DELTA CONNECTION FLIGHT 6448

Geovanny Villegas

WHO: Delta connection flight operated by Shuttle America Inc WHAT: Embraer ERJ-170, N862RW overran the runway WHERE: Cleveland-Hopkins International Airport Rwy 28, Cleveland, Ohio WHEN: Accident took place on Feb 18, 2007

The Captain The captain, age 31, held an airline transport pilot certificate and a Federal Aviation Administration (FAA) first-class medical certificate dated February 16, 2007, with a limitation that required him to wear corrective lenses while exercising the privileges of this certificate. The captain received a type rating on the ERJ-170 on June 29,2005. Hours: 4500 hrs total, 1200 in the ERJ- 170 The First Officer The first officer, age 46, held an airline transport pilot certificate and an FAA first-class medical certificate dated September 20, 2006, with a limitation that required him to possess glasses that correct for near vision while exercising the privileges of this certificate. The first officer received a type rating (second-in-command [SIC] privileges only) on the ERJ-170 on February 3, 2006. Hours: 3900 hrs total, 1,200 hrs in the ERJ-170 as SIC

Definition of contaminated Rwy -A rwy is considered contaminated when more than 25% of the Rwy surface area within the required length and width of the rwy being used is covered by water or snow. Water > .125 deep Snow or loose slush > .125 Temperature: -7 Celcius Rwy had been cleared of snow 1 hour and 20 minutes prior

Winds : 330 degrees at 16 kts gusting at 22 kts Visibility: mile in heavy snow Ceiling broken at 600 and 1,700 feet , overcast at 3,400 feet Weather was changing and deteriorating quickly Ceiling broken at 300 and 1,000 feet, overcast at 1,500 feet at the time of accident

Fatigue ( commuting and lack of sleep) Problems with personal life ( financial problems, divorce) Captain had been told to see doctor due to the fact he suffered from insomnia F/O was going on vacation the next day. Captain and F/O had never flown together Captain had been awake for 31 hours F/O had flown the maximum 30 hours allowed by Federal regulations for a 7 day period

Instrument Approach Minimums Instrument: Pilots received indications glide slope functioning LOC (GS out) minimum descent altitude(MDA) of 429 feet should have been used ( non-precision approach) ILS decision height (DH) of 227 feet used Missed approach likely with MDA instead of DH-Pilots did not see runway environment at 429 feet

Touchdown Point Pilots Target: Avg of 1,000 feet Company guidance: no farther than 2,006 feet Touchdown: 2,900 feet-About halfway down 6,017-foot runway

Use of Reverse Thrust Company guidance - maximum at main gear touchdown Until 80 knots or to full stop during emergency Not commanded until about 5 seconds after main gear touchdown Reached about 65 percent for about 2 seconds before tapering off

Use of Brakes Company guidance - full braking on slippery runways Initial brake application with about 1,850 feet runway remaining-Light braking Increased braking to 90 percent of maximum with about 450 feet remaining

RWY 28 in Use

Wind direction

Cleveland- Hokpins international Airport

End of acceptable touchdown zone

Confusion between F/O and captain

Aircraft stopped

Actual landing Area

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Rejected landings in deteriorating weather conditions and maximum performance landings on contaminated runways Neither pilot read the NOTAMS Minimums raised to localizer only Glide slope remained in service but angle may be different than published Standard operating procedures for the goaround callout

PAX: 75 persons on board 2 flight crew members 2 flight attendants 3 pax received minor injuries

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Shuttle America needs to revise their attendance policy due to fatigue without penalty decision-making for rejected landings below 50 feet along with a rapid reduction in visual cues and practice in executing this maneuver To include, in their initial, upgrade, transition, and recurrent simulator training for turbojet airplanes, practice for pilots in accomplishing maximum performance landings on contaminated runways.

Add EMAS( engineered materials arrestor system) to every runway regardless of cost - It has been 100% successful. Quicker and more efficient emergency responseEmergency response reported to have no sight of aircraft as well as ATC due to visibility Crew and pax stayed inside the aircraft and waited for emergency crew to arrive- Leave the scene of the accident ASAP