On Jul 23rd 2015 the NTSB released their final report concluding the probable cause of the accident was:

The captain's attempt to recover from an unstabilized approach by transferring airplane control at low altitude instead of performing a go-around. Contributing to the accident was the captain's failure to comply with standard operating procedures.

In the press release of Jul 23rd 2015 the NTSB argued: "NTSB found that the first officer was conducting the approach, and the captain took control away from the first officer, but not until the plane was 27 feet above the ground. This late transfer of control from the first officer to the captain resulted in neither pilot being able to effectively monitor the airplane’s altitude and pitch attitude. According to the Southwest Airlines Flight Operations Manual, the captain should have called for a go-around well before this point in the approach instead of trying to salvage the landing. For example, Southwest’s stabilized approach criteria require an immediate go-around if the airplane flaps are not in the final landing configuration by 1,000 feet above the ground. In this case, the flaps were not correctly set until the airplane was 500 feet above the ground."

The captain (49, ATPL, 12,522 hours total, 7,907 hours on type) was pilot monitoring, the first officer (44, ATPL, 5,200 hours total, 1,100 hours on type) was pilot flying.

 

Hopefully the captain is still not flying...I know she was fired from SW which is good! This could have been a lot worse.

 

Does SWA have FOQA on their aircraft?

 

I Don't think you need to have it ON the ac, just participate, I assume SW does.
https://www.faa.gov/about/initiatives/atos/air_carrier/foqa/

 

All NG's have it. Some of the 300's have it.

At SWA FOQA is called FDAP. I believe it is otherwise similar to FOQA.

If you read the report, you'll see that the approach by the FO was NOT the issue. The Capt caused the mishap.

Lot more to this story than just the facts.

 

http://www.ntsb.gov/_layouts/ntsb.av...13FA131&akey=1

Highest deviation above glide slope occurred at 1744:23, at 27' AGL, which is also when the Captain said "I've got it."

Control column back pressure was reduced to neutral and the de-rotation, and sink rate, started...

 

Southwest Airlines’ FOQA program has been designated as the Flight Data Analysis Program, or FDAP.

 

Is there more to the story beyond what is in the report?

 

Of course there is! I don't know what it is...but I can tell you for sure that when I was at American Eagle a lifetime ago, a very similar accident occurred in SJU.

Both could have been saved by the words, "Go around." (disregard all the stuff in the NTSB report about the FO not revealing certain meds to the FAA! woops ha)

https://www.youtube.com/watch?v=Cht1uKCdlBo

 

Or if the Capt had said nothing, or perhaps called in sick for the rest of her career...

Then there would have been no accident, and much rejoicing among the FO's of OAK.