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Printed page label not indexed. PDF page 10.
Manchester, even landing below final reserve fuel, was preferable because it was the safest option, given the favourable wind conditions meant they were highly unlikely to have to go around yet again. The crew found the transit to Manchester stressful,Open final report at PDF page 10AAIB final report: 9H-QBD
Printed page label not indexed. PDF page 16.
land. In the circumstances, the commander considered a diversion to Manchester to be the safest option even though it would inevitably lead to landing below final reserve fuel. When the low fuel quantity tank 1 message was displayed, there wasOpen final report at PDF page 16AAIB final report: 9H-QBD
Printed page label not indexed. PDF page 17.
would land below the final reserve fuel of 1,100 kg, but the commander considered the safest option was to divert to Manchester where the aircraft landed with 363 kg. Following this serious incident, Manchester reiterated to stakeholders its policy forOpen final report at PDF page 17AAIB final report: 9H-QBD
Printed page 111. PDF page 125.
justification could result in air carriers using procedures that may not reflect the safest operating practices. As a result, the Board issued Safety Recommendation A-98-102, which asked the FAA to Require air carriers to adopt the operating procedures contained inOpen official document at PDF page 125Runway Overrun During Landing: American Airlines Flight 1420, McDonnell Douglas MD-82, N215AA, Little Rock, Arkansas, June 1, 1999
Printed page 164. PDF page 178.
pilots are operating airplanes according to procedures that reflect the manufacturer's safest operating practices. Therefore, the Safety Board reiterates Safety Recommendation A-98-102. 233 This recommendation was issued as a result of the January 9, 1997, Comair flight 3Open official document at PDF page 178Runway Overrun During Landing: American Airlines Flight 1420, McDonnell Douglas MD-82, N215AA, Little Rock, Arkansas, June 1, 1999