The aircraft continued its descent until it began striking the approach lights approximately 2,400 feet (730 m) from the threshold of the runway. : 3Īt 16:05, on final approach to Runway 22L, the aircraft entered a microburst or wind shear environment caused by the severe storms. : 3 At 16:02, the crew was told to contact the JFK tower controller for landing clearance. : 2 Although communications on the frequency continued to report deteriorating weather, Flight 66 continued on its approach to Runway 22L. : 2 At 15:59, the controller warned all aircraft of "a severe wind shift" on final approach, and advised that more information would be reported shortly. : 2 Because of the deteriorating weather, one of the crew members checked the weather at LaGuardia Airport in Flushing, Queens, the flight's alternate airport. : 2 Controllers continued giving the crew radar vectors to operate around the approaching thunderstorms and sequence into the landing pattern with other traffic. : 2Īt 15:53, Flight 66 was switched to another frequency for final approach to Runway 22L. : 2 At 15:52, the approach controller warned all incoming aircraft that the airport was experiencing "very light rain showers and haze" and zero visibility, and that all approaching aircraft would need to land using instrument flight rules. : 2 At 15:35, the aircraft was told to contact the JFK approach controller for instructions, and the approach controller sequenced it into the approach pattern for Runway 22L. : 45Ī severe thunderstorm arrived at JFK just as Flight 66 was approaching the New York City area. He was administering a required flight check on Geurin. McCullough, had been with Eastern Air Lines for four years and had 3,602 military flying hours and 1,767 civil flying hours, including 676 hours on the Boeing 727. The second flight engineer, 33-year-old Peter J.Geurin, who had been with Eastern Air Lines since 1968 and had 3,910 flight hours, 3,123 of them on the Boeing 727. The flight engineer was 31-year-old Gary M.He had 5,063 flight hours, with 4,327 of them on the Boeing 727. The first officer was 34-year-old William Eberhart, who had been with Eastern Air Lines for nearly nine years.Kleven had a total of 17,381 flight hours, including 2,813 hours on the Boeing 727. Kleven, who had been serving with Eastern Air Lines for nearly 25 years, and had been a 727 captain since July 10, 1968. The flight crew consisted of the following: : 1–2 The flight operated from New Orleans to the New York City area without any reported difficulty. The flight departed from Moisant Field at 13:19 Eastern Daylight Time with 124 people on board, including 116 passengers and 8 crew. On Tuesday June 24, 1975, Flight 66 was operated using a Boeing 727 trijet, registration number N8845E. Kennedy International Airport in Jamaica, Queens, New York. : 1 Flight information A Boeing 727-200 operated by Eastern Air Lines, similar to the accident aircraftĮastern Air Lines Flight 66 was a regularly scheduled passenger flight from New Orleans, Louisiana's New Orleans International Airport (renamed in 2001 to Louis Armstrong New Orleans International Airport) to John F. : 1 The crash was determined to be caused by wind shear caused by a microburst, but the failure of the airport and the flight crew to recognize the severe weather hazard was also a contributing factor. Kennedy International Airport, killing 113 of the 124 people on board. Kennedy International Airport, Jamaica, Queens, New YorkĮastern Air Lines Flight 66 was a regularly scheduled flight from New Orleans to New York City that crashed on Jwhile on approach to New York's John F. New Orleans International Airport, New Orleans, Louisiana Crash on approach as a result of microburst-induced wind shear
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