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Vliegveiligheid

Om dit laatste te verduidelijken kunnen we kijken naar zo'n aangepaste procedure: Stall Recovery. Naar aanleiding van een aantal specifieke ongevallen hebben zowel Airbus als Boeing hun Stall Recovery Procedure eenduidiger gemaakt. Er bleek namelijk dat vliegers soms getraind werden om bij een approach to Stall 2 acties te ondernemen, namelijk het opvoeren van het motorvermogen in combinatie met het streven naar een minimaal hoogteverlies. In geval van een actuele Stall zijn deze acties niet correct omdat ze de Stall kunnen verergeren. Bij vliegtuigen waarbij de motoren onder aan de vleugel zijn opgehangen wordt bij het opvoeren van het vermogen een opwaartse kracht ( pitch-up ) gegenereerd. Bij voldoende voorwaartse snelheid van het vliegtuig kan dit moment met elevator input worden opgevangen. Bij lage snelheden kan de aerodynamische effectiviteit zodanig afnemen dat dit onmogelijk is. De neus van het vliegtuig gaat dan oncontrolleerbaar omhoog wat de stall conditie nog verergert. Bij de nieuwe Stall Recovery Procedure wordt dan ook benadrukt dat de invalshoek van het vliegtuig eerst verkleind moet worden gevolgd door een eventuele toename in het motorvermogen. Verlies van hoogte wordt in deze proceure geaccepteerd.

Flight Safety Foundation informatie is gebaseerd op Accident Prevention publicaties vanaf 1988. Het betreft slechts een selectie van artikelen die met name interessant zijn voor de vlieger van medium en heavy jets. Ook hier geldt dat inzichten en standpunten mogelijk veranderd zijn over de afgelopen jaren waardoor deze publicaties met een kritisch oog bekeken moeten worden.  De indeling van de publicaties is chronologisch.
De Amerikaanse NTSB ongevallenrapporten zijn ook verkrijgbaar door in te loggen op de website van de Jack R. Hunt Library en te navigeren naar Online Full-Text Resources.

Airbus
 
Airbus A300-600 Pressurization malfunction
During climb a pressurization problem and several smoke warnings forced the return to the departure airport. The Emergency Checklist was not completed during the emergency return and the aircraft remained pressurized. Opening the doors during the on ground emergency caused one cabin door to burst open. The purser of the flight was forcibly ejected from the aircraft and killed. This accident led to the introduction of a warning light in the A330 cabin doors that starts flashing when the doorhandle is moved and the aircraft is still pressurized.
Airbus A330 Test Flight Accident Toulouse
A high workload single engine takeoff test flight in combination with a high pitch attitude and early altitude capture by the autoflight system introduced loss of control and crash of the test aircraft. The potential loss of speed protection during altitude capture is a phenomenon that is still valid for all present day aircraft. Even modern fly-by-wire aircraft that have full flight envelope protection cannot always cope with extreme rates of change in attitude ad or speed as this accident demonstrates.
Airbus A330 22000 ft Flap Extension Limit
Aerodynamic limitations are the basis for flap extension altitude limitations
Airbus A330 Speed Indication Backup
Airbus proposal to use angle of attack indication as backup for loss of speed indication
Airbus Adverse Weather - Windshear
Airbus operational briefing on windshear avoidance and guidance during actual windshear encounter.
Airbus Approach_with_Abnormal_Configuration
Guidelines for Approach preparation in case of single or multiple  failures
Airbus_Braking_Recommendations
Recommendations on use of brakes during all phases of ground operations.
Airbus Cold_Weather_Operations
Extensive pamphlet on the subject of Cold Weather Operations including notes on Aircraft Contamination in Flight, Aircraft De-icing / Anti-icing on the Ground, Performance on Contaminated Runways, Fuel Freezing Limitations, Low Temperature Effects on Altimetry
Airbus AA587 inappropriate use of rudder
Research document by Peter Ladkin of the University of Bielefeld into the technical and socio-technical ( human factors ) aspects of the crash of an American Airlines Airbus A300-600.
Airbus Effect_of_Zero_Fuel_Weight
Airbus document on effect on FMC inputs on displayed weights, center of gravity indication as well as indicated speeds and flight envelop protection. Good practices are given to avoid common FMC input mistakes.
Airbus Emergency_Evacuation_On_Ground
Explains the changes in this Emergency Procedure. Defines intermediate steps during the evaluation if an on ground evacuation procedure should be initiated.
Airbus Aircraft_Energy_Management in Approach
Inability to assess or manage the aircraft energy level during the approach often is cited as a causal factor in unstabilized approaches. Either a deficit of energy (being low and/or slow) or an excess of energy (being high and/or fast) may result in approach-and-landing accidents, such as: loss of control, landing short, hard landing, tail strike; runway excursion and/or runway overrun. This Airbus Flight Operations Briefing Note provides background information and operational guidelines for a better understanding of: Energy management during intermediate approach and during final approach.
Airbus_Flight_Control_Checks
Proper Flight Control Checks are a essential Tool to detect possible hidden Flight Control failures as this Airbus document shows
Airbus FLT_OPS- Takeoff speeds
Pilots are used to calculating takeoff speeds and, therefore, understand the operational significance of V1, VR, and V2. However, they are slightly less familiar with the definitions of VMU, VMCG, and VMCA.. Takeoff speeds are a safety key element for takeoff, and enable pilot situational awareness and decision-making in this very dynamic situation. The use of erroneous takeoff speeds can lead to tail strikes, high-speed rejected takeoffs or initial climb with degraded performance. These Flight Operations Briefing Notes provide, from an Operational perspective, an overall review of takeoff speeds, and of the factors that affect the calculation and use of V speeds
Airbus FLT_OPS-SOP- Conducting Effective Briefings
To ensure mutual understanding and effective cooperation among crewmembers and with ATC, in-depth takeoff and approach / go-around briefings should be conducted on each flight. A thorough briefing should be conducted regardless of how familiar the departure airport / SID or destination airport / approach may be or, how often the crewmembers have flown together. This Flight Operations Briefing Note provides generic guidelines for conducting effective and productive briefings. Effective briefings should be short, structured, concise and adapted to the particular conditions of the takeoff or approach-and-landing.
Airbus FLT_OPS-SOP- Golden Rules
In early aviation days, the Operations Golden Rules defined the principles of basic airmanship. With the development of modern-technology aircraft and with research on man-machine-interface and crew-coordination, Operations Golden Rules have been broadened to encompass the principles of interaction with automation and crew resources management (CRM). Operations Golden Rules address aspects that are considered frequent causal factors in incidents and accidents, e.g.: Inadequate situational / positional awareness, Incorrect interaction with automation, Overreliance on automation, and Ineffective crew cross-check and mutual backup.
Airbus Hot Weather Operations
Considerations of airline operations during hot, humid or sandy conditions.
Airbus Human_Factors
This Flight Operations Briefing Note provides a summary of human factors issues identified in incidents and accidents. This summary may be used either to assess : The company exposure and develop corresponding prevention strategies; or, The reader’s individual exposure and develop corresponding personal lines-of-defense. Ultimately, human factors are involved in all incidents and accidents. Whether crew-related, ATC-related, maintenance-related, organization-related or design-related, each link of the safety chain involves human beings and, therefore, human decisions and potential human errors.
Airbus Operation_With_Minimum_Fuel
Airbus Smoke_Procedures
Airbus Stop or Go Decision
For every flight of any given day, it is necessary for the flight crew to be prepared for a high speed rejected takeoff during the takeoff roll. The decision on whether or not to perform a rejected takeoff --specifically, on whether or not to STOP or GO-- requires comprehensive flight crew awareness of the many risks involved. This Flight Operations Briefing Note therefore reviews the STOP or GO decision-making process, and the associated operational and prevention strategies to be applied, in order to limit the risks of taking inappropriate actions and unsafe decisions.
Airbus Takeoff_Speed_at Low Weight
Speed Corrections must be applied to Takeoff Speeds V1, Vr and V2 at Takeoff weights lower than Performance limited weights for the (assumed) temperature. These lower takeoff speeds will avoid incidents of autorotation.
 
Airbus Taxi_Procedures
Possible operational consequences and procedures to be considered during pushback and taxi
Airbus Takeoff_Rotation
Proper rotation technique is essential during initial rotation to avoid tailstrike
Use of rudder on Airbus aircraft
Use of rudder inflight shall be limited to situations of crosswind and thrust assymetry ( e.g. engine failure ) and not to recover from roll or induce roll.
 
 
Boeing
 
Boeing AERO Angle of Attack
An Angle of Attack Indicator is available for Boeing aircraft. Basic principles of use of Angle of Attack are described in this pamphlet.
Boeing AERO Avoiding Hard Nosegear Touchdowns

Excessive nosedown elevator inputs after main gear touchdown may lead to structural airframe damage

Boeing AERO Brakes
Recommendations to control brake temperatures
Boeing AERO Deicing
Effects of new type deicing fluids on holdover times

Boeing AERO Effects of Residual Deicing Fluid

The use of deicing of fluids may lead to refreezing at cruise altitude inducing control problems

Boeing AERO Erroneous Flight Instruments
Dealing with single or multiple instrument failures caused by problems with pitot-static probes
Boeing AERO Erroneous Flight Instruments 2
Follow-up on previous article to provide additional guidance material e.g. loss of reliable airspeed
Boeing AERO ILS Erroneous Signals
Even with ILS localizer and glideslope signals displayed without warning flags and the ILS properly identified its indications may still be incorrect.
Boeing AERO Response to Inflight Smoke
Recommendations how to deal with smoke originating from known or unknown sources
Boeing AERO Tailstrikes
Tailstrikes will predominantl6y occur on landing but the article gives guidance on how to avoid them for landing and takeoff
Boeing AERO Vertical Situation Display
Optional indication on NAV dispaly to increase awareness of vertical distance to terrain ahead of the airplane
Boeing AERO Vibration Reporting
Aircratf engines are equipped with vibration detectors but all other types of vibrationin the airframe have to be detected by the crew
Boeing AERO Volcanic Ash Avoidance and Recovery
Volcanic ash avoidance measures have changed over the years but the information for recognition of inflight volcanic ash encounters is still valid
Boeing Crosswind Guidelines
Recommendations for crosswind operations and training
Boeing Concept of the Sterile Cockpit
Below 10.000 feet Height Above Aerodrome conversation in the cockpit shall be limited to matters related to safe execution of the flight.
Boeing Inflight_Airplane_Vibration
Flight crews need to understand the causes and effects of airplane vibration so that they can take appropriate action to maintain flight safety and prevent excessive wear or airframe damage.
Boeing Landing on Slippery Runways
This article reviews the principles of tire traction, landing techniques and the use of brakes, speedbrakes and reverse thrust to stop the airplane during landing
Boeing Landing on Slippery Runways - 2
This article deals with certification requirements and actual landing performance in combination with QRH advisory data.
Boeing Operation in_Mountainous_Areas
 
Boeing Proper_Landing_Technique
 
Boeing Tailstrike Avoidance
 
Boeing Understanding_Improved_Climb
The maximum takeoff weight is determined as a function of available field length obstacles and aircraft climb capability under various operational circumstances. If the max takeoff weight is limited due to n-1 climb capability but a long runway is available it may be possible to use the excess runway length to accelerate to a higher V2. A higher V2 will generate a better n-1 climb gradient. The better climb gradient will allow for an increase in the performance limited takeoff weight and the allowable payload.
Boeing Volcanic Ash Avoidance
Flight crews must avoid volcanic ash clouds or exit them immediately if an encounter occurs. Flight crews will be better prepared to avoid volcanic ash clouds and take the appropriate actions during an encounter if they understand the following information:
1. Results of past events involving volcanic ash.
2. Resources available to help avoid ash encounters.
3. Specific flight crew actions required in response to encounters.
Boeing Wet Runway Certification
Technical document explaining certification criteria and consequences for operations on wet runways.
B767 Airframe Buffet in Icing Conditions
Airframe buffeting may be experienced when using Flaps 30 during approach in icing conditions
B767 Egypt Air Flight 990
Accident caused by the F/O who put the aircraft in a deliberate descent into the Atlantic Ocean
B767 FMS Step Climb Predictions
Accurate wind data input into the FMS creates correct waypoint flyover times as well as optimum step predictions
B767 Fuel Dumping
Recommendations and effects of Fuel Dumping on Aircraft Systems due to loadshedding
B767 Gimli Glider
Air Canada B767 landed on disused airport after experiencing all engine flameout due to fuel starvation
B767 Lauda Air Accident Report
Inflight deployment of hydraulically actuated reverser led to inflight break-up of the airframe
B767 Rejected Takeoff
Recommendations on the follow-up actions after a rejected take-off
B767 Totalizer versus Calculated Fuel
Explains the possible differences between the Fuel Quantity as indicated and as calculated by the FMS
B767_20000FT_Flap Extension Limit
To avoid control problems caused by aerodynamic effects the extension of slats and flaps above 20.000 ft is prohibited
Use of rudder on Boeing aircraft
Use of rudder inflight shall be limited to situations of crosswind and thrust assymetry ( e.g. engine failure ) and not to recover from roll or to induce roll.
B767 Fuel Table
Tripfuel calculation table for B767-300ER with P&W 4060 / 4062 Engines
B767 Handling an emergency
General guidelines how to manage an emergency.
B767 Pax com
 
B767 The Importance of Sterile Cockpit
 
B767 Turbofan Engine Operation Malfunctions
 
B767 visual approach
 
B767 visual approaches
B767 Airconditioning
 
Flight Safety Foundation
 
Human_Factors_Approach_To_Prevent_Tailstrike
Human Factors - Reliance on automation
Human Factors - Darkness increases risks of flight
Human Factors - Pilot Fatigue manegeable
Human Factors - Surviving cabin decompression
 
ap_aug88 Coping with Hydroplaning
ap_oct89 Unbroken Chain to Disaster
ap_nov89 Human Factors - The Lack of Pilot Skills
ap_mar90 Visual Illusions
ap_apr90 Use of RT in Low Fuel Sitations
ap_may90 Visual Illusions during Landing
ap_sep90 Understanding V1 speed
ap_feb91 Main causes for hard landings
ap_mar91 Early descent during Non-precision approach
ap_apr91 Accident reports offer lessons
ap_jun91 United 232 Loss of All Flight Controls
ap_oct91 Runway Incursion and Collision Detroit NWA
ap_apr92 Icing conditions
ap_sept92 Windshear accident
ap_mar93 Spatial Disorientation in GA DC8 Toledo
ap_apr93 Icing Conditions 3
ap_aug93 False stall warning L1011 New York TWA
ap_sep93 Tire failure and Inflight Fire DC8 Jeddah Nation Air
ap_nov93 Visual Illusion of Wrong Eye Reference Position
ap_dec93 Improper deicing MD81 Stockholm SAS
ap_jan94 Open descent mode A320 Bangalore Indian Airlines
ap_feb94 Prevention of Goaround ends in CFIT DC9 Zurich Alitalia
ap_may94 Prevention of Goaround DC10 Dallas American Airlines
ap_oct94 CFIT during Circling DC8 Guantanamo Bay AIA
ap_feb95 CFIT Azores B707 Independant Air
ap_mar95 B747 Engine Fuse Pin Failure during Landing
ap_may95 Icing conditions 4
ap_nov95 Single Engine GA Saab 340 Amsterdam KLM Cityhopper
ap_jan96 Dual engine separation B747 Bijlmer Amsterdam EL Al
ap_feb96 Windshear DC9 Charlotte USAIR
ap_apr96 Runway Excursion RTO after V1
ap_may96 Loss of Control 3 Engine Ferry Takeoff DC8
ap_aug96 Windshear Martinair DC10 Faro
ap_sept96 Uncontained Engine Failure and Fire DC9 Atlanta ValuJet
ap_oct96 RTO after V1 DC10 Vancouver Canadian International
ap_nov96 Multiple Birdstrike B707 Elmendorf AB
ap_feb97 Propellor Failure EMB120 Atlantic Southeast Airlines
ap_mar97 RTO on Contaminated Runway B747 New York Tower Air
ap_apr97 Descent below MDA Bradley MD83 American Airlines
ap_june97 Hard landing Nashville Valujet DC9
ap_jul_aug97 CFIT Cali Colombia B757 American Airlines
ap_sept97 Stall DC8 Airborne Express
ap_nov97 Inflight Fire DC9 Valujet
ap_dec97 Visual Illusions MD88 Delta Airlines
ap_feb98 Visual Illusion Halifax B767 Canadian Airlines
ap_may98 Flight Control Problems B737 British Airways
ap_june98 Descent Below MDA Ohakea DHC8 Ansett New Zealand
ap_sept98 Improper Loading DC8 Miami Fine Air
ap_oct98 Undetected Engine Malfunction MD83 SAS
ap_nov_dec98 Inflight Fire Newburgh DC10 Federal Express
ap_may99 Tailstrike in GA Puerta Plata B757 Airtours International
ap_sept99 Flight Control Problems Aliquippa B737 US Air
ap_oct99 Speed Indication Failure Puerta Plata B757 Birgen Air
ap_mar00 Crosswind Landing Amsterdam B757 Transavia
ap_oct00 CFIT Pristina ATR42 Aviona Transport
ap_jan01 Hard Landing Gear collapse Newark MD11 Federal Express
ap_june01 Runway Excursion Bangkok B747 Quantas Airways
ap_jul02 Loss Of Situational Awareness Taipei B747 Singapore Airlines
ap_dec02 Spatial Disorientation During Goaround Bahrain A320 Gulf Air
ap_feb02 Aquaplaning Little Rock MD82 American Airlines
ap_feb03 Stabilizer Jam And Failure MD83 Alaska Airlines
ap_june03 CFIT Loss of Situational Awareness Learjet
ap_july03 SouthWest Airlines B737 runway overrun
ap_mar04 Electrical Fire MD11 Nova Scotia Swissair
ap_june04 CFIT Non-Precision Approach BAe146 Zurich Crossair
ap_july04 False Stall Warning A310 Abidjan Kenya Airways
ap_nov04 Non-adherence to Approach Procedure 
ap_jan05 Icing Induced Loss of Control Birmingham UK Bombardier Challenger
ap_aug05 Runway Overrun DC10 Tahiti Hawaian Airlines
ap_sept05 Gear Collapse DC10 Memphis Federal Express
ap_oct05 Overloaded Takeoff B727 Benin UTA
ap_dec05 CFIT Circling Approach B767 Air China
 
 
Algemeen
 
Aircraft Icing
Altimeter_Setting_and_Use_of_Radioaltimeter
ATC-Pilot Communication-problems
Angle of Attack
A Rushed Feeling
Avoidance of action on basis of TCAS display
Avoidance of hard landings after initial landing bounce
Being streetwise in Aviation
Black Hole approaches
Black Hole Approaches - 2
CAA_Occurrence_Report_00-2518
Cabin Crew Safety sept-oct05
CFIT
CFIT Avoidance maneuver comparison A330 and B777
Circling approach briefing ( English )
Circling approach briefing A330 Addis Abeba (Dutch)
Crash of AA587 due inappropriate use of rudder
Definition of V1
De-Icing_and_Anti-Icing_fluids
Engine fire British Airtours B737 Manchester
Enhancing_Flightcrew_Monitoring_Skills
Erroneous_Airspeed_Indications
Engine Malfunctions and Cockpit Indications
Erroneous_Airspeed_Indications
Final Report Engine Fail due Improper Deicing FK70 Torino KLM Cityhopper
Flight crew reliance on automation
Flight Safety Digest How to avoid hard landings
ILS erroneous signals
Inflight Fire Saudia 163 -  L1011 Riyadh
Lateral offset tracking
Managing_threats during approach and landing
North Atlantic MNPS Airspace Operations Manual
Propulsion systems and inappropriate crew response
Quantas Presentation B747 Landing Overrun Bangkok sept 1999
RTO studies
Protection against icing
Runway Excusion in Crosswind B757 Schiphol Transavia
United Airlines B747 Explosive Decompression - Loss of Cargo Door Honolulu
Use of VASIS - TVASIS - PAPI
Understanding Ice Accretion : research for ETOPS aircraft
Visual Approaches
Volcanic Ash avoidance
AG RVS - Analysing the 1993 Warsaw Accident with a WB-Graph
AG RVS - Analysing the Cali Accident With a WB-Graph
Quantas A380 Multiple failures due Engine Failure
Martinair DC10 Faro Ongevallen Rappport
 
 
Douglas
 
MD80 Foto's en enkele bekende ongevallen
 
NTSB
 
Jack R. Hunt Library - NTSB Reports
 
AAR84-15 02-28-84 Scandinavian Airlines System_DC10-JFK overrun
A00_92_103 Avoidance of hard landings after initial landing bounce
AAR01-02 American Airlines MD 80 Litle Rock Arkansas Overrun
AAR02-01 Alaska Airlines MD80 Loss of control
AAR02-01S Alaska Airlines MD80 Loss of control
AAR08-01Below minima landing and runway overrun on contaminated runway
AAR09-03 Delayed Engine Fire Procedure leads to excessive damage
AAR73-15 Ground collision door communicatie proble
AAR86-02 Inflight Fire DC-9 Air Canada Cincinatti
AAR93-02 Takeoff Stall in Icing Conditions F28 La Guardia New York
AAR95-03 US Air DC9-31 N954VJ Windshear Charlotte North Carolina
AAR97-06 Inflight Fire Value Jet DC9
 
ASN AircraftAFT accident description Mc Donnel Douglas MD81 - Stockholm
Adriaan Viruly, bibliografie, luchtvaart geschiedenis
Airbus Conducting_Effective_Briefings
Airbus Understanding_Takeoff_Speeds
Airframe buffet due to icing
All Engines-out Landing Due to Fuel Exhaustion Air Transat Lajes Azores
 
American Airlines AA1420 Little Rock Hydroplaning
American Airlines AA1420 Little Rock NTSB Weather and Approach Animations
Andrew Ayers - USAir Flight 1016
Anthony Ruys
 
Aviation Safety Network
 
ASN Aircraft accident description Airbus A.310-304 5Y-BEN - Abidjan
ASN Aircraft accident description Airbus A.310-304 D-AHLB - Wien-Schwechat
ASN Aircraft accident description Airbus A.310-324 F-OGYP - Irkutsk Airport
ASN Aircraft accident description Airbus A.330-321 F-WWKH - Toulouse-Blagnac
ASN Aircraft accident description Boeing 767-2J6ER B-2552 - Pusan-Kimhae Air
ASN Aircraft accident description Boeing 767-366ER SU-GAP - Nantucket Island
ASN Aircraft accident description Boeing 767-3Z9ER OE-LAV - Phu Toey
ASN Aircraft accident description Fokker 100 F-GMPG - Pau-Uzein Airport (PUF)
ASN Aircraft accident description Fokker 100 PH-KXL - Skopje
ASN Aircraft accident description Fokker 100 PT-MRK - São Paulo
ASN Aircraft accident description Fokker F-28 Fellowship 1000 C-FONF - Dryden, ON.
ASN Aircraft accident description Fokker F-28 Fellowship 4000 HL7285 - Seoul-Kimpo International Airport
ASN Aircraft accident description Fokker F-28 Fellowship 4000 PH-CHI - Moerdijk
ASN Aircraft accident description McDonnell Douglas DC-9-32 N904VJ - Everglades
ASN Aircraft accident description McDonnell Douglas DC-9-81 YU-ANA - Mont San-Pietro
ASN Aircraft accident description McDonnell Douglas DC-9-82 N312RC - Detroit
ASN Aircraft accident description McDonnell Douglas MD-82 N215AA - Little Rock
ASN Aircraft accident description McDonnell Douglas MD-83 N963AS - Anacapa
ASN Aircraft accident description McDonnell Douglas MD-87 SE-DMA - Milano-Linate
Aviation Safety Network _ ASN Aviation Safety Database
 
Aviation Safety Statistics 1989-2003
Avoiding action on basis of TCAS display
ATC-Pilot Communication-problems_report
 
 
B747-100 Uncontained Engine Fire
Being streetwise in Aviation
Boeing AERO Aproach and Landing Accident Reduction
British Airtours B737 Manchester Accident Flight International
British Airtours B737 Manchester Accident Report
 
 
CAA_Occurrence_Report
CFIT
China Airlines B747 upset
Circling approach briefing - English version
City Star 328 skirted cliffs despite terrain alert-20_03_2007-London-Flight
com_report
Communication Errors
Crash of AA587 due inappropriate use of rudder
 
Delta L1011 Fort Worth windshear 1985
Delta L1011 Fort Worth windshear 1985 Animatie
Delta MD88 LaGuardia ILS undershoot
dwarsdoorsnede en specificaties A330
 
El Al 747 freighter dual engine separation Bijlmermeer AMS
El Al 747 freighter dual engine separation Bijlmermeer AMS ATC Communication and Radar Video
Engine powerloss due ice crystals in convective weather January 2006
Engine separation B707
F100 Pau Air Regional Possible Wing Ice loss of contrallability
Failure management
Field Guide to Human Error
Final report-English Air China B767 Pusan circling crash
 
Flightcrew performance during aircraft malfunctions
FLT_OPS-SOP- Briefings Airbus
FLT_OPS-SOP-Airbus
FLT_OPS-Takeoff speeds
fsd_feb-mar98
fsd_may-june98 CFIT Cali Colombia B757 American Airlines
 
Gimli Glider
Gimli Glider Incident
 
Human Factors - Reliance on automation may weaken pilot's skills in managing system failures mar-apr05
Human Factors darkness increases risks of flight nov-dec99
Human Factors pilot fatigue manegeable but remains insidious threat  jan-feb98
Human Factors Quick response by pilots remains key to surviving cabin decompression jan-feb00
 
Ice Crystal Weather_January
Inappropriate crew response to propulsion system malfunctions CR-2005-213964
 
Jack R. Hunt Library - Alumni & Guests - NTSB Reports
 
A320 crosswired flightcontrols takeoff incident
A320 Lufthansa crosswired flight controls FRA
A320 Addis Abeba near CFIT incident
B767 Air New Zealand ILS glideslope indication anomaly Report_00-2518
CFIT Avoidance maneuver comparison A330-200 and B777-300
 
Lauda Air B767 Accident Report
 
Ongevallen rapport B757 Transavia Schiphol
Ongevallen rapport B757 Transavia Schiphol Addendum
 
PH-DDA
PH-KSH
 
Royal Air Maroc B737 Schiphol Birdstrike
 
Structural limit exceedance DC10-MD11
Subtle Incapacitation
 
Taxi_Procedures
 
Thrust reversers
 
Uiver
United 173 DC8 Portland CVR
USAir Flight 1016
 
Vliegtuigongeval op 04 DEC 1974 met Douglas DC-8-55F PH-MBH - Maskeliya
PH-MBH
 
 
Tenerife
 
Runway collision KLMB747-PanAmB747 Los Rodeos Tenerife 27-03-1977
Spanish_report
Spanish_report2
los rodeos_anexo1A
los rodeos_anexo1B
los_rodeos_anexo2
Final Dutch Report
Dutch_comments
ALPA
Rapport_RVDL
magazine1977
Rijn

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