/Subtype /TrueType Ive harangued before on the fallacy of using pilot error as a probable cause in accidents but that doesnt mean sometimes the pilots arent a contributing factor. [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. /Parent 11 0 R The aircraft entered service in October 1999. Generally,
The left side of the fuselage near the location of the missing cabin window (row 14) had impact damage and witness marks that were consistent with the size and shape of the inboard fan cowl aft latch keeper and surrounding structure. ($1&r/helkpfxi}HV5~aatiWl|6K;T;yn` *d@p~Y
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b=Jd! :iU=dfb$aN((Z3d([^9uBf75]F~;L}G$@. 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. Contributing to the accident were Southwest Airlines' 1) failure to provide its pilots with clear and consistent guidance and training regarding company policies and procedures related to arrival CRM failures, my friend at Southwest told me of Flight 345, which cost the pilot her job, destroyed the 13-year old airplane, injured nine, but took no lives. /Kids [12 0 R 1 0 R 13 0 R 14 0 R 15 0 R] NTSB recommends changes following fatal Southwest accident. Foreshadowing things to come, the shrapnel from that engine explosion hit the fuselage at high speed leaving a large gouge and came dangerously close to hitting the cabin windows. The format and type of data contained in the earlier briefs may differ from later reports. Join FlightAware View more flight history Purchase entire flight history for SWA3345. endstream
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The National Transportation Safety Board says Boeing needs to make the engine covers on its 737 NGs . Why no one acted before? /MediaBox [0.0 0.0 612.0 792.0] Southwest Airlines records indicate that the accident 1Unless otherwise indicated, all times in this report are PST, based on a 24-hour clock, and are taken from the cockpit voice recorder (CVR) transcript. It is not intended to make up for known deficiencies. The NTSB's initial findings confirmed earlier reports that it was the FedEx pilot, not air traffic controllers, who detected the problem and told the Southwest plane to abort its takeoff. >@Ujq7'0#MH-z]Ce~a << For the full report, use the link listed below. In some instances, the air traffic control (ATC) transcript indicates times that are different from those in the CVR transcript. 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. 2013 aviation incident in New York City, US, "National Transportation Safety Board Aviation Accident Final Report", "Remember that Southwest Airlines jet that slid down the runway? hb```f``2b`a`` BL@QAAo;l7ud^;
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Author of The New York Times bestseller, The Crash Detectives, I am also a journalist, public speaker and broadcaster specializing in aviation and travel. The captain of Southwest Flight 345, whose nose gear was broken while landing at LaGuardia Airport in New York last month, took control of the aircraft from his co-pilot when the plane was. Of the 144 passengers and 5 crewmembers on board, 8 sustained minor injuries, and the airplane was substantially damaged. 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. While the NTSB has already called for action following the engine on this 737 Next Generation, its final report closes the investigation and emphasizes how it was a piece of the cowling, and . Southwest Airlines says giving first officers the ability to decline to fly with captains does not require them to declare the reason, which is a shame since Southwest and every other airline doing this could be sitting on a These loads caused cracks to form in the fan cowl skin and frames near the radial restraint fitting. Southwest Airlines flight 345 landed at New York's LaGuardia at 5:40 PM Eastern Monday evening from Nashville. /Resources In a case such as this at LaGuardia with a hull loss, does the plane get stripped at the site and carted off on trucks? This is a classic example of "If the Pilots are alive, hang hhem. ** - 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. 16 Innominate11 10 yr. ago [12] At an altitude of only 27ft (8.2m) and 3 seconds from touching down, the captain took control of the aircraft from the first officer. 2019
<< Southwest Airlines Flight 345 Captain Interview. 90 0 obj
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It doesnt get handed to you on a silver platter better than this.. Theyre qualified but not adaptable, to create and execute a shared view of a successful flight. The report said that flight crew's performance was indicative of poor crew resource management. Flight 345 on the runway NTSB photo The Southwest Airlines captain who flew a Boeing 737 into the runway nose first at LaGuardia Airport last summer had been on the receiving end of multiple complaints by first officers at the airline who did not want to fly with her, according to an employee at the airline who asked not to be identified. How about a union issue? Were the airline managers sleeping before the accident? 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. 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. /Subtype /TrueType /TT0 4 0 R As a result of the engine failure, the flight crew conducted an emergency descent and diverted to Philadelphia International Airport (PHL), Philadelphia, Pennsylvania. /LastChar 255 Aviation Hazardous Materials Highway Marine /FontDescriptor 10 0 R Required fields are marked *. Southwest Airlines flight 345, a Boeing 737-700, suffered a nose gear collapse during a hard landing on runway 4 at New York-LaGuardia Airport (LGA), USA. Factual information is added when available, and when the investigation is
The CFM56-7B engine has 24 fan blades installed in the fan disk. The Aviation Safety Network is an exclusive service provided by: Southwest Airlines flight 345, a Boeing 737-700, suffered a nose gear collapse during a hard landing on runway 4 at New York-LaGuardia Airport (LGA), USA. Otherwise, register and sign in. And indeed, the Air Line Pilots Association declined to speak to me when I put questions about this policy to the union on Tuesday. 5 0 obj Southwest Airlines Flight 345 was a scheduled flight from Nashville International Airport, Tennessee, to New York City's LaGuardia Airport. The NTSB found the captain's attempt to recover from an unstabilized approach by transferring airplane control at low altitude instead of performing a go-around was the primary cause of this accident. Corporate Citizenship . With the NTSB involved, does the plane need to stay at the airport for a certain time for investigation? The NTSB determined that the captain's failure to take control until the plane had descended to only 27ft (8.2m) "did not allow her adequate time to correct the airplane's deteriorating energy state and prevent the nose landing gear from striking the runway. The airplane was substantially damaged.
The separated fan blade impacted the engine fan case and fractured into multiple fragments. 1h 55m. The NTSB has published the final report on Southwest Flight 1380, whose left-side CMF56 engine suffered a failure that led to one fatality in April 2018. "[12], On October 2, 2013, Southwest Airlines announced that it had fired Flight 345's captain. During the accident sequence, the fan blade fragments traveling forward of the fan case had a trajectory angle that was greater than that observed during the CFM56-7B engine FBO containment certification tests. Brandy King, a spokeswoman for the airline explained as part of its labor contract with pilots, first officers can express a preference not to fly issue was the culture. The nose gear of Southwest Airlines Flight 345 arriving from Nashville, Tenn., collapsed Monday right after the plane touched down on the runway. >> .'JNKfc_/*wFnM@1w6A,:yGqSr
5rx&P23G!&t8`4 Sb EUx_`HC7[A. Southwest Airlines Flight 345 was a scheduled flight from Nashville International Airport, Tennessee, to New York City 's LaGuardia Airport. After an August 2016 FBO event involving another SWA 737-700 airplane equipped with CFM56-7B engines, which landed safely at Pensacola International Airport, Pensacola, Florida, CFM developed an eddy current inspection (ECI) procedure to be performed at overhaul (in addition to the FPI that was already required). [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]. ", The basic issue is, why is this being talked about AFTER an accident? Metallurgical examinations of the fractured fan blade found that the crack had likely initiated before the fan blade sets last overhaul in October 2012. After the August 2016 FBO event, CFM developed an on-wing ultrasonic inspection technique that could be performed at the time of fan blade relubrication. of similar accidents. The aircraft, a Boeing 737-700, was last inspected July 18, 2013. It won't be flying again", "NTSB Issues Investigative Update into Southwest Flight 345 Accident at LaGuardia Airport in New York", "Accident description (Type: Boeing 737-7H4 (WL), Operator: Southwest Airlines, Registration: N753SW)", "Accident: Southwest B737 at New York on Jul 22nd 2013, nose gear collapse on landing", "Landing gear punched into Southwest 737 jet on landing, NTSB says", "Flight's nose gear collapses as it lands at New York's LaGuardia", "Southwest jet's landing gear collapses on landing, injuring 10", "N753SW Southwest Airlines Boeing 737-700", "Pilots Didn't Want to Fly With Capt. 1 0 obj Two hours later, the airport's other runway reopened for traffic. 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. hbbd``b`:$ H @'Hp{ $@J20Kg
Privacy Policy. 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. [13] The NTSB's investigation became focused on the behavior of the flight crew during Flight 345's approach into LaGuardia Airport. >> NTSB . 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. [5][6][7] The aircraft slid 2,175 feet (663m) on its nose along the runway, arresting off to the right of the runway pavement. Indeed, Southwest Airlines suffered a strikingly similar fan blade failure in 2016 - Southwest Airlines Flight 3472. Southwest has resumed full operations at LaGuardia. The NTSB tonight released the details of the last few seconds of Southwest flight 345, confirming that the Boeing 737 did indeed land nosegear first. with up to three captains without the necessity of providing any reason for After reaching the airplane structure (the inlet attach ring, which was secured to the engine fan case A1 flange), the deformation generated large loads that resulted in local damage to the inlet. According to FDR data, after the captain took control, the control column was relaxed to a neutral position and the throttles were not advanced until about 1 second before touchdown. About 150 people were aboard the Boeing 737, and 16 passengers . Learn more. << /Parent 5 0 R >> Refer
The Air Canada crew was cleared to land on 28R, to the right of 28L. A prime example of what can go wrong when a plane's nose gear touches down first is Southwest Airlines Flight 345. The airplane was equipped with two CFM International CFM56-7B24 turbofan engines. [12] The plane was descending at 960ft/min (4.9m/s) in a nose-down position when its nose wheel struck the runway. Sunday. /Annots 7 0 R /Count 5 Pino's North American F-51D, N551JP, sustained. the accident and its probable cause. stream 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. 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. Southwest Airlines flight 345 landed at New Yorks LaGuardia at 5:40 PM Eastern Monday evening from Nashville. analysis of the factual data, conclusions and the probable cause of the accident, and the related safety recommendations. ", 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. 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. The flight landed safely without incident at Pensacola International Airport at 9:40 a.m. central time . 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. Also, the inlet damage caused by the forward-traveling fan blade fragments was greater than that observed during the engine FBO containment certification tests and accounted for in Boeings 737-700 certification analyses (which used the state-of-the-art analytical modeling tools that were available at the time). Southwest is working with both the NTSB and Boeing in a preliminary investigation of this event. /Type /Pages Keith Holloway
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. 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. Both the obtained flight data and the available video record have the nose gear making contact with the ground before the main landing gear did, which is the opposite order from the normal landing sequence. The opt-out practice at Southwest is part of the pilot labor agreement. I would think space would be a problem. Who Crash-Landed SW Flight 345", "NTSB: Southwest nose landing at LaGuardia was captain's fault", "NTSB captain took over Southwest Airlines flight just before landing at New York LaGuardia", "Southwest fires pilot whose nosedive landing at LaGuardia Airport injured 16", "Southwest Airlines fires captain involved in rough NYC landing", "Albany scrap yard prepares Southwest jet for shredding". Your email address will not be published. Flight 345 from Nashville, Tenn., skidded off the runway Monday and came to rest on its nose after the front landing gear crumpled. for dates before 1993, cases under revision, or where NTSB did not have primary
WestJet Denies Close Call Caught on Camera at St. Maarten. Access Now, Inc. v. Southwest Airlines Co. https://en.wikipedia.org/w/index.php?title=Southwest_Airlines_Flight_345&oldid=1142966688, Accidents and incidents involving the Boeing 737 Next Generation, Airliner accidents and incidents in New York City, Southwest Airlines accidents and incidents, Airliner accidents and incidents caused by pilot error, Short description is different from Wikidata, Wikipedia articles incorporating text from the National Transportation Safety Board, Creative Commons Attribution-ShareAlike License 3.0, Landing gear collapse on landing due to pilot error. The airplane came to a stop on the right side of the runway centerline about 2,500 ft from its initial touchdown. 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 late transfer of control resulted in neither pilot being able to effectively monitor the airplane's altitude and attitude. The NTSB has released its preliminary report from that accident, which occurred on February 5, 2016, at about 1157 mountain standard time. recalcitrant pilots are not remediated by management. There are certain people who should not be flying C'S?Cn$i8[Ma=[D7X:_Y0q lJCF5U:!Rg'-q;JQ|k]1Ps w j>sxf_-&m8.1(C|jk2a)%(duIqaS# Safety is not Everyones business.
Jxeujavxku The aircraft, a Boeing 737-3T5, registration N668SW, [2] came to rest on a city street adjacent to a gas station. Southwest Airlines Flight 1455 was a scheduled passenger flight from McCarran International Airport, Las Vegas, Nevada, to Burbank-Glendale-Pasadena Airport, Burbank, California, that overran the runway during landing on March 5, 2000. If you've already registered, sign in. Sign up for the mailing list! When the airplane was between 100 to 200 ft altitude, it was above the glideslope. The regularly scheduled domestic passenger flight was operating under the provisions of Title 14 Code of Federal Regulations (CFR) Part 121 with a destination of Dallas Love Field, Dallas, Texas. Contributing to the accident was the captain's failure to comply with standard operating procedures. Three Customers and five Crew Members were transported to local hospitalsall have been treated and released. endobj /TT1 3 0 R In addition, FBO-generated loads were transmitted to the fan cowl through the radial restraint fitting, which was not accounted for in the fan cowls design, and the stresses in the fan cowl were greater than those calculated in the certification analyses. treasure trove of information about whether crew resource Following the Southwest Airlines (SWA) flight 2294 event, on September 3, 2009, Boeing issued Service . /CropBox [0.0 0.0 612.0 792.0] The engine cowl was broken in the failure and cowl fragments damaged the fuselage, causing explosive depressurization of the aircraft after damaging a cabin window. Most reports focus on a single accident, though the NTSB also produces reports addressing issues common to a set
Every airline has the kind of pilot, best described in Skygods, Robert Gandts book on the collapse of aviation giant, Pan Am. B738. 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. All Rights Reserved. You must be a registered user to add a comment. [11][12] The NTSB discovered that Flight 345's captain had been the subject of multiple complaints by first officers who had flown with her. %%EOF
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Location information available for most cases in the United States since 2002. Accident Reports are one of the main products of an NTSB investigation. NTSB investigating accident involving nose-gear collapse of SWA 737 at LGA. States, its territories and possessions, and in international waters. 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.
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