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EMBRAER ERJ170 200LRSKYWEST AIRLINES INC

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.

22
timed facts
8
precedents
10
passages to ask

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passages, not paraphrases
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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

22 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
  1. 18:16FDRDeparture/Climbp.3
    Flight departed and climbed to cruise altitude of 36,000 ft
    see the traces at this moment ↗
  2. 19:06FDRDescent (first approach to MMTY)p.3
    Aircraft began to descend
    see the traces at this moment ↗
  3. 19:30:08FDRApproachp.3
    Landing gear commanded down with landing gear lever, aircraft descending through 3,677 ft; left, right, and nose landing gear status transitioned from Up and Locked to In Transit
    see the traces at this moment ↗
  4. 19:30:20 (approx, 12 sec after transition)FDRApproachp.3
    Left and right landing gear status became Down and Locked; nose gear status remained In Transit
    see the traces at this moment ↗
  5. 19:30:29FDRApproachp.3
    Master Warning annunciated with associated Gear Lever Disagree message (7 seconds after main gear became Down and Locked)
    see the traces at this moment ↗
  6. ~19:31:00FDRMissed approachp.3
    Aircraft stopped its descent at about 3,650 ft
    see the traces at this moment ↗
  7. 19:31:34FDRMissed approachp.3
    Gear handle moved to the up position; both main and nose gear transitioned to Up and Locked; Gear Lever Disagree message cleared
    see the traces at this moment ↗
  8. ~19:36 (about 5 minutes after 19:31:34)FDRSecond gear extension attemptp.3
    Gear handle moved to down position again, with same result as first attempt (nose gear remained In Transit)
    see the traces at this moment ↗
  9. 19:40:48FDRClimb / diversion decisionp.3
    Gear handle moved back to up position; aircraft began to climb
    see the traces at this moment ↗
  10. 20:02FDRClimb/Descentp.3
    Aircraft climbed to 33,000 ft then began a second descent
    see the traces at this moment ↗
  11. 20:18:40FDRDescent toward KSATp.3
    Gear handle moved to down position with aircraft descending through 10,200 ft; all gear status became In Transit, followed by left and right gear becoming Down and Locked; nose gear status remained In Transit
    see the traces at this moment ↗
  12. 20:19:12FDRDescent toward KSATp.3
    Gear retracted
    see the traces at this moment ↗
  13. 20:19:34FDRDescent toward KSATp.3
    Gear commanded down again; left and right gear transitioned to Down and Locked, nose gear remained In Transit
    see the traces at this moment ↗
  14. 20:29FDRLow passp.3
    Aircraft descended to 500 feet AGL for one minute
    see the traces at this moment ↗
  15. 20:29-20:41 (approx, climb then circle for ~12 minutes)FDRHoldingp.3
    Aircraft climbed to 4,000 ft where it circled one time
    see the traces at this moment ↗
  16. 20:49FDRFinal approachp.3
    Aircraft began its final descent
    see the traces at this moment ↗
  17. prior to 20:53:28FDRFinal approachp.3
    Airspeed stable at 130-132 knots during approach
    see the traces at this moment ↗
  18. 20:53:28FDRLandingp.3
    Aircraft touched down on main gear at KSAT runway 4 with airspeed 113 knots and ground speed 95 knots
    see the traces at this moment ↗
  19. 20:53:28 to 20:53:38 (approx 10 sec)FDRLanding rolloutp.3
    Pitch decreased slowly to a value consistent with the nose gear resting on the ground
    see the traces at this moment ↗
  20. 20:53:41FDRLanding rolloutp.4
    Nose gear began to retract at a ground speed of 52 knots with no change in the recorded gear handle position
    see the traces at this moment ↗
  21. ~20:53:51 (about 10 seconds later)FDRLanding rollout / stopp.4
    Aircraft slowed to a stop; final resting pitch of the aircraft was -5.98 degrees
    see the traces at this moment ↗
  22. 20:53:54FDRPost-landingp.4
    Engines were shut down and recording stopped
    see the traces at this moment ↗
Flight Data Recorder Specialist's Factual Report · 22 events extracted by claude-sonnet-5
How the Board coded the sequence
  1. Landing-landing roll: Landing gear collapse

Precedents

8 closest casesranked by what happened, in the Board's words, and by the findings and occurrences it coded
  • DCA20LA0472019-12-23substantialmatch 86
    BOEING 737-824 · United Airlines
    Denver, CO
    • ●Aircraft › Aircraft systems › Landing gear system
    Landing gear collapse
  • ENG08IA0422008-10-01no fatalitiesmatch 85
    BOEING 737 · Southwest Airlines, Co.
    Chicago, IL
    • ●Aircraft › Aircraft systems › Landing gear system
    Landing gear collapse
  • DCA23FA4172023-08-21substantialmatch 77
    BOEING 737-890 · Alaska Airlines
    Santa Ana, CA
    • ●Aircraft › Aircraft systems › Landing gear system
    Landing gear collapse
  • DCA18FA1442018-04-20substantialmatch 75
    MCDONNELL DOUGLAS DC 9 83(MD-83) · Caribbean Sun Airlines Inc
    Alexandria, LA
    • ●Aircraft › Aircraft systems › Landing gear system
    Landing gear collapse
  • ENG10IA0162010-01-07no fatalitiesmatch 75
    DOUGLAS DC8 · ASTAR AIR CARGO INC
    Cincinnati (CVG), OH
    • ●Aircraft › Aircraft systems › Landing gear system
  • ERA09IA0562008-11-16no fatalitiesmatch 74
    DeHavilland DHC-8-311 · Piedmont Airlines
    Philadelphia, PA
    • ●Aircraft › Aircraft systems › Landing gear system
  • DCA15IA0892015-03-14no fatalitiesmatch 73
    BOMBARDIER INC CL 600 2C10 · GOJET AIRLINES LLC
    Chicago, IL
    • ●Aircraft › Aircraft systems › Landing gear system
  • CEN11IA3412011-05-17no fatalitiesmatch 73
    BEECH 1900D · Great Lakes Aviation
    Denver, CO
    • ●Aircraft › Aircraft systems › Landing gear system
    Landing gear collapse

What the record says

a pattern, not a findingacross the 8 closest cases · 8 carry coded findings · 8 have a probable cause
Findings the Board cited in those cases
Occurrences it coded
  • 5 of 8Landing gear collapse
  • 4 of 8Sys/Comp malf/fail (non-power)
  • 2 of 8Aircraft structural failure
Set against the Board’s own findings for this case
Cited here, and common in the precedents
  • Aircraft systems › Landing gear system
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
  • DCA20LA0472019-12-23 · BOEING 737-824 · United Airlines
    Maintenance personnel’s excessive grinding of the left main landing gear’s aft trunnion pin during its initial overhaul, which caused heat damage to the base metal and led to the fatigue crack that caused the pin to fail during the accident flight. Contributing to the accident was the failure of maintenance personnel to detect the excessive grinding during the initial overhaul and the fatigue crack during the subsequent overhaul.
  • ENG08IA0422008-10-01 · BOEING 737 · Southwest Airlines, Co.
    The right nose landing gear axle's failure from intergranular and fatigue cracking due to an earlier bearing failure.
  • DCA23FA4172023-08-21 · BOEING 737-890 · Alaska Airlines
    Maintenance personnel’s excessive grinding of the left main landing gear’s aft trunnion pin during machining, which imparted heat damage to the base metal and led to the fatigue cracking that caused the pin to fracture during landing.
  • DCA18FA1442018-04-20 · MCDONNELL DOUGLAS DC 9 83(MD-83) · Caribbean Sun Airlines Inc
    the failure of the right main landing gear under normal loads due to fatigue cracking in an area subject to an FAA Airworthiness Directive that was not adequately inspected.
  • ENG10IA0162010-01-07 · DOUGLAS DC8 · ASTAR AIR CARGO INC
    Failure of the NLG cylinder occurred by intergranular rupture; coincidental to a chrome plating crack. The failure origin occurred along the inner surface of the cylinder and then propagated by stress corrosion cracking to the outer surface. A secondary crack with the same features as the primary crack was found diagonal to the primary crack. Both cracks initiated by intergranular cracking due to grinding burns caused by abusive grinding and propagated by stress corrosion cracking. Hydrogen embrittlement did not co…
What it recommended after them
  • A-13-004TO THE HAWKER BEECHCRAFT CORPORATION: Determine the fatigue life (life limit) of the Beechcraft 1900D nose landing gear (NLG) end cap with the longitudinal grain direction both aligned and not aligned with the longitudinal axis of the NLG. · CEN11IA341Open - Acceptable Response
  • A-13-005TO THE HAWKER BEECHCRAFT CORPORATION: Develop and implement a replacement program for all Beechcraft 1900D nose landing gear end caps based on the fatigue life determined in Safety Recommendation A-13-04. · CEN11IA341Open - Acceptable Response
  • A-13-006TO THE HAWKER BEECHCRAFT CORPORATION: Revise the Beechcraft 1900D nose landing gear end cap repetitive inspection procedure and time interval to ensure that fatigue cracks are detected prior to failure and issue updated guidance to operator… · CEN11IA341Open - Acceptable Response

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).