Boeing 737-247 incident near Atlanta, Georgia, January 19, 1995
On January 19, 1995 at about 2:40 pm local time, a Boeing 737-247, registered N4515W, suffered minor damage in an incident near Atlanta, Georgia (Hartsfield Atlanta Intl.). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). No one was hurt; 28 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE INADEQUATE INSPECTION OF THE AIRCRAFT BY OTHER MAINTENANCE PERSONNEL, IN THAT THEY DID NOT PROPERLY DIAGNOSE DISCREPANCIES IN THE ANTISKID BRAKING SYSTEM.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 19, 1995 · about 2:40 pm local time
- Place
- Atlanta, Georgia · Hartsfield Atlanta Intl.
- Type
- Incident
- Injuries
- No one was hurt; 28 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Boeing 737-247 · all 737-247s on the register
- Registration
- N4515W · no longer on the register · serial 19612
- Damage
- Minor damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
THE FLIGHT CREW REPORTED THAT THE FLIGHT PROCEEDED NORMALLY UNTIL THE LANDING ROLL. THE FIRST OFFICER FELT THE ANTISKID RELEASING, AND THE CAPTAIN TOOK OVER THE CONTROLS. BRAKING ACTION WAS INITIALLY FELT, THEN ALL BRAKING ACTION WAS LOST. THE AIRCRAFT DEPARTED THE END OF THE RUNWAY, AND CAME TO A STOP ABOUT 200 FEET PAST THE DEPARTURE END, IN THE GRASS. THE LEFT OUTBOARD MAIN TIRE WAS BLOWN. EXAMINATION OF THE AIRCRAFT REVEALED THAT THE LEFT, INBOARD ANTISKID VALVE BRAKE AND RETURN LINES WERE CROSSED. THE LEFT, INBOARD SKID DETECT CIRCUIT WAS FOUND INOPERATIVE. ALSO, THE WIRING TO THE LEFT, INBOARD AND LEFT, OUTBOARD WHEEL SPEED TRANSDUCERS WERE CROSSED. THERE WAS ALSO EVIDENCE THAT THE AIRCRAFT HAD HYDROPLANED NEAR THE DEPARTURE END OF THE RUNWAY. THE AIRCRAFT DISCREPANCIES WERE NOT DISCOVERED DURING ANTISKID SYSTEM TESTING PERFORMED ABOUT 2 WEEKS PRIOR TO THE ACCIDENT.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight engineer
- Ratings: multi-engine land; instrument: airplane
- Flight time: 3,634 hours in all; 761 in this make and model; 161 in the last 90 days; 48 in the last 30 days
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 37,421 hours
- Last inspection: continuous airworthiness programme, January 19, 1995; 2 hours since
- Maximum gross weight: 103,500 lb
- Seats: 130
- Landing gear: retractable
- Engine: P&W JT8D-9A (turbojet); 0 hours total
- Operator: Air South, INC.
The flight
- Departed from: CAE Columbia SC at 1:50 pm
- Destination: ATL
- Flight plan: IFR
- Runway 9R, 9,000 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 120° at 13 knots
- Visibility: 2 statute miles
- Sky: overcast at 300 ft; not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 3:28 pm from ATL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 5 | |||
| Passengers | 23 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.