Friday, August 5, 2016

Southwest Airlines Boeing 737-300, N368SW: Accident occurred August 04, 2016 at Baltimore/Washington International Airport (KBWI), Baltimore, Maryland

Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

Investigation Docket  - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

SOUTHWEST AIRLINES CO: http://registry.faa.gov/N368SW 

NTSB Identification: DCA16CA207 

Scheduled 14 CFR Part 121: Air Carrier operation of Southwest Airlines
Accident occurred Thursday, August 04, 2016 in Baltimore, MD
Probable Cause Approval Date: 01/23/2017
Aircraft: BOEING 737 3H4, registration: N368SW
Injuries: 134 Uninjured.

NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.


On August 4, 2016 at 9:02pm eastern daylight time, Southwest Airlines flight 149, a Boeing 737, N368SW, experienced a failure of the nose landing gear during pushback from the gate at the Baltimore/Washington Thurgood Marshall International Airport (BWI), Baltimore, Maryland. The aircraft was substantially damaged and there were no injuries to the 6 crewmembers or 129 passengers but the airplane was substantially damaged. The flight was being operated under 14 Code of Federal Regulation Part 121 as a regularly scheduled passenger flight to Atlanta-Hartsfield International Airport (ATL), Atlanta, Georgia.


According to the flight crew, as the pushback tug was maneuvering the aircraft off the gate, the flight crew felt the front of the airplane bounce up and down, and then came to rest on the nose. The passengers were deplaned via air stairs.


The nose gear collapsed in a forward direction, resulting in substantial damage to the gear structure, the nose gear well, and crushing the forward bulkhead. An airport surveillance camera video was obtained, which showed the tug pushing the aircraft at approximately 6 knots. The tug specifications indicate that speed could be achieved only in second gear or higher. The airline general operating manual specifies that pushback must be conducted in low or first gear, and at a walking speed.


The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

the tug operators excessive speed during pushback.

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