Air Crash Investigations Failing Brakes The Crash Of Tam Linhas Aereas Flight Jj3054

On 17 July 2007, at 17:19 local time, an Airbus A-320, operated as flight JJ3054 by TAM Linhas Aéreas, was on its way from Porto Alegre, Brazil, for a domestic flight to Congonhas Airport in São Paulo city, São Paulo State, Brazil. During the landing, at 18:54 local time, the aircraft veered to the left, overran the left edge of the runway, collided with a building, and with a fuel service station. All persons on board - six crewmembers, and 181 passengers - perished. The crash also caused 12 fatalities on the ground. The runway had recently been resurfaced, but it did not yet have water-channeling grooves cut into it to reduce the danger of hydroplaning, making landing during rain a dangerous endeavour. Flight Data Recorder information showed that immediately prior to touchdown, both thrust levers were in CL (or "climb") position, with engine power being governed by the flight computer's autothrottle system.

On December 29, 1972 an Eastern Air Lines' Lockheed L-1011, as Flight 401 on its way from John F. Kennedy International Airport, New York, to Miami International Airport, Miami, Florida, crashed at 2342 eastern standard time in the Everglades, approximately 18 miles west northwest of Miami International Airport. The aircraft was destroyed. There were 163 passengers and a crew of 13 aboard the aircraft, 99 people died in the crash. The flight was diverted because of problems with the nose landing gear The aircraft climbed to 2,000 feet while the crew attempted to correct the problem. Surviving passengers and crewmembers stated that the flight was routine and operated normally before impact with the ground. The National Transportation Safety Board determines that the probable cause of this accident, was preoccupation with a malfunction of the nose landing gear position indicating system distracted the crew's attention from the instruments and allowed the descent to go unnoticed.

On July 26, 2002, about 0537 eastern daylight time, Federal Express flight 1478, a Boeing 727-232F, on its way from Memphis International Airport to Tallahassee Regional airport, struck trees on short final approach and crashed short of runway 9 at the Tallahassee Regional Airport, Florida. The flight was operating as a scheduled cargo flight from Memphis, to Tallahassee. The captain, first officer, and flight engineer were seriously injured, and the airplane was destroyed by impact and resulting fire. Night visual meteorological conditions prevailed for the flight, which operated on an instrument flight rules flight plan. The National Transportation Safety Board determines that the probable cause of the accident was the crew's failure to establish and maintain a proper glidepath during the night visual approach to landing. Contributing to the accident was a combination of the captain's and first officer's fatigue, the crew's failure to monitor the approach, and the first officer's color vision deficiency.

On January 13, 1982, Air Florida Flight 90, a Boeing 737-222, was a scheduled flight to Fort Lauderdale, Florida, from Washington National Airport, Washington, D.C. There were 74 passengers and 5 crewmembers on board. The flight was delayed about 1 hour 45 minutes due to a moderate to heavy snowfall. Shortly after takeoff the aircraft crashed at 1601 e.s.t. into the 14th Street Bridge over the Potomac River and plunged into the ice-covered river, 0.75 nmi from the departure end of runway 36. Four passengers and one crewmember survived the crash. Four persons in the vehicles on the bridge were killed; four were injured. The National Transportation Safety Board determines that the probable cause of this accident was the flightcrew's failure to use engine anti-ice during ground operation and takeoff, and to take off with snow/ice on the airfoil surfaces of the aircraft. Contributing to the accident were the ground delay between de-icing and takeoff clearance.

On 31 May 2009, the Airbus A330 flight AF 447 took off from Rio de Janeiro Gale o airport bound for Paris Charles de Gaulle. At around 2 h 02, the Captain left the cockpit for a short nap. At around 2 h 08, at flight level 350, the crew made a course change of 12 degrees to the left, to avoid bad weather. At 2h 10min 05, likely following the obstruction of the Pitot probes by ice crystals, the speed indications were incorrect and some automatic systems disconnected. The aeroplane's flight path was not controlled by the two copilots. They were rejoined 1 minute 30 later by the Captain, while the aeroplane was in a stall situation that lasted until the impact with the sea at 2 h 14 min 28 s, killing all 228 persons on board. It took almost two years to recover the wreck of the aircraft from a depth of 4.000 metres. The accident resulted from a succession of events, such as inconsistency between the measured airspeeds, inappropriate control inputs, and the crew's failure to diagnose the stall situation

On 25 December 2003, Union des Transport A riens de Guin e Flight GIH 141, a Boeing 727-223, on a flight from Conakry (Guinea) to Kufra (Libya), Beirut (Lebanon) and Dubai (United Arab Emirates) stopped over at Cotonou, Republic of Benin. During takeoff the overloaded airplane, was not able to climb properly and struck an airport building on the extended runway centerline, and crashed onto the beach and ended up in the ocean, killing 151 of the 163 people on board. The cause of the accident was the difficulty for the flight crew to rotate with an overloaded airplane with an unknown center of gravity. This in combination with the facts that the operator of the airline lacked any competence regarding organization and regulatory documentation, which made it impossible to correctly load and check the loading of the airplane, and the inadequacy of the supervision exercised by the Guinean civil aviation authorities in the context of safety oversight.

During takeoff from runway 02 at Tamanrasset Aguenar aerodrome in Southern Algeria, on Thursday 6 March 2003, the left engine of a Boeing 737-200 from Air Algerie suffered a contained burst. The airplane swung to the left. The Captain took over the controls. The airplane lost speed progressively, stalled and crashed, with the landing gear still extended, about one thousand six hundred and forty-five meters from the takeoff point, to the left of the runway extended centerline. The crew of six and 96 of the 97 passengers were killed in the accident. The accident was caused by the loss of an engine during a critical phase of flight, the non-retraction of the landing gear after the engine failure, and the Captain, the PNF, taking over control of the airplane before having clearly identified the problem.

On November 12, 2001, American Airlines flight 587, an Airbus A300-605R, took off from John F. Kennedy International Airport, New York. Flight 587 was a scheduled passenger flight to Santo Domingo, Dominican Republic, with a crew of 9 and 251 passengers aboard the airplane. Shortly after take-off the airplane lost its tail, the engines subsequently separated in flight and the airplane crashed into a residential area of Belle Harbor, New York. All 260 people aboard the airplane and 5 people on the ground were killed, and the airplane was destroyed by impact forces and a post crash fire.