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US Airways Flight 1549
National Aeronautics and Space Administration Captain Chesley Sullenberger Got Any Ideas?: U.S. Airways Flight 1549 First Officer Jeffrey Skiles Leadership ViTS Meeting April 2011 Bryan O’Connor Chief, Safety and Mission Assurance Wilson B. Harkins Deputy Chief, Safety and Mission Assurance This and previous presentations are archived at: http://nsc.nasa.gov/SFCS THE MISHAP When the 155 passengers and crew members aboard U.S. Airways Flight 1549 left New York City on a cold day in January 2009, no one anticipated the drama that was about to unfold. Takeoff proceeded normally, but when the aircraft climbed to 3,200 feet, a flock of migratory geese crossed its flight path. Each of the Airbus A320’s turbofan engines ingested a goose and subsequently suffered damage that disabled its thrust-producing capability. Unable to return to the airport and left without other landing options, the flight crew valiantly ditched the plane in the Hudson River. Seconds after the aircraft skidded onto the frigid water, passengers evacuated onto the wings and waited for rescue. Within minutes, commuter ferries and Coast Guard vessels arrived at the scene and rescued the airplane occupants. Aircraft Controls •Airbus A320 is not equipped with a conventional control yoke; pilots instead use a side stick to fly the aircraft. •Side stick inputs are analyzed by a “fly-by-wire” electronic interface which prevents the aircraft from executing maneuvers outside its performance limits. •Setting the fly-by-wire system to Normal Law keeps the aircraft within a safe flight envelope with respect to roll, pitch, yaw, and speed. -
Emergency Landing Automation Aids: an Evaluation Inspired by US Airways Flight 1549
AIAA Infotech@Aerospace 2010 AIAA 2010-3381 20 - 22 April 2010, Atlanta, Georgia Emergency Landing Automation Aids: An Evaluation Inspired by US Airways Flight 1549 Ella M. Atkins.* University of Michigan, Ann Arbor, Michigan, 48105, U.S.A The Hudson River emergency landing of US Airways Flight 1549 inspired aviation enthusiasts and citizens alike. The pilot's skill and composure were exceptional, clearly contributing to one of the most successful aircraft water ditchings possible. As we prepare for transition to a next-generation air transportation system, we are developing new technologies both to increase system capacity and efficiency and improve safety levels. This paper describes the practical application of an adaptive flight planning automation aid to the specific US Airways loss-of-thrust situation, demonstrating how this technology, if available, could have enabled a safe return to a LaGuardia runway. First, the adaptive flight planning architecture and its evolution are summarized, followed by an analysis of the Flight 1549 cockpit data recording time histories to identify pertinent features for our analysis. The adaptive flight planner was tasked with identifying emergency no-thrust landing plans for the A320 at a series of different delay times after the dual bird strike incident occurred. Our results show that LaGuardia airport runways were reachable so long as the approach is initiated within approximately sixteen seconds after the dual bird strike incident. This result is consistent with accident docket data published by the NTSB. Our results further illustrate how chances of a safe runway landing decrease as a function of delay, in this case due to being forced to land on a runway with suboptimal wind conditions, or ultimately being forced into a water ditch situation that may not always have the positive result of Flight 1549. -
The Use of Voluntary Safety Reporting Programs by the Federal Aviation Administration
COLLABORATING WITH INDUSTRY TO ENSURE REGULATORY OVERSIGHT: THE USE OF VOLUNTARY SAFETY REPORTING PROGRAMS BY THE FEDERAL AVIATION ADMINISTRATION A dissertation submitted to Kent State University in partial fulfillment of the requirements for the degree of Doctor of Philosophy by Russell W. Mills May 2011 Dissertation written by Russell W. Mills B.A., Westminster College, 2005 M.P.A, University of Vermont, 2007 Ph.D, Kent State University, 2011 Approved by _____________________ , Mark K. Cassell, Co-Chair, Doctoral Dissertation Committee _____________________, Renée J. Johnson, Co-Chair, Doctoral Dissertation Committee _____________________, Daniel Hawes, Committee Member _____________________, Issac Richmond Nettey, Outside Reader _____________________, Paul Farrell, Graduate Faculty Member Accepted by _____________________, Steven Hook, Chair, Department of Political Science _____________________, Timothy Moerland, Dean, College of Arts and Sciences ii TABLE OF CONTENTS LIST OF FIGURES ........................................................................................................... X LIST OF TABLES ............................................................................................................ XI ACKNOWLEDGEMENTS ............................................................................................. XII CHAPTER 1 INTRODUCTION AND LITERATURE REVIEW .................................... 1 1.1 Introduction .............................................................................................................. -
Substandard Flight Crew Performance I
Running Head; Substandard Flight Crew Performance i Substandard Flight Crew Performance: Recurrent Human Factors in Flight Crew Initiated Aircraft Incidents and Accidents By Raymond Newell, BSc (Hons) MSc Doctoral Thesis Submitted in partial fulfilment of the requirements for the award of Doctor of Philosophy of Loughborough University June 2017 Substandard Flight Crew Performance iii ABSTRACT The objective of this research has been to understand more about aviation accidents in which the actions of the flight crew members (hereafter FCMs) were the main cause. A new con- struct has been developed known as substandard flight crew performance (hereafter SFP) to provide framework and context for this research. To support this construct, the most recurrent examples of SFP were identified from analysis of decades of investigations and reports. Based upon the frequency of occurrence, the potential contribution to aviation safety, and the feasibility of conducting meaningful research, three diverse but interconnected factors have been identified. The first of these related to the recurrent influence of verbal phenomena in aviation accidents, in particular, distracting conversations and unclear communications. The literature indicated that even those tasked with investigating accidents where these phenome- na had been present understood very little about the underlying reasons for their occurrence. Furthermore, although these phenomena have been studied within more general research populations, as far as is known no previous research has examined their function in the avia- tion context. A questionnaire and unstructured interviews with FCMs resulted in two taxon- omies, both of which have been supported by ethnographic1 observations. The next strand of this research critically examined some of the reasons why some flight crews become unsure of their position or orientation whilst navigating both in flight and on the ground, a phenome- non that has been associated with some of the most serious instances of SFP. -
Rosenker FAA Safety Testimony
Testimony of the Honorable Mark V. Rosenker Acting Chairman National Transportation Safety Board Before the Subcommittee on Aviation Operations, Safety and Security Committee on Commerce, Science, and Transportation United States Senate Aviation Safety: FAA’s Role in the Oversight of Commercial Air Carriers June 10, 2009 Good afternoon. With your concurrence, Mr. Chairman, I would like to begin my testimony with a short summary of the National Transportation Safety Board’s (NTSB) actions to date regarding the investigation of the accident involving Colgan Air flight 3407. I want to emphasize that this is still an ongoing investigation and that there is significant work left for our investigative staff. My testimony today will therefore out of necessity be limited to those facts that we have identified to date, and I will steer clear of any analysis of what we have found so far and avoid any ultimate conclusions that might be drawn from that information. On February 12, 2009, about 10:17 p.m. eastern standard time, Colgan Air flight 3407, a Bombardier Dash 8-Q400, crashed during an instrument approach to runway 23 at Buffalo- Niagara International Airport, Buffalo, New York. The crash site was in Clarence Center, New York, about 5 nautical miles northeast of the airport, and was mostly confined to a single residential house. The flight was operating as a Part 121 scheduled passenger flight from Liberty International Airport, Newark, New Jersey. The four crew members and 45 passengers were killed, and the aircraft was destroyed by impact forces and post crash fire. One person in the house was also killed and two individuals escaped with minor injuries. -
Beyond the Miracle on the Hudson
DAVE SANDERSON: BEYOND THE MIRACLE ON THE HUDSON A business meeting that ended early… That’s how it all began on January 15, 2009 for Dave Sanderson, a top-notch tech sales manager who spent more time on the road than he wanted, away from his wife and four children. He had finished work sooner than anticipated and wanted to get home. It was the least he could do to make up for the time he spent working two jobs trying to make a better life for them all. He called his travel agent, who was able to procure a seat for him on an earlier flight departing from New York’s LaGuardia Airport for Charlotte, North Carolina. Sanderson boarded, moved down the aisle to seat 15A, and fastened his seatbelt for takeoff. The flight had been delayed as an earlier blizzard in the area cleared. Now it was cold and bright and clear, a perfect day for flying. A few moments later, what happened to US Airways Flight 1549 was to become known around the world as The Miracle on the Hudson. On its initial climb, a flock of Canada geese collided with the Airbus 320, crippling both engines. Captain Chesley B. Sullenberger knew he couldn’t make it to any of the nearby airports, and there was only one option left: to attempt a water landing and put the plane down safely in the Hudson River. The passengers heard the Captain’s words over the PA system -- “Brace for impact” – and then the plane crashed. In his window seat, Sanderson ascertained how quickly he could get to an exit as the plane started taking on water. -
An Analysis of Regional Airlines' Response to the Pilot Shortage And
Bridgewater State University Virtual Commons - Bridgewater State University Honors Program Theses and Projects Undergraduate Honors Program 4-24-2018 An Analysis of Regional Airlines’ Response to the Pilot Shortage and How It Impacts Collegiate Pilots Jared Samost Follow this and additional works at: http://vc.bridgew.edu/honors_proj Part of the Management and Operations Commons Recommended Citation Samost, Jared. (2018). An Analysis of Regional Airlines’ Response to the Pilot Shortage and How It Impacts Collegiate Pilots. In BSU Honors Program Theses and Projects. Item 266. Available at: http://vc.bridgew.edu/honors_proj/266 Copyright © 2018 Jared Samost This item is available as part of Virtual Commons, the open-access institutional repository of Bridgewater State University, Bridgewater, Massachusetts. Running head: REGIONAL AIRLINES’ RESPONSE TO THE PILOT SHORTAGE 1 An Analysis of Regional Airlines’ Response to the Pilot Shortage and How It Impacts Collegiate Pilots Jared Samost Submitted in Partial Completion of the Requirements for Commonwealth Honors in Aviation Science Bridgewater State University April 24, 2018 Prof. Michael Welch, Thesis Advisor Prof. Michael Farley, Committee Member Prof. Veronica Cote, Committee Member REGIONAL AIRLINES’ RESPONSE TO THE PILOT SHORTAGE 2 Table of Contents Abstract ............................................................................................................................... 3 Introduction ........................................................................................................................ -
Aircraft Accident Report
Loss of Thrust in Both Engines After Encountering a Flock of Birds and Subsequent Ditching on the Hudson River US Airways Flight 1549 Airbus A320‐214, N106US Weehawken, New Jersey January 15, 2009 Accident Report NTSB/AAR-10/03 National PB2010-910403 Transportation Safety Board NTSB/AAR-10/03 PB2010-910403 Notation 8082A Adopted May 4, 2010 Aircraft Accident Report Loss of Thrust in Both Engines After Encountering a Flock of Birds and Subsequent Ditching on the Hudson River US Airways Flight 1549 Airbus A320-214, N106US Weehawken, New Jersey January 15, 2009 National Transportation Safety Board 490 L’Enfant Plaza, S.W. Washington, D.C. 20594 National Transportation Safety Board. 2010. Loss of Thrust in Both Engines After Encountering a Flock of Birds and Subsequent Ditching on the Hudson River, US Airways Flight 1549, Airbus A320-214, N106US, Weehawken, New Jersey, January 15, 2009. Aircraft Accident Report NTSB/AAR-10 /03. Washington, DC. Abstract: This report describes the January 15, 2009, accident involving the ditching of US Airways flight 1549 on the Hudson River about 8.5 miles from LaGuardia Airport, New York City, after an almost complete loss of thrust in both engines following an encounter with a flock of birds. The 150 passengers, including a lap-held child, and 5 crewmembers evacuated the airplane by the forward and overwing exits. One flight attendant and four passengers were seriously injured, and the airplane was substantially damaged. Safety issues discussed in this report include in-flight engine diagnostics, engine bird-ingestion certification testing, emergency and abnormal checklist design, dual-engine failure and ditching training, training on the effects of flight envelope limitations on airplane response to pilot inputs, validation of operational procedures and requirements for airplane ditching certification, and wildlife hazard mitigation. -
Aviation Safety Oversight and Failed Leadership in the FAA
Table of Contents I. Executive Summary……………………………………………………….…….....…….2 II. Overview……………….......……………………………………………………………..3 III. Table of Acronyms……………………………………………………….……....….…...9 IV. Findings……..…………………………………………………………………………...11 V. Introduction………………………………………………………………………...…...14 A. The Federal Aviation Administration …………….…….……………….……...…….15 B. History of Safety Concerns in the FAA……….……………………..……..……...…16 C. Whistleblowers……………………………………………………………………..…20 D. FAA Aviation Safety and Whistleblower Investigation Office………………………22 VI. Committee Investigation…………………………………………….............................24 A. Correspondence with the FAA………………………………………………..….......24 B. Concerns Surrounding the FAA’s Responses.……...…………………………..…….28 C. Other Investigations………………………………………………………………..…32 VII. Whistleblower Disclosures………………………………..……………………………38 A. Boeing and 737 Max………………………………………………………………….38 B. Abuse of the FAA’s Aviation Safety Action Program (ASAP)……………………... 47 C. Atlas Airlines………………………………………………………………………….59 D. Allegations of Misconduct at the Honolulu Flight Standards District Office………...66 E. Improper Training and Certification………………………………………………….73 F. Ineffective Safety Oversight of Southwest Airlines…………………………………..82 VIII. Conclusion……………………………………………………………………………....99 IX. Recommendations…………………………………………………..……….………...101 1 I. Executive Summary In April of 2019, weeks after the second of two tragic crashes of Boeing 737 MAX aircraft, U.S. Senate Committee on Commerce, Science, and Transportation staff began receiving information -
US Airways Flight 1549
Docket No. SA-532 Exhibit No. 6-A NATIONAL TRANSPORTATION SAFETY BOARD Washington, D.C. Survival Factors Group Chairman’s Factual Report (186 Pages) NATIONAL TRANSPORTATION SAFETY BOARD Office of Aviation Safety Washington, DC 20594 SURVIVAL FACTORS GROUP CHAIRMAN’S FACTUAL REPORT May 22, 2009 I. ACCIDENT Operator : US Airways, Inc. Airplane : Airbus A320-214 [N106US] MSN 1044 Location : Weehawken, NJ Date : January 15, 2009 Time : 1527 eastern standard time1 NTSB # : DCA09MA026 II. SURVIVAL FACTORS GROUP2 Group Chairman : Jason T. Fedok National Transportation Safety Board Washington, DC Member : David Lefrancq Airbus Toulouse, France Member : Barrington Johnson Association of Flight Attendants Charlotte, NC Member : Dr. Didier Delaitre Bureau d’Enquetes et d’Analyses Paris, France Member : Mark James Federal Aviation Administration Kansas City, MO Member : Brenda Pitts Federal Aviation Administration Garden City, NJ 1 All times are reported in eastern standard time unless otherwise noted. 2 Not all group members were present for all activities. 1 Member : John Shelden Federal Aviation Administration Renton, WA Member : Bob Hemphill US Airways, Inc. Phoenix, AZ III. SUMMARY On January 15, 2009, about 1527 eastern standard time (EST), US Airways flight 1549, an Airbus A320-214, registration N106US, suffered bird ingestion into both engines, lost engine thrust, and landed in the Hudson River following take off from New York City's LaGuardia Airport (LGA). The scheduled, domestic passenger flight, operated under the provisions of Title 14 CFR Part 121, was en route to Charlotte Douglas International Airport (CLT) in Charlotte, North Carolina. The 150 passengers and 5 crewmembers evacuated the airplane successfully. One flight attendant and four passengers were seriously injured. -
Testimony of Ms. Dana Schulze Acting Director, Office of Aviation Safety
Testimony of Ms. Dana Schulze Acting Director, Office of Aviation Safety National Transportation Safety Board Before the Subcommittee on Aviation Committee on Transportation and Infrastructure United States House of Representatives — On — Status of Aviation Safety — Washington, DC • July 17, 2019 An Independent Federal Agency Good morning, Chairman Larsen, Ranking Member Graves, and Members of the Subcommittee. Thank you for inviting the National Transportation Safety Board (NTSB) to testify before you today. I am the Acting Director of the Office of Aviation Safety within the NTSB. The NTSB is an independent federal agency charged by Congress with investigating every civil aviation accident in the United States and significant accidents in other modes of transportation – highway, rail, marine, and pipeline. We determine the probable cause of the accidents we investigate, and we issue safety recommendations aimed at preventing future accidents. In addition, we conduct special transportation safety studies and special investigations and coordinate the resources of the federal government and other organizations to assist victims and their family members who have been impacted by major transportation disasters. The NTSB is not a regulatory agency – we do not promulgate operating standards nor do we certificate organizations and individuals. The goal of our work is to foster safety improvements, through formal and informal safety recommendations, for the traveling public. We investigate all civil domestic air carrier, commuter, and air taxi accidents; general aviation accidents; and certain public-use aircraft accidents, amounting to approximately 1,400 investigations of accidents and incidents annually. We also participate in investigations of airline accidents and incidents in foreign countries that involve US carriers, US-manufactured or - designed equipment, or US-registered aircraft. -
Flight Path Monitoring FINAL REPORT of the ACTIVE PILOT MONITORING WORKING GROUP
A Practical Guide for Improving Flight Path Monitoring FINAL REPORT OF THE ACTIVE PILOT MONITORING WORKING GROUP NOVEMBER, 2014 A Practical Guide for Improving Flight Path Monitoring Table of Contents Foreword .................................................. vi 3. Barriers to Effective Monitoring ...........................12 3.1 Human Factors Limitations ...........................12 Executive Summary .........................................vii 3.2 Time Pressure .....................................13 1. Introduction ............................................1 3.3 Lack of Feedback to Pilots When Monitoring Lapses .......14 1.1 Background ........................................1 3.4 Design of Flight Deck Systems and SOPs ................14 1.2 Defining Monitoring .................................3 3.5 Pilots’ Inadequate Mental Models of Autoflight System Modes ............................14 1.3 Scope .............................................4 3.6 Corporate Climate Does Not Support 1.4 Effective Monitoring Actions ..........................4 Emphasis on Monitoring .............................14 1.5 Working Group Makeup ..............................5 4. Recommendations to Improve Monitoring Performance........15 1.6 Tasking of the Working Group .........................5 5. Concluding Remarks ....................................43 2. Monitoring Data and Research .............................6 Appendix A Monitoring Link to Threat and Error Management 2.1 Aircraft Accident Reports .............................6 Performance, The