southwest 345 ntsb report

The aircraft came to rest 19 seconds after touchdown. 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.. /Length 2579 [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). 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). 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. 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. 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. [9], As a result of the crash, the two-runway airport was closed until its rescue assets were available again. but there was no leadership to support the change. [12] The plane was descending at 960ft/min (4.9m/s) in a nose-down position when its nose wheel struck the runway. The NTSB says the nose gear hit the ground first when a Southwest jet crash-landed at LaGuardia Airport. With the NTSB involved, does the plane need to stay at the airport for a certain time for investigation? The airplane was equipped with two CFM International CFM56-7B24 turbofan engines. 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. 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." Southwest Airlines Flight 345 was a scheduled flight from Nashville International Airport, Tennessee, to New York City 's LaGuardia Airport. Otherwise, register and sign in. Static files are no longer available. endobj The Crash Landing of Southwest 345. 2019 :Q*P+Z.CiiC~BP%3YlD7q'9"D}og76{grJ4WJlg0NvXTL`|1sb#-`i%]g5&b"e'`n4h{7. 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. A summary of her three-hour interview with the NTSB investigators says, the captain considered doing a go-around and that by the book, it would have been. Photo after evacuation. endstream endobj 78 0 obj <> endobj 79 0 obj <> endobj 80 0 obj <>stream 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. Three Customers and five Crew Members were transported to local hospitalsall have been treated and released. 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. 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. We made recommendations to the Federal Aviation Administration, Southwest Airlines and the European Aviation Safety Agency. It doesnt get handed to you on a silver platter better than this.. Location information available for most cases in the United States since 2002. /BaseFont /Arial-BoldMT 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. [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. 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. Even more reason then that when an airline has information about difficult captains it should use it to provide said captains with more training, counseling or if necessary, to show them the door, before a difficult situation becomes a catastrophe. [3] The aircraft was ultimately removed from LaGuardia Airport via barge to the Port of Albany (New York) in November 2013, where the airframe was broken up by a salvage dealer at the Port of Albany in March 2014, with some parts trucked to Owego for final destruction. 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. When the airplane was between 100 to 200 ft altitude, it was above the glideslope. Most reports focus on a single accident, though the NTSB also produces reports addressing issues common to a set of similar accidents. Additionally, line operations safety audit data presented at the International Air Safety Summit in 2011 suggested that 97% of unstabilized approaches were continued to landing even though doing so was in violation of airlines' standard operating procedures. 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. Join FlightAware View more flight history Purchase entire flight history for SWA3345. Agree wholeheartedly with Jim B. CRM requires a buy-in by all crewmembers. C'S?Cn$i8[Ma=[D7X:_Y0q lJCF5U:!Rg'-q;JQ|k]1Ps w j>sxf_-&m8.1(C|jk2a)%(duIqaS# The flight had departed from LaGuardia Airport, Queens, New York, about 30 minutes earlier. Generally, Learn more. [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]. << It is not intended to make up for known deficiencies. Why no one acted before? recalcitrant pilots are not remediated by management. Metallurgical examinations of the fractured fan blade found that the crack had likely initiated before the fan blade sets last overhaul in October 2012. States, its territories and possessions, and in international waters. And trust me, they know << ", Nashville International Airport, TN (BNA/KBNA), New York-La Guardia Airport, NY (LGA/KLGA), Jet bound for scrap (Times Union, 29-1-2014), Accident investigation report completed and information captured. [1][2] The aircraft, which was worth an estimated $15.5 million at the time, was written off and scrapped as a result of the accident. 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. if the FO was going to turn her in to her chief pilot. Accident Reports are one of the main products of an NTSB investigation. This is a classic example of "If the Pilots are alive, hang hhem. /MediaBox [0.0 0.0 612.0 792.0] Data from the flight data recorder indicate that the captain set the flaps to 40 degrees as the airplane was descending through about 500 ft altitude, which was about 51 seconds from touchdown. 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? The NTSB determined the probable cause of this accident was the flight crewmembers' . You must be a registered user to add a comment. At the time of the accident, the airplane had 48,748 total hours with 39,786 total cycles. An ECI has a higher sensitivity than an FPI and can detect cracks at or near the surface (unlike an FPI, which can only detect surface cracks). 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. Were the airline managers sleeping before the accident? If you've already registered, sign in. Two hours later, the airport's other runway reopened for traffic. 2023 Christine Negroni. 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. Indicates external site which may or may not meet accessibility guidelines. 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. [13] The NTSB's investigation became focused on the behavior of the flight crew during Flight 345's approach into LaGuardia Airport. 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. /Parent 11 0 R The process, called a bid avoidance, is not unique to Southwest. 16-Apr-2023. A spokeswoman for Southwest told the Associated Press the landing was not "in accordance" with operating procedures for the airline. Want to receive some free swag from Christine? [8][9] Nine occupants were treated for minor injuries,[5] all sustained during evacuation,[6] six of whom were taken to local hospitals. 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. I'm in no position to know for sure but I'd bet dollars to doughnuts that it was the pilots' union that made it impossible for Southwest to get rid of this problem captain until she actually trashed a valuable asset. 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 . Southwest Airlines Co. All Rights Reserved. Theyre qualified but not adaptable, to create and execute a shared view of a successful flight. with up to three captains without the necessity of providing any reason for << All Rights Reserved. Concerned that the airplane was too high, the captain exclaimed repeatedly "get down" to the first officer about 9 seconds from touchdown. 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. Most reports focus on a single accident, though the NTSB also produces reports addressing issues common to a set One fan cowl part that was recovered after the accident was the inboard fan cowl aft latch keeper. analysis of the factual data, conclusions and the probable cause of the accident, and the related safety recommendations. The following are excerpts from the report. One captain, actively degraded you personally throughout the entire flight, second guessing every decision you did. In the second instance, the senior pilot was intentionally non compliant. Keith Holloway Human error is a symptom, not a disease. Reports provide details about the accident, analysis of the factual data, conclusions and the probable cause of the accident, and the related safety recommendations. (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. ** - 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. Safety is not Everyones business. 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. The format and type of data contained in the earlier briefs may differ from later reports. ECIs at the time of overhaul or ultrasonic inspections at the time of fan blade relubrication identified 15 blade cracks on separate engines (as of August 2019)., Congressional and Regulatory Correspondence. The aircraft entered service in October 1999. For the full report, use the link listed below. >@Ujq7'0#MH-z]Ce~a It is preliminary and is based on the facts as they are known at this time. Delta Retaliated Against Pilot By Sending Her to Shrink Judge Rules, Irony of Pilot Laying Blame On Pilots in Boeing 737 Max Disasters.

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southwest 345 ntsb report

southwest 345 ntsb report