Investigation Summary
The accident was characterized by a severely unstable approach. Due to air traffic control sequencing, the flight was kept at a high speed of 230 knots or greater until late in the approach. When cleared for a visual approach, the aircraft was too high and too fast. The captain attempted to salvage the landing by using speed brakes and extending flaps outside of their safe operating envelope. The aircraft crossed the threshold significantly above target speed and touched down at 182 knots, approximately 44 knots faster than the calculated Vref. The steep descent angle of 7 degrees was more than double the standard 3-degree glideslope. Upon touchdown, the crew applied maximum manual braking and full thrust reversers, but the excessive speed and late touchdown point made a runway excursion inevitable. Despite the obvious instability and continuous Ground Proximity Warning System (GPWS) 'sink rate' and 'pull up' alerts, the crew did not initiate a go-around.
Final Conclusions
The NTSB determined the probable cause was the flight crew's excessive airspeed and flightpath angle, and their failure to abort the approach when stabilized criteria were not met. A contributing factor was the air traffic controller's positioning of the aircraft, which left the crew with no safe options other than a go-around, which they failed to execute.
Photographic Evidence (1)
Video Analysis
“Well, There Goes My Career…” Southwest Airlines Flight 1455 — A detailed breakdown of the unstable approach and runway overrun of Southwest 1455 in Burbank, including CVR transcripts and NTSB findings.
If playback is blocked, the owner has disabled embedding — use the link above.
Systems & Failure Modes
GPWS
The Ground Proximity Warning System provided continuous alerts regarding the excessive sink rate, which the crew ignored.
Flaps
The crew extended flaps to 40 degrees at 180 knots, exceeding the structural limit of 158 knots for that setting.
EMAS
Engineered Materials Arrestor System; although not present at the time, it was installed at Burbank as a direct result of this accident.
Interesting Facts
- 01The aircraft touched down at 182 knots, well above the target speed of 138 knots.
- 02The descent angle during the final approach was approximately 7 degrees, compared to the standard 3 degrees.
- 03GPWS alerts ('sink rate' and 'pull up') sounded for the final 35 seconds of the flight.
- 04The aircraft came to rest just feet away from a Chevron gas station on Hollywood Way.
- 05Both pilots were terminated by Southwest Airlines following the investigation.
- 06Immediately after the aircraft came to a stop, the Captain was recorded on the CVR saying, 'Well, there goes my career.'
Safety Actions & Advisories
EMAS Installation
Burbank Airport installed an Engineered Materials Arrestor System (EMAS) at the end of Runway 8 to prevent future overruns from reaching city streets.
ATC Procedure Review
The NTSB recommended that the FAA ensure controllers do not issue speed or altitude restrictions that compromise a pilot's ability to fly a stabilized approach.