Dutch Safety Board's preliminary report on the Turkish Airlines crash at Amsterdam

The Dutch Safety Board has issued a preliminary report regarding the Turkish Airlines Boeing 737-800 accident at Amsterdam last month.  Turkish Airlines Flight TK 1951, which was arriving from Istanbul,  was on approach to runway 18R (AKA 'the Polderbaan') at Amsterdam's Schiphol Airport on February 25, 2009 when it crashed into a field short of the runway threshold. Four crew members and five passengers were killed in the accident. Twenty-eight of the 80 people who were injured remain hospitalized, according to the Dutch report.

The Dutch Safty Board's preliminary report states that the flight experienced no problems "until just before the approach." According to information obtained by investigators from the aircraft's cockpit voice recorder and flight data recorder, the aircraft was descending, with the auto-pilot engaged, when "an irregularity occurred" at 1950 feet.

Quoting from the English version of the Dutch Safety Board report posted on the Board's website:

At a height of 1950 feet the left radio altimeter suddenly indicated a change in altitude -- from 1950 feet to -8 feet -- and passed this onto the automatic pilot. This change had a particular impact upon the automatic throttle system which provides more or less engine power.

The radio altimeter normally measures the altitude of the plane above the ground very accurately and can start registering this from 2500 feet. As already mentioned, this radio altimeter is very significant for providing the appropriate power for an automatic landing.

A Boeing is fitted with two radio altimeters, a left one and a right one. The black box has shown that this deviation only occurred in the left radio altimeter.

The voice recorder has shown that the crew were notified that the left radio altimeter was not working correctly (via the warning signal “landing gear must go down”).

Provisional data indicates that this signal was not regarded to be a problem.

In practice, the plane responded to this sudden change as though it was at an altitude of just a few meters above the Polderbaan and engine power was reduced.

It seems that the automatic system -- with its engines at reduced power -- assumed it was in the final stages of the flight.

As a result, the aircraft lost speed.

Initially the crew did not react to the issues at hand.

As a result of the deceleration, the aircraft's speed was reduced to minimum flying speed (stalling situation) and warning signals (the steering column buzzes at an altitude of 150 metres) were given.

The black box shows that full power was then applied immediately. However, this was too late to recover the flight, the aircraft was too low and, consequently, the
Boeing crashed 1 kilometre short of the runway.

The black box -- which can register 25 hours of flying time and which, in this case, covered 8 flights -- showed that this problem had occurred twice previously in a similar situation, before landing.

The aircraft initially hit the ground with its tail and then the undercarriage followed.

The forward speed was about 175 km per hour upon impact. An aircraft of this weight should normally have a speed of 260 km per hour for landing.

The aircraft came to a rapid halt (after about 150 m) as a result of the arable land being made up of boggy clay.

The braking caused by the ground meant that the aircraft broke into two pieces; the tail broke off and the aircraft’s hull ruptured at business class.

The landing gear broke off, in accordance with its design.

This also applied to the two engines.

The full power and the sudden braking resulted in both engines continuing forwards for a further 250 meters.

The report goes on to note that the Board's investigation "will now focus fully on the workings of the radio altimeters and the connection to the automatic throttle (automatic steering system)."

Separately, the Dutch Safety Board announced that it has issued a warning to Boeing as a result of the initial findings of the Turkish Airlines accident investigation. Boeing, in turn, has given notice that a warning will be issued to all users of this type of plane to make them aware of this possible risk.

RELATED: Click here to view all posts about THY Flt 1951 on Aircrew Buzz.

Chicago-O'Hare air traffic controller blamed for near mid-air collision

This past July, there was a near mid-air collision at Chicago-O'Hare International Airport between a departing American Eagle ERJ-145, and a Learjet LR60 that was arriving on an intersecting runway. No one was injured, and neither aircraft was damaged in the July 22, 2008 incident, but it was a very close call: according to ground radar (ASDE-X) analysis and radar replay, the LJ60 passed 325 feet above and slightly behind the departing E145. 

A 'probable cause' report issued recently by the U.S. National Transportation Safety Board (NTSB) cites "[t]he LC-10 [Local Control] controller's failure to ensure the appropriate separation between two airplanes operating on runways where flight paths intersect" as the cause the incident.

Here is the timeline of events, from the NTSB report:

At 1243:09, the ORD tower local control 10 (LC-10) controller instructed the E145 pilots to taxi into position and hold on runway 32L at taxiway M. The LC-10 controller issued a wake turbulence advisory to the pilots and advised them to expect about a 2 1/2 minute delay before "we can getcha rollin". The E145 pilots acknowledged the clearance. The runway 32L/taxiway M intersection is approximately 8,800 feet from the runway 9R final approach path.

At 1244:57, the LJ60 pilot contacted the north local controller (NLC) and reported over Lance, the runway 9R outer marker, located about 4.1 nautical miles from the approach end of the runway. The NLC cleared the LJ60 pilots to land on runway 9R and advised them to "plan a left turn on runway 32R" during their landing roll. The LJ60 pilots acknowledged the clearance and repeated the exit information.

At 1245:27, the LC-10 controller cleared the E145 for takeoff stating, "...runway 32L at [taxiway] M, cleared for takeoff, turn right heading 330 [degrees]." The controller did not provide any information regarding the LJ60 that was about 2.5 miles from the runway 9R runway threshold. The E145 pilot acknowledged the takeoff clearance. At 1245:45, EGF298 commenced its takeoff roll.

According to the local monitor's statement, he recognized the potential conflict between the E145 and LJ60 and told the LC10 controller to advise the departing aircraft to stay low.

About 1246:13, when the LJ60 was about 3/4 of a mile from runway 9R, the NLC instructed the LJ60 pilots to "...go around maintain 4,000 [feet msl]." According to the LJ60 pilot-flying's (PF) statement, the pilot not flying observed the E145 on runway 32L and told the LJ60 pilot flying (PF) "Climb, climb, there is an MD80 on takeoff roll on [runway] 32R."

At 1246:19, the LC-10 controller advised the E145 pilots to "...stay low...stay low traffics above you."

At 1246:26, the ASDE-X data revealed that the closest recorded proximity occurred as the LJ60 passed about 150 feet laterally and about 325 feet above the E145. About 13 seconds later, the NLC instructed LJ60 pilots to "Turn right heading 140 [degrees], contact Chicago departure control on 127.4." The pilots acknowledged the clearance.

At 1246:27, the LC-10 controller instructed E145 pilots to "Climb and maintain 5 [thousand feet], sorry about that." A few seconds later, the pilots acknowledge the clearance.

At 1246:43, the E145 pilots said, "...it was interesting." About 19 seconds later, the LC-10 controller instructed the E145 pilots, "Contact Chicago departure 125.4." [NTSB ID: OPS08IA011A]

The report also includes statements from the pilots on both aircraft. The crew on the Lear spotted the ERJ nearly concurrently with the controller's go-around instruction. The PNF (pilot not flying) told the NTSB "...We never received a TCAS (Traffic Collision Avoidance System) advisory - either alert or resolution - during the go-around."

Meanwhile, the ERJ captain, who was the PF, said, "...As I called gear up after rotating, I see a Learjet at 11 o'clock converging directly with our flight path. I immediately leveled the aircraft at 200 feet above the runway to avoid a collision and maintained runway heading. The tower issued an alert to level off two seconds later, as the Lear [jet] passed directly over our cockpit. I am estimating 600 feet separation. The controller apologized."

The American Eagle first officer, who was the PNF, said, "...From my vantage point, all I saw was an aircraft directly above us moving left to right at no more than 200 feet of separation vertically. The Captain immediately initiated a level off at no more than 200 feet AGL until we were instructed to continue the climb. The tower apologized and continued working aircraft, handed us off to departure where the flight continued without further incident."

The NTSB report notes that "The LC10 position, located on the south side of the tower cab that has an external view of the runway 32L/9R intersections. The tower was equipped with digital radar and ASDE-X displays. ORD managers reported that the ASDE- X did not have crossing runway logic installed, and the ASDE-X did not alarm during the incident.

Spirit Airlines flight attendants file for federal mediation of talks

The latest manifestation of the ongoing poor relations between Spirit Airlines crew members and management: The flight attendants at Spirit Airlines are filing for federal mediation of their contract negotiations.  The Association of Flight Attendants (AFA-CWA), which represents Spirit's cabin crew, will file their petition tomorrow with the National Mediation Board (NMB).

The present contract between Spirit and the flight attendants became amendable in November of 2007. Although union representatives and Spirit management have met several times since then, union officials say that the carrier's management "continues to come to the table without a single proposal." The union has requested a federal mediator  in order to obtain management's active participation in the negotiations process, as required by statute.

"After continued negotiations, little progress has been made and management continues to be disrespectful at the bargaining table," said Deborah Crowley, AFA-CWA Spirit President. "For the second time this year, airline management has come to the table unprepared and it is time that their stall tactics and inconsiderate behavior come to an end. We look forward to having the NMB appoint a mediator who will help move negotiations forward."

Video tribute to the crew of Colgan Air Flight 3407

This video memorializes the crew of Colgan Air Flight 3407, who perished along with 45 others when their aircraft crashed while on approach to Buffalo on February 12, 2009. Captain Marvin Renslow, First Officer Rebecca Shaw, Flight Attendant Matilda Quintero, and Flight Attendant Donna Prisco were working the flight; off-duty Captain Joseph Zuffoletto was a passenger. The video is a nice reminder that those five crew members were real people with real lives -- not just names on an accident report.



If the video does not play or display properly above, click here to view it on YouTube.

Hat tips to YouTube user tdonohue and Twitter user @FoxWhisperer.

RELATED: Click here to view all posts about Colgan Air Flt 3407 on Aircrew Buzz.

US Airways pilots want contract talks mediated

The US Airline Pilots Association (USAPA), which represents over 5,000 US Airways pilots, has proposed that USAPA and US Airways management "jointly seek a facilitator utilizing the services of the National Mediation Board to assist the parties in reaching an agreement." US Airways management and the pilots have been engaged in contract negotiations for more than three years.

"We are in the quagmire of a seemingly endless contract negotiation that has not served our pilots or our company well. It is long past time to end the stagnation," said USAPA President Steve Bradford.

The US Airways pilots entered contract negotiations with management in November 2005 under the terms of a Transition Agreement at the time of the US Airways and America West merger. Union leaders have said repeatedly that unresolved contract issues have created "confusion, inefficiencies and severe morale problems that carry over into the airline’s operation."

At the outset of the contract negotiations, US Airways pilots were represented by the Air Line Pilots Association (ALPA). In April of 2008, the pilots voted to have USAPA replace ALPA as their collective bargaining unit.

Hawaiian Airlines flight attendants have a tentative contract

Flight attendants and management at Hawaiian Airlines have reached a tentative agreement (TA) on a proposed new contract. The TA was announced yesterday by the Association of Flight Attendants (AFA-CWA), which represents Hawaiian flight attendants.

"In these challenging times, Hawaiian Airlines flight attendants need a
stable contract they can count on," said Sharon Soper, AFA-CWA Hawaiian President. "We are pleased that we could work collaboratively with Hawaiian's management team to quickly reach an agreement  that provides stability for our members and our company during these turbulent times. We feel that this tentative agreement reflects the needs and concerns the flight attendants have expressed. Our members will now evaluate whether this tentative
agreement and the associated changes are in their best interests and
vote accordingly."

According to the flight attendants' union, the proposed agreement would extend the current contract for two more years and includes improved wages and bonus compensation for Hawaiian Airlines cabin crew while providing some provisions to help the company maintain its operational excellence. The tentative agreement will be sent out for membership review and a voting schedule will be determined.

UPDATE Apr. 1, 2009: Hawaiian Airlines flight attendants ratify contract

Turkish Airlines identifies crew members who died in Flight TK 1951 accident

Three pilots and one flight attendant were among the nine fatalities in the crash of Turkish Airlines Flight TK 1951 at Amsterdam on February 25, 2009.  Turkish Airlines has officially identified the crew members who perished in the accident, as follows:

• Hasan Tahsin ARISAN - Pilot
• Olgay ÖZGÜR - Pilot
• Murat SEZER - Pilot
• Ulvi Murat ESKİN - Flight Attendant

Condolences to the families, flying partners, and friends of these Turkish Airlines crew members.

RELATED: Click here to view all posts about THY Flt 1951 on Aircrew Buzz.

Boeing employees among casualties in Turkish Airlines accident at Amsterdam

A short time ago, Boeing released the following statement to the media:

Boeing today received confirmation from the U.S. State Department that two Boeing employees have been identified as among the fatalities from this week's Turkish Airlines Flight 1951 accident in Amsterdam. Boeing extends its deepest condolences to their families, friends and colleagues. A third Boeing employee on Flight 1951 sustained injuries and remains hospitalized. The company is awaiting official notification about the condition of the fourth employee on the flight. Boeing remains committed to supporting the families of our employees through this very difficult time. Given the pending information, and at the request of some of the affected families, the specific condition of each employee on the airplane isn't being released by Boeing at this time.

"This is a very sad day for our company," Chairman, President and CEO Jim McNerney said. "Our thoughts and prayers are with our colleagues' families, friends and co-workers and with the families of everyone who was on the flight."

UPDATE Feb. 27, 2009: Today Boeing confirmed that a third employee who was a passenger on Flight TK 1951 has died. The company also named all four Boeing employees who were on board the accident aircraft:

...With the consent of the affected families, Boeing confirms the names and conditions of the four Boeing employees on Flight 1951. Three employees - Ronald A. Richey of Duvall, Wash., John Salman of Kent, Wash., and Ricky E. Wilson of Clinton, Wash. - died in the crash. One employee - Michael T. Hemmer of Federal Way, Wash. - was among the injured and remains hospitalized.

Condolences to the families, colleagues and friends of those who lost their lives in the accident. Best wishes to Mr. Hemmer for a speedy and complete recovery from his injuries.

Related:  Turkish Airlines Boeing 737-800 accident near Schiphol Airport, Amsterdam - AircrewBuzz.com, Feb. 25, 2009