What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On may 12, 2009, at 1946 central daylight time, a Boeing 737-3H4 airplane, N371SW, operated by southwest airlines co. as flight 519, landed at the William p. Hobby airport (khou) Houston, Texas. During the landing on runway 22 (7,602 feet by 150 feet) , the airplane sustained minor damage and experienced a fire in the area of the right landing gear when three of the four main landing gear tires blew-out during touchdown. The 2 flight crew, 3 flight attendants, and 48 passengers evacuated on to the runway. Two adult passengers suffered minor injries. The domestic passenger flight was being operated under the provisions of title 14 code of federal regulations part 121. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed. The flight originated from the louis armstrong new orleans international airport (kmsy), new orleans, Louisiana, at 1830. There were several inoperative items on the minimum equipment list (MEL), including the anti-skid system. A landing on runway 22 was required because of MEL landing weight restrictions. Television news helicopter video of the entire event shows that flight 519 touched down in the touchdown zone of runway 22 and came to rest on the runway approximately 3,000 feet from the end. Smoke and fire became obvious soon after touchdown and the fire was confirmed in radio transmissions to the crew from the control tower. Houston aircraft rescue fire fighting (ARFF) responded and extinguished the fire after the emergency had begun. The 53 persons on board, including one lap child, evacuated from the airplane using the emergency slides on the forward left and rear left side of the airplane. Federal aviation administration inspectors on the scene examined the aircraft and supervised the airplne removal from the runway. At 1853, an aviation routine weather report (METAR) at Houston, Texas, reported wind from 150 degrees at 17 knots, gusting to 22 knots, 10 miles visibility, few clouds at 2,700 feet, temperature 81 degrees, and an altimeter settig of 29.90 inches of mercury. The cockpit voice recorder (CVR) and digital flight data recorder (dfdr) were secured for futher investigation, and the rest of the airplane was released to the operator. Corrective action initiated immediately after the incident was to eliminate any MEL relief of the anti-skid system. The MEL has been changed (MEL revision 4-09) to reflect permanent changes with the anti-skid system. Additionally, southwest airlines conducts training on the antiskid system and brakes during initial equipment training as well as during recurrent training. Block 5 of ASW2909001 will not accept the I character in the 6th data field, therefor block 5 has been left blank. NTSB id is CEN09IA294. A trouble call has been made to the atqa help desk on this issue.
As the FAA filed it
ON MAY 12, 2009, AT 1946 CENTRAL DAYLIGHT TIME, A BOEING 737-3H4 AIRPLANE, N371SW, OPERATED BY SOUTHWEST AIRLINES CO. AS FLIGHT 519, LANDED AT THE WILLIAM P. HOBBY AIRPORT (KHOU) HOUSTON, TEXAS. DURING THE LANDING ON RUNWAY 22 (7,602 FEET BY 150 FEET) , THE AIRPLANE SUSTAINED MINOR DAMAGE AND EXPERIENCED A FIRE IN THE AREA OF THE RIGHT LANDING GEAR WHEN THREE OF THE FOUR MAIN LANDING GEAR TIRES BLEW-OUT DURING TOUCHDOWN. THE 2 FLIGHT CREW, 3 FLIGHT ATTENDANTS, AND 48 PASSENGERS EVACUATED ON TO THE RUNWAY. TWO ADULT PASSENGERS SUFFERED MINOR INJRIES. THE DOMESTIC PASSENGER FLIGHT WAS BEING OPERATED UNDER THE PROVISIONS OF TITLE 14 CODE OF FEDERAL REGULATIONS PART 121. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED FROM THE LOUIS ARMSTRONG NEW ORLEANS INTERNATIONAL AIRPORT (KMSY), NEW ORLEANS, LOUISIANA, AT 1830. THERE WERE SEVERAL INOPERATIVE ITEMS ON THE MINIMUM EQUIPMENT LIST (MEL), INCLUDING THE ANTI-SKID SYSTEM. A LANDING ON RUNWAY 22 WAS REQUIRED BECAUSE OF MEL LANDING WEIGHT RESTRICTIONS. TELEVISION NEWS HELICOPTER VIDEO OF THE ENTIRE EVENT SHOWS THAT FLIGHT 519 TOUCHED DOWN IN THE TOUCHDOWN ZONE OF RUNWAY 22 AND CAME TO REST ON THE RUNWAY APPROXIMATELY 3,000 FEET FROM THE END. SMOKE AND FIRE BECAME OBVIOUS SOON AFTER TOUCHDOWN AND THE FIRE WAS CONFIRMED IN RADIO TRANSMISSIONS TO THE CREW FROM THE CONTROL TOWER. HOUSTON AIRCRAFT RESCUE FIRE FIGHTING (ARFF) RESPONDED AND EXTINGUISHED THE FIRE AFTER THE EMERGENCY HAD BEGUN. THE 53 PERSONS ON BOARD, INCLUDING ONE LAP CHILD, EVACUATED FROM THE AIRPLANE USING THE EMERGENCY SLIDES ON THE FORWARD LEFT AND REAR LEFT SIDE OF THE AIRPLANE. FEDERAL AVIATION ADMINISTRATION INSPECTORS ON THE SCENE EXAMINED THE AIRCRAFT AND SUPERVISED THE AIRPLNE REMOVAL FROM THE RUNWAY. AT 1853, AN AVIATION ROUTINE WEATHER REPORT (METAR) AT HOUSTON, TEXAS, REPORTED WIND FROM 150 DEGREES AT 17 KNOTS, GUSTING TO 22 KNOTS, 10 MILES VISIBILITY, FEW CLOUDS AT 2,700 FEET, TEMPERATURE 81 DEGREES, AND AN ALTIMETER SETTIG OF 29.90 INCHES OF MERCURY. THE COCKPIT VOICE RECORDER (CVR) AND DIGITAL FLIGHT DATA RECORDER (DFDR) WERE SECURED FOR FUTHER INVESTIGATION, AND THE REST OF THE AIRPLANE WAS RELEASED TO THE OPERATOR. CORRECTIVE ACTION INITIATED IMMEDIATELY AFTER THE INCIDENT WAS TO ELIMINATE ANY MEL RELIEF OF THE ANTI-SKID SYSTEM. THE MEL HAS BEEN CHANGED (MEL REVISION 4-09) TO REFLECT PERMANENT CHANGES WITH THE ANTI-SKID SYSTEM. ADDITIONALLY, SOUTHWEST AIRLINES CONDUCTS TRAINING ON THE ANTISKID SYSTEM AND BRAKES DURING INITIAL EQUIPMENT TRAINING AS WELL AS DURING RECURRENT TRAINING. BLOCK 5 OF ASW2909001 WILL NOT ACCEPT THE I CHARACTER IN THE 6TH DATA FIELD, THEREFOR BLOCK 5 HAS BEEN LEFT BLANK. NTSB ID IS CEN09IA294. A TROUBLE CALL HAS BEEN MADE TO THE ATQA HELP DESK ON THIS ISSUE.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.