Embraer ERJ-170Delta Connection
Cleveland, OH, USA · 2007-02-18·N862RW
What happened
NTSB summary, verbatimThe Safety Board's full report is available at http://www.ntsb.gov/publictn/A_Acc1.htm. The Aircraft Accident Report number is NTSB/AAR-08/01. On February 18, 2007, about 1506 eastern standard time, Delta Connection flight 6448, an Embraer ERJ-170, N862RW, operated by Shuttle America, Inc., was landing on runway 28 at Cleveland Hopkins International Airport, Cleveland, Ohio, during snow conditions when it overran the end of the runway, contacted an instrument landing system (ILS) antenna, and struck an airport perimeter fence. The airplane's nose gear collapsed during the overrun. Of the 2 flight crewmembers, 2 flight attendants, and 71 passengers on board, 3 passengers received minor injuries. The airplane received substantial damage from the impact forces. The flight was operating under the provisions of 14 Code of Federal Regulations Part 121 from Hartsfield-Jackson Atlanta International Airport, Atlanta, Georgia. Instrument meteorological conditions prevailed at the time of the accident.
Photographs
1the aircraft, and what the investigators foundProbable cause
the Board's determinationthe failure of the flight crew to execute a missed approach when visual cues for the runway were not distinct and identifiable. Contributing to the accident were (1) the crew's decision to descend to the ILS decision height instead of the localizer (glideslope out) minimum descent altitude; (2) the first officer's long landing on a short contaminated runway and the crew's failure to use reverse thrust and braking to their maximum effectiveness; (3) the captain's fatigue, which affected his ability to effectively plan for and monitor the approach and landing; and (4) Shuttle America's failure to administer an attendance policy that permitted flight crewmembers to call in as fatigued without fear of reprisals.
Safety recommendations
5 issuedwhat changed because of this accidentTO THE FEDERAL AVIATION ADMINISTRATION: Require 14 Code of Federal Regulations Part 121, 135, and Part 91 subpart K operators to include, in their initial, upgrade, transition, and recurrent simulator training for turbojet airplanes, (1) decision-making for rejected landings below 50 feet along with a rapid reduction in visual cues and (2) practice in executing this maneuver.
TO THE FEDERAL AVIATION ADMINISTRATION: Require 14 Code of Federal Regulations Part 121, 135, and Part 91 subpart K operators to include, in their initial, upgrade, transition, and recurrent simulator training for turbojet airplanes, practice for pilots in accomplishing maximum performance landings on contaminated runways.
TO THE FEDERAL AVIATION ADMINISTRATION: Require 14 Code of Federal Regulations Part 121, 135, and Part 91 subpart K operators to have a written policy emphasizing that either pilot can make a go-around callout and that the response to the callout is an immediate missed approach.
TO THE FEDERAL AVIATION ADMINISTRATION: In cooperation with pilot unions, the Regional Airline Association, and the Air Transport Association, develop a specific, standardized policy for 14 Code of Federal Regulations Part 121, 135, and Part 91 subpart K operators that would allow flight crewmembers to decline assignments or remove themselves from duty if they were impaired by a lack of sleep.
TO THE FEDERAL AVIATION ADMINISTRATION: Once the fatigue policy described in Safety Recommendation A-08-19 has been developed, require 14 Code of Federal Regulations Part 121, 135, and Part 91 subpart K operators to adopt this policy and provide, in writing, details of the policy to their flight crewmembers, including the administrative implications of fatigue calls.
Sequence of events
7 timed eventsfrom the FDR factual report · claude-fable-5-1 (in-session)- before elapsed 98,074 sapproachp.3Approach with minimal ILS glideslope and localizer deviation; aircraft configured with Flaps 25
- elapsed 98,074 slandingp.3Touchdown: right main gear WOW activated, Air Ground switch records ground, autothrottle disengaged; pitch about 9 degrees nose up, heading about 280 degrees; all left and right spoilers (L3/L4/L5, R3/R4/R5, inboard and outboard) fully deployed to 40 degrees
- elapsed 98,077-98,081 slanding rollp.4Thrust reversers in transit and fully deployed at 98,080 s; nose gear WOW activated the following second; brake pressure increase recorded 7 seconds after the air-ground switch
- elapsed 98,096-98,102 slanding rollp.4Hand wheel command to the left and a heading change; recorded heading 264 degrees at 98,102 s after which the heading goes to 0 degrees (invalid)
- elapsed 98,098 soverrunp.416 seconds after touchdown, variable signals on the vertical, longitudinal and lateral accelerometers (runway overrun); maximum longitudinal acceleration -0.615 g at 98,099 s
- elapsed 98,102-98,107 soverrunp.4Spoilers stowed except left L3, L4, L5, which stowed four seconds later
- elapsed 98,109 sstoppedp.4Accelerometer signals stable around equilibrium (aircraft stopped)
NTSB analysis
from the final reportThe Safety Board's full report is available at http://www.ntsb.gov/publictn/A_Acc1.htm. The Aircraft Accident Report number is NTSB/AAR-08/01. On February 18, 2007, about 1506 eastern standard time, Delta Connection flight 6448, an Embraer ERJ-170, N862RW, operated by Shuttle America, Inc., was landing on runway 28 at Cleveland Hopkins International Airport, Cleveland, Ohio, during snow conditions when it overran the end of the runway, contacted an instrument landing system (ILS) antenna, and struck an airport perimeter fence. The airplane's nose gear collapsed during the overrun. Of the 2 flight crewmembers, 2 flight attendants, and 71 passengers on board, 3 passengers received minor injuries. The airplane received substantial damage from the impact forces. The flight was operating under the provisions of 14 Code of Federal Regulations Part 121 from Hartsfield-Jackson Atlanta International Airport, Atlanta, Georgia. Instrument meteorological conditions prevailed at the time of the accident.