). As the captain was about to call for the quick reference handbook (QRH), the airplane pitched down abruptly and the autopilot disconnected. Both pilots placed their hands on the control yokes in an attempt to arrest the descent. The captain noted that the airspeed was increasing rapidly and that they were losing altitude. The airplane then began an uncommanded climb, which was followed by a series of uncommanded descents and climbs, which lasted for several minutes.
After regaining control of the airplane, the flightcrew diverted to the Kirksville Regional Airport, and landed uneventfully on runway 18.
Examination of the airplane's exterior revealed that the oil filler door on the right engine nacelle was open, and evidence of a lightning strike exit hole was visible on the top surface of the tail cone. Further examination of the exterior did not reveal any other lightning holes.
Functionality testing of the airplane's flight control systems and avionics were conducted after the incident, with no abnormalities noted except for a disconnect of the flight control columns.
The airplane was equipped with a cockpit voice recorder (CVR), and a digital flight data recorder (DFDR). Both recorders were transported to the Safety Board's Office of Research and Engineering for further examination.
Several other computer components were removed from the airplane for further examination and extraction of retained data.
The reported weather at Kansas City, at 2317, included 8 miles visibility; light rain and thunderstorms; ceiling 3,900 feet overcast, with cumulonimbus clouds; temperature 64 degrees F; dew point 64 degrees F; altimeter 29.99 inches Hg. The report also noted that frequent lighting was observed, and the thunderstorm activity was moving east.
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