Southwest Flight 1248

Just moments after being given instructions to climb to a higher altitude “the captain stated, ‘Look at that crazy fuel flow indicator their on number four, see that?’” (TWA flight crash). Afterwards, in an investigation lead by the Nation Transportation Safety Board (NTSB) they concluded that the cause of the crash was due to the combustion of the mixture of air and fuel in the “center wing fuel tank” (TWA flight crash). It is no wonder why many people believe the cause of the crash was a fuel tank explosion. Later, the NTSB claimed that two worn down wires must have sparked in the fuel tank, exploding the whole plane (Cole 36). The NTSB also that the flammability in the central wing fuel tank, due to the hazardous mixture of air and fuel, was too high (TWA Flight 800). Based on the various tests and investigations of the crash, mechanical failure has remained one of the most accepted theories of the flight’s

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

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

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.

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,

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

NTSB ruled that the main causes of the accident were the decision to land in a thunderstorm and that the crew did not arm the spoilers (NTSB, 2001).