Southwest Flight 1248

As the plane was approaching the New York area, the cockpit crew observed ice accumulation on the aircraft’s wings. This was an indication of the flight operating in a low temperature area and may have been the cause of the crash. The accumulation of ice on the wing adds weight to the air-bone body and thus, reduces the lift. Additionally, it also changes the shape of the wing, and this shape is what gives the lift. During the investigation held by the National Transportation Safety Board, the Cockpit Voice Recorder (CVR) was examined and found out that the crew did not recheck if the de-ice system installed in the aircraft was operational or not. This was critical due to the fact that the ice buildup was a mere 6 minutes before the plane crashed. The Flight Data Recorder was brought into account, it stated that the de-ice system was set in the

The aircraft began banking right and the Captain momentarily fixed it before banking hard right again. I think at this point something caused the aircraft to bank right therefore causing the Captain to become spatially disoriented. He began banking harder right thinking he was fixing the situation, but was actually making it worse. The 1st officer tried correcting the Captain by saying “Overbank. Overbank. Overbank”. However, the Captain seemed to ignore him and continued steering the aircraft to the right to a maximum bank angle of 111 degrees. At this point several factors were in play; the Captain was overconfident in his abilities, the first officer was not confident in his own abilities, and the engineer was quiet the whole time. Not giving any input in the situation until seconds before impact when he said “retard power”. The crewmembers were unable to recover from the overbank and impacted the Red Sea at 416

This crash is considered to be the second deadliest aviation accident at the time in the US.

The left Engine nacelle showed evidence of vertical dark residue marks or soot trails. The prop was intact, the tips were bent backwards and showed very little sign of trailing edge compression. This possibly indicates that the engine was not running during the time of impact. It was also discovered that the fuel line support bracket showed propagation cracks along the bolt holes that connect it to the firewall. It did not separate from the firewall, and the fuel line showed no signs of loss of integrity.

Ford did not give equal consideration to the interests of each party. Ford’s engineers had already discovered that the danger upon the ruptured fuel tank during the preproduction crash test (Shaw, Bury & Sansbury, 2009). Unfortunately, the boss of Ford

American Airlines Flight 1420 tragically crashed on June 1, 1999. The flight crew attempted to land the McDonnell Douglas DC-9-82 in Little Rock, Arkansas during a thunderstorm. The aircraft overran the runway, crashing through several obstacles before coming to rest 800 feet from the end of the runway. Eleven people were killed and over 100 injured. This preventable accident was the result of human error, miscommunication, and poor decision making. After investigating the Flight 1420 crash, the NTSB made several recommendations to the FFA addressing the issues that led to the accident in an attempt to prevent such errors in the future.

accident started the problems faced by the crew members. They then changed their course and

The Rogers Commission identified the cause of the accident as a failure of the O-ring, which seals a joint

While the NTSB was investigating the crash or American Airlines Flight 1420 the HFAC proved to be a very useful tool in finding the human factors involved and ultimately finding the causes of the crash. By using the HFAC Model the NTSB showed how things

Observers had been horrified to see what was happening and they thought this to be impracticable of how anyone who was in Flight 90 could have possibly have any bones left in their body. In spite of that,

Flight 1420 was a disaster that taught the aviation community several important lessons. All the Seven Major Elements of Aviation safety can be seen as contributing factors but the greatest factor was human error and the impact of pilot fatigue. With proper preventative measures, the pilots probably would have had the time to arm the MD-82’s spoiler system and the flight would have touched down safely.

The National Transportation Safety Board’s (NTSB) Aviation Accident Database lists over six dozen reports in the past 20 years where flight crew fatigue was determined to be a contributing factor in the accident. This constitutes an average of over three accidents per year as a result of flight crew fatigue. The crash of American Airlines Flight 1420 in Little Rock, Arkansas, on 01 June 1999 cited impaired crew performance resulting from fatigue as being the most prevalent of three factors leading to the disaster. After touchdown, the MD-82 failed to stop before the end of the runway and struck part of the ILS localizer array, plowed through a chain link security fence, passed over a rock embankment into a flood plain, and collided with the approach lighting system structure before coming to a rest. The captain and 10 passengers were killed, and the plane was completely destroyed by landing impact forces and a post crash fire. The accident investigation revealed that the crew was completing the third and final leg of a duty day that had begun in Chicago 13 hours earlier.

The crew decided that they would have to make a forced landing without their front landing gear, while extending the main two landing gear. As they came in, they performed a “soft-field landing” which means that the 2 main landing gear were set down first and the nose-gear was held off the ground for as long as possible. Typically, in the case of a landing involving all of the gear not coming down, the pilots would turn off the engine before landing, to reduce the amount of damage that would be done to the engine. But, in this case, the pilots decided that it would be best to leave the engine running in case they had to perform a go-around maneuver due to not having a stabilized approach or something along those lines. This decision goes to prove that risk mitigation is not always a by-the book decision, but rather can also be an in-the-moment, case

Southwest Airlines was originally named Air Southwest. It was started on March 15, 1967, by Rollin King and Herb Kelleher. Southwest Airlines is an American low fare airline based in Dallas, Texas. It is also the largest airline in the United States by number of passengers carried domestically in a year and the third largest airline in the world by number of passengers carried. Southwest is also one the most profitable airlines in the world posting a profit for 34 consecutive years.

It was later determined that two rubber O-rings, which had been designed to separate the sections of the rocket booster, had failed due to cold temperatures on the morning of the launch. The tragedy and its aftermath received extensive media coverage and prompted NASA to temporarily