Southwest Flight 1248

Southwest Flight 1248
Some of the witnesses did not realize what was actually happening such as; "we thought it was an
automobile accident and we looked out the window and we saw the tail section of a Southwest
airliner laying across the street" (ASN, 2007). Further, witnesses also reported that "people were
running and ambulances were coming down the street" (ASN, 2007). The witness reports for the
accident of flight 1248 were not a significant source of the investigation. Findings. "The NTSB
made 23 findings relative to this accident, discussing crew qualifications, use of reverse thrust, use
of automatic brakes, landing conditions, landing surface condition guidance, and Engineering
Materials Arresting System (EMAS)" (FAA, 2005). Probable Cause "The National Transportation
Safety Board (NTSB) determined that the probable cause of the accident was the pilots' failure to
use available reverse thrust in a timely manner to safely slow or stop the airplane after landing,
which resulted in a runway overrun. This failure occurred because the pilots' first experience and
lack of familiarity with the airplane's autobrake system distracted them from using reverse thrust
during the challenging landing" (FAA, 2005). According to the NTSB report of accident flight 1248,
there were safety ... Show more content on Helpwriting.net ...
"The Safety Board concludes that the pilots' first use of the airplane's autobrake system during a
challenging landing situation led to the pilots' distraction from the otherwise routine task of
deploying the thrust reversers promptly after touchdown" (NTSB, 2007). Therefore, if the pilots had
been "presented with stopping margins associated with the input winds or had known that the
stopping margins calculated by the OPC for the 737–700 already assumed credit for the use of thrust
reversers, the pilots may have elected to divert" (NTSB,
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The National Transportation Safety Board (NTSB)
NTSB ACCIDENT INVESTIGATION NTSB Aviation Accident Investigation's The National
Transportation Safety Board (NTSB) was first established in 1967, as they conducted independent
investigations. The NTSB investigates all civil aircraft accidents in the United States. They
investigate military and civilian aircraft accidents. It consists of five board members and the
appointed President for terms of five years. They usually call this there 'Go Team'. They start by
investigating major accidents and as quickly as they can to solve the most difficult transportation
problems. They go by manuals and policies that help through the investigation. All members must
be available for 24 hours a day. To keep them on track

The National Transportation Safety Board
The National Transportation Safety Board. 2001. Runway Overrun During Landing, American
Airlines Flight 1420, McDonnell Douglas MD–82, N215AA, Little Rock, Arkansas, June 1, 1999.
Aircraft Accident Report NTSB/AAR–01/02. Washington, DC.
Abstract: This report is an overview of the accident that occurred on American Airlines flight 1420
that occurred on a McDonnell Douglas MD–82 aircraft in Little Rock, Arkansas on June 1, 1999.
The plane overran the runway during adverse weather that took place at the airport. The plane
veered off the runway into some tubes, through a chain–linked fence and off into an embankment.
This report will address weather information that took place that evening; the pilot and co–pilot
decision making, and the structure of the airplane. It also addresses the controller actions during this
period. It looks at the causes and findings in this report. It will also discuss recommendations for
safety from the FAA, National Transportation Safety Board and the National Weather Service.
Introduction American Airlines flight 1420 was bound for Arkansas on June 1, 1999. It was the last
flight of a three leg route. The plane touched down the runway and struck several tubes, passed
through a chain link security fence and went over an embankment. There were several key factors
that played a role in the accident that left the captain and 10 passengers' dead and injured over 105
other passengers. The impact alone caused a fire and destroyed

Factors Affecting The National Transportation Safety Board...
The captain and 10 passengers were killed; the first officer, the flight attendants, and 105 passengers
received serious of minor injuries; and 24 passengers were not injured. The airplane was destroyed
by impact forces and a post–crash fire. Flight 1420 was operating under the provisions of 14 Code
of Federal Regulations (CRF) Part 121 on an instrument flight rules (IFR) flight plan. Contributing
Casual Factors There are several causal factors that led to this event. The National Transportation
Safety Board (NTSB) determined that the probable causes of this accident were "the flight crew's
failure to discontinue the approach when severe thunderstorms and their associated hazards to flight
operations had moved in the airport area, and the crew's failure to ensure that the spoilers had
extended after touchdown. Contributing factors of the flight crews determination to land in the
inclement weather are: (1) impaired performance resulting from miscommunication associated with
the intent to land under the circumstances, (2) continuation of the approach to a landing when the
company's maximum crosswind component was exceeded, (3) failure of the spoilers to deploy, and
(4) use of reverse thrust greater than 1.3 engine pressure ratio after landing." (NTSB, 2001). Weather
Weather observation at Little Rock National Airport are made by an Automated Surface Observing
System (ASOS), which is maintained by the NWS. The ASOS edit log also indicated that "Little
Rock weather

A critique of the “NCHRP Synthesis 397: Bridge Management...
During the period after the collapse of the I–35W BRIDGE in Minnesota, the National Cooperative
Highway Reset Program(NCHRP) published a synthesis about bridge management system and
decision making that need to be applied across the country. The collapse has awakened public and
private agencies in charge so that they begun a new era characterized by paying much attention on
their career. A synthesis made by The National Cooperative Highway Reset Program (NCHRP) and
lead by Markow and Hyman showed programs and system that need to be put in place in order to
reshape bridges management for the sake of program performance. The point at issue is to see why
it were important to implement those programs and also analyze its content in order to ... Show more
content on Helpwriting.net ...
Engineers need to make sure that skills and attitudes listed above are part of their work. For
example, according to the report, costly researches on bridge condition are undertaken whenever
necessary but sometimes their result are overlooked and never given their due consideration.
Unfortunately, the report failed to show clearly attitudes engineers need to develop in order to make
their work successful and avoid failures.
This analysis was professionally powerful because it would help engineers to recognize and
understand systematic errors that can lead to failures. Understanding what engineering is and what
engineering can do is to know how failures can happen (Petroski). Among the main causes of this
collapse was the lack of accurate inspection because the investigation conducted before were
claiming that the bridge was still in good shape as shown by the National transportation Board
(NTSB). This shows that in investigating causes of failure and identifying the parties responsible,
engineers will not only check strength and stability of their design but also try to investigate
business and practices that may be hidden behind the failure.
The report put emphasize on preventing failures but never shows how to get the best out of failures
because it did not take into consideration the previous failures. And this would make the report a bit
poor. According

The Coalition Of Airline Pilots Association
6. Uncover how they generate income or benefit from the aviation industry?
¬The Coalition of Airline Pilots Association (CAPA) is a non–profit association. CAPA is a trade
association made up of four member pilot unions that have formed an alliance to join their efforts
and resources to serve and enhance the safety, security, and legislative interests of all professional
flight deck crewmembers and the airline industry as a whole. CAPA's source of income is received
through each of the four member pilot unions that have formed an alliance. Each of these pilot
unions pay a membership fee to CAPA, which come from the union dues, paid by the pilots.
The Airline Pilots Association (ALPA) is a non–profit association. Members of each ALPA ... Show
more content on Helpwriting.net ...
7. Number of employees, volunteers or members
CAPA is a trade association comprised of over 25,000 professional pilots. Currently, there are
approximately 50 employees working for the association (LinkedIn). The four members of CAPA
are: Allied Pilots Association (APA), Independent Pilots Association (IPA), Teamsters Local 1224,
and Teamsters Local 357. These four members represent the following airlines: American Airlines,
UPS Airlines, Allegiant Air, Atlas Air, ABX Air, Horizon Air, Cape Air, Kalitta Air, Miami Air,
Omni Air, Silver Airways, Southern Air, Republic–Airlines, Chautauqua Airlines and Shuttle
America. CAPA is also represented by a number of pilot volunteers however the exact number is not
disclosed by the organization.
ALPA represents and advocates for more than 52,000 pilots at 31 U.S. and Canadian airlines. This
makes ALPA the worlds largest pilot union. ALPA has roughly 500 employees working for the
association at this time. ALPA claims that their aeronautic engineers and safety and security experts
"provide unparalleled independent analysis on emerging airline safety and security issues, as well as
federal and industrial policies" (ALPA). On top of this the association is often granted "interested
party" status in most of the major airline accidents. This means that ALPA's very own accident
investigators assist both the National Transportation Safety Board (NTSB) and the Transportation
Safety Board of Canada during

Transporting Crude Oil By Rail
Transporting Crude Oil by Rail: Overview of Policy Issues and Options By: Alicia Tighe Contents
Overview 1 Timeline 2 Recent Activity 2 Policy Issues and Options 3 Oil spill response planning 3
Liability 4 Route planning and selection 4 Classification of hazardous materials 5 Tank car
standards 5 Safety requirements and inspections 6 Emergency response notification requirements 6
First responder training and equipment 7 Overview A rapid increase in the transport of crude oil by
rail will require updated regulations to ensure the safety of lives and property, a topic that will likely
be a key issue in the coming months due to pending legislative and regulatory activity. In 2013,
railroads originated more than 400,000 carloads of crude oil, or about 800,000 barrels per day,
which represents a 42–fold increase from 2008. This trend is expected to continue as domestic
production of shale oil grows, since rail offers a convenient method of transportation to refineries
from these newer production sites that are not well served by existing pipeline infrastructure.
Accompanying this growth is an increasing number of incidents and amount of property damage,
setting records the past three years. Many of the laws and regulations regarding the shipment of
crude oil were created before this rapid increase, and are inadequate for the unforeseen boom in
transporting oil by rail. This document provides an overview of major policy issues and
recommendations on this topic gathered from

Understanding the Dangers of Pilot Fatigue
Understanding Dangers of Pilot Fatigue In February of 2009, Colgan Air flight 3407 crashed while
on approach killing forty–nine people on board as well as one on the ground according to the official
National Transportation Safety Board (NTSB) Accident Report (2010). In February of 2008, go!
flight 1002 ignored several radio calls after departure and eventually flew past its destination and
continued over open water according to the NTSB's Report (2009). In April of 2007, Pinnacle
Airlines flight 4712 overran the runway after landing at its destination airport. According to the
NTSB's official Accident Report (2008), there were no injuries. The incidents and accidents listed
above all have one common factor: fatigue. Fatigue was shown to have played some role in Colgan
3407, go! 1002, and Pinnacle 4712. According to the U.S. National Library of Medicine (2013),
fatigue is a response that is important and can be caused by physical activity, emotional stress,
boredom, or lack of sleep. According to the Aviation Instructor's Handbook (2008), "Fatigue is one
of the most treacherous hazards to flight safety as it may not be apparent to a pilot until serious
errors are made" (p. 8–4). Not only is fatigue a major danger to professional pilots, it can also
becomr a serious danger to student pilots as well. Davisson (2013) believes that learning to fly can
be intense because everything learned in the aircraft is new to the student. When in flight training, a
student is

National Transportation Safety Board (NTSB)
Crew resource management started with a National Transportation Safety Board (NTSB), proposal
made amid their investigation of the United Airlines Flight 173 accident. In 1978, over Portland,
Oregon where this aircraft and crew ran out of fuel while the captain was trying to fix landing gear
problem and ignored repeated hints of other crew members telling them that they are dwindling fuel
supply. Only when the engines began to flame out the captain realized their horrible situation. Bad
communication and loss of situational awareness led them to crash over six miles short of the
runway, killing approximately 200 passengers. CRM was born from this catastrophe because
investigators discovered that most of air crashes was caused by human error

United Postal Service (UPS) Flight 1354
The Accident
On August 14, 2013 United Postal Service (UPS) Flight 1354, an Airbus A300–600, crashed short of
runway 18 during a localizer non–precision approach to runway 18 at Birmingham–Shuttlesworth
International Airport, Birmingham, Alabama (BHM). The pilot and first officer were the only two
people on board and both were killed. The aircraft was completely destroyed by ground impact at
the post–crash fire (National Transportation Safety Board [NTSB], 2014, p. 13).
There was an active notice to airman in effect at the time of the accident for BHM that stated
runway 06/24, the longest runway at the airport, would be closed from 0400–0500 central daylight
time (CDT). Because the flight's scheduled arrival time was 0451, only the shorter ... Show more
Even though the first officer was aware that she was very tired, she did not call in and report that she
was fatigued, contrary to the UPS fatigue policy. The first officer had spoken to her husband in the
past about being tired at the end of the day, but he said that, if she was not able to, she would not fly
(NTSB, 2014, p. 15).
UPS pilots are trained on the "Big Six" model of CRM: communications and briefings, "what if"
planning, time management, teamwork and leadership, automation management, and situational
awareness. UPS presents its pilots with fatigue training during initial CRM training and
subsequently in the one–time CRM flight crew factors seminar. Table 1 compares the Part 121 and
117 flight– and duty–time requirements, the UPS early duty window operations policy, and the
accident pilots' duty periods before the accident. Crewmembers are expected to report for duty
rested and prepared for scheduled duty periods. In addition to notifying Crew Scheduling,
crewmembers who determine they cannot perform assigned duties due to fatigue, are required to
complete a Fatigue Event Report. The First Officer had plenty of opportunities to sleep, adjust her
schedule or decide not to fly but she opted not to do remedy her situation (NTSB, 2014, p.

Case Study : Alaskan Airlines Flight 261
On January 31, 2000, Alaskan Airlines flight 261 took off from Puerto Vallarta, Mexico on its way
to Seattle–Tacoma International Airport. The flight was scheduled to have a stop along the way in
San Francisco. This flight never made it to its destination, instead it crashed into the Pacific Ocean
killing everyone on board; 83 lives in total. The National Transportation Safety Board determined:
That the probable cause of this accident was a loss of airplane pitch control resulting from the in–
flight failure of the horizontal stabilizer trim system jackscrew assembly 's acme nut threads. The
thread failure was caused by excessive wear resulting from Alaska Airlines ' insufficient lubrication
of the jackscrew assembly (NTSB, 2002). The maintenance procedure for greasing the nut on the
jackscrew requires the aircraft maintenance technician to grease the fitting until all the old grease
flows out the other side and new grease appears. This is a very common greasing practice in the
industry. When the wreckage was discovered, the jackscrews grease fitting had been found plugged
with old grease, an indication that it hadn't been recently changed. To add to this, the company 's
maintenance department was already under investigation by federal prosecutors who believed
aircraft record falsification had been occurring:
The Transportation Department 's inspector general, and an outside team hired by Alaska Airlines
have also conducted special investigations. In November 1999, about

Risk Management of Technology and Maintenance Failures in...
Risk Management of Technology and Maintenance Failures in the Context of Aviation Industry
Individual Assignment
Managing Processes, Systems, and Projects
Elective Pathway:
Managing the Project–based Environment
Balazs B. Varga
EFT11
Date: 06/02/2012
Student id: 19700989
Word Count: 1705
Table of Contents Introduction 3 Incident root cause failure analysis 3 A. Aircraft aging and the
limitations of fail–safe design 3 B. Safety by design and the failure of damage tolerance 3 C. Human
errors and organizational failures 4 Recommendations 4 Reflections 5
Works Cited 7 Appendix 8
Introduction
On April 28, 1988, Aloha Airlines flight 243 underwent an explosive decompression in its passenger
cabin at feet 24,000. Although the ... Show more content on Helpwriting.net ...
Although Aloha followed the manufacturers advised general Maintenance Planning Programme, its
management did not implement the specific SBs. Consequently, during the standard inspection
activities sporadic cracks and first signs of panel bond disintegration were not identified within the
safe crack growth period. It has been debated whether the standard maintenance programme
(including four level of Checks, A–B–C–D, at different level of inspection detail and frequency)
could have revealed the specific failures in question. The answer is negative: Aloha`s on–ground–
examinations were made mainly during night, with limited visual inspection conditions and
alertness to identify sporadic rivet cracks. (National Transportation Safety Board, 1989) In sum, the
aircraft damage tolerance had become seriously limited which resulted in the catastrophic wear–out
failure. C. Human errors and organizational failures
As highlighted before, the investigation identified several types of human failures, including
inspection errors and violations of operational procedures. According to Hobbs, maintenance

management is critical to ensure aviation safety, and improper maintenance contributes as primary
cause to a significant (7–14 %) proportion of aviation accidents and incidents. (Hobbs, 2008)
However, individual failures in maintenance activities are usually not the root–causes of failures but
affected by the work

The Accident That Caused The Crash
AAR11–04
This is a briefing of the original NTSB report of the accident that occurred on June 9, of 2009. The
reason of this report is to determine the causes which made the aircraft crash, kill two people, and
left another person very badly injured. This report is divided into three sections: Accident History,
Causes of the crash, and recommendations.
Accident History
On June 9, 2009, a Japanese woman made a 911 call from her cellphone. The 911 operators
transferred the call to the New Mexico State Police dispatcher. She told the dispatcher that she was
camping with her boyfriend when she was lost and could not get back; she was scared and feeling
cold. Although she has issues with the English language, she was able to communicate with ... Show
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The weather condition was not perfect at that moment in the Mountains. He did notice strong winds
that could possibly make a dangerous flight. So he offered that to initiate the mission at night with
Night vision goggles, if the wind gets calmer.
At approximately the 6 pm, the accident pilot called dispatch and told her that he just checked the
winds and he probably could initiate the mission. The post–accident interviews show the accident
pilot tried to contact another full time pilot, but the other pilot was unavailable. Therefore for this
the accident pilot accepted the mission himself, even after working a full 8 hours and three previous
flights.
The dispatcher mentioned that she contacted the accident pilot with the patrol officer mission
initiator. The patrol officer received authorization for the accident pilot to be a spotter and ok
looking for the hiker. After several minutes and flying in circles trying to locate of the hiker, the
pilot received a call from the dispatcher. She mentioned that the hiker called back and mentioned
that she had seen the helicopter pass just above her. With that information, the pilot went back to the
area and finally locates the hiker.
The location of the hiker was not perfect for a good landing, It is for this reason that they choice to
land away from the hiker. As soon the pilot reaches the ground, he quickly looked for the hiker.
When the accident pilot located the hiker he promptly returned to the helicopter, and made

Human Factors: American Airlines Flight 1420
Human Factors – American Airlines Flight 1420
Stephen G. H. Chavez
Embry–Riddle Aeronautical University
SFTY 330 – Aircraft Accident Investigation
06 October 2017 Abstract
Human factors in one way or another has contributed to every single aircraft accident that has ever
occurred (Wood & Sweginnis, 2006) Not only were they involved in the June 1, 1999 landing
runway overrun of American Airlines flight 1420, but there were two significant human factors that
the National Transportation Safety Board (NTSB) declared as the probable cause for the accident.
First, the NTSB determined that the probable causes of American Airlines Flight 1420 was the flight
crew's failure to abort or divert the attempted landing when the warnings of severe ... Show more
The aircraft struck multiple obstructions after leaving the paved runway including part of the
instrument landing system localizer and the security perimeter fence before falling another 15 feet
over a rock embankment into a flood plain where in collided with the supporting structure of the
runway approach lights. The post–crash fires and impact completely destroyed the aircraft and lead
to the death of 11 people, including the captain, and injured 107 more. The NTSB has determined
that the probable cause of the accident was two–fold and both classified as human factors/errors.
The first factor is the aircrew's refusal to adhere to the severe weather warnings issued regarding the
thunderstorms and crosswinds surrounding Little Rock National Airport. Additionally, after touching
down on the airfield, the flight crew failed to ensure proper spoiler extension. Both causes will be
looked at using the human factors analysis and classification system, or HFACS to determine the
relevancy and severity of the acts performed, or not performed, by the aircrew as it relates to the
final

The World Trade Center Tragedy
After the Deregulation Act of 1978 in the United States, the airline industry was forced to adapt to
the rapidly changing environment (Goetz & Vowles, 2009). At the time, the nominally regulated air
transporting environment permitted the airlines to begin services on any desired route, giving them a
great deal of liberty in the market. Although things were going well for those involved in the
aviation industry, several factors began to have a negative impact on the industry. For instance, as
the competition started to escalate, airlines began to take a competitive stance against one another,
fighting for their share of the market. Moreover, the World Trade Center tragedy in 2001 had an
adverse impact on the entire airline industry (Coy, 2005). Adding to the predicament, the recent
financial crisis of 2008 and the current inflation in fuel prices have caused the US airline industry to
regroup the fleet formation, making it the most competitive airline industry in the world (Ryerson &
Kim, 2014). The whole airline industry now found itself struggling to survive.
In order to provide the best quality of the air transport services while competing against other
airlines in the US and other countries, the airlines had to develop a variety of strategies. The fleet
planning is a significant part of airlines' survival strategies designed to optimize the flight operation
that maximizes the revenue. Therefore, when an airline fleet is informed by an optimized fleet
planning

Regulation of Aviation at the Federal, State and Local Level
Regulation of Aviation at the Federal, State and Local Level
Aviation has an impact on everybody and everything. Not only does it have an impact on a
worldwide base, but it also has as big an impact on local business. Aviation in regulated in many
different ways nationwide. There are many regulations that are federal, such as airspace, and must
be obeyed by everyone and there are regulations that are local, such as traffic pattern altitude, and
must be obeyed as if they were federal regs. As in any other field of work there are laws and
regulations people must obey by. If people were allowed to do what ever they want, then we would
live in a world of chaos. There are many different levels of regulation in the aviation industry. ...
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For example like traffic pattern altitudes, these figures are different in every single airport. That
shows enforcement on local regulation. Now of course that's as simple as it gets. Local regulation is
usually of the airport it involves. Like lets say every airport has many different procedures. Let's
take Republic airport in Long Island. Now republic airport is a general aviation airport with
corporate jets flying in and out of it. Now some of the regulations, which apply or are made by
Republic, are noise abatement. Noise abatement is a procedure you most follow in order to comply
with airport departure procedures. Every single airport in the country is different so no single one
will have to same procedures. Then also instrument procedures and minimums according to the
airport elevation and also obstruction clearance it differs. There are set minimums by the federal
regulation in case the airport doesn't have minimums, but each airport institutes its own minimums
depending on the type of instrument approach it has. Airspeeds are also a local regulation. Now
there are set standards for airspeeds all around the nation, but in the local area each airport has it
max's and min's. All these regulations are also dealt by the FAA but the local ATC and airport
administration are involved in seeing what's safe for the airport. Not only does the airport admin.
Have say in it but also the people of around the neighborhood,

The Fall Sioux City Crash
The essay will be discussing about the failure of mankind due to inefficient engineering projects. It
will also explain , the major cause of each disaster and its effect on the surroundings.
The 1989 Sioux city crash :
Introduction:–
–"John Fielder 's "The 1989 Sioux City Crash" talks about the moral issues of a tail motor outline
and contrasts the DC – 10 and other flying machine . As in alternate mishaps , loss of the motor
ought not have brought about loss of the airplane however , as in alternate mischances , consequent
harm to the DC – 10 's control framework prompted the accident." Fielder. J.H,(1992).
Causes:–
– "Debate proceeds with today over the DC – 10 's security as a result of the 1989 accident of
United Airlines Flight 232 in Sioux City , Iowa , in which 111 individuals passed on . Inquiries have
again been raised about the sufficiency of assurance for the control frameworks in the DC – 10 . The
"National Transportation Safety Board Report on the 1989 Sioux City Crash" found that the reason
for the mischance was a metallurgical blemish in the fan gathering of the back motor. A split in the
370 – pound fan plate began from the defect and in the end made it crumble . Trash from the blast
separated all water driven lines , denying the pilot of control over the flying surfaces on the tail and
wings . the National Transportation Safety Board (NTSB) report additionally portrays the
shortcomings of the examination of an airplane with little insurance of its

National Transportation And Safety Board
This paper explores the National Transportation and Safety Board's (NTSB) accident report, AAR–
14/04, for a Convair CV–44038 operated by Fresh Air, Inc. which crashed in a lagoon
approximately 1 mile east of a runway at Luis Munoz Marin International Airport at San Juan,
Puerto Rico on March 15, 2012. N153JR was operating as a cargo flight from Luis Munoz Marin
International Airport (SJU) with a destination of Princess Juliana International Airport in St
Maarten. The pilot and co–pilot, who were the only passengers, both died in the crash and the
aircraft was a total loss. This paper will detail flight and crash itself, aircraft and aircrew
information, the accident investigation and finding and NTSB recommendations. As with nearly ...
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Weather conditions were mild with 10 mile visibility and 5–knt wind coming from 120°. The
aircraft took off at 0735:45. At o737:27, the SJU controller was contacted by the first officer who
was declaring an emergency. At that time the captain requested to turn back to the left so the aircraft
could return to the airport. At that time, the captain asked if the tower personnel could see smoke
coming from one of the aircrafts engines. While the controller did acknowledge the transmission,
they did not verify any smoke. The controller cleared the flight to return and land on runway 10. As
the aircraft took off initially, it was shown on radar to reach a maximum altitude of 935 ft. above
mean sea level, and varied between 140 and 160 knots. After asking to return to the airport and
asking if the tower saw smoke from the engines, he began a 30° left–hand turn back towards the
airport. The pilot asked to land on runway 28, which was granted by the tower. At 0738:32, the
captain gave the final transmission which was "affirmative, uh, is runway eight available, to high".
At that time, the aircraft descended to 500 ft. and started a right bank at 0739:10 and an estimated
airspeed of about 140 knots. As the aircraft continue to bank to the right, radar contact was lost at
0739:53, with a last known airspeed of 88 knots and an altitude of 110 ft msl. The aircraft is
reported as crashing at 0740:23 into a lagoon about 1 miles east of runway

What If Airline Regulations Never Existed?
Many years before the Federal Aviation Act was created, the airline industry grew with little to no
rules for safety. The skies filled with aircraft each year, always adding more numbers than the
previous years. Imagine an aviation world where safety was never even thought of. How do we
control and monitor all the aircraft in the skies to ensure they all reach their destinations safely.
What if airline regulations never existed? Would aircraft just fly till parts literally fell off? Who
would be the responsible party to clean up after an aircraft accident? These are the reasons that the
Federal Aviation Administration was created. The modern age of powered flight began with Orville
and Wilbur Wright making their first sustained powered flight at Kitty Hawk N.C. in December
1903. The Wright brothers along with other aviation pioneers like Glenn Curtiss, Samuel Langley,
Thomas Baldwin, and Octave Chanute all new the extreme danger that flying presented. As the
aviation pioneers began to perfect the art of flying, the need for safety grew as well. As time passed
new planes and technologies were being made to enhance safety. Commercial operations like the
use of aircraft in World War I and the early service of the airmail furthered these advances in flight
safety. Airmail operation began as an idea that airplanes could be useful in delivering the mail faster
than the railroads (Lawrence, 2014 pp.79). This idea subsequently kicked off commercial aviation.
By 1911 experimental

After World War I in 1918, many of the pilots who served in the military turned their talents towards
civil uses. The first civil applications of aviation was providing air transportation for the United
State mail. According to Airport Planning and Management, Civil Aeronautics Board or Civil
Aeronautics Administration was formed to regulate air carrier industry and safety. Later Civil
Aviation Board was transformed into Federal Aviation Agency. It had all the functions of Civil
Aeronautics Board except the safety rule–making powers. National Transportation Safety Board
(NTSB) was formed in order to determine the cause or probable cause of transportation accidents
(Young, 2011). According to Airport Planning and Management, the airport ... Show more content
on Helpwriting.net ...
Regional system planning addresses the allocation of traffic among the airports in a region. State–
level system planning involves issues that are somewhat different from those of local or regional
agencies. It encompass a planning period of 20 to 30 years which are divided into short, medium,
and long–term planning horizons. Airport master plan is system planning at local level. It charts the
proposed evolution of the airport to meet future needs. It provides guidelines for future development
that will satisfy aviation demand and be compatible with the environment, community development,
other modes of transportation, and other airports. It is hard choice to make between new site
selection of the airport or expanding to current existing airport. Both of the option provide both
negative and positive side. If the airport is allocated to new site, the positive side is that, the new
airport will have fresh start at new location which is better location than the previous location. It is
much easier to add new technologies in security to new terminal than to old terminal. But when
choosing the new site, the biggest problem is finding financial source. Building airport from scratch
is very expansive and if the city or airport director or board of directors decides to demolish old

Ethical Dilemma of Overshooting Airports
Jason Miller
Oklahoma State University – Tulsa
AVED 3433–Aviation Ethics
December 1, 2012
Dr. Jerry McMahan
On October 21, 2009 Pilot Timothy Cheney and Co–pilot Richard Cole of Northwest Airlines flight
188 had overshot Minneapolis International Airport by 150 miles, which carried 147 passengers
because the pilots had been busy using their laptops. The pilots had only received a slap on the
wrists from the FAA; however their punishment should have been a bit harsher because the lives of
everyone on that flight were put at risk because of irresponsible pilots.
Ethical Dilemma of the Pilots
The Flight Control tower at Minneapolis International ... Show more content on Helpwriting.net ...
The Northwest Airlines pilots who were grounded after overflying the Minneapolis airport by 150
miles are trying to get their licenses back. National Transportation Safety Board spokesman Ted
Lopatkiewicz said Thursday that Captain Timothy Cheney of Gig Harbor, Washington, and First
Officer Richard Cole of Salem, have filed appeals. The FAA revoked the licenses of the pilots last
month. Cole and Cheney had 10 days to appeal to the three–member National Transportation Safety
Board, the same agency that investigates air crashes and makes safety recommendations. If their
appeal fails, they can apply for a new license after one year. The Federal Aviation Administration
said the pilots had violated numerous regulations, including failing to comply with air traffic control
instructions and clearances and operating carelessly and recklessly. But the pilots said they had been
so engrossed in a complicated new crew–scheduling program on their laptops –– a cockpit violation
of airline policy that could cost them their licenses –– that they lost track of time and place for more
than an hour, until a flight attendant on an intercom got their attention. By then, the Airbus A320
with its 144 passengers and five crew members had cruised on autopilot past its Minneapolis
destination and was over Wisconsin, at 37,000 feet. It turned out the plane 's radio was still tuned to
a frequency used by Denver controllers, even though the aircraft had flown beyond

The National Transportation Safety Board and Aviation...
Overview
The movement of millions of passengers over distances thought impossible decades ago is symbolic
of the modern air transportation era that is characterized by speed, comfort and personal
convenience. The commerce of aviation, both the operation of commercial aircraft for profit and the
development of aeronautical systems, is also an important symbol of national prestige and a
powerful economic force. Safety in air transportation is therefore a matter of significant national
importance.
The National Transportation Safety Board (NTSB) plays a central role in the overall equation of
aviation safety. The agency enjoys the reputation of being the foremost independent safety
investigative authority in ... Show more content on Helpwriting.net ...
Simply stated, the Board's mission is to prevent accidents and save lives in transportation. And
although the NTSB's mission is primarily a proactive one – the prevention of transportation
accidents – the agency accomplishes this mission by being reactive in responding to catastrophic
events. In reality, the Board uses the lessons learned from real–world accidents as catalysts to
prevent future occurrences. The NTSB aims to improve quality through the analysis of failure.
Board Membership
The Board consists of five Members appointed by the President with the consent of the Senate
("Code of Federal Regulations Part 800"). This allows the agency much more latitude when
investigating accidents and making recommendations. With the absence of a separate agency to
report to, such as the FAA or DOT, the board can exercise its full discretion without fear of
retribution. The NTSB currently employs a workforce of 402, including office clerks, investigators,
engineers, specialists and writers, making it the smallest federal agency within the United States
government (Goglia). It is the primary

The Crash Of The Plane Crash
The plane crash occurred on February 12, 2009, approximately 22.17 EST, when the turboprop
Bombardier, Colgan Air, Inc., was executing the flight 3407, approaching to the international airport
in Buffalo, New York. He crashed into a house in Clarence Center, (NY), five nautical miles to the
northeast of the landing site, killing a man on the earth, the passengers and flight crew. Altogether,
this tragedy claimed the lives of fifty people. The airplane was destroyed after hitting the ground and
because of the fire, which started after the crash. That night, adverse weather conditions have been
observed. The forecast for wind up to 15 knots and snow showers. At the same time, the weather
documents for crashed Flight did not include any advice on the airplane management in hard
weather conditions, which would have informed the pilot about the specifics of such phenomena.
One of them was the rime icing of the plane caused by decreasing altitude. (National Transportation
Safety Board, 2010).
According to the records of the black box (Colgan 3407 NTSB, 2009), the timeline of events
indicates that the event occurred quickly and were extremely few chances that the accident will be
avoided. The events explained in the following sequence. The plane was on the instrument landing
near the airport of Buffalo. The engines were running at idle speed. There was a slight icing on the
glider, but its' impact was negligible. The autopilot mode was activated. Airspeed during the decline
was

The Cultural Influence Of Safety Culture In Aviation
In the realm of aviation, safety culture is regarded as the paramount factor for which successful
travel from point A to point B occurs. Safety culture in of itself is not a fixed, precisely shared set of
standards, but rather an ever–changing, fragile system that depends on a variety of influences to
maintain its distinction. Safety culture can be further broken down into its three cultural influences:
national, organizational, and professional culture. In terms of aviation safety, all three of these
cultural influences can strengthen as well as deter safe operation in unique, yet interconnected ways.
Airlines across the world implement various safety cultures to their operations, but sometimes safety
must be discussed in terms of small ... Show more content on Helpwriting.net ...
Ranging from mechanical/electrical issues to meteorological phenomena, most aircraft accidents
involve not one or two issues leading up to an accident, but sometimes more than half a dozen. And
more often than not, these issues can in some way be traced back to failures relating to human
factors, rather than failures on behalf of the aircraft. Most pilots would agree that one of the scariest,
if not deadly human errors involved in flying an aircraft is spatial disorientation. Spatial
disorientation often occurs during instrument meteorological conditions (IMC) and/or at night, when
the pilot has the least amount of outside visual orientation cues. Disorientation in flight, be it of the
vestibulo, ocular, or somatic senses, can prove detrimental if not recognized and corrected for early
on. What makes these illusions so dangerous is the way human bodies react to them; the seemingly
natural corrections humans undertake to combat spatial disorientation often prove to be the opposite
of what should actually be done. Even instrument rated pilots fall prey to visual illusions and spatial
disorientation in IMC, proving that some of the most qualified pilots can be fooled. Since spatial
disorientation can happen to anyone, regardless of experience, it seems the best way to prevent
disorientation–related accidents is through continuing education. Although not a perfect strategy, if
every pilot became fully aware of the various in–flight visual

Case Analysis : ' Asiana Flight 214 '
Asiana flight 214 Name Affiliation Asiana flight 214 Introduction As working within aviation
industry requires extraordinary attention and concentration due to being concerned with high risk
rates, human factor tends to be one of wide–spread factors, contributing to the emergence of an
accident. Since the Second World War, much progress has been made in improving aviation safety
with respect to elaborating means of dealing with human factor–related issues. One of most
important developments in this regard is crew resource management that represents a set of trainings
that are used in areas, where human factor can lead to devastating consequences (Wiener, Kanki
&Helmreich, 2010, p.5–6) Nevertheless, human factor–caused issues ... Show more content on
Helpwriting.net ...
There were 291 passengers, along with 16 crew members on board. The weather conditions in San
Francisco were good, the weather was sunny, and a visibility was of 10+ miles. The flight, operated
by the pilot, undergoing initial operating experience (pilot flying), was supervised by an instructor
pilot and a first relief officer. Flight 214 was the tenth flight leg for the pilot flying on a Boeing 777.
The airplane was going to land down with 30 degrees of flaps. As it was further stated in the
conclusion, drawn by the Investigation Commission, the preliminary information from the voice
recorder, situated on board, did not contain any testimonies on possible weather or technical
abnormalities. At 500 feet altitude, only a bit more than 34 seconds before the impact, the speed of
the aircraft dropped to 134 kts that was evidently below the target threshold speed. This was the first
abnormality that occurred in terms of the flight. Thereafter, the speed of the aircraft continued going
down and reached 118 knots at 200 feet altitude. At this point, the instructor pilot reported that he
had noticed PAPI lights that allowed him to come to the conclusion that the throttle could not have
maintained actual speed of the aircraft. Only eight seconds before the impact, the throttles were put
forward. Seven seconds prior to it, an attempt to increase the speed was made by crew members.
Nevertheless, the attempt was

The National Transportation Safety Board (NTSB) investigation into an aircraft accident on April
28, 1988, a Boeing 737–200, N73711, operated by Aloha Airlines Inc., as flight 243, exhibited signs
of human error. "The aircraft experienced an explosive decompression and structural failure while
flying from Hilo to Honolulu, Hawaii. Approximately 18 feet from the cabin skin and structure aft
of the cabin entrance door and above the passenger floor line separated from the airplane during
flight (National Transportation Safety Board, 1989). The NTSB determined that the probable cause
of this accident was "the failure of the Aloha Airlines maintenance program to detect the presence of
significant disbonding and fatigue damage which ultimately led to failure of the lap joint a S–10L
and the separation of the fuselage upper lobe" (National Transportation Safety Board, 1989). There
were other contributing factors, for example, failure of management to supervise properly its
maintenance force and the failure of governing officials to ensure that all directives and inspections
were complied with by the FAA (National Transportation Safety Board, 1989). On September 28,
2007 American Airlines flight 1400 experienced an in–flight engine fire during departure climb
from Lambert–St. Louis International Airport (STL), St. Louis, Missouri. During the return to STL,
the nose landing gear failed to extend, and the flight crew executed a go–around, during which the
crew extended the nose

How to Improve Airline Safety and Pilot Training Essay
On February 12, 2009, a Colgan Airlines flight operating as Continental Connection Flight 3407
crashed two miles from the runway in Buffalo, New York, killing all fifty people aboard.. The
National Transportation Safety Board (NTSB) investigation that followed stunned the American
public and identified the need to closely examine the regulations governing pilot training and pilot
rest requirements, with a strong focus on regional airlines (Berard, 2010, 2). Currently, the United
States government has passed HR 5900, which was titled the Airline Safety and Federal Aviation
Administration Extension Act of 2010 and is now called Public Law 111–216 (Public Law 111–126,
2010, 3). The bill targets five focal points that will force the Federal ... Show more content on
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The reason that this came about was the captain of the Colgan accident flight in Buffalo, New York
had failed five checkrides in his life time. This would not normally be a big deal, but he failed his
checkrides because he was not satisfactory in icing procedures...one of the major causes of the
accident according to the NTSB.
Implementation of NTSB Flight Crewmember Training Recommendations The National Traffic
Safety Board (NTSB) is an independent United States government investigative agency responsible
for civil transportation accident investigation. The NTSB investigates all aviation accidents and
incidents. On an annual basis, this bill requires that the FAA accepts all NTSB flight crewmember
training recommendations that come up over the past year (Hughes, 2010). For example, the NTSB
has requested that the FAA include flight in icing conditions into all flight training curriculums.
FAA Rulemaking on Training Programs Prior to this bill, the FAA had no say in what airlines
included in their training programs as long as the program included certain subjects. No later than
fourteen months after the date the bill is signed into law, the FAA will issue a final rule on all
training programs (House Transportation Subcommittee, 2010). This was brought into effect
because Colgan Airlines did not include flight into icing conditions in their flight

The 2012 Crash Of Convair N153jr Essay
The 2012 crash of Convair N153JR is a text book example of how human error and the absence of
crew resource management can result in the unnecessary loss of life. This accident involves a
transport company named Fresh Air Inc. that transported cargo between the Caribbean islands using
vintage 1953 Convair aircraft. The co–owner of the company, who was also the primary pilot,
established and nurtured an environment of relaxed rules and desultory aviation operations. The
primary pilot consistently flew the Convair aircraft outside its operational parameters by disabling
key aircraft systems needed for safe operations. Additionally, the captain filled Fresh Air with
incompetent personnel that could not maintain safe and airworthy operations. To further exacerbate
an already dangerous situation, assigned Federal Aviation Administration (FAA) inspectors were
derelict in their duties and performed only superficial inspections on the company. Numerous and
serious violations were overlooked by the inspectors and this removed the last remaining barrier for
accident prevention. The captain's insouciant approach to flying and company operations coupled
with inept FAA oversight directly led to the crash of Convair N153JR. Accident Overview On
March 15th 2012 at 7:35 a.m. Atlantic Standard Time (AST), a Convair 440–38 aircraft,
identification number N153JR, lifted off from runway 10 at Luis Muñoz Marín International
Airport, San Juan, Puerto Rico. The aircraft was laden with over

Essay on Crisis Management
Situational Analysis: Flight 232 Cecille Hayes Argosy University Module 5 The purpose of this
assignment is to develop leadership and crisis management skills by using a real–life case study
example (Argosy Lecture Notes, 2013). Case Study This paper focuses on United Airlines (UA)
Flight 232, a DC10 aircraft that was en route from Denver to Philadelphia via Chicago. It was
forced to make an emergency landing in Sioux City, Iowa due to an engine failure. The flight carried
296 passengers and crew members (Argosy Lecture Notes, 2013). Part 1: Personal Profiles of Crew
Members who Played a Crucial Role in the Flight There were at least four United Airlines crew
members who played a crucial role in the flight: ... Show more content on Helpwriting.net ...
He was determined to do so despite having lost an engine and the ability to steer and control the
aircraft. The captain's commitment to this goal was evident in his valiant efforts to correct flight
issues that were coming up as a result of the engine failure and damaged hydraulic systems. He also
exhibited sheer determination to land that airplane no matter what. Personal Negotiation and
Leadership Skills Exhibited by Selected Character Captain Al Haynes showed remarkable personal
and leadership skills in a crisis situation. Some of these are as follows: 1) Bravery – He faced the
challenge head–on and dealt with it fearlessly. 2) Leading by Example – He was a hands–on leader
who made sure that the work that needed to be done was clearly understood by his crew. 3) Passion
– He believed in what they are doing to handle the situation and this was projected onto his crew
(Lewicki, Barry, and Saunders, 2006). 4) Confidence – He believed in his skills to accomplish his
goal. 5) Delegation – He delegated the throttles to Denny Fitch in order to focus on attempting to
steer and preventing the aircraft from rolling. A great leader knows that he cannot do everything and
is able to delegate effectively (Yoskovitz, 2007). Individual's Self–Knowledge and Ability to Adapt
Captain Al Haynes knew himself and his skills well to have the presence of mind

Sully Movie Analysis
When the movie Sully first came out, it received a wide range of mixed reviews from both critics
and normal movie goers alike. Although everyone is entitled to their own opinion, not everyone
agrees with what other people think. Because Sully is a movie that is based on a true real–life event,
society has mixed reviews about how the movie was played out because it was based on a real
event. Three movie critics gave their thoughts on the movie and each one has different views then
the other reviewer does on the producer of the movie Clint Eastwood, the captain, Sully, National
Transportation Safety Board, and the co–pilot, Jeffrey Skiles, whom will all be seen in this essay.
Sully will go down in history as the movie that had both a wide range of reviews and also told the
story of a government agency trying to put the blame on a worldwide hero. Because Sully is based
off an event that involves an airplane, the safety personnel had to get involved to investigate the
cause if the accident. Due to the fact that the National Transportation Safety Board is made up of
many highly intelligent people, there was bound to give way to issues that arrived between the
captain who landed the plane, Captain Sully, and the National Transportation Safety Administration
know as NTSB for short. The NTSB was in charge of investigating the event because it deals with
transportation. Matthew Lickona and Scott Marks are both movie critics who work for the San
Diego Reader. Both authors

Cross Functional Pilot Work Groups
Results in Brief: AVP Road Shows are cross–functional pilot work groups consisting of individuals
with expertise in various topics that will conduct presentations at local FAA facilities, for the
purposes of information sharing and relationship building. Benefit or Need: The road show concept
is not new to this organization. Although many believe the road show would be greatly beneficial,
budget restraints have been cited as the reason for delayed implementation. However, the value in
pursuing the road show is that AVP has the ability to play a powerful hands–on role in bridging the
gap between headquarters and other FAA facilities. Some local facilities have expressed interest in
these presentations; however, any road show ... Show more content on Helpwriting.net ...
Dependent upon the target audience, topics could include (1) An Overview of Aviation Safety, (2)
Accident Investigation Processes and Procedures, and (3) Accident Investigation and Prevention
Data. Bridge the Gap with Program Office (PO) Focal Points: Results in Brief: Through shadowing
opportunities and frequent opportunities to engage with colleagues over working lunch meetings,
AVP promotes information sharing and a higher level of collaboration within AVS. Benefit or Need:
Based upon my experience of shadowing AVP–1 during the AVS Management meeting and in the
FAA mentorship program, I can attest to the benefits that shadowing offers employees. Opening this
opportunity to employees who are interested in learning more about our division promotes an
environment of learning throughout the office. Likewise, more frequent meetings with PO focal
points enhance communication flow and relationship building. Blueprint: Establishing a regular
communication method to promote employee shadowing opportunities is a great way to promote
free educational training and advance information sharing in the office. These types of opportunities
would be distributed via email once or twice a month. Likewise, optional quarterly brown bags in
the form of working lunch meetings are a great way to connect branches and designated PO focal
points. A method would be established to create open communication flow between offices in order
to accomplish

A National Transportation Safety Board Investigation Into...
"A National Transportation Safety Board investigation into the crash, released 11 months later, lays
most of the blame for the collision on a local Norfolk Southern crew who were working the line
west of Aiken a day earlier. The crew of Train P22 told investigators they were running behind when
they reached the Avondale Mills textile plant around 6:10 p.m. the evening of January 5. That did
not give them enough time to drop off the cargo of sodium hydroxide (used as a bleaching agent at
the Avondale Mills plant) and make the planned trip down to Warrenville without going over their
work–hour limit. So after finishing work at the Graniteville plant, the crew took a taxi to a hotel for
the night with the intention of returning the following morning. No one noticed that the switch on
the main line was still pointed towards the Avondale Mills spur. In fact, the brakeman was insistent
that he had moved the switch back so any later trains going through town would still be able to go
straight."2 This is a case of pushing the limits to the edge and missing an important detail. The work
limits are put into effect to prevent just this kind of over site of missing important details.
Unfortunately this one resulted in a major accident with loss of life. When the limits are pushed
mistakes are made and the result sounds like; " 'In my mind, when I left [the industry track],
everything was properly lined back to the main line. I had no doubts in my mind when I left there, '
the

Air Crash Investigation: Flight 191
24/7/2012 "FLIGHT ENGINE DOWN" Air Travel Most effective and safest forms of transport < 1
for every 2 x 109 personmiles flown Air crash – One of worst situation Team Members: Seran
Karikalan 1002764 Sivaguru S/O Sivagnanam 1003260 Ng Aiting 1067138 DARE 3B 24 Number
of lives it takes with it Human Error Manufacturers to Engineers No one wishes for air crashes
Synopsis On 25th May 1979, 15:00Hrs A McDonnell Douglas (MD) DC–10 American Airlines
Took–off from Chicago O'Hare Int. airport Yet, 70% is caused by Human errors "That wouldn't
happen to me" Is main cause for such errors Just before lift off Lost power from No.1 engine
Synopsis Suddenly rolled heavily to left Smoke gushing out Introduction ... Show more content on
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4 24/7/2012 Rules & Regulations Aircraft Maintenance Manual (AMM) should be followed
closely Unless there is no procedure for a certain job Risk assessment of new procedure should be
evaluated Improve on DC–10 Design Introduce slat–locking mechanism on DC–10 Prevent
unintended slat Improve on Communication Error report to reach authority effectively Top
management monitor the performance of engineers closely Improve training quality for engineers
retraction Improve on accessibility of the emergency power supply Located somewhere within the
reach or be made automatic Conclusion Series of errors caused the accident Continental Airlines not
informing FAA about damage flange Altering Procedures 5 24/7/2012 Conclusion Conclusion
Communication Human factor is a success only when a there is a top level commitment
Consequence of Everyone 's actions Cutting corners and company norms Top management must
ensure AMM are followed Communication Human factor is a success only when a there is a top
level commitment Bibliography and References Earl L. Wiener and David C. Nagel, 1988. Human

A Brief Note On The Federal Aviation Agency Essay
dministration (FAA) is a federal agency within the United States Department of Transportation.
The Federal Aviation Administration was first named the Federal Aviation Agency . The Federal
Aviation Agency was established when the Federal Aviation Act of 1958 was created. With the
creation of the Federal Aviation Act of 1958 it then gave more responsibilities to the FAA. These
responsibilities included complete control of oversight and regulation for safety within the aviation
industry. And the FAA was also responsible for military and civilian aircrafts within American
airspace. This was a great idea because it's better to have one agency overseeing both entities to
ensure accuracy and safety. Since there is one agency responsible for oversight this will lead to
faster problem solving because this agency has the final say and it does not have to rely or get a
confirmation from another agency about a particular issue relating to American airspace. The
Federal Aviation Agency name was changed to the Federal Aviation Administration when the United
State Department of Transportation adopted the Federal Aviation Agency. *** you input:
collabration, transportation, get alone, view points, share respinisblites.....................
The name Federal Aviation Administration was established eight years after The Federal Act of
1958.
The FAA was the given the responsibility for implementing aircraft noise standards in 1968.
The National Transportation Safety Board (NTSB) is an

U.S. Airways Flight 1549 Accident Essay
U.S. Airways Flight 1549 Accident: Flight Accident: The above mentioned airplane was a planned
commercial passenger flight that took off from LaGuardia Airport, New York destined for Charlotte
Douglas Airport in North Carolina on January 15, 2009. Six minutes after takeoff, the airplane was
successfully abandoned in Hudson River after striking multiple birds during its initial climb out. The
crew reported by radio two minutes after takeoff at an altitude of 3,200 feet, the Airbus experienced
multiple bird strikes. The result of this multiple bird strikes, which occurred in northeast of George
Washington Bridge was compressor stalls as well as loss of thrust in both engines. The Airbus was
ditched in Hudson River after the aircrew ... Show more content on Helpwriting.net ...
After successfully ditching the plane in mid–river, the aircrew began to evacuate the 150 passengers
immediately. While some passengers were evacuated through the four mid–cabin emergency
window exits, others were evacuated through the front right passenger door. The rescue efforts
involving local ferries and tugs began almost immediately with some passengers standing on the
wings of the floating plane while others entered life rafts. In addition to these local ferries and tugs,
police helicopters, rescue divers and Coast Guard vessels among others joined the rescue efforts.
Notably, other organizations provided about thirty other ambulances including various hospital–
based ambulances. Medical help was also provided by various agencies on the Weehawken side of
the river. These rescue and recovery efforts led to the safe evacuation of all the passengers as well as
the flight crew. While seventy–eight people were treated for minor injuries and hypothermia, the
two broken legs of one woman, a fight attendant, was the only major injury. While some patients
were treated in triage facilities, about twenty–four passengers and two rescue personnel were cared
for in hospitals. The aftermath of the accident led to the plane being anchored to a pier near the
World Financial Center in order to stop it from floating out

The Risks And Hazards Behind Fatigue And Stress
Abstract The purpose with this research paper is to identify and understand the risks and hazards
behind fatigue and stress that each flight attendant has experienced or still experiencing, due to lack
of human factor improvements concerning, working schedule, time zone difference, pressure and
stress due to fatigue. Nearly everyone in any work position can face fatigue at come point.
Depending on the type of work and how much responsibility the employer has in the aviation
industry, the stress level increases followed by the fatigue. Stress is defined as pressure that affects a
person both physically and emotionally. The human body raises a challenge and preparing to face
tough situations with focus and strength. The stress level is different from body to body and it also
varies from time to time. However; fatigue is the description to lack of motivation and energy both
physically and mentally, which causes a decrease in performance and alertness. Flight attendants job
is one of many jobs in the aviation industry where it is very usual to experience stress as well as
fatigue, that can reduce the ability of awareness of risks and hazards that may occur, later lead to
major accidents or incidents. Crew resource management should be practiced by all personnel
regularly and applied to improve safety, especially in such industry where many humans lives are
involved daily. Aside from crew resource management, control is very important and should be
applied as a human factor

Safety 320 : Flight 8284 : A Case Study Outline
Case Study
Maria G. Andrade
Safety 320
Flight 8284 from Empire Airlines was conducting an instrument only approach arriving at Lubbock
Preston Smith International Airport (LBB) in Lubbock, TX where the aircraft impacted just short of
the runway on 01/27/2009, approximately at 4:37 am. The aircraft, employed by Empire Airlines
provided cargo services and was registered to FedEx Corporation (National Transportation Safety
Board [NTSB], 2011).
The Circumstances Accident
.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).
Evaluation
Decision making refers to "the capability to properly choose responses in complex situations where
several

Flight Breakup During Test Flight Scaled Composites
In Flight Breakup During Test Flight Scaled Composites SpaceShipTwo N339SS Near Koehn Dry
Lake, California October 31, 2014
On October 31, 2014 at 1007:32 Pacific Daylight Time Scaled Composites SpaceShipTwo reusable
suborbital rocket N339SS broke up into multiple pieces during a test flight over the Mojave Dessert.
The pilot Peter Siebold managed to survive however the co–pilot Michael Alsbury died. "The
primary reason for this test flight included conducting a 38 second burn to test the new hybrid motor
which used a nylon fuel grain and nitrous oxide to generate thrust, and a feathered reentry that was
to be at a speed of Mach 1.2" (NTSB) The mission for SpaceShipTwo consisted of an air drop from
approximately 50,000ft from White ... Show more content on Helpwriting.net ...
This callout was to alert the pilot of a transonic bobble would occur as the vehicle accelerated
through the transonic region and became supersonic. The next step was to unlock the feather by
moving the feather lock handle from the locked to unlocked position when SpaceShipTwo reached a
speed of Mach 1.4." (NTSB) The copilot did not heed the instructions of the pilot to unlock the
feather. The cockpit image recorder showed that 0.5 seconds after making the Mach 0.8 callout the
copilot started to unlock the feather at approximately Mach 0.82. Because of this premature
movement of the feather locking system, the large lifting force (keeping the feather extended)
generated by the tail, overpowered the resistance capability of the feather actuators (keeping the
feather retracted), essentially folding the fuselage over the tailboom. "The pilot, age 43 held a flight
instructor certificate, commercial pilot certificate, with ratings for airplane single–engine and
multiengine land, instrument airplane, and glider. He held FAA authorization to operate the
SpaceShipOne, SpaceShipTwo, Proteus and White Knight Two experimental aircraft as the pilot–in–
command. The pilot held a second–class medical certificate with no limitations. The pilot was hired
by Scaled Composites in December 1996 as a design engineer." (NTSB) He had been a test pilot for
the SpaceShipOne program. The pilot transitioned to the SpaceShipTwo program in

Amtrak’s Sunset Limited and M/V Mauvilla – Corporate...
Amtrak's Sunset Limited and M/V Mauvilla – Corporate Social Responsibility 1 It has been called
the worst train disaster in U.S. history. The wreckage of the Sunset Limited on September 22, 1993
took 47 lives. There are many circumstances surrounding this wreck that affect the many
stakeholders involved. Certainly, CSX Transportation, Inc., Amtrak and Warrior and Gulf
Navigation Company (WGN) and their employees, the passengers on the train and barge, the
surrounding community, the train and barge industries, the governing body of the Big Bayou Canot
bridge, environment, and stockholders are all stakeholders. Adding possibly to that list, the National
Transportation Safety Board (NTSB), US Army ... Show more content on Helpwriting.net ...
The equipment would have increased the cost of building the bridge, so NTSB's recommendations
were ignored.
Not having this equipment installed leaves them wide open for multiple lawsuits. Prior to the
incident of Amtrak's Sunset Limited railcar, it is unknown the various positions of philanthropic
CSR Amtrak and CSX might have had. Certainly after the accident, their commitments to the
community must have increased by 100 fold. This, for Jeremy Bentham, would be ethical. If Amtrak
and CSX took the position and gave back to the community post accident, and the good outweighed
the bad, then they would be acting ethically. Amtrak's economic position most likely went (for a
period of time) from being well positioned in the market to a very competitive place with the other
modes of public transportation – busses and airline. They were well positioned in that they could
offer a much faster means of travel than a bus and provide on–board fine dining, and could offer a
much less expensive travel than an airplane which does not include a meal of any kind. Amtrak
surely suffered public pressures. In turn, this incident should have spurred beyond–compliance
behavior necessary to satisfy the economic definition of CSR.
(http://pubs.aeaweb.org/doi/pdfplus/10.1257/jel.50.1.51, page 75). An example would be to enhance
train travel.

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