Tom Dieusaert is a worried man. Since arriving on scene, the NTSB, with assistance from the FBI, has documented the runway markings and the airplane. Postaccident interviews with the flight attendants indicated that the captain did not convey a sense of urgency to evacuate the cabin. the FAA’s proposed changes in reporting runway conditions, Latest FAA Safety Briefing Covers New Airmen Standards, FAA and NATCA Craft Agreement, House Urged to Act on FAA Bill, Mooney Transitions a New CEO Into the Pilot’s Seat, Innovator Aircraft Expected To Be Available in 2017, Cessna Citation Sovereign and Latitude Add Steep Approach Certification. That the runway appeared all white when they broke out of the overcast, moments before landing. Both earlier flights reported the breaking action on the runway as “good”. 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Did you know that FlightAware flight tracking is supported by advertising? All passengers have been released from the hospital. Also, the autobrakes were set to "max," but the pilots did not sense any wheel brake deceleration. The autobrake selector switch in the cockpit was found in the "max" position. Twenty three passengers received minor injuries, and others were transported to the hospital for evaluation. © 2007 - 2020 Web Development & Design by Pauli Systems, LC, NTSB Offers Update From Delta Flight 1086 Investigation, Classic Aero-TV: A Principled Advocate For GA - Senator James Inhofe (Part 2). For those interested, the NTSB has provided a summary of the accident investigation and their recommendations, which can be found on their website. The Cockpit Voice Recorder group plans on convening at NTSB headquarters Tuesday, to begin developing the CVR transcript. The investigation has found that the EPR was at 1.9 at six seconds after touchdown, however, based on readout from the flight data recorder. , According to the NTSB investigation update issued on April 2, 2015, investigators found that Delta's MD-88 pilot operational materials (manuals) contained guidance recommending that pilots limit the reverse thrust engine pressure ratio (EPR) to 1.3 when landing on "contaminated" runways, i.e., runways with increased levels of risk related to deceleration and directional control. The Operations and Human Performance groups interviewed the flight crew on Saturday in Atlanta, Ga. About 5,000 feet from the approach end of the runway, the airplane came to rest with its nose over the berm,.  There was major damage to the left wing's leading edge, leading edge slats, trailing edge flaps, and spoilers. , The aircraft sustained significant structural damage. The airplane departed the left side of runway 13 about 3,000 feet from the approach end of the runway. The NTSB’s evaluation of flight data from Delta MD-88 airplanes showed that, despite company training and procedures on EPR targets, more than one-third of the landings captured by the data involved an EPR value of 1.6 or above, indicating the need for strategies to preclude excessive EPR use that could lead to rudder blanking. Delta Flight 1086, traveling from Atlanta, veered off the left side of the runway shortly after landing at New York’s LaGuardia airport. Required fields are marked *. Airborne-Unmanned 10.28.20: RAAF UAV, Dufour eVTOL, OSIRIS-REx! Don't have an account? The aircraft had 71,195.54 flight hours and 54,865 flight cycles at the time of the accident. Join FlightAware (Why Join?) Damage to the front radome, weather radar and to the underside of the fuselage from the front of the airplane all the way back to the area of the left front passenger door. Another Delta MD-88 landed on the same runway just three minutes prior to the accident flight's landing.  An NTSB meteorologist examined the weather conditions at the time of the accident, to determine if weather was a contributing factor to the accident. The Maintenance Records group began reviewing the maintenance records on Saturday and that work is ongoing: Investigators with the Airworthiness group will continue to examine and test the antiskid, autobrake and thrust reverser systems today. The aircraft was aligned with the runway centerline, and the autopilot remained engaged until the aircraft was about 230 feet (70 m) above ground level, and airspeed during the final approach was about 140 knots (160 mph), and 133 knots (153 mph) at touchdown. , The aircraft was approaching runway 13 to land on what appeared to be a normal final approach. The final report is going to be released. About 5,000 feet from the approach end of the runway, the airplane came to rest with its nose over the berm,.  The pilots of this preceding flight confirmed that air traffic controllers relayed the braking action reports to the flight crew of Delta 1086; these reports were based on pilot reports from two other flights that landed several minutes prior to flight 1086. That there are degradations in recorded signal quality around the time the airplane departed the runway and extraction and verification of the data is continuing. The captain also reported that he was unable to prevent the airplane from drifting left.  Upon landing, the pilots noted that the automatic spoilers did not deploy to slow the aircraft as they should have, but the first officer quickly deployed them manually. The tailcone handle in the main cabin was actuated.
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