Flight Safety Information November 29, 2019 - No. 246 In This Issue Incident: JAL B773 at Tokyo on Sep 5th 2017, engine shut down in flight following uncontained failure Incident: India A321 at Bhubaneswar on Nov 8th 2019, fire seen from engine Incident: GoAir A20N at Bangalore on Nov 11th 2019, runway excursion on landing Incident: Easyjet Switzerland A320 near Zagreb on Nov 13th 2019, big bang on nose then weather radar Incident: AirAsia A320 at Chennai on Nov 28th 2019, hydraulic failure Texas family of 5, Canadian couple killed in Ontario plane crash After PDK plane crash, residents question safety and who pays for damage Fatal 2016 flydubai crash caused by 'pilot error,' investigation confirms World War II-era bomber plane crashes near airport Terrified passengers write their 'last messages' to family after jet engine bursts into flames Wright brother's Day: Airplane History- From Icarus to the Wright Brothers and Beyond New Zealand's Key Minister Apologizes For Government's Handling Of 1979 Airplane Crash WW2 Bomber in Lake Michigan Being Considered for Recovery. IATA Safety and Flight Ops Conference - Baku, Azerbaijan 31 March - 2 April, 2020 USC Aviation Safety & Security Program BlazeTech Aircraft Fire Hazards, Protection and Investigation Course - May 26-28, 2020 in Woburn MA, USA Incident: JAL B773 at Tokyo on Sep 5th 2017, engine shut down in flight following uncontained failure A JAL Japan Airlines Boeing 777-300, registration JA743J performing flight JL-6 from Tokyo Haneda (Japan) to New York JFK,NY (USA) with 233 passengers and 18 crew, was in the initial climb out of Haneda's runway 34R when the left hand engine (GE90) emitted a series of 5 bangs and streaks of flame. Tower informed the crew about seeing flames out of the engine. The crew receiving abnormal indications for engine #1 stopped the climb at 6000 feet, shut the engine down, dumped fuel and returned to Haneda for a safe landing on runway 34L about one hour after departure. Metal debris was found on the departure runway. A replacement Boeing 777-300 registration JA741J is estimated to reach New York with a delay of 6.5 hours. The airline initially suspected a bird strike but later reported that no bird remains were found. The cause of the engine failure is under investigation. Japan's Ministry of Transport reported the grass left of the departure runway caught fire when the engine distributed debris onto the runway. An inspection of the engine did not reveal any bird remains. A number of blades of the low pressure turbine were missing. On Sep 7th 2017 Japan's TSB rated the accident type as: "Things similar to 'breakage of the engine (only when the debris penetrates the case of the engine)'" effectively describing the engine failure was uncontained. The JTSB have opened an investigation. On Nov 29th 2019 the JTSB released their final report concluding the probable causes of the serious incident were: It is highly probable that the serious incident was caused by collisions of some of fragments with turbine rear frame (TRF), which led to generating the hole due to damage to multiple stages of stator vanes and turbine blades of low pressure turbine (LPT) of No. 1 (left side) engine immediately after take-off. It is highly probable that damage to multiple stages of stator vanes and turbine blades of low pressure turbine was contributed by the fracture of one of LPT fifth stage stator vanes. It is highly probable that the fracture of one of LPT fifth stage stator vanes was contributed by the crack generated by stress concentration caused by arch-binding, which progressed to the fracture by repetitive stress associated with engine operation. The JTSB reported immediately after becoming airborne noise was generated by the #1 engine, the engine rpms decreased and a caution message "ENG THRUST L" was displayed on the EICAS. Tower observed flames from behind the engine. The crew proceeded to shut the engine down, declared emergency, dumped fuel and returned to Tokyo for a safe landing. Engine fragments were recovered from the departure runway and its surroundings, a grass area near the departure runway was burned, the grass fire needed to be extinguished by emergency services. The JTSB analysed the engine damage: (1) Damage on LPT (i) It is highly probable that damages on fifth and sixth stage turbine blades which were downstream from LPT fifth stage stator vanes were triggered by fracture of one stator vane of the fifth stage stator vanes segment, then collisions of fragments with fifth stage turbine blades led to further damage, and continuous collisions of those fragments with other sections resulted in the secondary damage. (ii) Fracture of LPT fifth stage stator vane It is highly probable that the fractured fifth stage stator vane was impelled to be supported only by the inner side of engine due to the crack which reached from the trailing edge side to the leading edge side caused by repetitive stress associated with operations of engine, followed by another crack generating and progressing on inner side of engine, which finally resulted in fracture, because many striations indicating fatigue fracture were confirmed on the fractured surface of the outer side of engine of LPT fifth stage stator vane segment. It is probable that the crack of LPT fifth stage stator vane was caused by increased stress on the trailing edge side of LPT fifth stage stator vane caused by arch-binding, because wearing, which was a trace of arch-binding, was confirmed on the slash-face of LPT fifth stage stator vane segment on the inner side of engine and arrest lines were periodically confirmed through fracture analysis. (2) The Hole of TRF It is highly probable that the hole of TRF was caused by collisions of fragments generated by the damaged LPT. It is probable that fragments did not penetrate the hole, because analytical results by NIMS and engine cowl did not show damage. (3) Flame Outbreak at Engine Aft It is highly probable that the flame that occurred at the engine aft became incomplete combustion by the change in mixing rate in air flow amount and fuel flow amount after the engine rpm had deviated from normal operating condition due to the damage occurred in LPT, and then, the after fire occurred due to the mixed gas including the fuel was exhausted to the engine aft and was rapidly burned by the supply of oxygen in the atmosphere along with the heat of exhaust duct, because evidence of abnormal combustion inside the engine was not confirmed. (4) Burned Grass Area along the Side of Runway It is probable that burned grass area was caused by high temperature fragments exhausted from the engine aft due to damage of LPT and fell on the grass area on the side of runway near the taking off area of the Aircraft. (5) Safety Actions to Avoid Similar Cases Inspection conducted by the Operator and the engine manufacturer after the serious incident confirmed that cracks and wearing caused by arch-binding occurred in multiple segments of LPT fifth stage stator vanes. In the serious incident, there occurred the ground damage of burning grass area caused by many fragments of damaged multiple stages of LPT stator vanes and turbine blades, which fell on runway and its surroundings. From this, it is probable that taking safety actions as described below is meaningful to prevent similar engine failure cases and falling objects on the ground in the future: (i) Widening space between adjacent segments of LPT fifth stage stator vanes Cracks and wearing caused by arch-binding were confirmed to have occurred on multiple segments of LPT fifth stage stator vanes since the serious incident. It is probable that widening space between adjacent segments of LPT fifth stage stator vanes, which has not changed design in accordance with the service bulletin (SB72-0637), reduces stress increase to the outer side of engine of LPT fifth stage stator vanes caused by arch-binding and contributes to prevent occurrence of cracks in fifth stage stator vanes. It is probably meaningful to widen space between adjacent segments by use of LPT fifth stage stator vanes in accordance with the service bulletin (SB72-0637) or by modification of segments to which the service bulletin (SB72-0637) has not been applied in order to avoid recurrence of similar cases. (ii) Inspection of LPT fifth stage stator vanes segments It is probable that BSI is effective for early detection of similar engine failure, because the cracks were confirmed on LPT fifth stage stator vanes of multiple engines by one time BSI on each engine at the engine maintenance facility after the serious incident, and furthermore, the cracks were confirmed on LPT fifth stage stator vanes of multiple engines by the BSI which the Operator has been conducting every 250 flight cycles on the same type engines under operation. Accordingly, it is desirable that the engine manufacturer notify the users of the same type engine of the method of BSI and an appropriate interval to repeat BSI for the segments of LPT fifth stage stator vanes, which have not taken countermeasure to widen space between adjacent segments of LPT fifth stage stator vanes on engines under operation by service bulletin (SB). Japan Airlines - Emergency Landing http://avherald.com/h?article=4adf1ac3&opt=0 Back to Top Incident: India A321 at Bhubaneswar on Nov 8th 2019, fire seen from engine An Air India Airbus A321-200, registration VT-PPT performing flight AI-670 from Bhubaneswar to Mumbai (India) with 180 people on board, was climbing through FL260 out of Bhubaneswar when a passenger alerted cabin crew of seeing fire and sparks from the left hand engine (CFM56) exhaust, the flight attendants informed the flight deck. After some checks the pilots decided to shut the engine down and divert to Raipur (India), where the aircraft landed safely about 40 minutes after departure. The aircraft was evacuated via slides. There were no injuries. India's DGCA reported a passenger reported the engine fire to the cabin crew, who informed the flight crew. The flight crew performed checks, shut the #1 engine down and diverted to Raipur. The aircraft was evacuated via slides, the aircraft was subsequently towed off the runway. The airport reported the aircraft returned suspecting a tail pipe fire on the #1 engine, the crew did not receive any engine fire indication or other abnormal parameters, however, as a precaution discharged the fire extinguisher into the engine after it was shut down. There had been an engine tail pipe fire. On Nov 13th 2019 it became known that the engine is going to be replaced, India's AIB have opened an investigation. On Nov 29th 2019 India's AIB reported there were no injuries and minor damage to the aircraft, when the left hand engine suffered a fire in flight and was shut down. The aircraft diverted to Raipur, where an emergency evacuation was carried out. The occurrence was rated a serious incident and is being investigated by India's AIB. Fire in engine Air India ai670 http://avherald.com/h?article=4cefd7f5&opt=0 Back to Top Incident: GoAir A20N at Bangalore on Nov 11th 2019, runway excursion on landing A GoAir Airbus A320-200N, registration VT-WGR performing flight G8-811 from Nagpur to Bangalore (India) with 180 people on board, landed on Bangalore's runway 09 at 07:22L (01:52Z) in fog and low visibility however touched down off the left edge of the runway with both main gear on soft ground. The crew initiated a balked landing, went around and climbed to safety. After entering a hold at 8000 feet for about 30 minutes the crew decided to divert to Hyderabad (India), climbed the aircraft to FL280 and landed safely in Hyderabad about 90 minutes after the balked landing. After landing in Hyderabad the left main gear was found covered with mud. India's DGCA rated the occurrence a serious incident, opened an investigation and released following statement: On 11.11.2019 Go Air A320 aircraft VT-WGR operated flight G8-811D(Nagpur-Bangalore). It was cleared for approach for R/W 09 at Bangalore. Due to bad weather at Bangalore aircraft initiated Go around. During the Go Around process No.1 engine stalled. The power on the effected engine was reduced to idle and Go around was continued. During climb No.1 Engine again stalled and power was again reduced to idle . The aircraft diverted Hyderabad with power on No.1 engine in climb detent. After landing at Hyderabad mud deposit have been observed on left main landing gear, indicating that aircraft has rolled on to soft ground/ unpaved surface. As per the crew aircraft has deviated to left during go around at Bangalore. Aircraft has been grounded for detailed investigation at Hyderabad. DFDR data along with other recorder data is being analysed for further investigation. The airline reported the crew initiated a go around and diverted the aircraft to Hyderabad. On Nov 15th 2019 a passenger video surfaced showing the short final and landing. On Nov 29th 2019 India's AIB reported the aircraft veered to the left of the runway, touched down on and rolled over soft ground for about 130 meters/430 feet before becoming airborne again in a go around. There were no injuries, the aircraft sustained minor damage. The occurrence was rated a serious incident and is being investigated by India's AIB: Metars: VOBL 110400Z 08005KT 030V120 3000 BR SCT008 SCT012 21/21 Q1017 BECMG 5000 BR= COR VOBL 110330Z 10006KT 070V130 2000 BR BKN006 SCT012 20/20 Q1017 BECMG 5000 BR= VOBL 110300Z 09007KT 060V120 0500 R09/500 R027/700 FG BKN003 SCT012 19/19 Q1017 BECMG 800 FG= VOBL 110230Z 07005G17KT 0050 R09/200 R027/250 FG BKN002 SCT012 19/19 Q1017 BECMG 800 FG= COR VOBL 110200Z 07004KT 0050 R09/125 R27/175 FG BKN002 19/19 Q1016 NOSIG= VOBL 110130Z 03003KT 0200 R09/1500 FG BKN002 19/19 Q1016 NOSIG= VOBL 110100Z VRB02KT 0800 R09/2000 FG BKN006 19/19 Q1015 NOSIG= VOBL 110030Z VRB03KT 1000 R09/2000 MIFG SCT005 19/19 Q1015 TEMPO 0800 FG BKN004= VOBL 110000Z VRB02KT 2000 BR SCT005 19/19 Q1015 TEMPO 1000 MIFG= VOBL 102330Z VRB02KT 2000 BR SCT005 19/19 Q1014 NOSIG= VOBL 102301Z VRB01KT 2000 BR SCT005 20/20 Q1014 TEMPO 1500 BR= VOBL 102300Z VRB00KT 2000 BR SCT005 19/19 Q1014 TEMPO 1500 BR= VOBL 102230Z VRB02KT 3000 BR SCT007 19/19 Q1014 TEMPO 2000 BR= VOBL 102200Z VRB01KT 3000 BR SCT007 20/20 Q1014 TEMPO 2000 BR= Incident: GoAir A20N at Bangalore on Nov 11th 2019, runway excursion on landing http://avherald.com/h?article=4cf40719&opt=0 Back to Top Incident: Easyjet Switzerland A320 near Zagreb on Nov 13th 2019, big bang on nose then weather radar failure An Easyjet Switzerland Airbus A320-200, registration HB-JXO performing flight U2-1437 from Geneva (Switzerland) to Belgrade (Serbia), was enroute at FL370 about 50nm east of Zagreb (Croatia) when the crew heard a loug bang coming from the nose of the aircraft. The crew subsequently received indications regarding weather radar and antenna located in the forward section of the nose radome. With 135nm to destination remaining the crew decided to continue to Belgrade for a safe landing about 30 minutes later. Serbia's Center of Investigations of Accidents in Transportation (CINS) rated the occurrence a serious incident causing minor damage and opened an investigation. http://avherald.com/h?article=4cfeb4c0&opt=0 Back to Top Incident: AirAsia A320 at Chennai on Nov 28th 2019, hydraulic failure An AirAsia Airbus A320-200, registration VT-NAG performing flight I5-761 from Delhi to Chennai (India) with 164 people on board, was on approach to Chennai when the crew reported a hydraulic failure and advised they needed to be towed off the runway due to no nosewheel steering available. The aircraft continued for a safe landing on Chennai's runway 07 and was towed off the runway. The airline reported a glitch in the aircraft maneouvering system led to a priority landing in Chennai later adding the crew requested a priority landing due to lack of nose wheel steering and requested to be towed off the runway. The airport reported the aircraft suffered a hydraulic failure prompting emergency services to be deployed to their stand by positions. http://avherald.com/h?article=4cfe1ebb&opt=0 Back to Top Texas family of 5, Canadian couple killed in Ontario plane crash A Texas pilot, his wife and three children - along with a Canadian couple - died when their plane crashed in Ontario this week, according to a new report. Pilot Otabek Oblokulov, along with his wife and kids - ages 3, 11 and 15 - all of Houston, were killed when their Piper PA-32 went down in the city of Kingston Wednesday evening, friends of the victims told CBC News. Another couple, Bobomurod Nabiev and his wife, who live in the Toronto area but are originally from Uzbekistan, also died on board, according to the report. There is "no indication" of any survivors, Kingston Police Const. Ash Gutheinz said Thursday. The small aircraft was headed to Quebec City from Buttonville Municipal Airport in Markham, Ontario, the outlet reported. But at some point, it changed course to Kingston, and crashed a few miles north of the city's airport around 5 p.m., Canada's Transportation Safety Board confirmed, according to the report. The plane appeared to have come down on a steep incline, TSB investigator Ken Webster said at a Thursday evening news conference. The plane was registered in the United States, so the National Transportation Safety Board will coordinate with Canadian authorities to investigate the cause of the crash, CBC News reported. Authorities will probe factors including weather, maintenance, pilot training and communications with air traffic control, Canadian TSB spokesperson Chris Krepski told the network. Environment Canada had warned of winds gusting up to nearly 50 mph that night. While the conditions weren't as severe as expected, the weather was certainly "blustery," Gutheinz said. Anson Air, a Sugar Land, Texas-based aviation school, had just congratulated Oblokulov on his first aircraft in March. "Congratulations to Otabek Oblokulov on his first airplane, this beautiful Cherokee 6 260 we helped him acquire!" the school posted to Facebook, along with a photo of the pilot smiling widely with the plane in the background. https://nypost.com/2019/11/28/texas-family-of-5-canadian-couple-killed-in-ontario-plane-crash/ Back to Top Back to Top After PDK plane crash, residents question safety and who pays for damage An explosion jolted John Patterson awake in his DeKalb County townhome on Oct. 30. As he and his dog Max fled the damaged building, he assumed a gas line had burst because so little was left of the real cause: a private airplane that crashed into his home shortly after takeoff from DeKalb-Peachtree Airport. "I said, 'Where's the plane?'" Patterson recalled asking firefighters and other first responders. "They said, 'We're looking.'" The violent crash at 2421 Peachwood Circle near I-85 killed the pilot and a passenger. Debris smashed a huge hole in the roof of Patterson's spare bedroom and fell through the floor into the kitchen below. Patterson and his neighbor, whose unit was badly damaged as well, were left temporarily homeless. That day, they joined the unlucky few who, despite only tiny risks, have had homes or cars hit by planes falling out of the sky as they leave or approach PDK. The accident has revived safety fears for some residents in the increasingly dense neighborhoods of Chamblee and Brookhaven around the county-run public airport on Clairmont Road. When a plane does hit a home, those on the ground face another form of risk and chance: Who pays for the cleanup and compensation? There is no federal requirement for private aircraft owners or operators to have liability insurance, and only 11 states - not including Georgia - mandate some form of financial guarantees in case of accidents. Total lack of insurance is rare, but insufficient insurance is a significant issue in crashes that often cause major injuries and property damage. Patterson was surprised to learn about the lack of a federal insurance mandate. "I thought, 'I've been hit from behind in my car and I got compensated,'" he said. "You can get into a missile full of fuel [without insurance]?" Nearly a month after the accident, Patterson said his attorney was in talks with the pilot's insurance company and had a hitch. The insurance company, he said, raised a question of whether the pilot was covered for the type of flying he may have been doing, primarily using instruments rather than by sight. Safety stats debate Following the fatal crash in October, residents and officials dueled with accident statistics at a Nov. 18 meeting of the DeKalb-Peachtree Airport Advisory Board, debating just how safe it is to live near a facility that sees about 150,000 takeoffs and landings a year. PDK has a long history of accidents, including an infamous 1973 case where a jet crashed into a Buford Highway apartment building in what is now Brookhaven, killing seven people on the plane and severely injuring a resident with burning fuel. The plane crashed due to a bird strike, in turn blamed on a county-run landfill next to the airport, and triggered a legal battle over airport legal liability that went all the way to the U.S. Supreme Court, according to media reports. In the past 20 years, three residential properties have been hit by planes from PDK in DeKalb, Brookhaven/Chamblee and Lilburn. A total of 17 people have been killed in accidents in that time period, all pilots or passengers. Other planes from PDK have wrecked in residential or commercial areas or on highways. For an extensive list, click here. But that does not equate with significant or unusual risk to surrounding neighbors, said Edward Coleman, a professor and chair of the Robertson Safety Institute, an aviation and industry specialty organization at the Arizona campus of Embry-Riddle Aeronautical University. "Statistically speaking, there isn't much of a risk," said Coleman about the odds of private planes hitting homes near airports. Such crashes are few and, when fatal, typically kill people in the plane, not on the ground, he said. "Most accidents happen on or near the airport," he said. For neighbors wanting to lessen the risk further, Coleman said, "I would look for where the flight patterns are and try to avoid living directly in the flight path," which is where accidents are more likely to happen. PDK is one of roughly 3,000 "general aviation" airports around the country, meaning it serves civilian pilots rather than commercial or military aircraft. PDK's services include personal, instructional, corporate, medical and charter flights. Commercial airports and airlines are under heavy federal regulation in terms of operations and training, while general aviation airports have fewer rules and are open to private pilots with widely varying levels of experience. According to National Transportation Safety Board statistics, general aviation aircraft are responsible for the vast majority - regularly over 95% - of all U.S. accidents and fatalities. But the absolute numbers of fatalities are relatively small and trending downward nationally. According to the NTSB's most recent compilations, there were 217 general aviation accident fatalities in the U.S. in 2018, and 207 so far this year. The Aircraft Owners and Pilots Association estimates there are more than 500,000 general aviation pilots licensed in the U.S. and about 220,000 aircraft. At the PDK Advisory Board meeting, the statistics presented by residents and officials were incomplete and open to interpretation. Resident Todd Delaune, a frequent critic of PDK noise, complied Federal Aviation Administration reports that he said show PDK's fatalities and "incidents" are nationally high. But incidents aren't accidents, board members said, and Coleman later said that PDK's fatality numbers don't sound unusual. Airport Director Mario Evans presented incomplete fatality statistics, emphasizing that the number is low compared to the roughly 3.9 million takeoffs and landings at PDK since 1999. In a separate set of stats, Evans discussed a type of incident called "runway incursions" that are risky and sometimes damage aircraft or property, but which fall short of full-blown accidents. The term refers to an unauthorized plane, person or vehicle on a runway. Incursions can range from minor incidents to near-misses with catastrophe. Evans acknowledged that, while the national rate of runway incursions is falling, PDK's is not. He said 2018 was a "bad year here," with 28 runway incursions, and 7 as of mid-2019. But, he said, those incidents are dangers at the airport, not in the surrounding neighborhoods. The underlying issue is ever increasing development around PDK, which started as a semi-rural military airport. Coleman said that mirrors national trends, where airports built in once-remote areas to mitigate safety and noise concerns are now attracting development on their boundaries. That increases the actual risk of crashes, Coleman said, as well as the phenomenon of residents moving nearby and starting to perceive safety and noise issues. On the other hand, Coleman said, general aviation aircraft are becoming safer in design and maintenance. In the 1950s, the era when PDK switched to civilian use, crashes "were way more routine," Coleman said. "I don't think [nearby development] is as a big a risk as it might have been" in that era. Flying low on insurance Low-risk is not no-risk, and some planes inevitably crash somewhere. People who suffer injuries or property damage may be stuck with bills. In a 2013 case that drew national media attention, a Florida woman was shocked to discover the pilot who crashed a plane into her house, burning it up, had no liability insurance and was not required to. Commercial airlines in the U.S. have had mandatory insurance coverage rules since the 1980s, but general aviation still does not. Many other countries mandate coverage, including Canada, Australia and the European Union's member states. According to a 2015 U.S. Government Accountability Office report about a possible federal mandate, even the handful of states that require insurance coverage largely lack review or enforcement processes, so compliance is unknown. However, according to the report, total lack of insurance is rare. Under-insurance that fails to fully cover medical bills and damage is a more common problem, it said. Alan Armstrong, an aviation attorney based in DeKalb about 1.5 miles from PDK, is representing Patterson in seeking compensation for the Oct. 30 accident. Armstrong said he has turned down cases involving uninsured pilots, but agreed that under-insurance is a bigger issue. He said that some beginner pilots can get only $100,000 in liability coverage, and that standard $1 million policies don't always pay out the way that sounds. "From a liability standpoint, liability's not an issue. An airplane crashed in a guy's house," Armstrong said of this type of case. "It's a fairly simple case once you figure out insurance." Total lack of insurance is "not common," Armstrong said, but in such cases, he advises potential clients to give up seeking compensation. "You're going to spend years in court. You're not going to get anything," he said. One reason for the lack of a federal mandate is that many airports require liability insurance for aircraft based there. PDK, for example, requires a minimum of $1 million in liability coverage, according to DeKalb County spokesperson Leslie Agee. But that does not apply to aircraft visiting the airport - the pilot in the Oct. 30 crash was from North Carolina, according to county officials - and there may be devils in the details of the policies. According to the GAO, there are two common types of $1 million policies in general aviation. One, often fulfilled by renters insurance, is $1 million per accident, but with a "sublimit" of $100,000 in compensation to any one person. The other is a so-called "smooth policy" that will pay the full $1 million to any claimant. A $100,000 sublimit often does not cover aircraft-level injuries and damage, and attorneys may not even take the case due to the small amount of money left over, according to the report. And even $1 million can disappear quickly in crashes involving multiple people and damage to a home. Armstrong said the lack of a federal insurance mandate is largely because there has been no "national dilemma" - a major incident where under-insurance caused a problem. For those waiting out the insurance tangles at Peachwood Circle, it's a problem enough. Lan Weber, who owns the townhomes rented by Patterson and his neighbor, declined to comment pending a resolution. But Marco Almaraz, a property maintenance worker, said he cleaned up much of the wreck and "picked up a lot of pieces of the plane." He's just starting the process of repairing the townhomes. Patterson and his neighbor, who did not respond to an interview request, are out of their homes for now at their own expense. Patterson said he's renting his sister's basement and he believes his neighbor is staying in a hotel. The Red Cross helped them out with debit cards, water and Rice Krispies treats. But nearly a month later, Patterson was wondering why the insurance issue was so complicated and where it would land. "It is kind of weird," he said. "You need [insurance] to drive a car." https://www.reporternewspapers.net/2019/11/29/after-pdk-plane-crash-residents-question-safety-and-who-pays-for-damage/ Back to Top Fatal 2016 flydubai crash caused by 'pilot error,' investigation confirms The fatal 2016 airplane crash of a flydubai jet in Russia was caused by a pilot error in bad weather, Russia's Interstate Aviation Committee said in a report published on Tuesday. The conclusive document said the accident was formally classified as an incident caused by the "Loss of Control In-Flight occurrence." It also attributed it to "possible crew disorientation during bad weather at night" and "an incorrect aircraft configuration and crew piloting." Flight FZ 981 was en-route from Dubai to Russia when it crashed at Rostov-on-Don airport, south of the country. The Boeing737-8KN aircraft model had circled around the airport for over two hours before crashing while on its second attempt to land in high winds. Upon impact with the ground, the aircraft erupted in flames about 250 meters away from the runway. All 62 people on board (55 passengers and seven crew) were killed in the tragic incident on March 19, 2016. The report explained that the plane's crew could have been suffering from "possible operational tiredness" at the time of the crash and was therefore unable to handle the distressful situation. In a statement that came in response to the report, flydubai's Chief Executive Officer Ghaith Al Ghaith acknowledged the investigation's findings. He thanked Russian authorities for their efforts and explained that the carrier had fully collaborated with investigators throughout the process. "During the official investigation, while observing ICAO's Annex 13 protocols, flydubai appointed a number of subject matter experts to conduct a thorough internal investigation of the factual data as well as to provide substantive responses to the Investigator In Charge," Al Ghaith said. "In accidents involving human factors, it is important to exhaust all possible scenarios when interpreting the factual data. It is the priority of the industry to understand all possible factors contributing to such a tragic accident and ensure critical insights that can make aviation safer are shared," he added. flydubai has taken several measures since the crash Al Ghaith stressed that the airline took several measures in the wake of the plane crash. He explained that the company's main priorities "have been to support the bereaved families, to conduct a thorough review of our internal processes and systems, and to support the work of the investigator in-charge." The executive said the budget carrier remains mainly focused on the pursuit of safety enhancements through all their operations. "At the time of the accident, flydubai was fully compliant with all regulatory requirements. Following a thorough review of the Interim Report, the Draft Final Report and flydubai's own internal investigation, the airline has, in conjunction with our regulator, the General Civil Aviation Authority (GCAA) taken a number of precautionary measures prior to the publication of the Final Report," he added. The airline also stated that it is working towards offering compensation to those impacted by the accident and has already settled claims filed by those who lost loved ones. https://stepfeed.com/fatal-2016-flydubai-crash-caused-by-pilot-error-investigation-confirms-1694 Back to Top World War II-era bomber plane crashes near airport 'We'd like to return': WWII B-17 Flying Fortress bomber's pilot radioed in emergency just before it crashed, leaving SEVEN people dead and seven injured at Connecticut airport At least seven people have died and seven others are injured after a World War II-era bomber plane crashed and burst into flames shortly after take-off at Connecticut's Bradley International Airport. The B-17G Flying Fortress plane, dubbed 'Nine-o-Nine', went down on Wednesday morning just outside Hartford when it was trying to land on the runway. State Police Commissioner confirmed there were fatalities. He added: 'Victims are very difficult to identify, we don't want to make a mistake.' Sources told the Hartford Courant that at least seven people were dead. Officials said 13 people were on board, including two pilots and one attendant. Ten of the people were passengers, including two who were Connecticut firefighters. Another person on the ground was injured when the plane slid off the runway and slammed into a building used to house the airport's deicing equipment. The flight took off at 9.45am, after waiting a few minutes for turbulance before it was cleared for take-off, according to FAA air traffic control audio recorded by LiveATC. Shortly after take-off, the pilot is heard saying: 'N93012 would like to return to the field.' The controller then asks: 'What's the reason for coming back?' 'You got number four engine. We'd like to return and blow it out,' another pilot answered. The air control tower then responds, saying: 'N93012 Roger. You can proceed onto the downwind for runway six. And you said you needed an immediate landing?' And the pilot responds: 'When you get a chance, yeah.' Connecticut Airport Authority Executive Director Kevin Dillon said: 'We observed that the aircraft was not gaining altitude.' The plane was trying to return to the runway when it crashed at 9.54am. The airplane, which crashed into a building housing de-icing equipment, was largely consumed by the fire, fed by the aircraft's fuel. The left wing and tail appear to be all that remains of the airplane. The National Transportation Safety Board has dispatched a 'go team' to the airport to investigate the crash. Six of the injured are being treated at Hartford Hospital. Dr. Kenneth Robinson said at a news conference that three people were critically injured, two patients had moderate injuries and one patient suffered minor injuries. The hospital has activated their mass casualty plan, alerting everyone from the emergency room to blood banks, the pharmacy and the decontamination team because they 'weren't sure what the patients were exposed to.' Plumes of thick black smoke could be seen rising from near the airport as emergency crews responded to the site. Witness Laura Nolan told Hartford Courant that said she was driving east on Route 20 when she saw the World War II-era plane flying unusually low. 'He was treetop level when I saw him,' Nolan said. 'And one of the engines wasn't spinning.' She told the Hartford Courant that as the plane passed, there was a 'thunderous' roar, and then it crashed. 'I saw the smoke in the rearview mirror.' B-17G Flying Fortress, 'Nine-O-Nine', had survived a 1987 crash The Boeing B-17 Flying Fortress is a heavy bomber with four engines developed in the 1930s B-17s were most commonly used in daytime raids over Germany, as well as causing havoc on enemy shipping in the Pacific during World War II The B-17 - dubbed 'Nine-O-Nine' - in the Bradley Airport crash was built in Long Beach in 1945 and was too late for combat It served as part of the Air/Sea 1st Rescue Squadron and later in the Military Air Transport Service In 1952, it was subjected to three different nuclear explosions in 1952 and after a cool-down period of 13 years, was sold as part of an 800-ton scrap pile, and was restored by the aircraft Specialties Company It was then used as a fire bomber, dropping water and borate on forest fires It was bought by the Collings Foundation in 1986, and survived a 1987 crash where its propellers and engine were destroyed It was rebuilt and then used to perform 1200 'tour duties' where people were able to view the bomber The most popular of the B-17 bombers, the famed B-17F Memphis Belle, was the first heavy bomber to return to the US after flying 25 missions over Europe The Memphis Belle became one of the most iconic symbols of WWII and was portrayed in the 1990s film of the same name, which is a fictionalized account of its last mission in 1943 Memphis Belle gunners were credited with shooting down eight German fighters - and another five probable kills Airport officials said the plane was associated with the Collings Foundation, an educational group that brought its 'Wings of Freedom' vintage aircraft display to the airport this week. In a statement, the Foundation said: 'Our thoughts and prayers are with those who were on that flight and we will be forever grateful to the heroic efforts of the first responders at Bradley. 'The Collings Foundation flight team is fully cooperating with officials to determine the cause of the crash of the B-17 Flying Fortress and will comment further when details become known. The B-17 was performing what are called 'heritage flights,' in which people fly in a historical airplane, according to workers at the airport. The plane was one of several that were brought this week to the New England Air Museum for a week of activities related to the 40th anniversary of a major tornado in the area. 'The aircraft loss is a great letdown and if there is injury and loss of life, it's a terrible thing,' said John Grier, an aircraft technician who works for the owner of a private jet at Bradley. 'That B-17 has been in service for many, many years.' In a tweet, Conneticut Governor Ned Lamont said his prayers were with those on board. 'Several of our state agencies, including and , remain on scene responding to the accident at . Such an unfortunate situation with an historic aircraft. Our prayers are with everyone who was on board,' he tweeted. The B-17 Flying Fortress was developed as a four-engine bomber plane during the 1930s and was used as a strategic bomber plane during World War II. It was designed for high altitude flight, speed, and heavy defensive armament in order to survive enemy defenses. It could fly up to 30,000 feet with combat load, while powered turrets and flexible guns covered all areas around the aircraft. Its most significant service was over Germany, and it helped win the war by crippling Nazi war forces. The most popular of the planes, the famed B-17F Memphis Belle, was the first heavy bomber to return to the US after flying 25 missions over Europe. The Memphis Belle became one of the most iconic symbols of WWII and was portrayed in the 1990s film of the same name, which is a fictionalized account of its last mission in 1943. The B-17G - dubbed 'Nine-O-Nine' was built at Long Beach in 1945, and although it was too late for WWII combat, it served as part of the Air/Sea 1st Rescue Squadron and later in the Military Air Transport Service. It was subjected to the effects of three different nuclear explosions in 1952 and after a cool-down period of 13 years, was sold as part of an 800-ton scrap pile, and was restored by the Aircraft Specialties Company. It was later used as a fire bomber, dropping water and borate on forest fires for 20 years. It was sold in January 1986 to the Collings Foundation, and was named 'Nine-O-Nine' in honor of a 91st Bomb Group, 323rd Squadron plane of the same name which completed 140 missions without an abort or loss of a crewman. This particular plane had survived a crash in 1987 - damaging the nose, and the engines and propellors were torn from their mounts. It was repaired, and flew more than 1200 'tour stops' where people were able to view the plane. https://wellstonjournal.com/world-war-ii-era-bomber-plane-crashes-near-airport.html Back to Top Terrified passengers write their 'last messages' to family after jet engine bursts into flames 'Something's wrong - I love you': Terrified passengers write their 'last messages' to family after jet engine bursts into flames Terrified passengers wrote what they thought were their last messages to loved ones when a jet engine burst into flames over western . Thudding was heard as fire spewed from the engine and the stench of burning geese filled the cabin after take-off from Abbotsford on Tuesday morning. Passengers began yelling in terror and sent messages to loved ones thinking the plane to Edmonton might go down after a flock of birds flew into the turbine. The Swoop aircraft's pilot announced an emergency landing would have to be made and the plane returned to Abbotsford Airport. Passenger Donna Lee Rayner posted on 'Boarded the plane all is well. Take off happens and all of the sudden this loud thud thud thud thud happens ... smoke in the cabin and the smell of burning. 'I'm surprisingly calm but yet curios [sic]. Start my goodbye messages in case my phone is recovered after we crash. The intercom comes on ... 'One of the engines sucked up some geese and the smell was them, well getting cooked, we are currently down one engine so we are turning around back to Abbotsford.' Fadhl Abu-Ghanem told : 'It was very overwhelming, you don't expect it ... I started texting my mom saying "Something's wrong with the airplane. I love you."' The 176 passengers were delayed until the next day but there were no reported injuries, according to the broadcaster. Passengers praised the captain for his professionalism throughout the incident. So-called bird strikes are not uncommon and there were seven reported at Abbotsford Airport in August alone, the broadcaster said. The Swoop airline said the aircraft had been stood down and would undergo inspection. https://dentondaily.com/terrified-passengers-write-their-last-messages-to-family-after-jet-engine-bursts-into-flames/ Back to Top Wright brother's Day: Airplane History- From Icarus to the Wright Brothers and Beyond In Ancient Greece, a long line of pioneers works hard tirelessly until two brothers make a dream flight possible. Reason Behind The Invention Of Airplane A simple question that it could be possible to fly? Since from immemorial time, a man has a dream of flying. This dream was first started by the close observation of flying birds by our ancestors. In the slow development of a process for centuries in an attempt directly to emulate birds. As the inventors spent many years through machines to generate flapping wings. In the late 19th and 20th centuries, humanity finds the possibility to fly, and the secret behind is heavier than air is flight. The Story of the First Plane Since ancient Greece came up with various thoughts for many years, including exciting concepts. The first artificial self-propelled device was built in 400 BC, by Archytas. If it is true, the fight can move around 200 meters. The first attempt was started in the 16th century. In-depth studies, Leonardo da Vinci, made the bird's wing. The design of a man-powered aircraft was manged by him in the 1500s in his Codex of the flight of birds. Some of the scientists like Newton are made a huge contribution to the relationship of resistance, surface area to understand. Bernoulli and Euler built the explanation of velocity and pressure. In the 18th century, George Cayley helped relevant data on aerodynamics. He explained basic things to fly an aircraft and became the first experimenter to focus on the plane of a fixed-wing. Otto Lilienthal, a German engineer, completed the work of the wing design after Cayley. From the source of Encyclopedia Brittanica between 1890, Lilienthal designed 2000 flights, and a fatal glider crash happened in 1896. In the 20th century, the true flight was cracked by Wright Brothers in the United States. The employer Charles Taylor and Wright Brothers together build their design. In 1903, 17th December, Kitty Hawk and Brothers made first powered flight Flyer 1, which is denser than air, and the rest is history. Working on Airplane The first true airplane of the world Flyer1 is a remarkable one weighs 600 pounds and 40 feet wingspan with two propellers in the opposite direction. It travels around 120 feet, and Wright extended to the record of 852 feet in 59 seconds. After that, they built Flyer 2 and Flyer 3 with a record creating of flying 34 miles in 38 minutes. This record happened on October 5 in 1905. Wright Brothers formed the American Wright Company in 1909 to manufacture airplanes. By the end of the 1950s, airplanes become common to travel with a new level of speed and comfort with the help of American Airlines. https://usnewsbox.com/wright-brothers-day-airplane-history-from-icarus-to-the-wright-brothers-and-beyond-4792 Back to Top New Zealand's Key Minister Apologizes For Government's Handling Of 1979 Airplane Crash On Nov. 28, 1979, Air New Zealand Flight 901 was on a sightseeing tour of Antarctica. The 11-hour to start with-course tour from Auckland bundled a champagne breakfast and leading sights of the frozen magnificence of Antarctica. Most of the travellers were being New Zealanders, but there ended up also Australians, Americans, Canadians and Japanese on board. Soon right before one p.m., the plane crashed into the side of Mount Erebus, a volcano, killing all 257 people today on board. It was New Zealand's worst peacetime catastrophe. On Thursday, just 40 a long time soon after the crash, New Zealand's key minister, Jacinda Ardern, apologized to the people of all those killed for the then-government's managing of the tragedy. It was the initially full apology for the crash by a New Zealand federal government. "This apology is wholehearted and vast-reaching," she stated. "We will in no way know your grief but I know the time has arrive to say I am sorry." Ardern, speaking at a memorial in Auckland, explained to loved ones customers of the victims that their reduction was massive. "But that loss and grief was compounded. It was undeniably worsened by the activities that adopted". There were many inquiries immediately after the crash to determine what brought about the point out-owned aircraft to slam into the side of Mount Erebus. An preliminary investigation blamed pilot error, but a lot of in New Zealand accused the authorities of attempting to include up for the national airline. The public outcry led to a 2nd investigation in 1980 by a Royal Fee. It observed the trigger of the catastrophe was since the aircraft's flight path had been changed with out telling the pilots. The head of the fee, Justice Peter Mahon, described Air New Zealand's participation in the investigation as "an orchestrated litany of lies." Mahon's findings were not recognized by the airline or New Zealand's government at the time. Speaking on Thursday, Ardern stated the commission's findings had been "in no way obtained by the federal government of the working day in the way it must have been." She included that the "conclusions have usually stood," and described Thursday's apology as "recognition of the conclusions of that report, all those people numerous, lots of yrs back." 10 a long time ago, Air New Zealand issued its initial apology, but only for its actions soon after the crash, not for the crash by itself. Speaking at Thursday's memorial, Dame Therese Walsh, the latest chairperson of Air New Zealand, issued a whole apology to the people, stating "far better care should really have been taken of you" in the aftermath of the accident. https://gotechdaily.com/new-zealands-key-minister-apologizes-for-governments-handling-of-1979-airplane-crash/ Back to Top WW2 Bomber in Lake Michigan Being Considered for Recovery A rapidly deteriorating warplane resting 90 feet below the surface of Lake Michigan could soon have a new home at a midwestern aviation history museum. The SBD Dauntless dive bomber, featured in a recent NBC 5 Investigation, crashed into the lake in 1943 while a US Navy pilot was attempting to land aboard the U. S. S. Wolverine. The pilot suffered a possible skull fracture, but later recovered and served aboard the U. S. S. Yorktown before becoming a physician after the war. Several dozen planes that crashed into Lake Michigan during pilot training for World War 2 have been recovered and put on display in museums across the country. There are an estimated 70 aircraft that remain in the lake. Troy Thrash, the CEO and president of the AirZoo in Portage, Michigan, has expressed interest in recovering and displaying the Dauntless. Thrash said his plan involves exhibiting the plane without completely restoring it. "We want to create an entire exhibit around this idea of science saving history," Thrash said. "So talk about what it takes to find these aircraft on the bottom of Lake Michigan and the technology used, the side scan sonar, and what it takes to bring them up and what that marine environment really is for them and how it's deteriorating and destroying these aircraft and really just the importance of the history of these aircraft." But time is not on the museum's side. Quagga mussels, which are invasive to Lake Michigan, are damaging the aircraft's metal frame. "We've got maybe four or five years left until the structural integrity of these aircraft is basically there's no way to even bring them up," Thrash said. The US Naval History and Heritage Command owns the WW2 aircraft resting in Lake Michigan and the aircraft that are currently on display. According to the NHHC director, retired Admiral Sam Cox, any plan to recover an aircraft would need to be evaluated on a case-by-case basis. It would also need to be fully funded and would require substantial inter-agency government work to gain all necessary approvals. "I am intrigued by the AirZoo's idea," Cox said. "As a general rule, the Navy prefers that Navy wrecks remain undisturbed. However, the Lake Michigan aircraft represent a special case due to the specific aircraft types and the nature of the environment that gives them great potential educational value to the American public." The AirZoo is currently restoring two aircraft recovered from Lake Michigan. Thrash said 75 volunteers who work on the planes are the "lifeblood" of the restoration function. Taras Lyssenko of A & T Recovery said at one time his crew recovered the aircraft for the sole purpose of telling their historic stories. But he said now the aircraft tell a great amount of science and technology. "We are learning a lot about Great Lakes' biology and an ever changing ecosystem with the invasive exotic invaders attaching to the aircraft," Lyssenko said. "Additionally, we are gaining a greater understanding of how living organisms have accelerated corrosion and and other forms of deterioration, which is advancing the study of the material sciences." https://www.nbcchicago.com/investigations/WW2-Bomber-in-Lake-Michigan-Being-Considered-for-Recovery-565499302.html Back to Top Back to Top USC Aviation Safety & Security Program On-Site and Custom Courses To meet the diverse needs of all elements of the aviation community, the USC Aviation Safety & Security Program offers our courses to be conducted at your facility. Whether you are a small, medium or large organization; a private company, government agency, or the military...we can work with you to bring the right training to your facility. Choose from any of our courses. All of our courses can be customized to fit the specific needs of your organization. Don't see the exact course or subject you want? We have created courses, seminars, and presentations for companies - such as Safety Performance Indicators for Korean Air and Safety Auditing for Quanta Services. To bring USC Aviation Safety & Security Education to your organization, please contact us at hinaba@usc.edu or +1 (310) 342-1352. Earn Credit for FlightSafety Master Technician-Management Program Students taking the following USC courses will earn elective credits towards FlightSafety International's Master Technician-Management Program • Human Factors in Aviation Maintenance • Human Factors in Aviation Safety • Gas Turbine Accident Investigation • Helicopter Accident Investigation • Safety Management for Aviation Maintenance • Safety Management for Ground Operations Safety • Accident/Incident Response Preparedness Earn Points Toward NBAA Certified Aviation Manager Program Students taking the following USC courses will earn two points toward completing the application for the National Business Aviation Certified Aviation Manager Exam. • Aviation Safety Management Systems • Accident/Incident Response Preparedness • Human Factors in Aviation Safety • Aircraft Accident Investigation • SeMS Aviation Security Management Systems For further details, please visit our website or use the contact information below. Email: aviation@usc.edu Telephone: +1 (310) 342-1345 Back to Top Aircraft Fire Hazards, Protection and Investigation Course presented by N. Albert Moussa, PhD, PE May 26 to 28, 2020 BlazeTech Corporation 29 B Montvale Ave, Woburn MA 01801 USA. Dear Colleague, While commercial air transport is very safe, the advent of new technologies poses fire safety challenges that will be treated in this course. This offering draws upon Dr. Moussa's work in this area since 1971 as well as related courses that BlazeTech has been teaching since 1998. Lectures will include an update on Li and Li-ion battery fires, flammability of carbon fiber and glass fiber composites, emerging aviation fluids, engine fires, fuel tank fire/explosion, fire extinguishment methods, protection methods, aircraft accident investigation, and fire/explosion pattern recognition. Recent requirements and accidents are continuously added to the course. For each type of fire, this course will provide a cohesive integrated presentation of fundamentals, small- and large-scale testing, computer modeling, standards and specifications, and real accident investigation - as outlined in the course brochure. This integrated approach will enable you to address safety issues related to current and new systems and circumstances, and to investigate one of a kind fire and explosion accidents. The course will benefit professionals who are responsible for commercial aircraft, helicopters and unmanned aerial vehicles including design, equipment selection, test, operation, maintenance, safety management system, hazard/risk assessment, and accident investigation. View Brochure for course content and registration form (also embedded below). View Testmonials of previous attendees and their Companies. View some of the technical references discussed in this course. We also offer this course at the client site as well as customized courses on fire and explosion in other areas. If you have any questions, please feel free to contact us. Albert Moussa, Ph.D., P.E. BlazeTech Corporation 29B Montvale Ave. Woburn, MA 01801-7021 781-759-0700 x200 781-759-0703 fax www.blazetech.com firecourse@blazetech.com LinkedIn Curt Lewis