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Safety Recommendation Details

Safety Recommendation A-01-051
Details
Synopsis: On June 1, 1999, at 2350:44 central daylight time, American Airlines flight 1420, a McDonnell Douglas DC-9-82 (MD-82), N215AA, crashed after it overran the end of runway 4R during landing at Little Rock National Airport in Little Rock, Arkansas. Flight 1420 departed from Dallas/Fort Worth International Airport, Texas, about 2240 with 2 flight crewmembers, 4 flight attendants, and 139 passengers aboard and touched down in Little Rock at 2350:20. After departing the end of the runway, the airplane struck several tubes extending outward from the left edge of the instrument landing system localizer array, located 411 feet beyond the end of the runway; passed through a chain link security fence and over a rock embankment to a flood plain, located approximately 15 feet below the runway elevation; and collided with the structure supporting the runway 22L approach lighting system. The captain and 10 passengers were killed; the first officer, the flight attendants, and 105 passengers received serious or minor injuries; and 24 passengers were not injured. The airplane was destroyed by impact forces and a postcrash fire. Flight 1420 was operating under the provisions of 14 Code of Federal Regulations (CFR) Part 121 on an instrument flight rules (IFR) flight plan.
Recommendation: TO THE FEDERAL AVIATION ADMINISTRATION: Issue a flight standards information bulletin that requires the use of 1.3 engine pressure ratio as the maximum reverse thrust power for MD-80 series airplanes under wet or slippery runway conditions, except in an emergency in which directional control can be sacrificed for decreased stopping distance.
Original recommendation transmittal letter: PDF
Overall Status: Closed - Acceptable Action
Mode: Aviation
Location: LITTLE ROCK, AR, United States
Is Reiterated: No
Is Hazmat: No
Is NPRM: No
Accident #: DCA99MA060
Accident Reports: Runway Overrun During Landing, American Airlines Flight 1420, McDonnell Douglas MD-82
Report #: AAR-01-02
Accident Date: 6/1/1999
Issue Date: 12/10/2001
Date Closed: 5/6/2003
Addressee(s) and Addressee Status: FAA (Closed - Acceptable Action)
Keyword(s): Runway Safety

Safety Recommendation History
From: NTSB
To: FAA
Date: 5/6/2003
Response: The FAA reports that on December 18, 2002, it issued a memorandum to all POIs who have direct responsibility for MD-80 airplanes directing that they discuss these safety recommendations with their assigned operator. The FAA states that the POIs are also specifically directed to call attention to Boeing Long Beach Flight Operations Bulletin MD-80-02-03, ATA:78-30, Thrust Reverser, dated November 5, 2002, which reiterates information in the Flight Crew Operating Manual. The manual recommends the use of 1.3 EPR maximum power reverse thrust during landings under wet or slippery runway conditions, and emphasizes the importance of including the recommended maximum of 1.3 EPR in the training program and flight manuals used by their respective operators. Issuance of the memorandum meets the intent of Safety Recommendations A-01-51 and A-01-52; therefore, they are classified "Closed--Acceptable Action."

From: FAA
To: NTSB
Date: 2/4/2003
Response: Letter Mail Controlled 2/11/2003 2:55:12 PM MC# 2030088 On December 18, 2002, the Federal Aviation Administration (FAA) issued a memorandum to all 14 CFR Part 121 principal operations inspectors (POI) who have direct responsibility for MD-80 airplanes directing that they discuss the safety intent of these safety recommendations with their respective operator's Director of Safety. The POIs are specifically directed to call attention to the manufacturer's Flightcrew Operating Manual recommended maximum of 1.3 engine pressure ratio in reverse thrust during landings under wet or slippery runway conditions, except in an emergency where directional control can be sacrificed for decreased stopping distance. The POIs are directed to emphasize the importance of including the manufacturer's recommended maximum of 1.3 engine pressure ratio in the training program and flight manuals used by their respective operator's flightcrews. I have enclosed a copy of the memorandum for the Boards information. I believe that the FAA has satisfactorily responded to this safety recommendation, and I look forward to your response.

From: NTSB
To: FAA
Date: 10/17/2002
Response: The Safety Board considers the FAA's proposal to issue a memorandum to POIs of MD?80 series operators to be an acceptable alternative to the more formal FSIB recommended in Safety Recommendation A-01-51. Pending issuance of the memorandum, Safety Recommendation A-01-51 is classified "Open--Acceptable Alternate Response," and Safety Recommendation A-01-52 is classified "Open--Acceptable Response."

From: FAA
To: NTSB
Date: 2/19/2002
Response: Letter Mail Controlled 02/21/2002 7:49:04 PM MC# 2020178 A flight standards information bulletin addresses topics of interest to a broad population. Since these safety recommendations address POIs of operators of MD-80 airplanes specifically, a flight standards information bulletin is not the appropriate avenue. The FAA will issue a memorandum to principal operations inspectors (POI) who have direct responsibility for MD-80 airplanes directing that they discuss the safety intent of these safety recommendations with their respective operator's Director of Safety. The POIs will be specifically directed to call attention to the manufacturer's Flightcrew Operating Manual recommended maximum of 1.3 engine pressure ratio in reverse thrust during landings under wet or slippery runway conditions, except in an emergency where directional control can be sacrificed for decreased stopping distance. The POIs will be directed to emphasize the importance of including the manufacturer's recommended maximum of 1.3 engine pressure ratio in the training program and flight manuals used by their respective operator's flightcrews.