Three Customers and five Crew Members were transported to local hospitalsall have been treated and released. The NTSB has published the final report on Southwest Flight 1380, whose left-side CMF56 engine suffered a failure that led to one fatality in April 2018. .'JNKfc_/*wFnM@1w6A,:yGqSr 5rx&P23G!&t8`4 Sb EUx_`HC7[A. Since the time that the CFM56-7B engine and the Boeing 737-700 airplane were certificated (in December 1996 and December 1997, respectively), new technologies and analytical methods have been developed that will better predict the interaction of the engine and airframe during an FBO event and the response of the inlet, fan cowl, and associated airplane structures. Metallurgical examinations of the fractured fan blade found that the crack had likely initiated before the fan blade sets last overhaul in October 2012. During the accident sequence, the fan blade fragments traveling forward of the fan case had a trajectory angle that was greater than that observed during the CFM56-7B engine FBO containment certification tests. The process, called a bid avoidance, is not unique to Southwest. On Oct. 2, 2001, minor cases which do not fall under the definition of "accident" or "incident" were removed from the database; these entries were previously identified with "SA" in the accident number. 6 0 obj Overnight, the aircraft was removed from the runway. NTSB . The NTSB also discovered that the flight's captain had been the . The NTSB has released its preliminary report from that accident, which occurred on February 5, 2016, at about 1157 mountain standard time. Reports provide details about the accident, Investigation Details What Happened On April 17, 2018, about 1103 eastern daylight time, Southwest Airlines (SWA) flight 1380, a Boeing 737-7H4, N772SW, experienced a left engine failure while climbing through flight level 320 en route to the flight's assigned cruise altitude. Last week the plane my family and I were traveling on crash landed. And trust me, they know This impact led to the in-flight separation of fan cowl components, including the inboard fan cowl aft latch keeper, which struck the fuselage near a cabin window and caused the window to depart from the airplane, the cabin to rapidly depressurize, and the passenger fatality.. %%EOF Use of the Southwest websites and our Company Airborne 04.28.23: Taylor Award!, Sonex Dual-Stick, NetJets Sued, Airborne-Flight Training 04.27.23: DSU Expands, School Planes Destroyed, Allegiant, Airborne 04.26.23: Aldrin Promoted, PS Engineering, Gustnado v Flt School, 2007 - 2023 Web Development & Design by Pauli Systems, LC, NTSB Releases Probable Cause Finding On Southwest Airlines Flight 345, ANN's Daily Aero-Term (04.28.23): Circle-To-Land Maneuver, ANN's Daily Aero-Term (04.29.23): Lost Communications. [4] The aircraft's nose gear collapsed upward into the body of the aircraft, causing substantial damage to the avionics electronics bay in the fuselage. /Parent 5 0 R This information is not presented as the Flight Safety Foundation or the Aviation Safety Networks opinion as to the cause of the accident. Because poor organizational management will sooner than later defeat the human and precipitate an error. I read somewhere that technically what we experienced isn't considered a crash landing, but in my mind when a plane hits the runway nose first, crushes the front landing gear, and skids 2,175 feet in a shower of . Boeing says it's working on fix. The NTSB aviation accident database contains information from 1962 and later about civil aviation accidents and selected incidents within the United States, its territories and possessions, and in international waters. The Air Canada crew was cleared to land on 28R, to the right of 28L. In addition, FBO-generated loads were transmitted to the fan cowl through the radial restraint fitting, which was not accounted for in the fan cowls design, and the stresses in the fan cowl were greater than those calculated in the certification analyses. Chairman: Christopher Babcock Aerospace Engineer National Transportation Safety Board Member: Captain Jeff Hamlett Director of Flight Safety Southwest Airlines Member: Dave Keenan The Southwest Airlines captain who flew a Boeing 737 into the runway nose first at LaGuardia Airport last summer had been on the receiving end of multiple complaints by first officers at the airline who did not want to fly with her, according to an employee at the airline who asked not to be identified. The NTSB aviation accident database contains information from 1962 and later about Contributing to the accident were Southwest Airlines' 1) failure to provide its pilots with clear and consistent guidance and training regarding company policies and procedures related to arrival 08:01AM EDT Baltimore/Washington Intl - BWI. The following are excerpts from the report. /Contents 6 0 R /FirstChar 0 [14][15] Neither pilot was publicly identified by the airline. All human performance happens inside the framework of an organizations Policies and Procedures. have always thought that this was a fundamental threat to safe operations when The airport cleared and inspected the affected runway, and removed the aircraft in time for the earliest next day departures. Sources: NTSB Soutwest Airlines. There are certain people who should not be flying [12], The first officer, who was 44 years old, had 20 years of prior experience in the United States Air Force and had been hired by Southwest Airlines a year and a half before the accident.[12]. civil aviation accidents and selected incidents within the United Operator: Southwest Airlines, Flight 345 Registration: N753SW NTSB Number: DCA13FA131 2. Jxeujavxku /CS0 2 0 R And indeed, the Air Line Pilots Association declined to speak to me when I put questions about this policy to the union on Tuesday. >> Of the 144 passengers and 5 crewmembers on board, 8 sustained minor injuries, and the airplane was substantially damaged. [11] Southwest's flight operations manual requires its pilots to abort a landing if the plane is not properly configured by the time it descends to 1,000ft (300m). The accident airplane, a Boeing 737-3H4, N632SW (serial number 27707 and line number 2799), was manufactured on May 22, 1996, and delivered new to Southwest Airlines on June 13, 1996. Indeed, Southwest Airlines suffered a strikingly similar fan blade failure in 2016 - Southwest Airlines Flight 3472. Trajectory of the inboard aft latch keeper during the accident sequence., We determinedthat the probable cause of this accident was a low-cycle fatigue crack in the dovetail of fan blade No. It will be examining why the crew did not initiate a go-around after the captain noticed the airspeed was for flaps 40 even though the flaps were set at 30, below 1000 feet on final approach. Unless we correct those, there is no way to stop these events from occuring. /LastChar 255 /FontDescriptor 10 0 R /FontDescriptor 9 0 R a Boeing 737-700, was last inspected July 18, 2013. Corporate Citizenship . C'S?Cn$i8[Ma=[D7X:_Y0q lJCF5U:!Rg'-q;JQ|k]1Ps w j>sxf_-&m8.1(C|jk2a)%(duIqaS# The airplane was powered by two General Electric/SNECMA CFM-56-3B1 engines. Safety is the business of the Accountable Manager and the Accountable manager needed to speak, think and act BEFORE the accident, not now, when it has already occured. 13, which resulted in the fan blade separating in flight and impacting the engine fan case at a location that was critical to the structural integrity and performance of the fan cowl structure. /BaseFont /ArialMT >> The aircraft, a Boeing 737-700, was last inspected July 18 . Most reports focus on a single accident, though the NTSB also produces reports addressing issues common to a set Human error is a symptom, not a disease. The airline also announced that it was requiring Flight 345's first officer to undergo additional training. 5 0 obj /Encoding /WinAnsiEncoding Welcome to the Community! The Crash Landing of Southwest 345. << 1h 55m. National Transportation Safety Board 490 L'Enfant Plaza, SW Washington, DC 20594, Congressional and Regulatory Correspondence. % >> The question we need to ask is, "Does the society and the traveling public need protection from the erring human, or does it need protection from a system that allowed the human to be in the position she was in despite having many indications that she was an under-performer and lacked CRM/team skills? Three passengers and five crew members were injured during Southwest Airlines Flight 345's landing when the plane's front landing gear appeared to collapse, sending its nose into the runway. Refer I think a distintion should be made though. Get started here. Its not clear to me that all pilots understand that distinction. It won't be flying again", "NTSB Issues Investigative Update into Southwest Flight 345 Accident at LaGuardia Airport in New York", "Accident description (Type: Boeing 737-7H4 (WL), Operator: Southwest Airlines, Registration: N753SW)", "Accident: Southwest B737 at New York on Jul 22nd 2013, nose gear collapse on landing", "Landing gear punched into Southwest 737 jet on landing, NTSB says", "Flight's nose gear collapses as it lands at New York's LaGuardia", "Southwest jet's landing gear collapses on landing, injuring 10", "N753SW Southwest Airlines Boeing 737-700", "Pilots Didn't Want to Fly With Capt. Placing crewmembers on the flight deck with known weaknesses in leadership and command is no different that placing substandard parts on the aircraft. [12] The plane was descending at 960ft/min (4.9m/s) in a nose-down position when its nose wheel struck the runway. One fan cowl fragment impacted the left-side fuselage near a cabin window, and the window departed the airplane, which resulted in a rapid depressurization. One fan cowl part that was recovered after the accident was the inboard fan cowl aft latch keeper. Southwest Airlines Co. All Rights Reserved. States, its territories and possessions, and in international waters. Contributing to the accident was the captain's failure to comply with standard operating procedures. Safety is not Everyones business. /Type /Font Static files are no longer available. The line between the airports does. The format and type of data contained in the earlier briefs may differ from later reports. You should question them on their own pilots behavior and policies, not ALPA. /MediaBox [0.0 0.0 612.0 792.0] Also, the inlet damage caused by the forward-traveling fan blade fragments was greater than that observed during the engine FBO containment certification tests and accounted for in Boeings 737-700 certification analyses (which used the state-of-the-art analytical modeling tools that were available at the time). f)zL9q/+E.'6'p*zbA# R205R={"VBWAEt~si[\=D M?Xfz%0Af[Yaw,KH)QLjL@+ %`ZUjNY ^;W6 2PFCf% 7UM,C2p mhOr)d)j-&pa5xDWxPoTEJkkB`;%I jaC`FlBEJ /eQDvB9jl]g:Nb^ynNOU@jmSc2x: zyse+ For the full report, use the link listed below. Le vol Eastern Air Lines 66 est un vol rgulier de la Nouvelle-Orlans New York qui s'est cras le 24 juin 1975 alors qu'il approchait de l'aroport international John F. Kennedy de New York, tuant 113 des 124 personnes bord.Il a t dtermin que l'accident a t caus par le cisaillement du vent caus par une microrafale.L'incapacit des contrleurs ariens et de l . << Accident Reports are one of the main products of an NTSB investigation. /Type /Pages of similar accidents. Aviation Hazardous Materials Highway Marine Information constitutes acceptance of our Terms and Conditions. This is exactly what I also tried to explain in my book "WaitingTo Happen!". In a case such as this at LaGuardia with a hull loss, does the plane get stripped at the site and carted off on trucks? While the NTSB has already called for action following the engine on this 737 Next Generation, its final report closes the investigation and emphasizes how it was a piece of the cowling, and . Both the obtained flight data and the available video record have the nose gear making contact with the ground before the main landing gear did, which is the opposite order from the normal landing sequence. The NTSB found the captain's attempt to recover from an unstabilized approach by transferring airplane control at low altitude instead of performing a go-around was the primary cause of this accident. Most reports focus on a single accident, though the NTSB also produces reports addressing issues common to a set of similar accidents. Otherwise, register and sign in. On Jan. 8, 2001, dynamic access to the accident data repository was implemented. [6] The plane came to a stop halfway down the runway[8] after skidding on its nose in a sea of sparks. Concerned that the airplane was too high, the captain exclaimed repeatedly "get down" to the first officer about 9 seconds from touchdown. On Sept. 18, 2002, data from 1962-1982 were added to the aviation accident information. Page 1 of 5 National Transportation Safety Board Aviation Accident Final Report Location: SAN LUIS OBISPO, CA Accident Number: DCA88MA008 Date & Time: 12/07/1987, 1616 PST Registration: N350PS Aircraft: BRITISH AEROSPACE BAE-146-200 Aircraft Damage: Destroyed Defining Event: Injuries: 43 Fatal Flight Conducted Under: Part 121: Air Carrier - Scheduled Analysis Generally, a preliminary report is available online within a few days of an accident. Some of the fan blade fragments traveled forward of the engine and into the inlet.2 In addition, the fan blades impact with the fan case caused the fan case to deform locally over a short period of time. NTSB recommends changes following fatal Southwest accident. It is preliminary and is based on the facts as they are known at this time. Thank you (again) for drawing a distinction between blame and contributing factor. >> /Widths [750 750 750 750 750 750 750 750 750 750 750 750 750 750 750 750 750 750 750 750 750 750 750 750 750 750 750 750 750 750 750 750 278 278 355 556 556 889 667 191 333 333 389 584 278 333 278 278 556 556 556 556 556 556 556 556 556 556 278 278 584 584 584 556 1015 667 667 722 722 667 611 778 722 278 500 667 556 833 722 778 667 778 722 667 611 722 667 944 667 667 611 278 278 278 469 556 333 556 556 500 556 556 278 556 556 222 222 500 222 833 556 556 556 556 333 500 278 556 500 722 500 500 500 334 260 334 584 350 556 350 222 556 333 1000 556 556 333 1000 667 333 1000 350 611 350 350 222 222 333 333 350 556 1000 333 1000 500 333 944 350 500 667 278 333 556 556 556 556 260 556 333 737 370 556 584 333 737 552 400 549 333 333 333 576 537 333 333 333 365 556 834 834 834 611 667 667 667 667 667 667 1000 722 667 667 667 667 278 278 278 278 722 722 778 778 778 778 778 584 778 722 722 722 722 667 667 611 556 556 556 556 556 556 889 500 556 556 556 556 278 278 278 278 556 556 556 556 556 556 556 549 611 556 556 556 556 500 556 500] [12] At 100200ft (3061m), the captain observed that the plane was still above the glide slope, and ordered the first officer to "get down" instead of aborting the landing. On July 22, 2013, the Boeing 737 operating the route suffered a front landing gear collapse while landing at LaGuardia Airport, injuring 9 people on board. yI:'wRAA_JUiVXI_T1S_Jv|S;*fmJrMl@xkdBL8j&"\-{NtZb]S`J97BWaqdAFM1.%?JVbm9io~YL|_Z|qFRt9( NTSB Media Relations On July 22, 2013, A Boeing 737, Operated As Southwest Airlines Flight 345, Landed Hard, Nose-First, On Runway 4 At LGA The NTSB found the captain's attempt to recover from an unstabilized. /Parent 11 0 R airplanes, an airline pilot told me. a preliminary report is available online within a few days of an accident. As the airplane was on final approach, the captain, who was the pilot monitoring, realized that the flaps were not configured as had been briefed, with a setting of 40 degrees for the landing. Privacy Policy. ($1&r/helkpfxi}HV5~aatiWl|6K;T;yn` *d@p~Y i[EWU7X](vwvO/Tl'Bde>(?>dDt -{A\ R!Ude~.O9WcGr b=Jd! :iU=dfb$aN((Z3d([^9uBf75]F~;L}G$@. %PDF-1.5 % And will happen. Today, the Captain of Flight #3472 from New Orleans to Orlando made the decision to divert to Pensacola due to a mechanical issue with the number one engine. They reamin WaitingTo Happen! Southwest Airlines Flight 345 Captain Interview. In some instances, the air traffic control (ATC) transcript indicates times that are different from those in the CVR transcript. According to a preliminary NTSB report, the pilots thought the lighted runway was 28L not theirs and they aimed their. endobj A management issue? The CFM56-7B engine has 24 fan blades installed in the fan disk. The late transfer of control resulted in neither pilot being able to effectively monitor the airplane's altitude and attitude. to query help for limitations of location information. ** - Do not use these fields as selection parameters if your date range includes pre-1982 dates, as they did not exist prior to 1982 and their use may falsely limit the data returned. with up to three captains without the necessity of providing any reason for The aircraft entered service in October 1999. According to FDR data, after the captain took control, the control column was relaxed to a neutral position and the throttles were not advanced until about 1 second before touchdown. There is lots of stuff here that no one wants to talk about, an airline captain recently told me. It is not intended to make up for known deficiencies. Southwest Airlines Flight 345 was a scheduled flight from Nashville International Airport, Tennessee, to New York City 's LaGuardia Airport. endobj [12] At an altitude of only 27ft (8.2m) and 3 seconds from touching down, the captain took control of the aircraft from the first officer. There were 150 people on board including Customers and Crew. 16-Apr-2023. :Q*P+Z.CiiC~BP%3YlD7q'9"D}og76{grJ4WJlg0NvXTL`|1sb#-`i%]g5&b"e'`n4h{7. /Length 2579 Get Alerts. We made recommendations to the Federal Aviation Administration, Southwest Airlines and the European Aviation Safety Agency. /Count 5 Specifically, the NTSB faulted the captain for failing to take control of the aircraft or abort the landing earlier, noting that the captain had warnings at 500ft (150m) (due to the flaps misconfiguration) and at 100200ft (3061m) (when the captain observed the plane was above the glide slope) and could have aborted the landing at that time. Delta Air Lines, United and others also give their pilots a way to opt out of sharing the cockpit with captains they find difficult to work with. management is being purposefully ignored or simply misunderstood. 90 0 obj <>/Filter/FlateDecode/ID[<43CB3E40847BE8341A94951CCEEEE12C><416ED205FCF4324CA9AE5415A5136669>]/Index[77 28]/Info 76 0 R/Length 76/Prev 533817/Root 78 0 R/Size 105/Type/XRef/W[1 2 1]>>stream The impact of the separated fan blade with the fan case also imparted significant loads into the fan cowl (also part of the nacelle) through the radial restraint fitting, which was located at the bottom of the inboard fan cowl. Published on July 28, 2013. NTSB : Status: Investigation completed: Duration: 1 year and 1 months: Accident number: DCA09FA065: Download report: Summary report: Classification: Forced landing on runway. Southwest Airlines Flight 345 . Nice article. /TT1 3 0 R Enter for a Chance to Win the Breathtaking Beats Sweepstakes, Three Days Only: Southwest Launches Limited-Time Promotional Companion Pass Offer, What to Watch on Your Southwest Flight in April, Say Aloha to Imua One, an Aircraft Dedicated to Our Employees and the People of Hawaii. The separated fan blade impacted the engine fan case and fractured into multiple fragments. The aircraft entered service in October 1999. endobj One who filed two bids to avoid other captains over the years described something close to a dysfunctional atmosphere when flying with them. Southwest is working with both the NTSB and Boeing in a preliminary . More from CNN at http://www.cnn.com/video/ She did not think the line pilots were against having the culture changed. There were 150 people on board including Customers and Crew. /Rotate 0 A prime example of what can go wrong when a plane's nose gear touches down first is Southwest Airlines Flight 345. A spokeswoman for Southwest told the Associated Press the landing was not "in accordance" with operating procedures for the airline. The aircraft, a Boeing 737-3T5, registration N668SW, [2] came to rest on a city street adjacent to a gas station. 1 0 obj The Aviation Safety Network is an exclusive service provided by: Southwest Airlines flight 345, a Boeing 737-700, suffered a nose gear collapse during a hard landing on runway 4 at New York-LaGuardia Airport (LGA), USA. The engine cowl was broken in the failure and cowl fragments damaged the fuselage, causing explosive depressurization of the aircraft after damaging a cabin window. [13] The NTSB's investigation became focused on the behavior of the flight crew during Flight 345's approach into LaGuardia Airport. This crash reminds me of the crash in San Francisco where no one questioned captain "Way too Low", I am sorry, but I can not agree with views expressed. hmo0?n_8T!-]C Z'!>dH!AIu~>;Z^}w~|_n[Kr -IW6t2"gJDHYDjk:,v*F!aJFCzVeX.QLT}9Nu$F1U:yV.Lajo3+LH `T5? f;XEitD}a&2NpSV9Rk6N| om=jRY0/$^=EPQzY lULtnC2~'.rj r"^;9mqq:JnO('/aN,V4xYBH5K#tM!9m[!@jjC[K]yxS')pdp40iQGC*d7\4(x COGnBcBxjvZ"}C tci-z). It is a symptom of a disease called "Poor Organizational Management". /Filter /FlateDecode The aircraft came to rest 19 seconds after touchdown. About 3 seconds from touchdown when the airplane was about 27 ft altitude, the captain announced "I got it," indicating that she was taking control of the airplane, and the first officer replied, "ok, you got it." The NTSB tonight released the details of the last few seconds of Southwest flight 345, confirming that the Boeing 737 did indeed land nosegear first. The . If you've already registered, sign in. Photo after evacuation. << who these people are!, These avoidance bid things, they are a clear indication of ", The basic issue is, why is this being talked about AFTER an accident? This deformation traveled both around and forward/aft of the fan case. HISTORY OF FLIGHT On July 22, 2013, about 1744 eastern daylight time (EDT), a Boeing 737-700, N753SW, operated as Southwest Airlines (SWA) flight 345, had a nose gear collapse during a hard landing on runway 4 at LaGuardia Airport (LGA), Flushing, Queens, New York. for dates before 1993, cases under revision, or where NTSB did not have primary The flight had departed from LaGuardia Airport, Queens, New York, about 30 minutes earlier. Required fields are marked *. Flight 345 on the runway NTSB photo The Southwest Airlines captain who flew a Boeing 737 into the runway nose first at LaGuardia Airport last summer had been on the receiving end of multiple complaints by first officers at the airline who did not want to fly with her, according to an employee at the airline who asked not to be identified. /CropBox [0.0 0.0 612.0 792.0] << endstream endobj 78 0 obj <> endobj 79 0 obj <> endobj 80 0 obj <>stream +,3R$mwgok5wZ Q WbII|yDtha%Izun7IxC`pr;Ht{-1+. Southwest Airlines flight 345 landed at New York's LaGuardia at 5:40 PM Eastern Monday evening from Nashville. 2013 aviation incident in New York City, US, "National Transportation Safety Board Aviation Accident Final Report", "Remember that Southwest Airlines jet that slid down the runway? The airplane touched down at a descent rate of 960 ft per minute and a nose-down pitch attitude of -3.1 degrees, resulting in the nose gear contacting the runway first and a hard landing. >> Call them arrogant, call them as-s as my friend did, whatever you call them, they are pilots for whom communication and collaboration better known as crew resource management, did not take root and flourish. [9], The aircraft (built in October 1999) was a 13-year-old Boeing 737-700, registration number N753SW, owned and operated by Southwest Airlines. Factual information is added when available, and when the investigation is Theyre qualified but not adaptable, to create and execute a shared view of a successful flight. If this crash was indeed caused or exacerbated by a Captain who was known by the company to have deficiencies in command skills, that is NOT a CRM issue, it's a MANAGEMENT issue. This accident along with so many other approach and landing accidents is much more a function of leadership, command and judgement than it is airmanship. %PDF-1.5 Join FlightAware View more flight history Purchase entire flight history for SWA3345. NTSB investigating accident involving nose-gear collapse of SWA 737 at LGA. CRM is a threat identification and management strategy that is only as good as the people using it. [16][17] The accident represents the third hull loss of a Boeing 737-700. This damage then propagated forward and aft, severing the three latch assemblies that joined the inboard and outboard halves of the fan cowl, which caused large portions of both fan cowl halves to separate and depart the airplane. The forward-traveling fan blade fragments and the deformation compromised the structural integrity of the inlet, causing portions of the inlet to depart the airplane. Language links are at the top of the page across from the title. [12] Analyzing flight recorder data, the NTSB determined that the captain had changed the airplane's flaps from 30 degrees to 40 degrees at an altitude of only 500ft (150m). Should Epsteins Pilots Have Foiled His Child Sex Trafficking Ring. A review of NTSB-investigated accidents by human factors researchers found that about 75% of accidents were the result of plan continuation errors in which the crew continued an approach despite cues that suggested it should not be continued. completed, the preliminary report is replaced with a final description of [12], The NTSB ultimately concluded that the crash was due to pilot error. The airplane was substantially damaged. I would think space would be a problem. The NTSB provided an update on what investigators know about the hard landing of Southwest Flight 345. "When we got ready to land, we nosedived," said a . the accident and its probable cause. ]kGkDjr7 wT^$ J/|V+1=uAo|r{o;dSa)7i{sqpl Q /Type /Font Contributing to the accident was the captain's failure to comply with standard operating procedures. Southwest Airlines Flight 1380 was a Boeing 737-700 that experienced a contained engine failure in the left CFM56-7B engine after departing from New York-LaGuardia Airport en route to Dallas Love Field on April 17, 2018. The fan blade fractured due to a low-cycle fatigue crack that initiated in the dovetail (part of the blade root), which remained within a slot of the fan disk. Three Customers and five Crew Members were transported to local hospitalsall have been treated and released. On July 22, 2013, the Boeing 737 operating the route suffered a front landing gear collapse while landing at LaGuardia Airport, injuring 9 people on board. Keith Holloway 2019 . The NTSB's initial findings confirmed earlier reports that it was the FedEx pilot, not air traffic controllers, who detected the problem and told the Southwest plane to abort its takeoff. Full narrative descriptions may not be available [11][12] The NTSB discovered that Flight 345's captain had been the subject of multiple complaints by first officers who had flown with her. if the FO was going to turn her in to her chief pilot. Nose Down Landing, Southwest Airlines Flight 345 Investigation Details Completed Investigation Aviation Investigation No DCA13FA131 Event Date 7/22/2013 Location New York, NY Family Assistance Contact assistance@ntsb.gov Media Relations Contact NTSB Media Relations Keith Holloway (202) 314-6100 Docket DCA13FA131 Ive harangued before on the fallacy of using pilot error as a probable cause in accidents but that doesnt mean sometimes the pilots arent a contributing factor. /Font (function($) {window.fnames = new Array(); window.ftypes = new Array();fnames[0]='EMAIL';ftypes[0]='email';fnames[3]='MMERGE3';ftypes[3]='text';fnames[1]='SOURCE';ftypes[1]='text';}(jQuery));var $mcj = jQuery.noConflict(true); Your email address will not be published. /TT0 4 0 R The opt-out practice at Southwest is part of the pilot labor agreement. That threat would be in her mind until she. treasure trove of information about whether crew resource /Subtype /TrueType From a United pilot comes this troubling comment, I >> The NTSB says the nose gear hit the ground first when a Southwest jet crash-landed at LaGuardia Airport. << We are having a problem the Investigation Reports Page. issue was the culture. PROBABLE CAUSE: "The captain's attempt to recover from an unstabilized approach by transferring airplane control at low altitude instead of performing a go-around. /Kids [12 0 R 1 0 R 13 0 R 14 0 R 15 0 R] Accident data suggest that pilots often fail to perform a go-around or missed approach when stabilized approach criteria are not met.
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