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Printed page label not indexed. PDF page 8.
existing clearance may result in landing with less than planned final reserve fuel. It is not an emergency but an indication to ATC that one is possible should there be any delays. The operator produced a flow chart to assistOpen final report at PDF page 8AAIB final report: 9H-QBD
Printed page label not indexed. PDF page 1.
Prestwick, the crew requested a diversion to Manchester Airport, but the request was not accepted and the aircraft diverted to Edinburgh Airport. Following a further windshear escape manoeuvre at Edinburgh, the crew declared an emergency and diverted to Manchester whereOpen final report at PDF page 1AAIB final report: 9H-QBD
Printed page label not indexed. PDF page 3.
“mayday” to go to Manchester. However, they agreed that their current fuel state did not meet the criteria written in the company operations manual to declare an emergency2. They discussed their concern that they might receive a windshear warning atOpen final report at PDF page 3AAIB final report: 9H-QBD
Printed page 53. PDF page 67.
accident site about 0012. The supervisor arrived in the accident area about 0017 but could not report on scene because he encountered a locked gate adjacent to the airport's United Parcel Service facility. He contacted the on-scene commander by radioOpen official document at PDF page 67Runway Overrun During Landing: American Airlines Flight 1420, McDonnell Douglas MD-82, N215AA, Little Rock, Arkansas, June 1, 1999
Printed page 108. PDF page 122.
investigated accidents in which the emergency response was delayed because the crash was not detected or the wreckage was not located in a timely manner. A brief discussion of three such accidents follows. Northwest Airlines Flights 1482 and 299, Detroit,Open official document at PDF page 122Runway Overrun During Landing: American Airlines Flight 1420, McDonnell Douglas MD-82, N215AA, Little Rock, Arkansas, June 1, 1999
Printed page 135. PDF page 149.
DC-9 Operating Manual indicated that, for landings on slippery runways, pilots were not to exceed 1.3 EPR on the “slippery portions of the runway” except in an emergency situation. Likewise, Boeing's MD-80 FCOM indicated that reverse thrust of no moreOpen official document at PDF page 149Runway Overrun During Landing: American Airlines Flight 1420, McDonnell Douglas MD-82, N215AA, Little Rock, Arkansas, June 1, 1999