A weather report closest to the time of the Dec. 20 crash of a Continental Airlines plane at Denver International Airport recorded winds from the northwest at about 27 mph with gusts to nearly 37 mph, according to a preliminary National Transportation Safety Board report on the accident.
Those familiar with Continental’s flight manual say 37-mph gusts from that direction would be under limitations set by the airline for 737-500 aircraft taking off under crosswind conditions on a dry runway.
The plane, with 110 passengers and five crew members aboard, veered off DIA runway 34Right during its takeoff roll and traveled about 2,000 feet over fields, an airport taxiway and a raised service road before coming to rest near a DIA fire station.
The right side of the jet was consumed by post-crash fire, but all passengers and crew members got out. The NTSB said there were 37 injuries. Earlier reports pegged the number at 38.
All have since been released from Denver-area hospitals.
When possible, planes are directed by air-traffic controllers to take off and land into the wind.
By using runway 34Right, Continental Flight 1404 was taking off on a compass heading of 340 degrees, slightly off due north. The NTSB’s report said winds were from the compass direction of 290 degrees, and gusts up to 37 mph from that direction should not have affected the pilot’s ability to maintain directional control of the plane during takeoff, according to those familiar with the aircraft and the weather conditions.
NTSB investigators are trying to determine why the plane’s captain aborted the takeoff about 45 seconds after brake release.
On Friday, the NTSB plans to move the wrecked plane from the crash site to a location near Continental’s hangar at DIA. Airport officials said the NTSB may need as many as three cranes to lift the plane onto flatbed trailers for removal.
During the crash, the plane’s main landing gears were sheared off, and the nose gear lies collapsed beneath the jet, which is on its belly.
Removing the wreckage from the ravine will allow investigators to examine the nose gear. It is possible that a problem with the nose wheel might have contributed to the captain’s apparent loss of directional control.
