Galaxy Flyer:
aterpster
All too well. I was at an AF Standards Agency conference where we were briefed by none other than Jepp's VP who has a last name remarkably like your handle here. Long briefing on that accident and related discussion, lots of good information that changed AF policy. Much to my relief.
Jim Terpstra
OzExPat
I believe it was a TWA/United mid-air over NYC that brought about three changes:
DME required in the PCA (Class A airspace, now)
Report all navigation malfunctions to ATC
Slow to holding airspeed 3 minutes prior to the fix.
IIRC UAL overran the hold due to DME failed and was cross-tuning, let the speed get away and sped past the fix. EMPIRE, I think.
So, yes, slowing is very desirable and required, as is using the entire procedure to be configured prior to the FAF.
That was December, 1960; a United DC-8 arriving IDL (JFK) and a TWA Connie that had (I believe) departed LGA. United had an inoperative VOR, so he was cross tuning to determine his clearance limit fix of EMPIRE will doing barber pole at 5 or 6,000. He blew through the fix. That resulted in 250 knots below 10,000 within 30 miles of destination airport and the requirement to report an inoperative piece of nav equipment.
Then, in April, 1967, a TWA DC-9-10 rear-ended a Beech Baron at 8,000 going barber pole from PIT to CMH. That resulted in 250 knots below 10,000 without the 30 mile provisio.
The December, 1974 TWA 514 crash near IAD probably caused more changes to ATC procedures and regulations than any other single accident.
GF
PS Did the ark sail in 1967? Ha Ha
Could be. TERPs came into effect in November, 1967. That immediately elminated the requirement for reported ceiling to begin an approach, but it took 10 years to convert all the IAPs from the 1956 superceded criteria to TERPs.