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Southwest Airlines Flight 1455 was a scheduled passenger flight from McCarran International Airport, Las Vegas, Nevada to Burbank-Glendale-Pasadena Airport, Burbank, California, that overran the runway during landing on March 5, 2000. The aircraft, a Boeing 737, registration came to rest on a city street adjacent to a gas station. The National Transportation Safety Board found that the incident was due to the pilots attempting to land with excessive speed. They also blamed the air traffic controller for placing them in a position when their only option was a go around. There were no fatalities either on the plane or on the ground. Two of the flight attendants were seriously injured, and there were many minor injuries. As a result of the incident, the airport installed an Engineered Materials Arrestor System (EMAS) at the east end of the incident runway. ==Flight details== Flight 1455 departed McCarran International Airport (LAS), Las Vegas, Nevada at 1650, more than 2 hours behind schedule due to inclement weather in the area. At 1804:02, when the aircraft was north of the BUR outer marker, the SoCal approach controller instructed the aircraft to maintain or greater until further notice. The controller later informed the captain to place the aircraft into the approach pattern between two other flights. The captain acknowledged the instructions. At 1804:42 the first officer informed the captain that the target airspeed for landing would be . This value was based on standard procedures in the Southwest Airlines Flight Operations Manual (FOM). At 1805:13 the captain told the first officer that the air traffic controller had instructed them to remain at or greater "for a while." At 1805:54 the controller cleared Flight 1455 to descend to , and at 1807 cleared the flight to descend to . At 1808 the controller cleared flight 1455 for a visual approach to runway 8 with a restriction to remain at or above 3,000 ft (above mean sea level) until passing the Van Nuys VOR beacon. This navigational aid is approximately from the runway. Radar data suggest that the flight began its descent from about from the runway. According to the Aeronautical Information Manual Section 4-4-12f,〔(AIM Section 4-4-12f )(FAA AIM 02-14-2008 incl. Changes 1-3 )〕 this approach clearance automatically canceled any previous speed assignments. According to the final accident report, traffic conditions no longer warranted the speed assignment after the controller cleared the flight to descend to , but the controller did not verbally cancel the speed assignment. Southwest Airlines procedures instruct the pilot not flying to make altitude call-outs at 1000, 500, 400, 300, 200, 100, 50, 30, and . Additionally, call-outs are required if certain parameters are not met, in this case flight speed and sink rate. At 1809:32, one minute and thirteen seconds after approach clearance was given, and at of altitude, the captain began to slow the aircraft by deploying the flaps. At 1810:24 the ground proximity warning system (GPWS) began to sound a "sink rate" warning in the cockpit. The aircraft was descending at an angle of 7 degrees, when the angle of descent for most aircraft landing on that runway was 3 or 4 degrees. Both pilots ignored the warnings. At 1810:44 the warning system in the cockpit began to sound. The captain responded to these warnings with "that's all right." The captain stated after the accident that he knew as the aircraft passed that he was not "in the slot," meaning the conditions had not been met for a safe landing, in this case because of an excessive airspeed. The captain further stated that he understood that if he was not "in the slot," procedures demanded a go-around maneuver to abort the landing. He could not explain why he did not perform a go-around maneuver. The first officer likewise indicated after the accident that he was aware that they were not "in the slot," but said he believed the captain was taking corrective action. The aircraft touched down on the wet runway at over the target airspeed. Furthermore, it touched down from the runway threshold, beyond the 1000–1500 ft range established by the Southwest Airlines FOM. The captain deployed the thrust reversers and then he and the first officer applied manual brakes, but according to the NTSB findings, under those conditions even maximum braking would not have prevented the aircraft from overrunning the end of the runway. The NTSB released a transcript of the cockpit voice recorder, in which the flight's captain was quoted as saying, "Well, there goes my career," moments after the accident.〔 〕 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「Southwest Airlines Flight 1455」の詳細全文を読む スポンサード リンク
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