Safety 320 : Flight 8284 : A Case Study Outline

One of the most controversial and important air crash linked to human error of the modern world happened on the night of February 12, 2009. Colgan air flight 3407, operated by Continental Connection, was on final approach to runway 23 at Buffalo-Niagara International Airport as it disappeared from radar. The aircraft was a Bombardier Dash 8, a popular twin engine medium range turboprop Airliner used by many regional carriers. The aircraft entered an uncontrollable stall crashing into to a neighborhood 5 miles northeast of the airport killing all everyone on souls on board. The Captain, Marvin Resnlow and first officer Rebecca Lynne were behind the controls the night of the accident. The NTSB report determined error by both pilots cause the aircraft to crash. Thus, pilot fatigues, improper recovery form a stall were contributing factors. The victim’s family members pushed for congress to overhaul airline regulations. The NTBS investigation delivery multiple findings that eventually led to a modernization of airline operations and pilot training.

At 4:38pm Flash Airlines flight 604 was cleared to taxi to runway 22R for departure. It was an evening flight and the weather was perfect. Visibility was excellent and everything indicated it was going to be another routine flight. However, on January 3rd, 2004 it was anything but routine.

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

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.

On June 1, 1999, an American Airlines McDonnel Douglas DC-9-82 (MD-82), tail number N215AA, crashed the end of Little Rock National Airport in Little Rock, AR after leaving runway 4R at approximately 2350 central daylight time (NTSB, 2001). The aircraft left Dallas/Fort Worth International Airport at approximately 2240 with two flight crew members, four flight

take in a given situation and make a decision. It is also known as the

Although, the captain and first officer were aware of the crosswind condition, the crew did not investigate the MD-80 safe crosswind conditions. This was the first judgement decision which escalated unsafe conditions during landing sequence. Next, the weather distractions pressed another disastrous judgement decision. The captain failed to communicate a request for forty degree flap position. The captain was focused on flying the aircraft but failed to converse the desired flight condition of the aircraft and the first officer was hindered in notification of the error. Although the flap corrections were made, the aircraft was off the runway centerline. Furthermore, the captain and first officer were confused on position of the aircraft in reference to the runway centerline. At this stage of the landing sequence with the planes flap down, the flight control response would have lethargic. Additionally, flight instruments detailed the aircraft was off centerline. Under the previous stated condition, Flight 1420 safest course of action was to perform the missed approach procedures. Unfortunately, the captain continued with landing

On June 1st, 1999 American Airlines flight 1420 experienced a tragic accident that claimed many lives and made an impact on aviation worldwide. The event and it subsequent investigation shed

“Decision making, strategy, and action

On July 17, 1996, about 8:19 p.m. eastern US time, a Boeing 747-131, operated as Trans World Airlines Flight 800 (TWA 800) took off and was bound for Charles De Gaulle International Airport (Paris, France). TWA 800 was heading northeasterly, roughly paralleled the southeastern coastline of Long Island (Phillips, 1996, p27).

The world of aviation is a beautiful thing, dominated by massive airplanes powering through the sky. In the United States, almost 900 million passengers traveled on scheduled airliner service in the year 2016. Take 900 million and add in general civilian flights, and the number passes one billion people. Having so many people traveling requires a great amount of timing and training to accomplish such an outcome. The text below provides information on airplane accidents and factors relating to them. The most important factor touched upon in the text is human error. Human error plays a role in all aviation accidents, and eliminating it is a main focus of the aviation community. Risk assessment and mitigation is a main component to preventing aircraft accidents.

The landing gear is a fundamental component for the operation of an aircraft and for the safety of its crew/passengers. The aircraft relies heavily on the structural integrity of the landing gear to take off and land without failure. For military aircraft such as the Boeing F/A-18A/B Hornet, it becomes paramount not only as a safety factor for the pilot, but as a frontline defender for the Nation, that the operation is not inhibited in times of war. There are many factors that can be detrimental to the failure of a landing gear, one contributor being the presence of corrosion on structural items. Throughout the life of the aircraft or landing gear more specifically, the exposure to operating environments vary greatly due to the capability that the fighter aircraft must produce. As a result, there may be many different causes for corrosion, yet only a handful of ways to combat them. Some of the prevention methods include material selection and design, environmental conditions and protective coatings.

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

Long over a week ago, news that a commercial airliner operated by United Airlines was allegedly hacked and redirected in midair by One World Labs Founder Chris Roberts, sparked questions regarding whether such a task is possible and if so, what it may mean in terms of future transportation safety. With security always being a prime concern in the airline industry, this claim from Chris Roberts has raised a number of concerns from experts as well as the general public They are both eager to know the extent to which this story is true. Historically a plane’s control systems have been very manual, based on hydraulics and mechanical circuits, with some form of automation of the control systems, however in the last couple of decades, the control systems have been upgraded and today most modern jet-liners are controlled by electronic control systems – also known as a fly-by-wire controls. These upgrades have been required in order to increase reliability as well as support the increased functionality required by the control systems to operate more sophisticated engines and much larger planes. Each new plane comes equipped more automated than the last. The question on everyone 's mind is, should I worry? There are some fundamental things that airplane manufacturers and their related partners have done to protect against such attacks. First of all, there is a strong separation between the entertainment system and the avionics control systems. Of course after the recent claims there

There have been various steps across the globe directed at improving aviation safety. This is done by engaging in partnerships with the various manufacturers, regulators, operators, unions, and other stakeholders in the industry. The most feasible way of dealing with aviation safety is to analyze the main factors that cause risks within the aviation sector, these ranges from human factors and outdated equipment to recent threats like terrorism (Caldwell & Williams, 2012). Insecurity leads not only disruption of the business of airline companies but also loss of lives and this is unacceptable. There should be systems to ensure all the security lapses within