On February 24, 1989, United Airlines flight 811, a Boeing 747-122, lost a cargo door as it was climbing between 22,000 and 23,000 feet after taking off from Honolulu, Hawaii, en route to Sydney, Australia with 355 persons aboard. As a result of the incident nine of the passengers were ejected from the airplane and lost at sea. The cargo door was recovered in two pieces from the ocean floor at a depth of 14,200 feet on September 26 and October 1, 1990. The probable cause of this accident was a faulty switch or wiring in the door control system. Contributing to the cause of the accident was a deficiency in the design of the cargo door locking mechanisms. Also contributing to the accident was a lack of timely corrective actions by Boeing and the FAA following a 1987 cargo door opening incident on a Pan Am B-747.

During takeoff from runway 02 at Tamanrasset Aguenar aerodrome in Southern Algeria, on Thursday 6 March 2003, the left engine of a Boeing 737-200 from Air Algerie suffered a contained burst. The airplane swung to the left. The Captain took over the controls. The airplane lost speed progressively, stalled and crashed, with the landing gear still extended, about one thousand six hundred and forty-five meters from the takeoff point, to the left of the runway extended centerline. The crew of six and 96 of the 97 passengers were killed in the accident. The accident was caused by the loss of an engine during a critical phase of flight, the non-retraction of the landing gear after the engine failure, and the Captain, the PNF, taking over control of the airplane before having clearly identified the problem.

The author, a former government agent, and other former government agents, detail the pattern of lies by White House politicians to support the invasion of Iraq, the massive cover-ups of the lies by U.S. politicians and most of the U.S. media, and the dire consequences of these wrongful acts.

February issue includes Appendix entitled Directory of United States Government periodicals and subscription publications; September issue includes List of depository libraries; June and December issues include semiannual index

We live in a world of great and increasing complexity, where even the most expert professionals struggle to master the tasks they face. Longer training, ever more advanced technologies-neither seems to prevent grievous errors. But in a hopeful turn, acclaimed surgeon and writer Atul Gawande finds a remedy in the humblest and simplest of techniques: the checklist. First introduced decades ago by the U.S. Air Force, checklists have enabled pilots to fly aircraft of mind-boggling sophistication. Now innovative checklists are being adopted in hospitals around the world, helping doctors and nurses respond to everything from flu epidemics to avalanches. Even in the immensely complex world of surgery, a simple ninety-second variant has cut the rate of fatalities by more than a third. In riveting stories, Gawande takes us from Austria, where an emergency checklist saved a drowning victim who had spent half an hour underwater, to Michigan, where a cleanliness checklist in intensive care units virtually eliminated a type of deadly hospital infection. He explains how checklists actually work to prompt striking and immediate improvements. And he follows the checklist revolution into fields well beyond medicine, from disaster response to investment banking, skyscraper construction, and businesses of all kinds. An intellectual adventure in which lives are lost and saved and one simple idea makes a tremendous difference.

On June 1, 1999, at 2350:44 central daylight time, American Airlines flight 1420, a McDonnell Douglas DC-9-82, crashed after it overran the end of runway 4R during landing at Little Rock National Airport in Little Rock, Arkansas. The flight originated from Dallas/Fort Worth International Airport, Texas. There were 145 persons on board. The airplane was destroyed by impact forces and a postcrash fire. The captain and 10 passengers were killed; 120 crewmembers and passengers received serious or minor injuries; and 24 passengers were not injured. The National Transportation Safety Board determines that the probable causes were the flight crew's failure to discontinue the approach when severe thunderstorms.

On April 6, 1993, a China Eastern Airlines McDonnell Douglas MD-11, flight 583, on its way from Beijing, China, to Los Angeles, California, had an inadvertent deployment of the leading edge wing slats while in cruise flight, not far from Shemya, Alaska. The autopilot disconnected, and the captain was manually controlling the airplane when it progressed through several violent pitch oscillations and lost 5,000 feet of altitude. Two passengers were fatally injured, and 149 passengers and 7 crewmembers received various injuries. The airplane did not receive external structural damage, but the passenger cabin was substantially damaged. The National Transportation Safety Board determined that the probable cause of this accident was the inadequate design of the flap/slat actuation handle by the Douglas Aircraft Company that allowed the handle to be easily and inadvertently dislodged from the UP/RET position, thereby causing extension of the leading edge slats during cruise flight.