Cases › DCA16IA215 › The analyst
AIRBUS A320 232JetBlue Airways
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.
24
timed facts
8
precedents
101
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
24 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 report- 19:40:02.0CVR CAM-2p.7“maybe it's one. I don't know.”read in context ↗
- 19:45:25.8CVR CAM-1calloutp.15“so ah. we'll go left and then uh. go around it.”read in context ↗
- 20:10:01.7CVR CAMwarningp.43“[sound of c-chord, similar to altitude alert]”read in context ↗
- 20:10:04.2CVR CAMwarningp.44“[sound of cavalry charge, similar to autopilot disconnect]”read in context ↗
- 20:10:08.2CVR CAMwarningp.44“[sound of cavalry charge, similar to autopilot disconnect]”read in context ↗
- 20:10:12.0CVR CAMwarningp.44“[sound of cavalry charge, similar to autopilot disconnect]”read in context ↗
- 20:10:16.2CVR CAMwarningp.44“[sound of cavalry charge, similar to autopilot disconnect] DCA16IA215”read in context ↗
- 20:10:19.7CVR CAMwarningp.45“[sound of c-chord for 8.3 seconds, similar to altitude alert]”read in context ↗
- 20:10:21.2CVR CAM-1calloutp.45“(alright man. autopilot one on) [alternative to "autopilot one on" may be "autothrottle on"].”read in context ↗
- 20:13:27.5CVR CAM-1warningp.53“alright. let's declare an emergency dude.”read in context ↗
- 20:14:25.1CVR RDO-2warningp.54“yeah we got you loud and clear now. deviating to the right. uhm. we're at ah thirty three and a half if it's okay we're gonna we're just gonna stick it out right here. uh we'll descend to thirty two here shortly. clear of some weather. declaring an emergency. we're gonna have to have to. ah we'll have to come up with a diversion plan here pretty shortly. we got ah flight attendant(s) I believe injured ah on board in the back.”read in context ↗
- 20:15:57.3CVR PA-1warningp.56“okay good. so uh yeah. we hit some ah unexpected turbulence there. (apparently) we're going to have to declare an emergency. we have an injured flight attendant in the back.”read in context ↗
- 20:16:35.3CVR CAMwarningp.57“[sound of cavalry charge, similar to autopilot disconnect]”read in context ↗
- 20:21:34.8CVR CAM-1warningp.64“just come down. # tell 'em you gotta make an emergency descent.”read in context ↗
- 20:21:42.6CVR CAM-1warningp.64“ah. let's declare an emergency.”read in context ↗
- 20:22:34.2CVR CAMwarningp.66“[sound of cavalry charge, similar to autopilot disconnect]”read in context ↗
- 20:24:03.5CVR CAM-1final secondsp.67“I did that.”read in context ↗
- 20:24:03.6CVR CAM-2final secondsp.67“arrival. okay.”read in context ↗
- 20:24:04.8CVR CAM-1final secondsp.67“it's like little *.”read in context ↗
- 20:24:11.1CVR CAM-1final secondsp.67“I went new-new waypoint. or new destination.”read in context ↗
- 20:24:15.4CVR CAM-1final secondsp.67“ah K-R-A-P.”read in context ↗
- 20:24:16.4CVR CAM-2final secondsp.67“just put the ah V-O-R in front of it and see if that takes.”read in context ↗
- 20:24:18.7CVR CAM-1final secondsp.67“yeah. let's see if it takes. K-R-A-P. what's the ah * two eighty? DCA16IA215”read in context ↗
- 20:24:26.8CVR RDO-2final secondsp.68“nineteen point five JetBlue ah four twenty nine.”read in context ↗
Recorder events without a clock time
- 1700 CDTAircraft departed and climbed to flight level 320
- 2009:40 CDTComputed airspeed began to increase from a nominal value of about 275 knots to 285 knots
- 2009:54 CDTSignificant changes in acceleration parameters began, aircraft in a bank to the left; considered start of upset event, over Wood, South Dakota
- 2009:55 CDTVertical acceleration increased to +1.7 g (1 second after upset began)
- 2010:00 CDTVertical acceleration began to reduce, reaching a maximum negative value of -0.75 g (6 seconds after upset began)
- 2010:00 CDT (approx, 1 second into upset)Master caution activated
- 2010:00 CDT (approx, 3 seconds into upset)Master warning activated
- 2010:00 CDT (approx)As vertical acceleration began to increase towards 1 g, the autopilot disconnected (involuntary disconnect)
- 2010:17 CDTAccelerations had fluctuated back to nominal values observed before the upset event
- During upset eventAircraft climbed from flight level 320 to flight level 330
- 2017:10 CDTAircraft started a descent with both autopilots still disengaged, through about flight level 310, reaching a maximum rate of descent of about 5,300 feet per minute
- After 2017:10 CDTAutopilot one was engaged, and the aircraft continued to descend at a lesser rate of descent, until about flight level 200, when the autopilots were once again disengaged and the descent continued
- 2009 CDTAirplane encountered turbulence while maneuvering to avoid convective weather
- not specifiedCrew declared an emergency and flight diverted to Rapid City, South Dakota
- about 10 minutes after the upsetSpeed brake lever was actuated during the descent
FLIGHT DATA RECORDER (FDR) - SPECIALIST'S FACTUAL REPORT · 12 events extracted by claude-sonnet-5FLIGHT DATA RECORDER (FDR) - SPECIALIST'S FACTUAL REPORT - ADDENDUM 1 (SPOILERS) · 3 events extracted by claude-sonnet-5COCKPIT VOICE RECORDER - GROUP CHAIRMAN'S FACTUAL REPORT · 24 of 592 lines shown
How the Board coded the sequence
- Enroute-cruise: Turbulence encounter
Precedents
8 closest casesranked by what happened, in the Board's words, and by the findings and occurrences it coded- AIRBUS A319 132 · Spirit Airlines, Inc.South Toledo Bend, TX
- ●Environmental issues › Conditions/weather/phenomena › Turbulence
Turbulence encounter - AIRBUS A321 231 · American AirlinesJamaica, NY
- ●Environmental issues › Conditions/weather/phenomena › Turbulence
Turbulence encounter - BOEING 777-223 · AMERICAN AIRLINES INCAtlantic Ocean, AO
- ●Environmental issues › Conditions/weather/phenomena › Turbulence
Turbulence encounter - BOEING 737-8H4 · SOUTHWEST AIRLINES COLexington, VA
- ●Environmental issues › Conditions/weather/phenomena › Turbulence
Turbulence encounter - BOEING 737-924ER · UNITED AIRLINES INCMyrtle Beach , AO
- ●Environmental issues › Conditions/weather/phenomena › Turbulence
Turbulence encounter - BOEING 777-223 · AMERICAN AIRLINES INCLinneus, MO
- ●Environmental issues › Conditions/weather/phenomena › Turbulence
Turbulence encounter - BOEING 767-322 · UNITED AIRLINES INCKingston, CB
- ●Environmental issues › Conditions/weather/phenomena › Turbulence
Turbulence encounter - BOEING 767 322 · United AirlinesInternational Waters, A1
- ●Environmental issues › Conditions/weather/phenomena › Turbulence
Turbulence encounter
What the record says
a pattern, not a findingacross the 8 closest cases · 8 carry coded findings · 8 have a probable causeFindings the Board cited in those cases
- 8 of 8Environmental issues › Conditions/weather/phenomena › Turbulencecited here too
Occurrences it coded
- 8 of 8Turbulence encounter
Set against the Board’s own findings for this case
Cited here, and common in the precedents
- Conditions/weather/phenomena › Turbulence
Cited here, not seen in the precedents
- —
Common in the precedents, not cited here
- —
A teaching device, not a verdict: what the record would have looked at, next to what the Board found.
In the Board’s words — the closest cases
- DCA17CA1232017-05-22 · AIRBUS A319 132 · Spirit Airlines, Inc.
an encounter with convective turbulence.
- DCA16CA2022016-06-12 · AIRBUS A321 231 · American Airlines
an encounter with convective turbulence that resulted in a flight attendant injury.
- DCA23LA2522023-04-22 · BOEING 777-223 · AMERICAN AIRLINES INC
An encounter with inadvertent convective turbulence during cruise flight.
- DCA22LA0122021-10-09 · BOEING 737-8H4 · SOUTHWEST AIRLINES CO
The airplane’s inadvertent encounter with convective turbulence.
- DCA23LA3822023-07-28 · BOEING 737-924ER · UNITED AIRLINES INC
An encounter with convectively induced turbulence (CIT) while in cruise flight.
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).