Pinnacle Airlines flight 3701 was a repositioning flight of an empty CRJ-200 from Little Rock National Airport to Minneapolis-St. Paul International Airport. The flight took place on October 14, 2004. The flight was led by captain Jesse Rhodes and first officer Peter Cesarz. Each of the pilots received training at the Gulfstream Academy and flew for Gulfstream International Airlines prior to working for Pinnacle Airlines. Jesse Rhodes, the captain age thirty-one, had over 6,900 hours while the first officer, age twenty-three, had only 761 hours of flight time. The pilots on this flight did not adhere to SOP’s and flew the aircraft to its maximum performance capabilities. (Thesis) The accident occurred due to the unprofessional behavior of the pilots’, their failure to properly report and prepare for an emergency landing and improper management of the double engine failure checklist.
The pilots were aware of the reduced weight and increased maneuverability of the empty aircraft even before the flight had begun. The pilots wanted to see the potential of the CRJ-200 and they did not delay. At 9:21 pm, as the aircraft accelerated
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Why did it take so long! ATC then gives Flight 3701 immediate direct clearance for an ILS approach into Jefferson City airport in Missouri. The pilots spend their final last moments looking for the airport. The CVR revealed that the pilots had trouble identifying the runway. The first officer mentions “I have the beacon in sight, straight ahead” the captain then replies “straight ahead. Where’s the runway?” The FO then goes on to say, “we’re not gonna make it man we’re not gonna make it.”, the captain decides to keep the gear up to avoid crashing over any houses. At 10:15 pm, Flight 3701 crashes just two and a half miles short of Jefferson City
Despite the meticulous planning for OPLAN 90-2, there were a number of external factors that disrupted overall timeline and sequence of events. The plan was to assault and seize the Omar Torrijos International Airport after the last commercial passenger flight was scheduled to arrive at 2300. However, the flights arrival was delayed by two hours. The plan was to give enough time for the passengers to get their luggage and clear the airport prior to the assault. Weather conditions also became an issue for the departing forces. Soldiers traveling by convoy from Fort Ord to Travis Air Force Base had to combat a thick fog, coupled with Christmas traffic making the 150-mile trip very difficult. Upon arrival to the base, not all of the aircraft were configured the same, which was not surprising because most of the aircraft were pulled from different bases all over the nation of short notice. Equipment had to be repacked and the aircraft had to be reconfigured along with amending the flight manifests to fit all of the troops and equipment. Due to inclement weather at Fort Bragg, the Paratroopers arrival was also postponed. These delays were not taken into account during the planning period, which ultimately delayed departure.
On November 28, 2004 at about 10:00 a.m. mountain standard time, a Canadair (now Bombardier) CL-600-2A12 (Challenger 600), tail number N873G, crashed into the ground during takeoff at Montrose Regional Airport (MJT), Montrose, Colorado. The aircraft was registered to Hop-a-Jet, Inc., and operated by Air Castle Corporation doing business as Global Aviation. (Insert Here)The flight was operating under Part 135 Code of Federal Regulations. The captain filed the flight under an IFR Flight plan. Of the six passengers on board, three died from fatal injuries and the other three sustained major injuries. The aircraft was totaled due to the impact with the ground and a post-crash fire.
The Colgan Air Flight 3407 was a very interesting case to look at. On February 12, 2009, at 10:17 pm, flight 3407 crashed at a house in New York after the pilots experience a stall. Flight 3407 was scheduled to fly from Newark, New Jersey to Buffalo, New York. The NTSB reported the cockpit voice recorder (CVR) revealed some discrepancies both pilots were experience. The first officer did not have any experience with icing condition but icing was one of the reasons the plane went into a stall. On the other hand, the captain had some experience flying in icing condition. The captain was experiencing fatigue, which indeed, made him unfit to recover from a stall. With that in mind, the Human Factor Analysis Classification System (HFACS) will give insight of some errors both pilots made.
It’s the day before Valentine’s Day, you are eagerly waiting to get home to your significant other so you can celebrate the day of love, and you load your flight and hit the runway to take off. However, you sit on the runway for six hours waiting only to find out that you cannot leave. This was the tragic realization for many passengers who choose to fly with JetBlue on February 13, 2008 (Hanna). On that day, only 17 of the 156 flights scheduled left the airport (Hanna). More and more flights were canceled over the course of a week, leading to 1,096 flights in all and more than 130,000 angry customers (Smith). Finally, on February 20th flights resumed as usual but as you can imagine there were a lot of unhappy customers to deal with (Hanna).
After World War II there was an excess of aircraft and trained pilots in the United States, which significantly increase in private and commercial flights. An increase in the use of private aircraft and large passenger planes meant an increase in the possibly of aircraft safety incidents. Even though safety measures had been put in place to tend to large number of aircraft in the skies, in late 1950’s there were two unfortunate accidents that finally led to legislation that would be a major change to the world of aviation that affects us even today. The introduction of the Federal Aviation Act of 1958 spurred several changes in aviation that eventually led to the creation of the Federal Aviation Administration.
JetBlue Airways Corporation was incorporated in Delaware in August 1998. David Neeleman founded the company in February 1999. Several of JetBlue's executives, including Neeleman, are former Southwest Airlines employees. JetBlue started by following Southwest's approach of offering low-cost travel, the airline was awarded 75 initial take off/landing slots at John F. Kennedy International Airport, received formal U.S. authorization and started operations with service to Buffalo and Ft. Lauderdale in February
The C-130 were three hours late due to the Air Forces new policy of centralize control of all air assets to maximize the efficiency of flights, central planning office had detoured the to drop off cargo in route. With the push back and flight time the actual reaching the objective was five hours past the projected time.
Due to the new noise law, Runway 14 is down after 10pm in order to keep out of German Airspace and the aircraft was diverted to Runway 28. Runway 28 has less precise technology as compared to Runway 14. Runway 28 uses a less accurate navigational system which is VHF Omnidirectional Range / Distance Measuring Equipment (VOR/DME) as VOR/DME does not provide guidance on the plane’s altitude and the approach to Runway 28 was not equipped with Minimum Safe Altitude Warning (MSAW) thus the pilots are not warned about the greater risk of crashing into a terrain.
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 discovered that they would not reach any airfield and turned southward. Fortunately, all the 155 passengers on board survived the accident though the Airbus was partly submerged and sinking slowly.
Everyone’s goal was to find the black box, which would lead to all of the answers. However, they believed that the black box’s batteries would eventually run out, making every second significant. As stated in the article “The search for flight MH370”, the immediate search was useless, for the people who were searching in the ocean were not searching it in the right spot. A week after the plane disappeared, they discovered satellites which determined that the plane was traveling for more hours than what was speculated at first. Before the recognition of the flight’s true travel path, the search area covered a surface area of 4,600,000 square kilometers in the vast and complex southern Indian Ocean. After the recognition of the flight’s path, the search became more refined. The refined search was in a completely different spot than what was originally searched. As stated in the article “Malaysian jet MH370: Refined analysis drives new search area” by Jonathan Amos, the refined search area covered a surface of 60,000 square kilometers, which is incomparably smaller than the original space. In this area, about 1,800 km from Perth, Australia, specialists from numerous countries were scanning the ocean floor vigorously in search for the black box (Amos). Even with the constant hunt for the black box, it still has not been found, giving up most hope for finding
It was the afternoon of July 25, 2000. One hundred passengers, most of them German, boarded the Concorde Air France Flight 4590. This was a trip of a lifetime for many people, as Concorde was restricted to the wealthy class of people. The excitement in people was cut short by the unfortunate delay in flight, because of maintenance in one of its engines. The passengers boarded the plane a couple of hours after the scheduled time. Finally, it was cleared for taxi on runway 26-Right. The pilots lined the aircraft parallel to the runway. A tragic accident, however, was about to befall.
Throughout the history of aviation, accidents have and will continue to occur. With the introduction of larger and more complex aircraft, the number of humans required to operate these complex machines has increased as well as, some say, the probability of human error. There are studies upon studies of aircraft accidents and incidents resulting from breakdowns in crew coordination and, more specifically, crew communication. These topics are the driving force behind crew resource management. This paper will attempt to present the concept of crew resource management (CRM) and its impact on aviation safety in modern commercial and military aviation. The concept is not a new one, but is continually evolving and can even include non-human elements such as computer-controlled limitations on aircraft maneuvers and the conflicts that result in the airline industry.
The captain and the first officer of Flight 965 arrived at the airline’s MIA operations office about one hour prior to proposed take off time of 1640 (AA965 Accident Report 1996). The operations manager later stated to investigators that both the captain and the first officer were in his office roughly 40 minutes before the required check-in time, and they were in very good spirits (AA965 Accident Report 1996). According to the MIA airline’s flight dispatcher, Flight 965 was delayed about 34 minutes, waiting on connecting passengers and baggage (AA965 Accident Report 1996). The flight finally departed the gate at 1714, and then experienced another ground delay of about one hour and 21 minutes (AA965 Accident Report 1996).
Introduction Plane crashes occur for a number of reasons. There seems to be a consensus with the general public that flying is dangerous, engines fail and planes crash. That is true sometimes, although the majority of plane crashes occur largely due to a combination of human error and mechanical failure. In many aviation accidents mechanical failure has been a contributing factor. It is impossible, however, to blame plane crashes on one reason, since events leading up to an accident are so varied.
Flying thousands of feet up in the sky is a dream of many young children, but very few actually end up as a pilot when they grow up. Commercial airline pilots will always be needed, but many people do not even think about choosing this as a career. Pilots have extremely important jobs. They must fly people place to place with no problems while at the controls of thousands of pounds of metal and flammable fuel, not to mention the many passengers. A pilot’s job is very risky, but it is also very rewarding.