by B. N. Sullivan
High drama at New York's John F. Kennedy International Airport on Saturday evening, September 25, 2010: A CRJ-900 aircraft (registration N133EV) operated by Atlantic Southeast Airlines (ASA) landed with its right main landing gear retracted. ASA Flight 4951 -- also listed as Delta Connection Flight 4951 -- had been en route from Atlanta's Hartsfield-Jackson International Airport (ATL) to Westchester County (HPN), but diverted to JFK after the crew were unable to lower the right main gear while on approach to HPN. The aircraft landed on JFK's runway 31R and came to a stop with its right wing scraping the surface. The aircraft was evacuated on the runway. To the credit of the pilots and flight attendants, no one among the four crew and 60 passengers on board was injured.
The video below was posted on New York Daily News YourTube channel. The video reportedly was shot during landing by a passenger on board the flight.
If the video does not play or display properly above, click here to view it on YouTube.
Showing posts with label emergency evac. Show all posts
Showing posts with label emergency evac. Show all posts
Sunday, September 26, 2010
Sunday, September 12, 2010
JetBlue Airbus A320 landed with parking brake engaged, says NTSB
by B. N. Sullivan
The U.S. National Transportation Safety Board (NTSB) has issued a preliminary report on an incident last month involving an Airbus A320-232 aircraft operated by JetBlue Airways. On August 26, 2010, the aircraft (registration N590JB) flew from Daugherty Field, Long Beach, CA (LGB) to Sacramento International Airport (SMF), operating as Flight JBU 262. Shortly after landing at Sacramento, a fire erupted in the area of the main landing gear, prompting the crew to carry out an emergency evacuation of the aircraft on the runway. The NTSB found that the aircraft's parking brake was engaged during the landing.
From the NTSB preliminary report:
It is still unclear how the parking brake became engaged during flight. The investigation is continuing.
[Photo Source]
The U.S. National Transportation Safety Board (NTSB) has issued a preliminary report on an incident last month involving an Airbus A320-232 aircraft operated by JetBlue Airways. On August 26, 2010, the aircraft (registration N590JB) flew from Daugherty Field, Long Beach, CA (LGB) to Sacramento International Airport (SMF), operating as Flight JBU 262. Shortly after landing at Sacramento, a fire erupted in the area of the main landing gear, prompting the crew to carry out an emergency evacuation of the aircraft on the runway. The NTSB found that the aircraft's parking brake was engaged during the landing.From the NTSB preliminary report:
According to the flight crew, the flight and approach to runway 16R were normal. The first officer was the flying pilot.Seven of the 86 passengers on board sustained minor injuries during the evacuation process. The two pilots and three flight attendants were not injured.
On touchdown, the airplane began a rapid deceleration, and the first officer remarked to the captain that it felt like a main landing gear tire blew out. About this time, air traffic control tower personnel reported observing sparks and smoke in the area of the main landing gear. The captain took control of the airplane. He maintained directional control, and the airplane came to a stop about 2,000 feet from the touchdown point.
The captain directed the first officer to initiate the ground evacuation Quick Reference Checklist up to the evacuation decision point. At that time, air traffic control tower personnel confirmed smoke and fire was still visible around the main landing gear. Based on this information the captain elected to evacuate the airplane.
Crash fire rescue personnel and equipment responded to the airplane, which had stopped on the runway. According to the flight crew and flight attendants, a swift and orderly evacuation was performed via emergency evacuation slides at the L1, R1, and L2 doors.
The airplane was subsequently examined by the operator and Federal Aviation Administration (FAA) personnel. Airplane damage was limited to four deflated main landing gear tires and ground down wheel rims. The main landing gear tires showed evidence of being locked on touchdown. Ground damage was limited to minor grazing to the runway's surface.
According to airplane recorded flight data, the parking brake had become engaged during the landing approach approximately 5,100 feet mean sea level, and it remained engaged throughout the landing. During interviews with the flight crew, neither pilot recalled any abnormal indications or warnings associated with the braking system prior to landing. [NTSB ID: WPR10IA430]
It is still unclear how the parking brake became engaged during flight. The investigation is continuing.
[Photo Source]
Friday, August 20, 2010
Update: Cathay Pacific Airbus A330 loss of thrust control during flight
by B. N. Sullivan
The Hong Kong Civil Aviation Department (CAD), Accident Investigation Division, has released preliminary factual information regarding its inquiry into the loss of engine thrust control during flight on a Cathay Pacific Airways Airbus A330-342 aircraft (registration B-HLL). The crew experienced control problems with both of the aircraft's Rolls-Royce Trent 700 turbofan engines during the scheduled passenger flight from Surabaya, Indonesia to Hong Kong on April 13, 2010, resulting in a high-speed emergency landing at Hong Kong. During the high-energy braking, five tires on the aircraft's main landing gear burst, and fire broke out on the wheels. Emergency evacuation of the aircraft on the runway caused injuries to 57 passengers, 10 of whom had to be hospitalized.
Engine Thrust Control Problems During Flight
In its first report on this accident [see link below], issued in May of 2010, the CAD revealed that the crew first noticed Engine Pressure Ratio (EPR) fluctuations during climb-out from Surabaya. Twice during the cruise phase of the flight an ECAM (Electronic Centralized Aircraft Monitoring) message, ENG 2 CTL SYS FAULT was annunciated, and the crew dealt with the situation, following ECAM procedures, in consultation with Cathay Maintenance control. All engine parameters remained normal, except for some EPR fluctuations.
During descent to FL230, at about 100 nm southeast of Hong Kong, the CAD report says "the ECAM messages ENG 1 CTL SYS FAULT and ENG 2 STALL annunciated within a short period of time. The flight crew completed the necessary ECAM actions with No. 2 thrust lever at idle position. No. 1 thrust lever was advanced to Maximum Continuous Thrust (MCT) position." At this point, the crew declared PAN PAN, advised Hong Kong ATC that they had No. 2 engine at idle thrust, and requested track shortening and priority landing.
When the aircraft was about 45 nm from the airport and was about to level off at 8,000 ft AMSL, the ECAM message ENG 1 STALL was annunciated. The crew carried out the ECAM procedures, and declared a MAYDAY. According to the CAD report, "The commander then tested the engines by moving the thrust levers. During these movements, the No. 1 engine speed increased to about 74% N1 while the No. 2 engine speed remained at about 17% N1."
"The commander flew the aircraft manually for a visual approach for runway 07L... During the final approach with both thrust levers at the idle position, No. 1 engine was stuck at about 74% N1, and decreased to about 70% N1 during touchdown, and No. 2 engine was stuck at about 17% N1 throughout the approach and landing."
The aircraft touched down at a ground speed of 230 knots.
In its second bulletin, issued last week [see link below], the CAD reported preliminary findings related to the accident aircraft's fuel, noting that the aircraft had been refueled at Surabaya prior to its departure for Hong Kong. The report describes these anomalies:
The report goes on to say that work had been performed on the hydrant refueling circuit at Surabaya not long before the Cathay A330 had been refueled there. The investigation "noted that some of the re-commissioning procedures of that hydrant extension work were not in line with the guidelines and practices commonly used by aviation fuel industry, and that the hydrant refuel system for Stands No. 5 to 10 was used for refuelling, including the subject aircraft, before the completion of the re-commissioning procedures."
The CAD has not yet determined the exact source and nature of the spheres found in the fuel samples and filters. The investigation is continuing.
Links:
RELATED: Dramatic emergency landing by Cathay Pacific A330 at Hong Kong - Apr 14, 2010
Engine Thrust Control Problems During Flight
In its first report on this accident [see link below], issued in May of 2010, the CAD revealed that the crew first noticed Engine Pressure Ratio (EPR) fluctuations during climb-out from Surabaya. Twice during the cruise phase of the flight an ECAM (Electronic Centralized Aircraft Monitoring) message, ENG 2 CTL SYS FAULT was annunciated, and the crew dealt with the situation, following ECAM procedures, in consultation with Cathay Maintenance control. All engine parameters remained normal, except for some EPR fluctuations.
During descent to FL230, at about 100 nm southeast of Hong Kong, the CAD report says "the ECAM messages ENG 1 CTL SYS FAULT and ENG 2 STALL annunciated within a short period of time. The flight crew completed the necessary ECAM actions with No. 2 thrust lever at idle position. No. 1 thrust lever was advanced to Maximum Continuous Thrust (MCT) position." At this point, the crew declared PAN PAN, advised Hong Kong ATC that they had No. 2 engine at idle thrust, and requested track shortening and priority landing.
When the aircraft was about 45 nm from the airport and was about to level off at 8,000 ft AMSL, the ECAM message ENG 1 STALL was annunciated. The crew carried out the ECAM procedures, and declared a MAYDAY. According to the CAD report, "The commander then tested the engines by moving the thrust levers. During these movements, the No. 1 engine speed increased to about 74% N1 while the No. 2 engine speed remained at about 17% N1."
"The commander flew the aircraft manually for a visual approach for runway 07L... During the final approach with both thrust levers at the idle position, No. 1 engine was stuck at about 74% N1, and decreased to about 70% N1 during touchdown, and No. 2 engine was stuck at about 17% N1 throughout the approach and landing."
The aircraft touched down at a ground speed of 230 knots.
On landing, the lower cowling of No. 1 engine contacted the runway surface briefly. Spoilers were deployed automatically. Only No. 1 engine thrust reverser deployed. The commander applied maximum manual braking and the aircraft came to a complete stop on the runway. The No. 1 engine was still running at 76–79% N1 with the No. 1 thrust lever at idle. The flight crew shut down both engines."Fuel Problems Discovered
In its second bulletin, issued last week [see link below], the CAD reported preliminary findings related to the accident aircraft's fuel, noting that the aircraft had been refueled at Surabaya prior to its departure for Hong Kong. The report describes these anomalies:
The examination of engine fuel components revealed that the Main Metering Valves (MMV) of the Fuel Metering Units (FMU) of both engines were seized at positions consistent with the corresponding final engine power. The Variable Stator Vane Controller (VSVC) of the No. 2 engine was also found seized. Fine spherical particles (spheres) were present in the FMU, the VSVC and the Variable Stator Vane Actuator (VSVA) of both engines. No faults or failures have so far been observed with any of the removed components, other than those associated with the contamination by the spheres. Examination and analysis indicated that those spheres could not have been generated from within the aircraft airframe or engine systems under normal operating conditions and environment.The report also states that analysis of data from the Flight Data Recorder (FDR) and the Quick Access Recorder (QAR) revealed "no evidence of unusual command signal from the Electronic Engine Controls (EEC), the manual thrust and the auto thrust systems. The abnormal engines performance during the flight was believed to have been caused by stiction and eventual seizure of the MMV."
The examination of fuel samples collected showed that there were also spheres in the fuel samples from the engine fuel system and the aircraft fuel tanks. Traces of such spheres were also present in the monitor filters layers and the fuel samples collected downstream of those monitor filters in the dispenser used to uplift fuel to the aircraft. These spheres appeared to be similar to those found in various aircraft engine fuel components examined.
The report goes on to say that work had been performed on the hydrant refueling circuit at Surabaya not long before the Cathay A330 had been refueled there. The investigation "noted that some of the re-commissioning procedures of that hydrant extension work were not in line with the guidelines and practices commonly used by aviation fuel industry, and that the hydrant refuel system for Stands No. 5 to 10 was used for refuelling, including the subject aircraft, before the completion of the re-commissioning procedures."
The CAD has not yet determined the exact source and nature of the spheres found in the fuel samples and filters. The investigation is continuing.
Links:
- Hong Kong CAD: Accident Bulletin 1/2010 - 5-page 'pdf' file
- Hong Kong CAD: Accident Bulletin 3/2010 - 4-page 'pdf' file
RELATED: Dramatic emergency landing by Cathay Pacific A330 at Hong Kong - Apr 14, 2010
Wednesday, April 14, 2010
Dramatic emergency landing by Cathay Pacific A330 at Hong Kong
by B. N. Sullivan
A Cathay Pacific Airbus A330-300 (registration B-HLL) made a dramatic high-speed emergency landing at Hong Kong International Airport on April 13, 2010 after both of its engines malfunctioned during approach. The aircraft, operating as Cathay Flight CX780 from Surabaya, Indonesia, touched down on Hong Kong's runway 07L at a speed of 230+ knots, and six tires deflated due to heat from the high energy braking that was required. All 309 passengers and 14 crew members evacuated the aircraft on the runway via emergency slides. A number of passengers suffered minor injuries in the evacuation.
UPDATE Apr. 15, 2010: The Wall Street Journal is reporting that Cathay Pacific has stopped refueling its planes in Surabaya "as a precaution," suggesting that fuel quality is being looked at as a possible cause of the dual engine malfunction. For the time being, Cathay flights will instead make a refueling stop at Jakarta.
The Wall Street Journal also reported that Hong Kong's Civil Aviation Department has taken fuel samples from the Airbus A330 for tests, and also has retrieved the aircraft's flight data recorders for analysis.
A Cathay Pacific Airbus A330-300 (registration B-HLL) made a dramatic high-speed emergency landing at Hong Kong International Airport on April 13, 2010 after both of its engines malfunctioned during approach. The aircraft, operating as Cathay Flight CX780 from Surabaya, Indonesia, touched down on Hong Kong's runway 07L at a speed of 230+ knots, and six tires deflated due to heat from the high energy braking that was required. All 309 passengers and 14 crew members evacuated the aircraft on the runway via emergency slides. A number of passengers suffered minor injuries in the evacuation.Early media reports from the scene suggested that both of the aircraft's engines had failed or been shut down during approach -- one shut down while the aircraft was some distance from the airport, and the other during short final -- and that neither engine was functioning at the time the aircraft landed. Cathay Pacific claims this was not the case, stating that while the number one engine had indeed been shut down, the number two engine was functioning. The airline also confirmed that all four tires on the left main gear and two on the right had deflated.
Later it emerged that both of the Rolls-Royce Trent 700 engines had become frozen at 70% of N1 speed. Subsequently, one engine was shut down, while the other was left operating at that speed for the landing. Cathay Pacific gave this account of a press briefing by Dennis Hui, Manager of Maintenance Support at the airline’s Engineering Department, on April 14, 2010:
Ms. Chong mentioned that the evacuation had been accomplished in two minutes.
He said that after further investigation of the flight data from CX780 and having interviewed the crew, updated information had shown a clear picture of this aspect of the incident.At the same press briefing, Quince Chong, Cathay's Director Corporate Affairs, praised the crew of Flight CX780, saying, “The pilots and the 11 cabin crew all demonstrated professionalism of a highest order in handling a most testing situation. It was due to their training, professionalism, their judgment, and ability to perform multi-tasks under a highly intense situation that the injuries had been kept to a minimum.”
He said it had been determined that the number 2 (RH) engine was at idle power throughout the approach and landing at HKIA, and the Number 1(LH) engine was operating at 70 per cent of its maximum power, and frozen at that level.
Mr. Hui said: “This is a higher power setting than is required for a normal approach with a single operating engine. Consequently, this higher than normal power setting led to a higher than normal approach speed and incorrect flap configuration.
“The aircraft therefore touched down at approx 230 knots, as against a normal 135 knots at this aircraft’s operating weight.
“However, the aircraft touched down on the correct position on the runway, but due to its high speed had to brake hard and use reverse thrust from the operating engine to bring the aircraft to a halt.
“The high speed and high energy braking led to very hot brakes, tyre deflation and the report from the FSD outside the aircraft that it had observed flames and smoke on the landing gear,” he added.
Mr. Hui said details of what happened and what caused the engine malfunction are now the subject of CAD [Civil Aviation Department] investigations. Cathay Pacific was co-operating closely with the investigation, along with Airbus and Rolls Royce, the engine supplier.
Ms. Chong mentioned that the evacuation had been accomplished in two minutes.
The Wall Street Journal also reported that Hong Kong's Civil Aviation Department has taken fuel samples from the Airbus A330 for tests, and also has retrieved the aircraft's flight data recorders for analysis.
Sunday, January 10, 2010
United Airlines Airbus A319 accident at Newark
by B. N. Sullivan
A United Airlines Airbus A319 made an emergency landing at Newark-Liberty International Airport (EWR) this morning after its right main landing gear failed to deploy properly. The aircraft (registration N816UA) landed on its left main gear and nose gear, and came to a rest with its right wingtip touching the ground, according to news reports. The five crew members and 48 passengers on board evacuated the aircraft on the runway using emergency slides. No injuries have been reported.
According to a report about the accident by the Aviation Safety Network, the A319-131 aircraft, operating as United flight UAL 634 from Chicago-O'Hare International Airport to Newark, aborted its first approach to EWR after receiving an unsafe gear indication:
UPDATE Jan. 11, 2010: The New York Daily News reports that the aircraft was removed from the runway at about 5:45 AM this morning.
[Photo Source]
A United Airlines Airbus A319 made an emergency landing at Newark-Liberty International Airport (EWR) this morning after its right main landing gear failed to deploy properly. The aircraft (registration N816UA) landed on its left main gear and nose gear, and came to a rest with its right wingtip touching the ground, according to news reports. The five crew members and 48 passengers on board evacuated the aircraft on the runway using emergency slides. No injuries have been reported.According to a report about the accident by the Aviation Safety Network, the A319-131 aircraft, operating as United flight UAL 634 from Chicago-O'Hare International Airport to Newark, aborted its first approach to EWR after receiving an unsafe gear indication:
The flight was expected to land at Newark about 09:00 local time. While on finals, about 08:54 the crew apparently experienced problems getting the undercarriage down and locked. The crew carried out a missed approach and climbed to an altitude of 2000 feet. The flight circled the area West of the airport before a new approach was carried out to runway 04L.Two photos from the scene were posted to Twitpic by @NYCinvestigates (Jim Hoffer), including the one above, which shows the accident aircraft resting on its number two engine nacelle.
UPDATE Jan. 11, 2010: The New York Daily News reports that the aircraft was removed from the runway at about 5:45 AM this morning.
"There was only minor damage," said FAA spokesman Jim Peters, adding that the right engine covering and wing will need repairs.Moritz Loew, a director with MSNBC, was a passenger on United flight UA 634 and he wrote an account of his experience on the MSNBC blog, Field Notes. It's an interesting read: A funny thing happened on the way home from CES. He praises both the pilots and flight attendants for the great job they did in keeping everyone safe, so we'll just have to forgive him for saying the A319 was "dumping fuel" while in the holding pattern after the go around. (Wink.)
[Photo Source]
Tuesday, December 22, 2009
American Airlines Boeing 737 crash in Jamaica
by B. N. Sullivan
A Boeing 737-800 aircraft (registration N977AN) operated by American Airlines has crashed in Jamaica. According to a statement from the airline, Flight AA 331 overran the runway on landing at Kingston, Jamaica's Norman Manley International Airport late on the evening of Tuesday, December 22, 2009. The flight had originated at Reagan/National Airport in Washington, DC, operating first to Miami International Airport, and then continuing on to Jamaica from Miami. On board were six crew members and 148 passengers.
News reports from Jamaica say that as many as 40 people may have been injured in the accident. A local official told the Jamaica Observer that the injured had been transported to Kingston Public Hospital.
Jamaican media are reporting that it was raining at the time of the accident.
More details to follow as more information becomes available.
UPDATE: News articles on several Web sites are quoting an American Airlines spokesman who says that the aircraft's fuselage was cracked, its number two engine separated from the wing, and the left main landing gear collapsed. It is unclear whether this damage occurred before or after the aircraft left the runway. Jamaican news sources report that the aircraft came to a rest against the airport perimeter fence.
UPDATE Dec. 23, 2009: In a statement issued early this morning, American Airlines confirmed that two passengers had been hospitalized for observation and treatment, while all other passengers that had been taken to local hospitals were treated and released. The statement did not mention any injuries to crew members.
The U.S. National Transportation Safety Board (NTSB) has dispatched a team to assist the Jamaica Civil Aviation Authority with the investigation of this accident. The NTSB team includes technical advisors from the Federal Aviation Administration, American Airlines, Boeing, GE Aircraft Engines, in addition to the NYSB's own aviation specialists.
A collection of still photos from the scene of the AA331 accident has been posted on CNN's iReport.
The video below, with raw footage of the accident scene last night, was posted on the Associated Press (AP) channel on YouTube.
A Boeing 737-800 aircraft (registration N977AN) operated by American Airlines has crashed in Jamaica. According to a statement from the airline, Flight AA 331 overran the runway on landing at Kingston, Jamaica's Norman Manley International Airport late on the evening of Tuesday, December 22, 2009. The flight had originated at Reagan/National Airport in Washington, DC, operating first to Miami International Airport, and then continuing on to Jamaica from Miami. On board were six crew members and 148 passengers.News reports from Jamaica say that as many as 40 people may have been injured in the accident. A local official told the Jamaica Observer that the injured had been transported to Kingston Public Hospital.
Jamaican media are reporting that it was raining at the time of the accident.
More details to follow as more information becomes available.
UPDATE: News articles on several Web sites are quoting an American Airlines spokesman who says that the aircraft's fuselage was cracked, its number two engine separated from the wing, and the left main landing gear collapsed. It is unclear whether this damage occurred before or after the aircraft left the runway. Jamaican news sources report that the aircraft came to a rest against the airport perimeter fence.
UPDATE Dec. 23, 2009: In a statement issued early this morning, American Airlines confirmed that two passengers had been hospitalized for observation and treatment, while all other passengers that had been taken to local hospitals were treated and released. The statement did not mention any injuries to crew members.
The U.S. National Transportation Safety Board (NTSB) has dispatched a team to assist the Jamaica Civil Aviation Authority with the investigation of this accident. The NTSB team includes technical advisors from the Federal Aviation Administration, American Airlines, Boeing, GE Aircraft Engines, in addition to the NYSB's own aviation specialists.
A collection of still photos from the scene of the AA331 accident has been posted on CNN's iReport.
The video below, with raw footage of the accident scene last night, was posted on the Associated Press (AP) channel on YouTube.
If the video does not play or display properly above, click here to view it on YouTube.
Related: Jamaica Civil Aviation Authority preliminary report on American Airlines Flight 331 accident in Kingston - AircrewBuzz.com, Jan. 7, 2010
Wednesday, November 04, 2009
Video: US Airways Flight 1549 flight attendants recall Hudson River ditching
by B .N. Sullivan
Donna Dent and Sheila Dail -- two of the three flight attendants who evacuated US Airways Flight 1549 after it was ditched in the Hudson River on January 15, 2009 -- were interviewed recently by David Learmount, operations and safety editor of Flight International. The occasion was the Guild of Air Pilots and Air Navigators annual awards banquet on October 29, 2009, which took place in England at the Guildhall in the City of London. (The third flight attendant from Flight 1549, Doreen Welsh, was unable to attend the banquet.)
In the interview, the flight attendants recount their impressions of the water landing and the subsequent evacuation of the aircraft. Here is a video clip of that interview, first posted on Mr. Learmount's blog, Operationally Speaking.
RELATED: Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz.
Donna Dent and Sheila Dail -- two of the three flight attendants who evacuated US Airways Flight 1549 after it was ditched in the Hudson River on January 15, 2009 -- were interviewed recently by David Learmount, operations and safety editor of Flight International. The occasion was the Guild of Air Pilots and Air Navigators annual awards banquet on October 29, 2009, which took place in England at the Guildhall in the City of London. (The third flight attendant from Flight 1549, Doreen Welsh, was unable to attend the banquet.)
In the interview, the flight attendants recount their impressions of the water landing and the subsequent evacuation of the aircraft. Here is a video clip of that interview, first posted on Mr. Learmount's blog, Operationally Speaking.
RELATED: Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz.
Monday, September 14, 2009
Video: Gear-up landing at Stuttgart by Contact Air Fokker 100
by B. N. Sullivan
This morning a Fokker 100 aircraft operated by Contact Air made a gear-up landing on Runway 07 at Stuttgart Airport, Germany. The aircraft (registration D-AFKE), operating as Flight 288 from Berlin-Tegel to Stuttgart, had five crew members and 73 passengers on board, all of whom evacuated on the runway using emergency slides. One minor injury was reported.
News reports about the incident say that the crew were unable to lower the main landing gear during approach to Stuttgart. They orbited the airport for more than an hour while trying to correct the problem, but were unsuccessful in doing so. The crew declared an emergency and landed the aircraft on its belly on a foam-covered runway.
Following the emergency, Runway 07 at Stuttgart had to be closed for about eight hours, during which time en route aircraft were diverted to other airports, and many departures from Stuttgart were canceled.
If the video does not play or display properly above, click here to view it on YouTube.
This morning a Fokker 100 aircraft operated by Contact Air made a gear-up landing on Runway 07 at Stuttgart Airport, Germany. The aircraft (registration D-AFKE), operating as Flight 288 from Berlin-Tegel to Stuttgart, had five crew members and 73 passengers on board, all of whom evacuated on the runway using emergency slides. One minor injury was reported.
News reports about the incident say that the crew were unable to lower the main landing gear during approach to Stuttgart. They orbited the airport for more than an hour while trying to correct the problem, but were unsuccessful in doing so. The crew declared an emergency and landed the aircraft on its belly on a foam-covered runway.
Following the emergency, Runway 07 at Stuttgart had to be closed for about eight hours, during which time en route aircraft were diverted to other airports, and many departures from Stuttgart were canceled.
If the video does not play or display properly above, click here to view it on YouTube.
Friday, September 04, 2009
Air India Boeing 747 catches fire on Mumbai taxiway
by B. N. Sullivan
An Air India Boeing 747-400 aircraft (registration VT-ESM) caught fire on a taxiway at Mumbai earlier today, prompting an emergency evacuation. According to news reports, Air India Flight AI 829 had just pushed back from the gate in preparation for departure on a scheduled flight to Riyadh when the number one engine caught fire. All sixteen crew members and 213 passengers safely evacuated the aircraft using emergency slides. News reports say that 21 individuals suffered minor injuries during the evacuation. The fire was said to have been quickly extinguished, but the aircraft incurred substantial damage.
Several news reports from India attribute the fire to a fuel leak. India's Directorate General of Civil Aviation (DGCA) has ordered an investigation of the accident.
Here is a news video, provided by iStream.in, showing Mumbai airport firefighters battling the blaze:
If the video does not play or display properly above, click here to view it on YouTube.
An Air India Boeing 747-400 aircraft (registration VT-ESM) caught fire on a taxiway at Mumbai earlier today, prompting an emergency evacuation. According to news reports, Air India Flight AI 829 had just pushed back from the gate in preparation for departure on a scheduled flight to Riyadh when the number one engine caught fire. All sixteen crew members and 213 passengers safely evacuated the aircraft using emergency slides. News reports say that 21 individuals suffered minor injuries during the evacuation. The fire was said to have been quickly extinguished, but the aircraft incurred substantial damage.
Several news reports from India attribute the fire to a fuel leak. India's Directorate General of Civil Aviation (DGCA) has ordered an investigation of the accident.
Here is a news video, provided by iStream.in, showing Mumbai airport firefighters battling the blaze:
If the video does not play or display properly above, click here to view it on YouTube.
Thursday, September 03, 2009
Engine fire prompts emergency evacuation of JetBlue E190 at Nassau, Bahamas
by B. N. Sullivan
An Embraer 190 aircraft operated by JetBlue Airways made an emergency landing at Lynden Pindling International Airport, in Nassau, Bahamas today after its number one engine reportedly caught fire. The aircraft, operating as JetBlue Flight 1781, was arriving in Nassau from Orlando, FL at the time of the emergency.
A brief Reuters article about the incident quoted an FAA spokeswoman who said the fire was extinguished shortly after the aircraft landed. All 89 passengers and four crew members evacuated the aircraft on the runway via emergency slides. There were no reports of injuries.
[Photo Source]
An Embraer 190 aircraft operated by JetBlue Airways made an emergency landing at Lynden Pindling International Airport, in Nassau, Bahamas today after its number one engine reportedly caught fire. The aircraft, operating as JetBlue Flight 1781, was arriving in Nassau from Orlando, FL at the time of the emergency. A brief Reuters article about the incident quoted an FAA spokeswoman who said the fire was extinguished shortly after the aircraft landed. All 89 passengers and four crew members evacuated the aircraft on the runway via emergency slides. There were no reports of injuries.
[Photo Source]
Tuesday, July 21, 2009
The crash of Continental Flight 1404: Part 2, Evacuation details
by B. N. Sullivan
This is the second in a two-part series about the post-crash conditions and evacuation of Continental Airlines Flight 1404, a Boeing 737-500 that crashed and burned following a runway excursion at Denver on December 20, 2008. Part 1, Post-crash conditions in the cabin, is here.
This narrative is based on summaries of interviews with individuals who were on board the accident aircraft, provided by the NTSB [link below]. Those individuals included two Continental Airlines pilots who were on board as passengers while dead-heading back to their base. In this narrative, the dead-heading captain is referred to as DHC, and the dead-heading first officer is referred to as DHFO. [Note: The NTSB has not released summaries of interviews with the flight attendants from CO Flt 1404.]
After the aircraft came to a stop in a ravine alongside runway 34R at Denver International Airport, both pilots on the flight deck were temporarily incapacitated by their injuries and shock. The flight attendants initiated an evacuation and hustled the passengers out of the burning plane, with the help of the dead-heading pilots.
This part of the story was told most compellingly and in great detail by the DHFO, who had been in seat 8D. He said an aft flight attendant tried to call the cockpit a couple of times but got no response. The flight attendants looked out the windows and made the decision to evacuate. They did not go out the right side of the aircraft because of the fire "and it was already melting."
The DHFO described panels falling and wires "coming from the ceiling." He used the words "panic and chaos" to describe the behavior of the passengers as they pushed and shoved toward the exits. He said because of the fire "it was the most extreme human behavior he had ever seen and frantic was not the word for it."
Quoting from the DHFO's interview summary:
After helping the injured flight attendant off the plane, the DHFO returned inside one more time.
They left and got as far away from the aircraft as they could, stopping to again assist the injured forward flight attendant. In his interview, the DHFO told the NTSB:
It was the same in the back, he said. The male aft flight attendant practically "walked through fire to save people" -- not literally, he clarified, but the fire was encroaching. He said the aft flight attendant "could have turned and run but he still searched every row and searched through pillows, blankets and luggage on the floor to make sure no one was there" disregarding his own safety.
He said "the flight attendants were real heroes."
Sounds to me like the flight attendants and the dead-heading pilots all were heroes. All of them deserve high praise for their exemplary performance during this emergency.
Here is the link to the NTSB Interview Summaries related to the crash of CO 1404 at Denver (91-page 'PDF' file).
Here is the link to the NTSB Docket listing all of the public documents related to this accident that have been released to date.
Here is a link to a collection of photos of Continental Flight 1404 wreckage, from TheDenverChannel.com web site.
[Photo Source]
RELATED: Click here to view all posts about Continental Flt 1404 on Aircrew Buzz.
This is the second in a two-part series about the post-crash conditions and evacuation of Continental Airlines Flight 1404, a Boeing 737-500 that crashed and burned following a runway excursion at Denver on December 20, 2008. Part 1, Post-crash conditions in the cabin, is here.
This narrative is based on summaries of interviews with individuals who were on board the accident aircraft, provided by the NTSB [link below]. Those individuals included two Continental Airlines pilots who were on board as passengers while dead-heading back to their base. In this narrative, the dead-heading captain is referred to as DHC, and the dead-heading first officer is referred to as DHFO. [Note: The NTSB has not released summaries of interviews with the flight attendants from CO Flt 1404.]
After the aircraft came to a stop in a ravine alongside runway 34R at Denver International Airport, both pilots on the flight deck were temporarily incapacitated by their injuries and shock. The flight attendants initiated an evacuation and hustled the passengers out of the burning plane, with the help of the dead-heading pilots.
This part of the story was told most compellingly and in great detail by the DHFO, who had been in seat 8D. He said an aft flight attendant tried to call the cockpit a couple of times but got no response. The flight attendants looked out the windows and made the decision to evacuate. They did not go out the right side of the aircraft because of the fire "and it was already melting."
The DHFO described panels falling and wires "coming from the ceiling." He used the words "panic and chaos" to describe the behavior of the passengers as they pushed and shoved toward the exits. He said because of the fire "it was the most extreme human behavior he had ever seen and frantic was not the word for it."
Quoting from the DHFO's interview summary:
He said the cabin was well illuminated because of the fire – the whole wing and wing root were on fire – which was most noticeable where he was sitting and over the wing exit. He said that forward of the bulkhead, he could see light coming into first class and also aft.After helping the ladies evacuate, the DHFO re-entered the aircraft and saw that the two pilots were emerging from the flight deck, both obviously in pain. He helped them to exit through the L1 door, and then came back for the first class flight attendant to help her, since she had an injured ankle.
He unbuckled his seat belt, turned left and the male passenger sitting in the exit row had the door open “ASAP.” He knew what he was doing.
He said there was a tremendous confluence of passengers trying to exit through the over-wing exit. Five people were trying to get out for everyone one that got out. No one wanted to be second.
He could not say how extreme the panic was. He said that the windows were melting and popping. Passengers were screaming “we’re gonna burn” and “it’s gonna explode.”
He said lots of people were trying to get out at the same time. Passengers were climbing over seats. It seemed there were 30 people trying to get out of the hole at the same time.
He told people to calm down, the aircraft was not going to explode, get through and keep moving. He said there was too much panic and his instructions fell on deaf ears...
He looked forward and saw an empty airplane. He saw the first class flight attendant standing on one leg and [she] motioned for us to come forward. He said the aisles aft and forward were packed so he dove across seat tops and used the “army crawl.” He grabbed the last two ladies in the aisle and got them to the front to get out...
After helping the injured flight attendant off the plane, the DHFO returned inside one more time.
He saw the deadheading captain in the aisle and the male aft galley flight attendant. The plane started to fill with smoke.By that time, the fire was coming up through the floor and they were concerned that the center fuel tank might blow. The DHC said in his interview that by the time they left the aircraft "the windows were starting to melt" and he feared there would soon be a breach. He "commanded that it was time to get off."
They met in the middle over the wing and started looking for anyone else on the airplane because there were a lot of lap children on the flight. The male aft flight attendant said it was all clear in the back. The deadheading captain asked if he was sure, he said yes, and the captain told him to go back and check one more time.
They left and got as far away from the aircraft as they could, stopping to again assist the injured forward flight attendant. In his interview, the DHFO told the NTSB:
[The first class flight attendant] was in a lot of pain and could not get up. He picked her up because the fire got bigger. He said the center tank gave way and a river of fuel ran north-south toward the nose and fire was coming behind it. It was starting to “really light off.” The entire cabin was on fire.Later in the interview, the DHFO said that what stood out in his mind was the composure of the flight attendants. He said he was "humbled by what they did" to get everyone off the airplane. He said that the first class flight attendant was "stoic" -- despite being injured herself, she was very matter of fact and told passengers to drop everything and keep moving.
It was the same in the back, he said. The male aft flight attendant practically "walked through fire to save people" -- not literally, he clarified, but the fire was encroaching. He said the aft flight attendant "could have turned and run but he still searched every row and searched through pillows, blankets and luggage on the floor to make sure no one was there" disregarding his own safety.
He said "the flight attendants were real heroes."
Sounds to me like the flight attendants and the dead-heading pilots all were heroes. All of them deserve high praise for their exemplary performance during this emergency.
Here is the link to the NTSB Interview Summaries related to the crash of CO 1404 at Denver (91-page 'PDF' file).
Here is the link to the NTSB Docket listing all of the public documents related to this accident that have been released to date.
Here is a link to a collection of photos of Continental Flight 1404 wreckage, from TheDenverChannel.com web site.
[Photo Source]
RELATED: Click here to view all posts about Continental Flt 1404 on Aircrew Buzz.
The crash of Continental Flight 1404: Part 1, Post-crash conditions in the cabin
by B. N. Sullivan
On July 17, 2009 the U.S. National Transportation Safety Board (NTSB) made public a slew of documentation related to their investigation of the Continental Airlines Flight 1404 disaster at Denver International Airport (DEN) late last year. The investigation is still underway, and no conclusions regarding probable cause have yet been presented, but the newly released materials provide a lot of new information about the accident.
The accident happened on December 20, 2008 when the Boeing 737-500 aircraft (registration N18611) veered off the left side of runway 34R at DEN during its takeoff roll. The aircraft was destroyed by the runway excursion and post-crash fire. All on board survived, although 37 among the five crew and 110 passengers were hospitalized for injuries, some serious.
A number of news reports both inside and outside the aviation community have opined about the meaning embedded in the technical information newly released by the NTSB. I will leave it to the pilots and engineers who are qualified to do so to pore through and interpret the information that emerged from the Flight Data Recorder readouts and other systems information. I will leave it to the meteorologists to draw conclusions about the wintry weather and wind gusts on that evening. Otherwise, I will wait for the NTSB's final report to determine probable cause.
I would, however, like to bring forth what I think is important information arising from the NTSB's interviews of several individuals who were on the accident flight. That information has to do with the post-crash evacuation and related survivability issues. Curiously, this information has (so far) been overlooked in press reports about the newly released documents, but I judge it to be of great interest to the crew members who are the primary audience of Aircrew Buzz.
Among the documents related to the investigation of the Continental Flight 1404 accident, one of the lengthiest is a 91-page report summarizing the NTSB's interviews with 17 individuals [link below]. Among the interviewees were the two pilots who were operating the accident flight, and two other Continental pilots who were on board as passengers, dead-heading back to their base. Their statements give the clearest picture to date of the situation inside the aircraft immediately post-crash, and what happened during the subsequent evacuation.
From the interview summaries we learn that both pilots on the flight deck were injured, the captain seriously. We learn that both were stunned by the accident, and were unable to do anything operationally in the first couple of minutes after the aircraft came to a rest. Neither initiated the evacuation of the aircraft.
The captain was interviewed four days after the accident while still hospitalized with injuries that included spinal fractures. He stated that he "was either knocked out or dazed" immediately after the crash, and did not recall how he got out of the airplane.
Both pilots recalled that the flight deck was completely dark. The first officer said that he "could hear things going on in the cabin and he thought that he needed to make a PA" but he did not. His next thoughts, he said, were about getting himself and the captain out of the aircraft.
The first officer "confirmed that the cockpit door was closed for the entire evacuation" and that by the time he opened the door, everyone was off the aircraft except the dead-heading crew and a flight attendant.
Meanwhile, back in the passenger cabin, the damage inside the aircraft was considerable, and the situation was worsened by a fire that was quickly consuming the right side of the aircraft.
The dead-heading captain (DHC) was seated in 1B, right at the bulkhead in first class. As soon as the aircraft came to a stop, he unbuckled his seat belt and although injured, assisted with the evacuation that was already underway. He gave a description of the conditions inside the cabin.
The DHC said the panels in the middle of the row "had swung down and were still swinging." He tried to keep them out of the way as people went by because he knew "they would get hurt because they swung so fast." Although people were bumping him as they passed by in the aisle, he finally got the panels up and locked into place. He then went toward the back and got three more panels locked up.
Later in his interview the DHC clarified that the overhead panels in the center aisle had fallen.
The DHC then looked toward the cockpit. He saw "the forward flight attendant was standing on one leg holding herself up. The cockpit door was closed."
After assisting with the evacuation of passengers, he and the dead-heading first officer (DHFO) went to the cockpit door and it opened. The captain "was out of his seat between the pedestal and cockpit door and was in excruciating pain." The DHC said he could see that "both pilots were very injured" and that "they looked dazed from the impact." The two dead-heading pilots got the flight deck crew out of the cockpit and helped them through the L1 door.
The fire was on the right side of the aircraft. All on board evacuated through the doors on the left side of the aircraft.
All slides deployed properly, however since the landing gear had been sheared off, the door sills were not very far above the ground level. In that position, the DHFO remarked, the slides were more like a “padded walkway” than slides.
The DHFO also commented that the gray-colored slides might have been easier to see if they were bright yellow or fluorescent orange. He also said "two exits are better than one and a bigger one is better than a smaller one."
Next: Part 2, Evacuation details
Here is the link to the NTSB Interview Summaries related to the crash of CO 1404 at Denver (91-page 'PDF' file).
Here is the link to the NTSB Docket listing all of the public documents related to this accident.
[Photo Source]
RELATED: Click here to view all posts about Continental Flt 1404 on Aircrew Buzz.
On July 17, 2009 the U.S. National Transportation Safety Board (NTSB) made public a slew of documentation related to their investigation of the Continental Airlines Flight 1404 disaster at Denver International Airport (DEN) late last year. The investigation is still underway, and no conclusions regarding probable cause have yet been presented, but the newly released materials provide a lot of new information about the accident.
The accident happened on December 20, 2008 when the Boeing 737-500 aircraft (registration N18611) veered off the left side of runway 34R at DEN during its takeoff roll. The aircraft was destroyed by the runway excursion and post-crash fire. All on board survived, although 37 among the five crew and 110 passengers were hospitalized for injuries, some serious.A number of news reports both inside and outside the aviation community have opined about the meaning embedded in the technical information newly released by the NTSB. I will leave it to the pilots and engineers who are qualified to do so to pore through and interpret the information that emerged from the Flight Data Recorder readouts and other systems information. I will leave it to the meteorologists to draw conclusions about the wintry weather and wind gusts on that evening. Otherwise, I will wait for the NTSB's final report to determine probable cause.
I would, however, like to bring forth what I think is important information arising from the NTSB's interviews of several individuals who were on the accident flight. That information has to do with the post-crash evacuation and related survivability issues. Curiously, this information has (so far) been overlooked in press reports about the newly released documents, but I judge it to be of great interest to the crew members who are the primary audience of Aircrew Buzz.
Among the documents related to the investigation of the Continental Flight 1404 accident, one of the lengthiest is a 91-page report summarizing the NTSB's interviews with 17 individuals [link below]. Among the interviewees were the two pilots who were operating the accident flight, and two other Continental pilots who were on board as passengers, dead-heading back to their base. Their statements give the clearest picture to date of the situation inside the aircraft immediately post-crash, and what happened during the subsequent evacuation.
From the interview summaries we learn that both pilots on the flight deck were injured, the captain seriously. We learn that both were stunned by the accident, and were unable to do anything operationally in the first couple of minutes after the aircraft came to a rest. Neither initiated the evacuation of the aircraft.
The captain was interviewed four days after the accident while still hospitalized with injuries that included spinal fractures. He stated that he "was either knocked out or dazed" immediately after the crash, and did not recall how he got out of the airplane.
Both pilots recalled that the flight deck was completely dark. The first officer said that he "could hear things going on in the cabin and he thought that he needed to make a PA" but he did not. His next thoughts, he said, were about getting himself and the captain out of the aircraft.
The first officer "confirmed that the cockpit door was closed for the entire evacuation" and that by the time he opened the door, everyone was off the aircraft except the dead-heading crew and a flight attendant.
Meanwhile, back in the passenger cabin, the damage inside the aircraft was considerable, and the situation was worsened by a fire that was quickly consuming the right side of the aircraft.
The dead-heading captain (DHC) was seated in 1B, right at the bulkhead in first class. As soon as the aircraft came to a stop, he unbuckled his seat belt and although injured, assisted with the evacuation that was already underway. He gave a description of the conditions inside the cabin.
The DHC said the panels in the middle of the row "had swung down and were still swinging." He tried to keep them out of the way as people went by because he knew "they would get hurt because they swung so fast." Although people were bumping him as they passed by in the aisle, he finally got the panels up and locked into place. He then went toward the back and got three more panels locked up.
Later in his interview the DHC clarified that the overhead panels in the center aisle had fallen.
He said they hinge on the aircraft right in the aisle and they were down and swinging back and forth. He pushed it back and that was how he got hit. He said he was 6’ 3” and was holding it back and people holding babies hit him a couple of times. He jumped on the other side and pushed the panel up, got hit by another passenger and fortunately locked it back in place. He said the panels did not malfunction but just came undone.As the fire grew more intense, the DHC could see a breach in the cabin just aft of the exit row. He saw the emergency lights on but could not see past the breach because it was dark in the back. He saw flames from the first class windows to the over-wing exit. He said he did not feel any heat initially.
The DHC then looked toward the cockpit. He saw "the forward flight attendant was standing on one leg holding herself up. The cockpit door was closed."
After assisting with the evacuation of passengers, he and the dead-heading first officer (DHFO) went to the cockpit door and it opened. The captain "was out of his seat between the pedestal and cockpit door and was in excruciating pain." The DHC said he could see that "both pilots were very injured" and that "they looked dazed from the impact." The two dead-heading pilots got the flight deck crew out of the cockpit and helped them through the L1 door.
The fire was on the right side of the aircraft. All on board evacuated through the doors on the left side of the aircraft.
All slides deployed properly, however since the landing gear had been sheared off, the door sills were not very far above the ground level. In that position, the DHFO remarked, the slides were more like a “padded walkway” than slides.
The DHFO also commented that the gray-colored slides might have been easier to see if they were bright yellow or fluorescent orange. He also said "two exits are better than one and a bigger one is better than a smaller one."
Next: Part 2, Evacuation details
Here is the link to the NTSB Interview Summaries related to the crash of CO 1404 at Denver (91-page 'PDF' file).
Here is the link to the NTSB Docket listing all of the public documents related to this accident.
[Photo Source]
RELATED: Click here to view all posts about Continental Flt 1404 on Aircrew Buzz.
Tuesday, June 09, 2009
NTSB hearing: Passenger testimony vindicates US Airways flight attendant
by B. N. Sullivan
From time to time I have chided the mainstream news media for rampant speculation regarding aircraft accident investigations, and for accusatory statements about crew members who are in no position to defend themselves publicly. This is one of those times.
Moreover, in this instance an official of the National Transportation Safety Board (NTSB) allegedly made statements about a crew member's behavior that were untrue, fueling the fire. He, of all people, should know better.
Several days ago as I was browsing stories on Google News, I came across the following title: Witness to challenge flight attendant's story. I clicked on it, and found it was an Associated Press (AP) story about the NTSB's public hearing on US Airways Flight 1549, the Airbus A320 that ditched in the Hudson River back in January.
The lead paragraph of the AP story implied that a passenger from the accident flight would testify at the NTSB hearing that "it was a flight attendant — not a panicked passenger — who opened a rear door on the aircraft, sending water rushing into the cabin."
I have to tell you, I was flabbergasted. I could hardly take in what I was reading!
The story of what happened on board that airplane on the afternoon of January 15, 2009 is well known by now. There have been countless newspaper and magazine write-ups about the 'splash landing' of Flight 1549 into the Hudson River, and the subsequent successful evacuation and rescue of all 150 passengers and five crew members.
The two pilots and three flight attendants have told their story during numerous interviews on TV. Most notably, they also gave testimony before Congress about what they experienced that day.
Was it possible that a conflicting version of what transpired was soon to be revealed for the first time? I just couldn't believe it. It made no sense.
Yet there it was again, further along in the AP article: "Board member Robert Sumwalt, who will chair the hearing, said that [passenger] Campbell has told NTSB investigators that it was flight attendant Doreen Welsh who cracked open the door, not a passenger." Mr. Sumwalt is vice chairman of the NTSB.
I just couldn't believe that Ms. Welsh, a veteran flight attendant with 39 years of service, had done such a thing. Yesterday I mentioned the story to a flight attendant who is a member of my family. Her reaction was similar to mine: she was incredulous.
My thoughts flew to Doreen Welsh. The only crew member on the flight to have been physically injured, it has been reported that she also has suffered from post-traumatic stress. I could only imagine how devastated she would feel once this new accusation began to circulate. And of course the story did circulate. In no time, other news outlets picked it up, parroting what the AP article had said.
The NTSB hearing got underway this morning, moderated by Robert Sumwalt. Capt. Chesley 'Sully' Sullenberger, the pilot in command of US Airways Flight 1549, was the first to testify. He told his story once more, and near the end of his testimony he pointedly praised his crew -- all of them -- for their professionalism during the emergency.
Passenger Billy Campbell testified after Capt. Sullenberger. He explained that he had been sitting in seat 25A, a window seat in the second-to-last row of the aircraft. His testimony about what he saw and felt was detailed and evocative.
Mr. Campbell mentioned that after the geese hit the aircraft's engines, Doreen Welsh reassured the passengers in the rear of the plane that everything would be fine. Minutes later the aircraft hit the surface of the Hudson River tail first. Mr. Campbell described the impact as "violent" -- the same descriptor Doreen Welsh had used in several interviews..
Then came his much-anticipated testimony about what Doreen Welsh did next. He did NOT say she opened the door. On the contrary, Mr. Campbell stated that it was a woman passenger who rushed past the flight attendant and attempted to open the door.
Mr. Campbell said that Doreen Welsh intervened with the woman at the door, and at the same time forcefully shouted at the passengers in the aft section of the aircraft, urging them to move quickly to the forward exits to evacuate. He described the flight attendant as "courageous and direct."
In fact, rather than dispute what Doreen Welsh had said months earlier, this passenger's testimony at the NTSB hearing confirmed her story in every way. "She was heroic," he said.
So what's up with that insinuating AP article, and the statement attributed to Robert Sumwalt that impugned Doreen Welsh? Clearly someone spoke imprudently, to say the least.
Early this evening, KDKA in Pittsburgh reported that the NTSB had apologized to Doreen Welsh, and that NTSB spokesman Peter Knudsen "says the AP report was wrong."
"Billy Campbell never contradicted the account of the flight attendant that a passenger opened the rear door," Knudsen said.
Regarding the AP story and Sumwalt's comments, Doreen Welsh told KDKA, "It was very painful and very hurtful especially because I knew none of it was true."
She said of Billy Campbell, "His comments today meant the world to me - I appreciate them - and I thank him from the bottom of my heart."
[Photo Source]
RELATED: Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz.
From time to time I have chided the mainstream news media for rampant speculation regarding aircraft accident investigations, and for accusatory statements about crew members who are in no position to defend themselves publicly. This is one of those times.Moreover, in this instance an official of the National Transportation Safety Board (NTSB) allegedly made statements about a crew member's behavior that were untrue, fueling the fire. He, of all people, should know better.
Several days ago as I was browsing stories on Google News, I came across the following title: Witness to challenge flight attendant's story. I clicked on it, and found it was an Associated Press (AP) story about the NTSB's public hearing on US Airways Flight 1549, the Airbus A320 that ditched in the Hudson River back in January.
The lead paragraph of the AP story implied that a passenger from the accident flight would testify at the NTSB hearing that "it was a flight attendant — not a panicked passenger — who opened a rear door on the aircraft, sending water rushing into the cabin."
I have to tell you, I was flabbergasted. I could hardly take in what I was reading!
The story of what happened on board that airplane on the afternoon of January 15, 2009 is well known by now. There have been countless newspaper and magazine write-ups about the 'splash landing' of Flight 1549 into the Hudson River, and the subsequent successful evacuation and rescue of all 150 passengers and five crew members.
The two pilots and three flight attendants have told their story during numerous interviews on TV. Most notably, they also gave testimony before Congress about what they experienced that day.
Was it possible that a conflicting version of what transpired was soon to be revealed for the first time? I just couldn't believe it. It made no sense.
Yet there it was again, further along in the AP article: "Board member Robert Sumwalt, who will chair the hearing, said that [passenger] Campbell has told NTSB investigators that it was flight attendant Doreen Welsh who cracked open the door, not a passenger." Mr. Sumwalt is vice chairman of the NTSB.
I just couldn't believe that Ms. Welsh, a veteran flight attendant with 39 years of service, had done such a thing. Yesterday I mentioned the story to a flight attendant who is a member of my family. Her reaction was similar to mine: she was incredulous.
My thoughts flew to Doreen Welsh. The only crew member on the flight to have been physically injured, it has been reported that she also has suffered from post-traumatic stress. I could only imagine how devastated she would feel once this new accusation began to circulate. And of course the story did circulate. In no time, other news outlets picked it up, parroting what the AP article had said.
The NTSB hearing got underway this morning, moderated by Robert Sumwalt. Capt. Chesley 'Sully' Sullenberger, the pilot in command of US Airways Flight 1549, was the first to testify. He told his story once more, and near the end of his testimony he pointedly praised his crew -- all of them -- for their professionalism during the emergency.
Passenger Billy Campbell testified after Capt. Sullenberger. He explained that he had been sitting in seat 25A, a window seat in the second-to-last row of the aircraft. His testimony about what he saw and felt was detailed and evocative.
Mr. Campbell mentioned that after the geese hit the aircraft's engines, Doreen Welsh reassured the passengers in the rear of the plane that everything would be fine. Minutes later the aircraft hit the surface of the Hudson River tail first. Mr. Campbell described the impact as "violent" -- the same descriptor Doreen Welsh had used in several interviews..
Then came his much-anticipated testimony about what Doreen Welsh did next. He did NOT say she opened the door. On the contrary, Mr. Campbell stated that it was a woman passenger who rushed past the flight attendant and attempted to open the door.
Mr. Campbell said that Doreen Welsh intervened with the woman at the door, and at the same time forcefully shouted at the passengers in the aft section of the aircraft, urging them to move quickly to the forward exits to evacuate. He described the flight attendant as "courageous and direct."
In fact, rather than dispute what Doreen Welsh had said months earlier, this passenger's testimony at the NTSB hearing confirmed her story in every way. "She was heroic," he said.
So what's up with that insinuating AP article, and the statement attributed to Robert Sumwalt that impugned Doreen Welsh? Clearly someone spoke imprudently, to say the least.
Early this evening, KDKA in Pittsburgh reported that the NTSB had apologized to Doreen Welsh, and that NTSB spokesman Peter Knudsen "says the AP report was wrong."
"Billy Campbell never contradicted the account of the flight attendant that a passenger opened the rear door," Knudsen said.
Regarding the AP story and Sumwalt's comments, Doreen Welsh told KDKA, "It was very painful and very hurtful especially because I knew none of it was true."
She said of Billy Campbell, "His comments today meant the world to me - I appreciate them - and I thank him from the bottom of my heart."
[Photo Source]
RELATED: Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz.
Thursday, January 22, 2009
Video: Passengers on US Airways Flight 1549 Evacuate
From CBS News: "Caught On Tape: Newly released surveillance camera video from the ConEd building on the Hudson shows the crash landing of U.S. Airways Flight 1549. Obtained by CBS News' Pat Milton."
Watch CBS Videos Online
Hat tip to @AmandaSena and @usairwaysgirl for posting the link on Twitter.
RELATED: Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz.
Watch CBS Videos Online
Hat tip to @AmandaSena and @usairwaysgirl for posting the link on Twitter.
RELATED: Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz.
Friday, January 16, 2009
US Airways Flight 1549 Flight Attendants Successfully Evacuate All 150 Passengers
by B. N. Sullivan
Yesterday a US Airways A320 aircraft ditched in the icy waters of the Hudson River minutes after taking off from New York's LaGuardia Airport. The aircraft, operating as US Airways Flight 1549, had been en route to Charlotte, NC. The accident happened after bird strikes resulted in a loss of power to both of the aircraft's engines. There were no fatalities or life-threatening injuries among the five crew members and 150 passengers on board.
Much attention has been focused on the flight deck crew, and particularly the captain (and rightly so) for what appears to have been a truly remarkable water landing. However, the three flight attendants who immediately carried out the evacuation of all 150 passengers on board also deserve an enormous amount of credit for the excellent outcome of this accident. The flight attendants safely evacuated all on board in less than 90 seconds, after having virtually no warning that the aircraft was about to ditch in the river. Congratulations and praise are definitely in order for these flight attendants who made all of us so very proud!
"The flight attendants performed their safety duties in textbook fashion," said Mike Flores, President of the US Airways flight attendants' union. "Their years of experience and training made all the difference once the aircraft was in the water."
The Association of Flight Attendants-CWA (AFA-CWA), the union that represents the flight attendants of US Airways, will play an official role in the investigation of US Airways Flight 1549 headed by the National Transportation Safety Board (NTSB). AFA-CWA will assist federal investigators in gathering information related to the policies and procedures followed during yesterday's emergency evacuation. AFA-CWA will support the NTSB to help determine what happened and identify potential safety improvements to better ensure accident survivability.
"As the representative of more than 55,000 aviation safety and security professionals, AFA-CWA has played an important role in NTSB investigations for decades," said AFA-CWA International President Patricia Friend. "We once again applaud the professionalism of our US Airways colleagues who demonstrated to the world the essential role flight attendants serve on the aircraft."
[Photo Source]
RELATED: Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz.
Yesterday a US Airways A320 aircraft ditched in the icy waters of the Hudson River minutes after taking off from New York's LaGuardia Airport. The aircraft, operating as US Airways Flight 1549, had been en route to Charlotte, NC. The accident happened after bird strikes resulted in a loss of power to both of the aircraft's engines. There were no fatalities or life-threatening injuries among the five crew members and 150 passengers on board.Much attention has been focused on the flight deck crew, and particularly the captain (and rightly so) for what appears to have been a truly remarkable water landing. However, the three flight attendants who immediately carried out the evacuation of all 150 passengers on board also deserve an enormous amount of credit for the excellent outcome of this accident. The flight attendants safely evacuated all on board in less than 90 seconds, after having virtually no warning that the aircraft was about to ditch in the river. Congratulations and praise are definitely in order for these flight attendants who made all of us so very proud!
"The flight attendants performed their safety duties in textbook fashion," said Mike Flores, President of the US Airways flight attendants' union. "Their years of experience and training made all the difference once the aircraft was in the water."
The Association of Flight Attendants-CWA (AFA-CWA), the union that represents the flight attendants of US Airways, will play an official role in the investigation of US Airways Flight 1549 headed by the National Transportation Safety Board (NTSB). AFA-CWA will assist federal investigators in gathering information related to the policies and procedures followed during yesterday's emergency evacuation. AFA-CWA will support the NTSB to help determine what happened and identify potential safety improvements to better ensure accident survivability.
"As the representative of more than 55,000 aviation safety and security professionals, AFA-CWA has played an important role in NTSB investigations for decades," said AFA-CWA International President Patricia Friend. "We once again applaud the professionalism of our US Airways colleagues who demonstrated to the world the essential role flight attendants serve on the aircraft."
[Photo Source]
RELATED: Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz.
Thursday, January 15, 2009
Breaking News: US Airways A320 ditches in New York's Hudson River
A US Airways Airbus A320 aircraft has ditched in the Hudson River in New York City after reportedly losing power in both engines shortly after takeoff from New York's LaGuardia airport. Early news reports say that all on board have survived and have been rescued.US Airways has confirmed that its "Flight 1549, an Airbus A320 en route to Charlotte from LaGuardia, has been involved in an accident in New York at approximately 3:03 pm Eastern Time."
Some news reports are saying that the aircraft suffered multiple bird strikes, causing loss of power to both engines. Several news media, quoting an FAA official, said that the aircraft landed in the river near 48th Street in midtown Manhattan. Local watercraft, including at least one ferryboat, hurried to the scene to pick up survivors and take them to shore. A passenger on the ferryboat took a photo of the scene with an iPhone.
Updates will follow here as more information becomes available.
UPDATE: The U.S. National Transportation Safety Board (NTSB) announced that it is sending a 20-member 'Go Team' to investigate today's crash of a US Airways Airbus A-320 (N106US) into the Hudson River in New York City.
UPDATE from US Airways: In a press release issued a short time ago, US Airways confirms 150 passengers and five crew (two pilots and three flight attendants) on board Flight 1549.
Flight 1549 was originally scheduled for departure from LGA at 2:45 p.m. Eastern Time. The flight’s actual time of departure was 3:03 p.m. Eastern Time.
In a statement to the press made shortly before departing for New York, US Airways CEO Doug Parker said "Our preliminary report is that everyone is off the plane."
UPDATE Jan. 16, 2009: It's official. The FAA Preliminary Report about yesterday's accident mentions bird strikes:
DESCRIPTION[Photo Source]
N106US, U S AIRWAYS FLIGHT 1549 AIRBUS A320-214 AIRCRAFT, AFTER DEPARTURE MADE A FORCED LANDING ON THE HUDSON RIVER AFTER STRIKING BIRDS AND LOSING ENGINE POWER, PERSONS ON BOARD WERE RESCUED BY BOAT, INJURIES ARE UNKNOWN, AIRCRAFT IS PARTIALLY SUBMERGED, NEW YORK, NY
Related:
Click here to view all posts about US Airways Flt 1549 on Aircrew Buzz, or choose from the list below.
- To the Captain of US Airways Flight 1549: Way to go, Sully! - Jan. 15, 2009
- US Airways Flight 1549 Flight Attendants Successfully Evacuate All 150 Passengers - Jan. 16, 2009
- US Airways identifies the crew of Flight 1549 - Jan. 16, 2009
- Video: Passengers on US Airways Flight 1549 Evacuate - Jan. 22, 2009
- US Airways A320 engine recovered from Hudson River - Jan. 23, 2009
- NTSB issues second update on US Airways Flight 1549 accident - Jan. 24, 2009
- US Airways Flight 1549: View from a pilot who was a passenger on board - Jan. 30, 2009
- US Airways Flight 1549 Update: Feathers, yes; Engine malfunction, no - Feb. 4, 2009
- FAA releases ATC audio related to the US Airways Flight 1549 accident - Feb. 5, 2009
- Smithsonian confirms Canada Goose remains in downed US Airways A320 - Feb. 12, 2009
- NTSB to hold public hearing on US Airways Flight 1549 accident - Feb. 19, 2009
- US Airways Flight 1549: Congressional testimony by crew members and ATC - Feb. 24, 2009
- What Capt. 'Sully' Sullenberger told Congress today - Feb. 24, 2009
- What US Airways pilot Jeff Skiles told Congress today - Feb. 24, 2009
- US Airways Flight 1549: The air traffic controller's story - Feb. 25, 2009
- US Airways Flight 1549 flight attendants given heroism award - Apr. 2, 2009
- Next week: Public hearing on the US Airways Flight 1549 accident - Jun. 4, 2009
- NTSB hearing: Passenger testimony vindicates US Airways flight attendant - Jun. 9, 2009
- Sully returning to duty at US Airways, as a management pilot - Sep. 28, 2009
- Video: US Airways Flight 1549 flight attendants recall Hudson River ditching - Nov. 4, 2009
- Sully retires from US Airways - Mar. 4, 2010
Wednesday, January 07, 2009
Continental Flight 1404 Accident at Denver: NTSB Factual Update
The U.S. National Transportation Safety Board (NTSB) has just issued a factual update on the runway excursion and crash of Continental Airlines Flight 1404 at Denver International Airport last month. Readers will recall that the aircraft, a Boeing 737-500 (registration N18611), departed the left side of runway 34R during its take-off roll, ultimately crashing into a ravine and catching fire. There were no fatalities, although 38 of those on board were injured. The entire right side of the aircraft was severely damaged by fire.The accident happened on Dec. 20, 2008 at 6:18PM local time. The aircraft had been departing Denver for George Bush Intercontinental Airport, Houston, Texas.
The NTSB Update issued today presents factual information about the accident gathered thus far. Here are the highlights:
Runway
Inspection of the runway following the accident revealed that it was bare and dry and free of debris. The first tire marks were found about 1,900 feet from the runway threshold.Weather
The aircraft exited the runway at about 2,650 feet from the runway threshold, continued across a snow-covered grassy drainage basin area, and crossed a taxiway and a service road before coming to rest about 2,300 feet from the point at which it departed the runway.
On the night of the accident, the majority of air traffic was arriving at the airport from the south and departing from the airport to the north.
Both pilots were aware of the crosswind conditions, having been advised by Air Traffic Control (ATC) that winds were 270 degrees at 27 knots just prior to takeoff.Crew Interviews
The weather observation (METAR) in effect for Denver International Airport nearest the time of the accident was reported to be winds at 290 degrees and 24 knots with gusts to 32 knots, visibility of 10 miles, a few clouds at 4000 feet and scattered clouds at 10,000 feet. The temperature was reported as -4 degrees Celsius.
Wind data has been obtained from the airport's low-level wind shear alert system (LLWAS), consisting of 32 sensors located around the field, which record wind speed and direction every 10 seconds. This information will be used to determine a better estimate of the actual crosswind component at the time of the accident.
Both members of the flight crew have been interviewed.Data Recorders
The accident flight was their first flight on the fourth day of a four-day trip.
The Captain, the pilot flying, had accumulated a total of about 13,000 hours, with about 5,000 in the 737. The First Officer had flown about 7,500 hours in his career with about 1,500 hours in the 737; he was the pilot monitoring.
Both pilots remarked that all appeared normal until the aircraft began to deviate from the runway centerline. The Captain noted that the airplane suddenly diverged to the left, and attempts to correct the deviation with the rudder were unsuccessful. He stated that he briefly attempted to return the aircraft to the centerline by using the tiller to manipulate the steering of the nose gear but was unable to keep the aircraft on the runway.
Two Continental pilots who had flown the aircraft into Denver on the previous flight were passengers on the accident flight. Neither of the pilots was aware of any anomalies on the inbound flight and reported that all the aircraft's systems had operated normally.
Bumping and rattling sounds audible on the Cockpit Voice Recorder (CVR) have been time-correlated with the Flight Data Recorder (FDR) and were found to have occurred as the airplane exited the runway and travelled through the grassy areas adjacent to the runway.Landing Gear and Controls
The aircraft reached a maximum speed of 119 knots, and it was traveling at 89 knots when the CVR and FDR stopped recording.
The airplane's Quick Access Recorder (QAR) and other electronics were retrieved and sent to the NTSB laboratory in Washington. The QAR, which records aircraft data, often has more parameters or information of higher fidelity than the Flight Data Recorder (FDR). Additional items, such as flight control and nosewheel steering actuators, were also removed from the airplane for testing and evaluation.
Physical inspection of the engines and information from the FDR has not indicated any evidence of pre-impact malfunctions with either engine. The FDR data shows that number one engine power was reduced before that of the number two engine during the accident sequence, and examination of the engine indicates that this reduction is consistent with snow and earth ingestion as the airplane departed the runway.
The FDR data also shows that both engines were commanded into reverse thrust following rejection of the takeoff by the flight crew, which occurred after the aircraft had already left the runway.
A preliminary examination of the rudder system revealed no abnormalities or malfunctions.Aircraft Cabin
The main landing gear and brakes, which had separated from the aircraft during the accident sequence, were found in good condition by visual examination. There were no signs of hydraulic leaking or flat spots on the tires.
The flight deck controls and corresponding control surfaces were found to be in the takeoff configuration.
There was no obvious damage to the passenger seats, which were found secured on their tracks. The safety belts all appeared intact although some showed evidence of fire damage.Evacuation Details
Some components of the crew seats and restraint systems have been removed for further examination.
The three flight attendants indicated that there were no problems with the escape slides and that the emergency exit lights were brightly illuminated.The aircraft wreckage has been moved from the accident site to a secure area on the ramp, where the NTSB is continuing its examination.
All occupants exited the airplane via the left side doors and overwing exits. The
flight attendants reported that the passenger who opened the overwing exit did so very quickly and easily. After a bottleneck of people developed by the left overwing exit, a Continental Airlines pilot, who was a passenger on the flight, directed passengers out via the doors.
RELATED:
- Continental Airlines Boeing 737 accident at Denver - Aircrew Buzz, Dec. 20, 2008
- Update on the Continental Flight 1404 accident at Denver - Aircrew Buzz, Dec. 22, 2008
- Continental Flight 1404: Part 1, Post-crash conditions in the cabin - Aircrew Buzz, Jul. 21, 2009
- Continental Flight 1404: Part 2, Evacuation details - Aircrew Buzz, Jul. 21, 2009
Saturday, December 20, 2008
Continental Airlines Boeing 737 accident at Denver
Earlier this evening a Continental Airlines Boeing 737-500 aircraft, operating as Flight COA 1404, departed runway 34 R at Denver International Airport. According to a brief press statement released by Continental Airlines, the aircraft was departing Denver for Houston's Bush Intercontinental Airport with five crew members and 107 passengers on board. At this time there are no reports of fatalities. Thirty-eight people, including both pilots, were taken to area hospitals for treatment of injuries described as non-life threatening.Everyone on board evacuated the aircraft via emergency slides. A passenger interviewed on a local TV station in Denver said that the flight attendants blocked passengers from using emergency exits on the right side of the aircraft, where the wing was on fire. He said the flight attendants directed passenger evacuation using their flashlights and bullhorns.
By chance, I happen to be in Denver, and I am monitoring live coverage of the accident on local TV. In a press conference a short time ago, an airport official named Kim Day confirmed that the accident occurred at 6:18 PM local time. She said that the aircraft "veered off runway 34 right, near the WC taxiway into a small ravine."
At the same press conference, Patrick Hynes of the Denver Fire Department said that when firefighters reached the scene, "The entire right side of the airplane was on fire." He said that the fire spread to the interior of the aircraft cabin, and was so intense that the luggage compartments above the seats melted.
Mr. Hynes said that the fire had since been extinguished, but fuel was still leaking from the aircraft's damaged wings, and fire crews were "applying fire suppressant foam."
The aircraft was said to have traveled about 2,000 feet down the runway, but it is unclear whether it had rotated. Asked if the plane had left the ground, officials speaking at the press conference said they did not know.
An official said that there was "a significant amount of debris on the runway." He also said, "The wheels sheared off the airplane. I know that."
The entire west side of Denver International Airport is shut down, but the rest of the airport is operating.
Personnel from the National Transportation Safety Board are said to be on the scene.
Updates:
- Update on the Continental Flight 1404 accident at Denver - Aircrew Buzz, Dec. 22, 2008
- Continental Flight 1404 Accident at Denver: NTSB Factual Update - Aircrew Buzz, Jan. 7, 2009
- Continental Flight 1404: Part 1, Post-crash conditions in the cabin - Aircrew Buzz, Jul. 21, 2009
- Continental Flight 1404: Part 2, Evacuation details - Aircrew Buzz, Jul. 21, 2009
Monday, November 10, 2008
Ryanair Flight FR4102 Emergency at Rome-Ciampino: Multiple Bird Strikes
Early this morning, Nov. 10, 2008, a Boeing 737-800 aircraft (registration EI-DYG) operated by Ryanair suffered a multiple bird strike, ingesting birds into both engines, while on approach to Rome-Ciampino Airport. Ryanair Flight FR4102 made an emergency landing at Ciampino, during which "the left-hand main landing-gear suffered substantial damage," according to the airline. The aircraft was arriving from Frankfurt-Hahn with six crew members and 166 passengers on board. Passengers were evacuated from the aircraft via slides onto the runway. There were no reports of serious injuries, although two cabin crew members and eight passengers were reportedly taken to a hospital for medical attention.News photos of the accident site show the left main landing gear collapsed, and the number one engine nacelle resting on the runway. The "multiple bird strike" phrase may be an understatement, judging from the large number of blood splotches on the radome and wing slats!
Ciampino Airport closed after the accident, and inbound flights were diverted to Rome's Fiumicino Airport.
I will follow up with more details as they become available.
UPDATE Nov. 11, 2008: The Agenzia Nazionale per la Sicurezza del Volo (ANSV), the Italian flight safety agency, issued a brief statement regarding the Ryanair accident at Rome-Ciampino. The statement confirms what was already known: that a large flock of birds struck the aircraft's wing surfaces and engines as it was landing. (For what it's worth, the statement identified the birds as starlings.) The statement mentioned "extensive damage" to the aircraft's left wing, landing gear, and fuselage.
The so-called "black boxes," i.e., the cockpit voice recorder and the flight data recorder, have been retrieved from the accident aircraft and are undergoing data analysis. ANSV is interviewing the crew.
That's all that the ANSV says so far.
Unofficial buzz that I am hearing says that the sequence of events went something like this: the aircraft was on short finals when an engine flamed out due to bird strike; crew initiated a go-around, but at about the same time, the second engine flamed out as well -- so they landed, albeit a little hard. Okay, maybe really hard.
Based on everything I've heard and read, the crew did a fantastic job. They had an enormous amount on their plate very suddenly -- and at just a couple hundred feet above the ground they had to make a split-second decision, with virtually no time to ponder what to do or consult manuals, checklists, or what have you. They landed the plane, and they brought it to a halt on the runway. The airframe suffered some major dings, but there were no fatalities or major injuries to the passengers and crew. I say, "Well done!"
[Photo Source]
Wednesday, August 13, 2008
American Airlines praises crew for LAX emergency landing, evacuation
On August 5, 2008, an American Airlines Boeing 757 aircraft, operating as Flight AAL31, returned to Los Angeles International Airport (LAX) less than hour after its departure for Honolulu, due to smoke in the cabin. The aircraft made a safe emergency landing at LAX, followed by an emergency evacuation on the runway. No serious injuries were reported.Today American Airlines released a statement about its review of the incident. The statement said that the odor of the oil and a smoky haze was taken into the cabin through the air conditioning system.
American Airlines also determined "that the flight crew acted appropriately in all instances onboard."
The captain appropriately decided to return and have the issue resolved on the ground. The flight landed safely after being airborne for a total of 57 minutes. The safe operation of this flight was never in jeopardy. Our pilots followed standard operating procedure by returning to Los Angeles.Certain news reports had suggested that both the emergency landing and the evacuation might have been unnecessary, or an overreaction on the part of the crew, and that the flight attendants on Flight 31 may have overstepped their authority in initiating the evacuation. Let's hope that the public statement made today by American Airlines puts such specious claims to rest.
American Airlines procedure allows for an evacuation when there is smoke in the cabin of an aircraft. Those procedures also allow for flight attendants to initiate an evacuation. The flight attendants acted appropriately to evacuate Flight 31, and in fact, the evacuation was accomplished quickly, exactly according to procedure, and with only very minor injuries – which are common in slide evacuations.
“We are proud of the way our entire flight crew handled Flight 31,” said Lauri Curtis, American’s Vice President – Onboard Service. “We support their action, commend their professionalism, and know that the training they participate in yearly plays a major role in handling scenarios like this.”
[Photo Source]
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