Aloha Airlines Case Analysis Essay

had survived.” This second quote explains the solution to the plane’s crash, which required the

The plane then reportedly filled with thick smoke with flames shooting from the rear of the plane. The passengers struggled to get though either the emergency exits or through holes in fuselage that were torn open due to the crash. The rescue effort was also slowed due to power outages on the field. The bay doors for the rescue vehicles needed to be open manually slowing the rescue crews from getting to the plane. Overall a total of 11 people died including Captain Richard W. Bushmann, a 20-year veteran with American Airlines. 83 of the 143 passengers were injured.

1. United Airlines is owned by the UAL Corporation and was incorporated on December 30, 1968. The actual company was formed may years before this actually in 1925 and was a private mail carrying service between Pasco, Washington, and Elko, Nevada, and from these humble beginnings they formed a were able to start a company that would come to be a global leader in the airline service. From the 1960’s to the 1980’s the company had 6 different presidents and started to expand and venture into different aspects of business other then airlines and were unable to have any success. These companies that they purchased were not a success and were later resold.

Contributing to the cause of the accident was the Cherokee pilot’s interrupted radio transmission, which led to the Beech 1900C pilots’ misunderstanding of the transmission as an indication from the King Air that it would not take off until after flight 5925 had cleared the runway. Contributing to the severity of the accident and the loss of life was the

retrieved back inside by the remaining passengers. Roberts fell from the aircraft and was believed

This paper reviews the tragic mid-air crash of PSA flight 182 and Cessna N7711G a Cessna 172 over San Diego and its resulting FAA rules and regulation changes, and their affect on the U.S. aviation industry. PSA Flight 182’s mid-air resulted in the most sweeping FAA changes to airspace to date. The FAA rules and regulation changes was a success in preventing similar mid-airs of this type.

Following a missed approach because of a suspected nose gear malfunction, the aircraft climbed to 2, 000 feet mean sea level and proceeded on a westerly heading. The three flight crewmembers and a jumpseat occupant became engrossed in the malfunction.

this plane was overrun by the brave passengers that occupied the flight and was forced into

From his pilot seat , Lt. Donald Kilpatrick, turned and asked the navigator if the plane was on fire. Once he received the response to his question, Lt. Kilpatrick gave his last order to the crew…“Bail Out”.

When the tail engine exploded, many people thought a bomb had gone off somewhere on the jet because the noise was so loud (Flight 232, 8). The burst sent debris flying everywhere and some pieces of metal hit the jet’s hydraulic lines (Flight 232, 2). The hydraulics failed, which shut off all of the controls, making the jet especially hard to steer. The jet was disabled for about 45 minutes (Jet Carrying…, 1). Dennis Fitch was called to the cockpit during that time to try and help the pilots control the jet. They ended up using the throttles as controls, which was very hard to do. “None of us knew what to do,” Captain Haynes said. “We were all making suggestions. It was the crew working together.” (20 Years Ago…, 4) At first, the men from the Minneapolis Airport (MSP) were communicating by the Air Traffic Control (ACT) with the pilots. They told the pilots which airports were close and where they could land. At first, they suggested the Des Moines Airport, but it was too far away and the pilots did not think that the jet would make it there. Then, they suggested the Sioux City airport, and the pilots thought they could make it there. The men from the Air Traffic Control Center also helped whenever the pilots had a question about where they were or how many miles they were from the airport. The men would respond as quickly as they could, telling the pilots all of the information that they had (The Crash

Upon landing, the captain of this flight, Captain Bob Linquist, reported to the ground engineers that the lights for the landing gear had malfunctioned and had not come on at the time of landing. The engineering crew immediately checked and came to the conclusion that the battery was weak and running low on water. The crew quickly refilled the battery and informed the captain that it would take

The cockpit and passenger areas were destroyed. All of the instruments were destroyed as well. The throttle quadrant was damaged, but it did show that all the levers, props, throttle, mixture and feathering levers were pushed forward into the panel. Initial cable tracing showed remaining integrity, but due to damage from the impact and the resulting fire, actuator positions were inclusive. There were large metal trunks scattered throughout the

.According to NTSB the aircraft had “accumulated ice during the descent” and experienced a flap asymmetry whereby “the right flaps did not extend and the left flaps extended partially” (NTSB, 2011) the captain, of course, responded to this by repositioning “the flap handle several times and used the flashlight to check the circuit breakers behind the first officer’s seat” before moving the flap handle back to the 0° position (NTSB, 2011). He took over control from the first officer after determining that the auto pilot had been unengaged and the first officer was struggling to fly the aircraft manually. The captain had decided to continue with the less than stabilized descent approach to LBB despite losing lateral control of the aircraft and “receiving stick shaker activations and an aural ‘pull up’ warning from the terrain awareness and warning system” (NTSB, 2011).

In the Aloha incident, Aloha Airlines flight 243 took off on a regularly scheduled flight departing Hilo and arriving in Honolulu airport. Aloha flight 243 was a Boeing 737 that had suffered from metal fatigue and flown well over the intended takeoff-landing hours. (Stoller, 2001) Flight 243 experienced an explosive decompression and structure failure at flight level 240. An 18 ft. long section of ceiling area of the fuselage from the forward passenger cabin had separated from the flight deck door to the front of the wing. The opening extended from the left side of the cabin floor level to the right side window level. A flight attendant who was standing in the aisle was ejected out of the aircraft. No

The management of AI Airlines Limited is experienced in airline industry including the engineering and the flight operations. Previously the management grew Air India Express from two Airbus 319