Anagrammes & Informations sur | Mot Anglaise NTSB

Exemples d’utilisation de NTSB dans une phrase

• In this role, the NTSB investigates and reports on aviation accidents and incidents, certain types of highway crashes, ship and marine accidents, pipeline incidents, bridge failures, and railroad accidents.
• The location of the accident, and the fact that it took place two months and one day after the September 11 attacks on the World Trade Center in nearby Manhattan, initially spawned fears of another terrorist attack, but the National Transportation Safety Board (NTSB) attributed the disaster to the first officer's overuse of rudder controls in response to wake turbulence from a preceding Japan Airlines Boeing 747-400 that took off minutes before it.
• The National Transportation Safety Board (NTSB) found that as the aircraft was beginning its takeoff rotation, engine number one (the left engine) separated from the left wing, flipping over the top of the wing and landing on the runway.
• The National Transportation Safety Board (NTSB) determined that the crash resulted from the flight crew's decision to fly through a thunderstorm, the lack of procedures or training to avoid or escape microbursts and the lack of hazard information on wind shear.
• After conducting airplane performance studies, the NTSB determined that the events of Flight 1141 could only be explained by the aircraft attempting to take off without its flaps and slats extended to the proper take-off configuration.
• The NTSB recommended that the FAA order PW2037 engines inspected beyond a threshold of flight hours or flight cycles less than that of the event engine, and be reinspected at regular intervals.
• The National Transportation Safety Board's (NTSB) final report on the crash of the TWA 747 concluded "The fuel air vapor in the ullage of the TWA flight 800 CWT was flammable at the time of the accident".
• The National Transportation Safety Board (NTSB) determined that the probable cause of this accident was the captain's failure to reject the takeoff in a timely manner when excessive nosewheel steering tiller inputs resulted in a loss of directional control on a slippery runway.
• The National Transportation Safety Board (NTSB) determined the probable cause of the crash was an aerodynamic stall of the aircraft due to a failure to properly develop and validate takeoff speeds, persistent and increasingly aggressive attempts to achieve a V2 speed that was too low and an inadequate investigation of previous uncommanded roll events.
• Leiken, all of whom point out that Mylroie's theories rely on dubious assumptions and were thoroughly refuted by analysts and investigators at the CIA, the FBI, the NTSB, and other investigatory bodies.
• The NTSB later determined that the crash was a result of the first officer's inappropriate response to an inadvertent activation of the airplane's go-around mode, resulting in his spatial disorientation that led him to place the airplane in a steep descent from which the crew did not recover in time from.
• The NTSB determined the probable cause of the collision was the assistant pilot's sudden incapacitation due to unreported and illegal use of prescription medications for chronic pain, high blood pressure and insomnia (none of these conditions had been reported to the Coast Guard as required by law), with a contributory cause of the master's failure to maintain command and control of his vessel.
• The NTSB issued urgent safety recommendations to the FAA to require ultrasonic scans for midshaft fractures before use of GEnx engines and require repetitive on-wing inspections of the engine to detect cracks.
• The National Transportation Safety Board (NTSB) determined that the probable cause of the accident was the aircraft's encounter with microburst-induced wind shear during the liftoff, which imposed a downdraft and a decreasing headwind, the effects of which the pilot would have had difficulty recognizing and reacting to in time for the aircraft's descent to be stopped before its impact with trees.
• The National Transportation Safety Board (NTSB) attributed the accident to the failure of the TWA crew to "see and avoid" the Baron under VFR, but recommended that ATC procedures be improved to ensure separation between fast-moving airliners flying under instrument flight rules and slower-moving VFR flights in terminal areas.
• Most crashes early in the type's service life were attributable to pilot error; however, in 1981, four uncontrolled descents from altitude prompted the United States National Transportation Safety Board (NTSB) to initiate separate investigations into the cabin pressurization system and autopilot, but the outcome was inconclusive.
• The Q7 is also subject to hundreds of NTSB complaints with many relating to potentially catastrophic engine failure issues, and a class-action lawsuit related to squealing brakes.
• on 28 July 2015, and a press release on the same day the NTSB cited inadequate design safeguards, poor pilot training, lack of rigorous FAA oversight and a potentially anxious co-pilot without recent flight experience as important factors in the 2014 crash.
• An investigation revealed the accident was caused by premature deployment of the "feathering" system, the ship's descent device; the NTSB also faulted the spacecraft's design for lacking fail-safe mechanisms that could have deterred or prevented early deployment.
• Although the NTSB and PCU manufacturer Parker-Hannifin had already determined that the PCU was properly working, and thus not the cause of the crash, a private and independent investigation into the crash for a civil lawsuit tried by jury in Los Angeles County Superior Court, which was not allowed to hear or consider the NTSB's and Parker-Hannifin's conclusions, concluded that the crash was caused by a defective servo valve inside the PCU based on forensic findings from an electron microscope, which determined that minute defects within the PCU had caused the rudder hard-over and a subsequent uncontrollable flight and crash.
• CRM in the US formally began with a National Transportation Safety Board (NTSB) recommendation written by NTSB Air Safety Investigator and aviation psychologist Alan Diehl during his investigation of the 1978 United Airlines Flight 173 crash.
• The FDR did not record rudder, aileron or spoiler deflection data, which could have aided the NTSB in reconstructing the plane's final moments.
• The NTSB later concluded the resulting electrical arcing between the train and the energized third rail ignited components on the car, causing air tanks and suspension airbags to explode on the fifth and sixth cars.
• In the subsequent investigation, the NTSB found that the sprag clutch that was installed in the helicopter, which was on lease to WNBC Radio by Spectrum Helicopters of Ridgefield Park, New Jersey, was a military surplus part which was not designed for use in a civilian aircraft, and that the part had not been adequately lubricated.
• Based on this information, and the presumption of in-service damage, the NTSB concluded in its April 1990 report that these malfunctions had damaged the door locking mechanism, in a way that caused the door to show a latched and locked indication without being fully latched and locked.

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