| Airbus |
| |
Airbus A300-600 Fire Warning and Detection
Description of incident whereby a fire indication disappeared
after a certain time after the throttle was retarded but the fire
was actually still present. |
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 |
| Martinair DC10 Faro Analyse |
| |
| Douglas |
| |
| MD80 Foto's en enkele bekende ongevallen |
| |
| NTSB |
| |
| |
| Embry Riddle Aircraft Accident 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 |
