N53SW

HISTORY OF FLIGHT

On July 8, 1996, about 0741 central daylight time (CDT), a Boeing 737-200, N53SW, received minor damage during a rejected takeoff (RTO) on runway 20C at the Nashville Metropolitan Airport, Nashville, Tennessee. There were 5 crew members, and 122 passengers on board the airplane. None of the crew members were injured, however, one passenger received serious injuries, and 4 passengers received minor injuries. All injuries were incurred during the emergency evacuation. The airplane was operated as a scheduled, domestic, passenger flight, under the provisions of Title 14 CFR Part 121, by Southwest Airlines, Company, as Flight 436. Visual meteorological conditions existed at the time, and an instrument flight rules flight plan was in effect for the flight. The flight was departing Nashville, Tennessee (BNA), with a destination of Chicago, Illinois (MDW).

According to the flight crew, a rolling takeoff was performed because the flight was cleared for departure prior to reaching the runway. However, the transcript of radio communications indicated that at 0738:39, the flight was cleared to taxi onto the runway and hold its position, pending the takeoff of another flight on a parallel runway. According to the transcript of communications, Flight 436 was cleared for takeoff one minute and 22 seconds later. Sounds of brake release were heard on the cockpit voice recorder (CVR) after the flight was cleared for takeoff.

During the takeoff roll, according to the captain, he observed an object flash past the airplane. The first officer reported he saw a bird on the right of the nose of the airplane. Shortly afterwards, they heard a loud "explosion." Additionally, the captain reported that the airplane yawed left. The flight crew stated that the last airspeed they observed immediately prior to the engine bang was 135 knots, indicated airspeed, and V1 had not been called. The captain reported that the explosion, louder than any compressor stall he had ever experienced, created a shudder in the airplane. He stated he thought that a catastrophic engine failure had occurred. According to the captain, the event occurred about the 3,000 foot runway remaining marker. A high speed rejected takeoff was initiated. The airplane could not be stopped on the runway. The captain stated that because he recalled a failure of an engine on an MD-80 the previous week, which resulted in engine components penetrating the cabin, he elected not to engage reverse engine thrust. As the airplane rolled off the paved surface, the captain steered it around the Instrument Landing System antenna The airplane was subsequently stopped approximately 750 feet off the departure end of runway 20C, and about 100 feet east of the runway extended centerline.

After the airplane had been stopped, the captain reported, he made a public address announcement for the passengers to remain seated. After completing the checklist, he entered the cabin and assured the passengers that fire department assistance had been requested, and ascertained that there was no fire. He returned to the cockpit and noted that the fire department equipment had arrived. An unsuccessful attempt was made to lower the airstairs at the main entry door. The auxiliary power unit was not started because of the lack of information regarding damage to the airplane. According to the flight crew and the cabin crew, the evacuation slides were disarmed, and the cabin doors were opened to provide ventilation. The captain and the Airport Rescue and Fire Fighting (ARFF) on-scene supervisor stated that they had established voice communications through the captain's open cockpit window. The ARFF supervisor reported to the captain that the tires were smoking and were deflating. According to the airport authority incident report, the right main gear became involved with fire and foam was applied to the wheels. According to the flight attendants located at the forward entry door and the aft entry door, they independently heard a fireman call "fire," which prompted each to initiate an evacuation of the airplane by closing the cabin doors, rearming the evacuation slides by re-engaging the girt bar, and re-opening the doors activating the slides. The captain, who was in his seat in the cockpit, was not notified that an evacuation was being initiated, nor did the flight attendants located at the front and rear cabin entry doors, communicate with each other regarding the conditions, or that an evacuation was being initiated. The captain stated he heard noises in the cabin and noted that an evacuation was being initiated and elected not to change the evacuation order.

During the evacuation, the slides at the forward entry (L1), forward galley (R1) and the aft entry (L2) doors were used. The overwing exits were not used. One passenger sustained a broken leg during his descent on the slide at the aft entry door.

PERSONNEL INFORMATION

The captain held an airline transport pilot certificate and a B-737 type rating. His last proficiency check flight was January 21, 1996. He possessed a Class 1 medical certificate, with no limitations or waivers, with his last examination for the medical certificate having been conducted on January 12, 1996. According to the captain he had about 6,000 total flight hours, with 3,600 total flight hours in the B-737.The operator's report indicated he had 4,400 hours in the 737 airplane. At the time of the accident, he had 233 flight hours as the pilot in command of the B-737. According to the operator's report of the accident, within the 90 days prior to the accident, the captain had 180 total flight hours, all as captain in the B-737,. He had 110 and 6 total flight hours as captain within the previous 30 days and 24 hours, respectively. He stated he had been with Southwest Airlines for about 51/2 years. His previous experience was as an Air Force pilot where he flew the T-38, T-37, and F-16. Immediately prior to his hiring at Southwest, he was an F-16 instructor pilot.

During the captain's interview, he stated that he had received Crewmember Resource Management Training (CRM) when initially hired, during a refresher course, and at his captain upgrade in January, 1994. Additionally, he had CRM each year during recurrent ground training or at emergency procedures training. He stated that at one point CRM was conducted with flight attendants, but he did not believe that was currently being done.

The captain also stated that most of the V1 cut training that he had, had resulted in continuing the takeoff. He did not recall how much RTO training he had prior to the accident, and stated that RTO training may be waived. He indicated that he had not previously experienced an RTO, other than in training.

According to the captain's training records, he received the following RTO and CRM training: * 04/27/91-Rejected Takeoff Anti-skid Operative-Initial cockpit procedures training-first officer * 05/04/91-Rejected takeoff-initial/upgrade proficiency training-first officer * 05/08/91-Rejected takeoff-Simulator proficiency check (waived)-first officer * 05/14/91-Initial CRM Completed * 04/10/92-Rejected Takeoff-Proficiency Check (waived)-first officer * 04/30/93-Takeoff Safety Home-Study Guide/Examination-first officer * 12/03/93-Rejected takeoff-Proficiency Check (waived)-first officer * 12/23/94-Rejected Takeoff-Proficiency Training-first officer * 01/03-10/95-Upgrade Training that included one day CRM * 01/12/95-Rejected Takeoff-Upgrade Proficiency Training-captain * 01/13/95-Rejected Takeoff-Upgrade Proficiency Training-captain * 01/14/95-Rejected Takeoff-Upgrade Proficiency Training-captain * 01/15/95-Rejected takeoff-Proficiency Check-captain

The first officer held an airline transport certificate with a type rating in the B-737 airplane. His last proficiency flight check was on December 13, 1995. He possessed a first class medical certificate with no limitations or waivers. His last examination for a medical certificate was on September 7, 1995. According to the operator's report of the accident, the first officer had 12,262 total flight hours with 3,250 total flight hours in the B-737 airplane. He had1,365 flight hours as the pilot in command of the B-737. Within the previous 90 days, 30 days, and 24 hours, the first officer had 208,76, and 8 total flight hours, respectively. The first officer stated that, prior to flying for Southwest Airlines, he had flown for Morris Airlines, flying B-737 airplanes as first officer and as captain. Additionally, he had flown the B-727 as flight engineer and as first officer, the A300 as flight engineer, and corporate propeller driven airplanes. The first officer stated that he had received CRM training once with Southwest, when he was newly hired about 15 months prior to the accident. He indicated that there were no flight attendants in the class, which was made up of new hire pilots, only. The first officer said he had not experienced a RTO other than during training in the simulator.

Training records for the first officer indicated the following RTO training: * 02/13/95 Rejected Takeoff-Initial Proficiency Training * 02/15/95-Rejected Takeoff-Proficiency Check (waived) * 12/13/95-Rejected Takeoff-Proficiency Check (waived)

According to the statement by the lead flight attendant, who sat at the L-1 door, he had worked as a flight attendant for Southwest Airlines since 1993. Prior to that he was a flight attendant with America West from 1987 to 1993. He had previous experience as a flight attendant on B-737, 757, and 747 airplanes, plus the Dash 8 and the Airbus A320. His last recurrent training was in October 1995. He indicated that he had not received CRM training. The "A" flight attendant stated that the emergencies he had been involved with previously included an engine failure over the Pacific Ocean, and he had provided cardio-pulmonary resuscitation to a passenger who had suffered a heart attack. His recurrent tra...