# NTSB LAX02LA138: Airbus Industrie A319-114, N325NB, Reno, NV, April 15, 2002 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: April 15, 2002, 10:55 local (17:55 UTC) - Place: Reno, NV - Coordinates: 39.483333, -119.76667 - Nearby events: https://openairdocs.org/map.md?lat=39.4833&lon=-119.7667&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 1 serious, 67 uninjured - Status: Completed, report March 2, 2004 - Report: Approved by Office Director - Parties: Federal Aviation Administration - NTSB case key (mKey): 54530 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX02LA138 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/54530/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=54530 - Page: https://openairdocs.org/ntsb/LAX02LA138 ## Probable cause The failure of an undetermined cabin crewmember to securely close an aft galley compartment door, which necessitated the injured crewmember leaving her seat to secure the compartment door. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight encounter with weather, approach - unsafe/hazardous condition warning - issued, flightcrew - weather condition - turbulence - Miscellaneous/other, descent - misc eqpt/furnishings,galley - not secured (cause) - procedures/directives - not complied with, flight attendant (cause) - remedial action - attempted, flight attendant ## Analysis The airplane encountered moderate turbulence while descending for the approach into the airport and one flight attendant sustained serious injuries. The captain briefed the lead flight attendant on the expected turbulence encounter and asked that the cabin be secured early with everyone, including the flight attendants, in their seats and secured. A prearranged chime signal would notify the lead flight attendant that everyone should be in their seats. After the chime signal, everyone was seated and secured; however, a flight attendant seated in the rear of the airplane noticed that a galley upper door compartment had come open. This compartment was in line with both her head and another attendant's head, and she was concerned about objects coming out of the compartment during landing and injuring either one of them. She unfastened her restraints, got up, and secured the door. As she was returning to her seat, the airplane encountered a severe jolt, which violently slammed her into the ceiling, then the floor. ## Factual narrative On April 15, 2002, at 1055 Pacific daylight time, a Northwest Airlines Airbus Industrie A319-114, N325NB, encountered moderate turbulence while descending for the approach to the Reno, Nevada, airport, and one flight attendant sustained serious injuries. The aircraft was operated under the provisions of 14 CFR Part 121by Northwest Airlines, Inc., as flight 1515, a regularly scheduled domestic passenger flight from Minneapolis, Minnesota, to Reno. The airplane was not damaged. There were no other injuries to the 2 airline transport pilot licensed pilots, 4 remaining flight attendants, or 61 passengers. Visual meteorological conditions prevailed. An instrument flight rules flight plan had been filed for the flight, which departed from Minneapolis at 0930 central daylight time as a nonstop flight to Reno. According to the captain's written statement, when the flight was initially cleared to descend from FL390 to 15,000 feet by Oakland Air Route Traffic Control Center, they were advised to expect moderate turbulence while descending into the Reno airport area. He then briefed the lead flight attendant on the expected turbulence encounter and asked that the cabin be secured early, with everyone including the flight attendants in their seats with seat belts secured. The captain then prearranged a chime signal with the lead flight attendant that would mean everyone should be in their seats. Prior to reaching 15,000 feet, the flight was handed off to Reno TRACON and the controller cleared the flight to 11,000 feet and advised of preceding pilot reports of moderate turbulence from 15,000 to 11,000 feet on the approach to the airport. The flight crew then gave the prearranged chime signal. A short time later, as the flight was nearing 11,000 feet and was encountering the turbulence, the first officer called the lead flight attendant on the interphone and asked if the cabin was secure and he received an affirmative response. Just after that conversation, the airplane experienced what the crew described as a "severe jolt." The flight attendant then called to advise them of the injury and a medical emergency was declared. The injured flight attendant was interviewed by a Federal Aviation Administration inspector from the Reno Flight Standards District Office on April 17, 2002. Her statement was consistent with the written statements provided by the other cabin crewmembers. She reported that they were briefed by the lead flight attendant on the expected turbulence encounter and the cabin crew secured the cabin early. When the chime signal was heard, she and the other attendants took their jump seats and fastened their restraint systems. Her seat was in the rear near the aft galley facing aft. The other attendant assigned to the rear galley was in a jump seat facing forward. As the flight was encountering the moderate turbulence, she noticed that one of the aft galley upper compartment doors had come open. This compartment was in line with both her head and the other attendants head, and she was concerned about objects coming out of the compartment on landing and injuring either one of them. She unfastened her restraints, got up and secured the door. As she was returning to her seat, the airplane encountered a severe jolt, which violently slammed her into the ceiling, then the floor. ## Aircraft - Registration: [N325NB](https://openairdocs.org/aircraft/N325NB), registered now, S/N 1483, built 2001 (OpenAirDocs) - Reported make and model: Airbus Industrie A319-114 - Registry model: [Airbus Industrie A319-114](https://openairdocs.org/model/airbus-industrie-a319-114) (registry code 3930350) (OpenAirDocs) - Registry engine: [CFM International CFM56 series](https://openairdocs.org/engine/cfm-international-cfm56-series) (registry code 13802, turbo-fan) (OpenAirDocs) - Category: Airplane - Serial number: 1483 - Airframe hours: 2906 - Engines: CFM International CFM56-5-AS 30000 lbs thrust turbo fan - Damage: No damage - Flight: Part 121 - Operator: Northwest Airlines, Inc. - Airworthiness certificate: Standard, Transport - Last inspection: Continuous airworthiness, April 15, 2002 - Departed: KMSP, Minneapolis, MN - Destination: KRNO, Reno, NV - Flight plan: IFR - Airport: RNO, Reno International ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 44; injuries: none; flight engineer, airline transport, flight instructor, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, valid medical--w/ waivers/lim; last flight review January 12, 2002; seat: left; flight hours: 18,000 total, 1,755 in this make and model - Co-pilot; age 44; injuries: none; airline transport, commercial, flight engineer, flight instructor; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1; seat: right; flight hours: 9,000 total, 2,579 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 320° at 18 knots, gusting 25 - Visibility: 10 statute miles - Lowest ceiling: 6,500 ft broken - Temperature: 41 °F, dew point 19 °F - Altimeter: 29.70 inHg - Observed at: KRNO, 15 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20020415005519A](https://openairdocs.org/incident/20020415005519A), Apr 15, 2002: Airbus A319114, Reno, NV, No damage. (-23)Nwaa 1515 was on approach to the Reno/Tahoe International Airport when turbulence was encountered. One flight attendant was injured. There wereno other… ## Docket (5 files) The files NTSB released with the investigation on December 12, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=54530. 1.4 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 223 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428224&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Crew Statements (item 2, .PDF, 430 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428225&FileExtension=.PDF&FileName=Crew%20Statements-Redacted.PDF - Record of Conversation - Flight Attendant Interview (item 3, .PDF, 63 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428226&FileExtension=.PDF&FileName=Record%20of%20Conversation%20-%20Flight%20Attendant%20Interview-Redacted.PDF - Flight Data Recorder 10 - Factual Report of Group Chairman (item 4, .PDF, 591 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40428227&FileExtension=.PDF&FileName=Flight%20Data%20Recorder%2010%20-%20Factual%20Report%20of%20Group%20Chairman-Redacted.PDF - NWA Report (item 5, .PDF, 116 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40186308&FileExtension=.PDF&FileName=NWA%20Report-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.