Cases › CHI06FA158 › The analyst
McDonnell Douglas DC-9-83
What the docket says, assembled. No language model is involved, so nothing on this page can be invented — every line traces to a recorder, a report page or the Board's own record.
0
timed facts
8
precedents
16
passages to ask
Ask the docket
passages, not paraphrasesTry
Every answer is a passage of the docket with the page it came from, or the words “not in the docket”. Nothing is summarised or reasoned for you — read the source.
One timeline
0 timed factsthe recorder events from the FDR report, with the transcript's warnings, callouts, the words nearest each event and the final seconds — on one clock, as printed in each reportNo timed facts: this docket has no extracted recorder sequence and no transcript.
Recorder events without a clock time
- SRN 89,555Autopilot went from engaged to off descending through 3,470 ft pressure altitude (first approach)
- SRN 89,602Right gear down parameter in the down state
- SRN 89,741Airplane descended to 728 ft pressure altitude, then climbed (go-around, nose gear unsafe)
- SRN 89,794-90,239Autopilot engaged at SRN 89,794 during the climb to 6,000 ft (reached SRN 90,239); right gear down briefly 'not down' from SRN 90,062 to 90,082 (gear recycled)
- SRN 91,330-91,506Final descent began at SRN 91,330; autopilot off SRN 91,444-91,506; pitch down to 0.4 deg AND at SRN 91,480, a 3.8 deg forward control column input four seconds later, vertical acceleration 1.679 g at SRN 91,485 and pitch up to 13.8 deg ANU the following second (attempt to shake the nose gear down)
- SRN 91,920Autopilot off at 1,660 ft pressure altitude (final approach)
- SRN 92,013-92,014At 128 kts the left main gear WOW indicated ground, spoilers began to deploy; right main WOW ground the following second; nose gear WOW stayed 'air' throughout; pitch 2.5 deg ANU at SRN 92,014
- SRN 92,027-92,029Pitch went and remained nose down (nose lowered onto the runway); longitudinal acceleration -0.191 g, vertical acceleration 1.349 g the next second, longitudinal acceleration -0.815 g at SRN 92,029
- SRN 92,035-92,043Airspeed decreased to 33 kts at SRN 92,035; deceleration ended about SRN 92,043 (stopped)
Flight Data Recorder 10 - Specialist's Factual Report · 9 events extracted by claude-fable-5-1 (in-session)
Precedents
8 closest casesranked by what happened, in the Board's words, and by the findings and occurrences it coded- McDonnell Douglas MD-90-30Denver, COmatched on what happened, as the Board wrote it · same aircraft family
- MCDONNELL DOUGLAS DC-9-82 · AMERICAN AIRLINES INCJamaica, NYmatched on what happened, as the Board wrote it · same aircraft family
- Boeing 717-200 · TRANS WORLD AIRLINESMascoutah, ILmatched on what happened, as the Board wrote it · same aircraft family
- McDonnell Douglas MD-11FLouisville, KYmatched on what happened, as the Board wrote it · same aircraft family
- McDonnell Douglas MD-88Denver, COmatched on what happened, as the Board wrote it · same aircraft family
- BOMBARDIER INC CL 600 2C10 · GOJET AIRLINES LLCChicago, ILmatched on what happened, as the Board wrote it
- BOMBARDIER INC DHC 8 202 · Champlain Enterprises, LLCDulles, VAmatched on what happened, as the Board wrote it
- BOEING 717-200 · Delta Air Lines IncCharlotte, NCmatched on what happened, as the Board wrote it · same aircraft family
What the record says
a pattern, not a findingacross the 8 closest cases · 3 carry coded findings · 8 have a probable causeFindings the Board cited in those cases
- 2 of 8Aircraft › Aircraft systems › Landing gear system
- 2 of 8Personnel issues › Task performance › Maintenance
Occurrences it coded
- 3 of 8Sys/Comp malf/fail (non-power)
- 2 of 8Landing gear not configured
In the Board’s words — the closest cases
- DEN07FA0082006-10-12 · McDonnell Douglas MD-90-30
A fractured nose gear assembly spray deflector that blocked the nose gear from extending during landing, and resulted in an intentional nose gear up landing.
- NYC03FA1862003-09-02 · MCDONNELL DOUGLAS DC-9-82 · AMERICAN AIRLINES INC
A fractured nose gear spray deflector due to contact with a tow bar during pushback, which subsequently jammed and prevented nose gear extension during landing. A factor in this accident was the tow operator's failure to detect the damaged spray deflector.
- CHI01FA2702001-08-10 · Boeing 717-200 · TRANS WORLD AIRLINES
The malfunction of the nose gear extension system, which resulted from a previous ground collision with a wheel chock. A factor was the wheel chock.
- NYC05FA0942005-06-07 · McDonnell Douglas MD-11F
The flying pilot's improper aircraft handling after main landing gear touchdown, which resulted in the collapse of the nose landing gear assembly. Conributing to the accident was the pilot-in-command's inadequate supervision during the landing.
- DEN05LA0772005-05-14 · McDonnell Douglas MD-88
the failure of the nose gear actuator resulted in penetration of the forward pressure bulkhead and a loss of pressurization.
This is the pattern in the NTSB’s own record across similar accidents — which findings it cited, what it coded, what it recommended. It is drawn from the record, not written about this case, and it never assigns blame: investigations exist to prevent the next accident (ICAO Annex 13).