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Friday the 3rd of July, 2015

The day before my favorite U.S holiday, the 4th of July! The 4th of July is Independence Day in the United States and is a federal holiday commemorating the adoption of the Declaration of Independence on July 4, 1776, which was the date the United States formally declared it’s independence from Great Britain in order to achieve freedom from British rule. For you U.S citizens out there, enjoy the long holiday weekend! We all know what goes on on the 4th of July, so I really mean it when I say BE SAFE OUT THERE, especially this weekend and don’t blow off any of your appendages!

Here are the stories to finish off the week…

See you again on Monday…

Tom

WEEKLY NEWS

REPORT

“To Promote the Science and Improve the Methods of Aviation Fire Protection and Prevention”

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Bangkok-bound flight from China makes emergency landing; minor injuries reported BEIJING – A Bangkok-bound flight operated by a Chinese airline made an emergency landing Friday afternoon after

an engine fire warning lit up, China Southern Airlines said. Crew members later found no fire or smoke in the engines, and no major injuries were reported, the airline said in a statement.

Flight 3081 took off from the southern Chinese city of Guangzhou and made the emergency landing in Sanya, a city in Hainan province, the airline said.

As the passengers were evacuated down slides, 14 passengers had minor scrapes, and two others received ankle injuries. All were treated, the airline said.

The airline said it sent a plane to Sanya later Friday to fly the passengers to Bangkok.

http://www.startribune.com/bangkok-bound-flight-from-china-makes-emergency-landing/311556281/

B-733 goes off runway after blowing tires in Mexico City Date: 02-JUL-2015

Time:

Type: Boeing 737-322

Owner/operator: Fuerza Aérea Mexicana

Registration: XC-LJG

C/n / msn: 24361/1694

Fatalities: Fatalities: 0 / Occupants:

Other fatalities: 0

Airplane damage: Minor

Location: Mexico City-Benito Juárez International Airport (MEX/MMMX) - Mexico

Phase: Landing

Nature:

Departure airport: Zacatecas-La Calera Airport (ZCL/MMZC)

Destination airport: Mexico City-Benito Juárez International Airport (MEX/MMMX)

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Narrative: A Boeing 737-322 operated by the Mexican Air Force suffered a landing incident at Mexico City International Airport. Both tires on one of the main landing gears failed after landing on runway 05R. The pilot reportedly lost directional control and the airplane (partially) ran off the runway. The runway was closed for 30 minutes before the plane could be removed.

Deadly Osprey crash spurred safety changes Bravery of crew, tragic end of Marine who drowned also detailed in investigation report

The V-22 Osprey that crashed into the Arabian Sea last year was doomed on take-off because it was accidentally started in maintenance mode, Marine Corps investigators concluded. Despite a routine hover initially over ship deck, the errant mission system selection and a design flaw in the tiltrotor aircraft, since corrected, deprived the engines of enough flight power.

Cpl. Jordan Spears, a crew chief who bailed out and was lost at sea after the Osprey hit the water on Oct. 1, 2014, was the first American killed in action during Operation Inherent Resolve, the campaign against the Islamic State

group of militants in Iraq and Syria. During more than 10 minutes struggling at the controls as the Osprey dipped in and out of the water, the pilots dumped most of their fuel. They were able to fly the disabled aircraft back to the amphibious assault ship Makin Island for a safe landing. But the MV-22B, which was submerged about four feet at one point in corrosive saltwater, required replacement engines and other parts costing more than $1.5 million.

The Marine command investigation also cited the pilots and crew for not strictly following start-up procedures that could have prevented the deadly mishap, a lack of warning to them about newly discovered hazards of flying the

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Osprey in maintenance mode, and the potential fatigue of the sergeant who unintentionally initiated the wrong system setting, according to the report obtained by The San Diego Union-Tribune through a Freedom of Information Act request.

In its most heartrending passages, the 183-page document details the bravery of the Osprey pilots who refused to abandon their ailing airship, the tragic last moments before Spears sank under the weight of his bullet-proof armor, a life preserver that wouldn’t inflate, and the fruitless search for his body.

CRASH

The aircraft from Marine Medium Tiltrotor Squadron (VMM) 163, an Osprey unit based at Marine Corps Air Station Miramar, was third in a group of five sent to reinforce the U.S. embassy in Iraq.

The senior crew chief assigned to “Choctaw 3″ (names are redacted from the public report) woke that afternoon feeling very excited about the mission. The sergeant was also a new father – his wife had given birth to their third child two weeks earlier. After five weeks on the night shift he wasn’t as rejuvenated as usual after the required amount of crew rest, but his anticipation for the important flight masked any fatigue.

As he had done countless times before, the sergeant referred to a pocket checklist from the flight manual to start the aircraft, using his peripheral vision to punch in the mission system setting.

Unbeknownst to him and the rest of the Osprey crew, the Marine Corps had discovered a dangerous anomaly earlier that year in the relatively new hybrid aircraft, which was fielded in 2007 after a total redesign sparked by two crashes that killed 23 Marines. Since then, the Corps has touted its safety record among rotor aircraft.

The MV-22 tiltrotor made by Bell/Boeing takes off like a helicopter and flies like an airplane, after its huge wingtip nacelles and prop-rotors tilt forward.

When started in maintenance mode, the exhaust deflector that protects the avionics from overheating remained on, reducing engine power by about 20 percent.

Marine Helicopter Squadron 1 at Marine Corps headquarters issued a hazard report about the issue in April 2014. But the crew of the Osprey that crashed in October had not been briefed on it by their squadron or Naval Air Systems Command. The aircraft controls didn’t warn them they were about to take off in maintenance mode, nor did their flight manuals explain the dangers.

After starting the engines, the pilots thought it odd that both hung up for about 15 seconds before spooling normally. They also discussed the fact that the exhaust deflector was set to ON instead of AUTO as usual. But the aircraft seemed fine otherwise, so they assumed a harmless software update was to blame.

Just before 5 p.m. local time, the co-pilot lifted the aircraft into a 15-foot hover. As the Osprey slid left over the edge of the deck, it plunged toward the sea. “Power! Power! Power!” the senior crew chief cried, joining calls from the

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flight commander sitting in the right pilot seat and the ship’s control

tower. “It’s all in!” the co-pilot replied. He adjusted the nacelles and nose to level the Osprey and steer it away from the ship as they descended. “Brace for impact,” he announced.

The 70-foot drop from deck-level slammed Cpl. Spears flat. “We are ingesting saltwater and we will continue to lose power to salt incrustation,” the sergeant onboard advised.

“I think we need to leave this aircraft,” the flight commander said. The crew chiefs were ordered to ditch. They slipped into the water out the back ramp without employing the life raft. They didn’t have time before the aircraft sank, the sergeant thought.

The pilots remained at the controls in whiteout conditions, downwash whipping the sea around them. Instead of blowing the cockpit doors and bailing out themselves, they fought to pull the Osprey out of the water.

“The engines were still somewhat working and I wasn’t ready to give the aircraft up yet. We had ensured the safety of the aircrew but I wanted to see if we could still save it,” the major flying the Osprey recalled.

After a suggestion from a Marine captain in the ship tower, the Osprey crew dumped several thousand pounds of fuel to lighten its load. It immediately began to lift out of the water, but still couldn’t take flight.

After settling back into the water five times, the co-pilot used a “max gross takeoff” adjustment lowering the nacelles. On the sixth attempt, they flew into the air.

Against suggestions to switch to airplane mode and head for land 20-minutes away, the Osprey returned straight to the ship, with the flight commander at the controls since the co-pilot couldn’t see through his salted windscreen.

The MV-22 settled on deck while dumping more fuel. After an emergency engine shut-down before hot exhaust could ignite the fuel they sprayed on deck, the pilots quickly exited the aircraft as a crash fire crew “anxiously” approached.

One crew chief had been rescued from the water, they were told. The other was missing.

DROWNING

Cpl. Spears had flashed him a thumb’s up before the sergeant slid into the water.

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It wasn’t like training in the pool. The weight of his body armor immediately dragged him under. After five attempts, the sergeant finally inflated one lobe of his life preserver.

Spears, meanwhile, was struggling to keep his head above the water slicked with fuel. The sergeant swam to him and pulled up on a strap on Spears’ vest. “I got you, buddy,” he said, but the sergeant was unable to hold his head free of the water.

Spears kept yanking his inflator beads, but nothing happened. The sergeant handed over his breathing canister, since Spears was mostly underwater. By then they were both exhausted.

Spears pushed away from the sergeant and attempted to manually inflate the life preserver. Each time he tried, he dipped below the surface, then reemerged gulping for air. The third time, he didn’t come up.

The sergeant swam over and dug his head into the water. “Spears!” he yelled.

“I saw more bubbles surface a couple feet in front of where I was. I started to panic and looked around as if someone was going to magically save the day,” he recalled.

After floating for what seemed like forever with fuel-soaked waves hitting him, an H-60 helicopter circled overhead.

When the sergeant saw the snorkel of a rescue swimmer, he knew it would be alright. “Are you injured?” she asked, before helping him into the cable hoist. As they ascended into the helicopter, he felt faint.

“The other crew chief was Jordan Spears. Jordan Spears went under … He’s my corporal,” he repeatedly told the search crew.

The rescue swimmer gave him water and juice to wash the fuel from his mouth. “I sat looking out the window, looking at the water for my friend as we circled the area,” he said.

Despite an “extensive search and rescue effort and tremendous team effort,” with contributions from Fifth Fleet, Combined Task Force 51 and several ships and aircraft using sophisticated equipment to hunt for Spears and the locator beacon he was wearing, the lost Marine could not be found.

They searched all night and the next day before Spears was declared dead. Navy divers continued looking for his body for two more weeks, to no avail.

CHANGES

As recommended by the commanding officer of the 11th Marine Expeditionary Unit to which they were assigned, the Osprey crew was subjected to administrative action, said Capt. Craig Thomas, a spokesman for the 1st Marine Expeditionary Force, declining to provide details.

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“While I do not believe that the crew was willfully negligent in executing their duties leading up to this mishap, I do believe strict adherence to (naval operating) procedures and checklists could have prevented this mishap,” the 11th MEU commanding officer wrote, in response to the command investigation findings.

He also targeted the design of the aircraft made by a Bell and Boeing joint-project, and oversights by naval air safety officials, saying: “It is inexplicable that an aircraft systems design would allow a crew to take an aircraft flying with a potential degradation in engine power of 20 percent without providing a caution or warning alerting them of the situation. This poor design, and the fact there is no documentation to warn the crew of this design in (naval operating procedures) is a contributing factor to this mishap.”

Bell and Boeing each declined to comment and referred questions to the military.

The Marine Corps and Naval Air Systems Command took swift action to adjust the aircraft and its flight manuals.

A week after the crash, an order to revise the manuals in pen and ink was issued. Within two weeks, a naval message warned the entire MV-22 community about operating the aircraft in maintenance mode.

In January, a fleet-wide MV-22 software update was implemented. “With this update, full power is available in the event an aircraft takes off when in (maintenance) configuration,” said Col. Dan Robinson, V-22 Program Manager.

SPEARS

Spears died at age 21 on his first deployment. He had talked about becoming a Marine since he was a boy of eight, though none had served in his family.

Fellow Marines held a memorial for their fallen comrade while still deployed at sea, and a celebration of his life after their return.

“It was a tragedy for us to lose Cpl. Spears and we took the time to grieve the loss of our Marine, (to) remember the Marine and man he was, while concurrently ensuring we had the right mindset to meet our responsibilities in theater,” Col. Matthew Trollinger, 11th MEU commanding officer, said in a statement after his death.

They carried on, he said, as professionals determined to accomplish their mission, in the belief that their comrade “was not lost, but still with them in spirit.”

A tombstone marks the empty grave where relatives pay their respects. Thanks to donations collected nationwide, a black granite memorial is also being erected to Spears and other post-9/11 War on Terror veterans in a park near his high school alma mater in Sellersburg, Indiana.

Spears’ parents say they are grateful that Osprey safety improved so quickly after his death, so that other families will not have to endure their loss. “The commanding officer said he had never seen it happen so fast,” said Greg Spears, the father.

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“The Marine Corps has been very, very supportive of us in our time of tragedy,” he added. “We are just overwhelmed by the way they really do take care of their own.”

Condolence letters sent from strangers across the country were another comfort. Cosette Spears, Jordan’s mother, had to buy a filing cabinet to store them all. She wrote more than 100 response cards.

“Every day is hard. It’s still hard. Some days you don’t think you’re going to get through it and you go to the mailbox and get those cards of encouragement and appreciation for what your son did, people saying they are thinking and praying for you, it makes a great difference,” she said.

http://www.sandiegouniontribune.com/news/2015/jun/30/osprey-crash-at-sea-command-investigation/

Investigators: ATR Pilot Shut Down Wrong Engine By Elaine Kauh The captain of the TransAsia Airways turboprop that crashed in Taipei in February had shut down the working engine when the other failed after departure, Reuters reported Thursday.

The pilot, Liao Jian-zong, then caught the error, but it was too late, Taiwan’s Aviation Safety Council said in Reuters’ report. The cockpit voice recorder indicated Liao said, “wow, pulled back the wrong side throttle,” but in the ensuing confusion the ATR crashed into a river, killing 43 of the 58 people on board. The council determined that Liao attempted several engine restarts before a junior pilot called, ”impact, impact, brace for impact.” Liao and the other two pilots aboard were among those killed, Reuters reported.

The council also said Liao failed a simulator check in May 2014 when pursuing his promotion to captain, then passed a second test in June, making captain two months later.

An ATR 72-600 instructor noted in November that Liao “may need extra training” for engine failures after takeoff, according to Reuters.

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He was previously an air force pilot who started flying commercially in 2009 and was hired at TransAsia in 2010, the report said. Since the Feb. 4 crash, TransAsia retested its ATR pilots and on Thursday, the airline’s president said the carrier will improve its training and safety operations.

Three hurt by Air New Zealand jet blast in Rarotonga Three tourists were taken to hospital after they were blown over by a jet blast while watching an Air New Zealand Boeing 777 take off in Rarotonga (Cook Islands).

A public road runs by the end of the runway at Rarotonga International Airport, and standing in the blast zone has become a draw for thrill seekers.

Witnesses told the the CI News site in the Cook Islands that the blast from the take-off was so strong that it threw the tourists to the ground, knocking one unconscious.

All three have since been released from hospital.

The incident, last Thursday, prompted Airport Authority chief executive Joe Ngamata to warn people to be careful.

“We don’t have any control over people going on public roads, but the signs are all there in red,” he told the Cook Islands News.

Ngamata is quoted as saying some tourists didn’t realise the danger involved.

“People just need to be careful when a jet is taking off, and it would be better for them not to cross at all until the blast has gone.”

Island resident Larry Price told CI News warning signs in the area weren’t clear enough.

“I don’t believe there is adequate protection for the public on the Nikao side of the runway.”

An Air New Zealand spokeswoman said the flight operated according to standard operating procedures in place at Rarotonga Airport.

She understood there were warning signs on the airport perimeter.

http://www.stuff.co.nz/world/south-pacific/69957620/three-hurt-by-air-new-zealand-jet-blast-in-rarotonga

Today in History 27 Years ago today: On 3 July 1988 an Iran Air Airbus A300B2-203 crashed into the Strait of Hormuz after being shot down by the USS Vincennes, killing all 290 occupants.

Date: Sunday 3 July 1988

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Time: 10:24

Type: Airbus A300B2-203

Operator: Iran Air

Registration: EP-IBU

C/n / msn: 186

First flight: 1982-03-16 (6 years 4 months)

Total airframe hrs: 11497

Engines: 2 General Electric CF6-50C2

Crew: Fatalities: 16 / Occupants: 16

Passengers: Fatalities: 274 / Occupants: 274

Total: Fatalities: 290 / Occupants: 290

Airplane damage: Destroyed

Airplane fate: Written off (damaged beyond repair)

Location: 74 km (46.3 mls) SW off Bandar Abbas, Iran [Strait of Hormuz] ( Indian Ocean)

Phase: En route (ENR)

Nature: International Scheduled Passenger

Departure airport: Bandar Abbas Airport (BND/OIKB), Iran

Destination airport: Dubai Airport (DXB/OMDB), United Arab Emirates

Flightnumber: 655

Narrative: Flight IR451 arrived at Bandar Abbas (BND) from Tehran (THR) at 08:40. The Airbus A.300 was to continue to Dubai (DXB) as flight IR655. Prior to departure the crew received an enroute clearance to Dubai via the flight planned route A59 and A59W at FL140. The flight took off from runway 21 at 10:17 hours and climbed straight ahead. Two minutes later, the crew reported leaving 3500 feet for FL140 on Airway A59, estimating MOBET at 06:53 UTC (10:23 Iran time). At 10:24:00 the aircraft passed MOBET out of FL120. At 10:24:43 two Airbus was hit by surface-to-air missiles. The tail and one wing broke off as a result of the explosions. Control was lost and the aircraft crashed into the sea. The missiles were fired by the US Navy cruiser USS Vincennes. It was operating in the area together with the frigates USS Elmer Montgommery and USS John H. Sides. They were to protect other ships in the area. At about the time the Airbus took off, the radar aboard the USS Vincennes picked up a brief IFF mode 2 response, which led to the mistaken identification of the Airbus as a hostile F-14 aircraft. The USS Vincennes issued 7 challenges on the Military Air Distress (MAD) frequency 243 MHz, addressed to ‘Iranian aircraft’, ‘Iranian fighter’ or ‘Iranian F-14′. These messages were followed by three challenges on the IAD (International Air Defence) radio frequency. Due to increasing tension in the area – on May 17, 1987 an Iraqi Mirage had attacked USS Stark – all aircraft in the area had to monitor 121.5 Mhz: the International Air Defence – IAD radio frequency. There was no response. Meanwhile radar operators were monitoring the Aegis screens. They reported that the incoming plane was descending with an increasing speed. In fact, the Airbus was climbing. Considering itself and USS Montgomery under aggression, USS Vincennes took the ultimate decision to launch missiles against the perceived hostile target

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at 10:24:22. It remains uncertain whether the IR655 flight crew (only able to monitor the IAD, not the MAD frequencies) would have been able to rapidly identify their flight as the subject of the challenges made by the USS Vincennes. CAUSES: “The aircraft was perceived as a military aircraft with hostile intentions and was destroyed by two surface-to-air missiles “.

Thursday the 2nd of July, 2015 2 Dead In Hunt County Plane Crash HUNT COUNTY (CBSDFW.COM) – Texas Department of Public Safety confirms two people have been killed in a

fiery plane crash northeast of Quinlan in Hunt County. The single-engine plane went down in a field off County Road 3511 near the Rocking M Airport, shortly after taking off from the Quinlan airport.

According to the FAA, a single-engine Piper PA-24 crashed shortly after takeoff from the private airstrip near Quinlan. They don’t yet have any information on how many people were on board. The aircraft caught fire after it crashed.

Video from Chopper 11 shows the crashed plane in a field near some trees.

Officials say the National Transportation Safety Board has been notified.

2 killed in helicopter crash outside Newberg (Oregon) NEWBERG, Ore. – A helicopter crashed in a remote area outside Newberg Wednesday night, killing the two people onboard and starting a fire in a field, according to the Yamhill County Sheriff’s Office.

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Emergency responders were called to the scene at about 10:15

p.m. The scene is near the intersection of Northeast Valley Road and Dopp Road, which is very close to Chehalem Airpark and Precision Helicopters. Late Wednesday night Precision confirmed to KATU it had a helicopter go down.

Ian Gregor, a spokesman for the Federal Aviation Administration, said his agency and the National Transportation Safety Board will investigate the crash.

Sgt. Chris Ray, with the sheriff’s office, said the helicopter was a 2004 Schweizer. He said the cause of the crash is unknown.

Ray said the FAA and NTSB are expected to start their investigation when it is daylight. He said the firefighters put out the blaze started by the crash.

The names of those killed have not been released.

We have a crew at the scene. Check back for updates and watch KATU News starting at 4:30 a.m. for live reports.

http://www.katu.com/news/local/Helicopter-crashes-starts-fire-outside-Newberg-311380561.html

A seaplane of Trans Maldivian Airways، carrying 14 passengers on board crashed into the ocean in Lhaviyani atoll. Police have confirmed the news. The seaplane crashed into the ocean two miles out of Lhaviyani Kureddhoo، where

Kuredu Island Resort is operated. Some media reports say the plane crashed during landing.

Reports say the plane was carrying 11 passengers، along with two pilots and one crew member.

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Kuredu Island Resort confirmed that all passengers onboard have been rescued and brought to the island.

An official at Civil Aviation informed the seaplane crashed was 8Q-MAN of TMA. All the luggage and carry-on were onboard the aircraft when the passengers were rescued. No reports received of the status of all passengers.

The official further informed the plane was piloted by an experience pilot who clocked 15،000 hours of flying.

The latest information received was that the authorities were undertaking all efforts to avoid the seaplane from sinking.

- See more at: http://www.vaguthu.mv/en/22020#sthash.qInUwS2b.dpuf

PLANE LANDS AT HAYWARD AIRPORT WITH NO LANDING GEAR A private plane landed at Hayward airport with no landing gear, Wednesday, July 1, 2015.

HAYWARD, Calif. — A small plane landed without landing gear at the Hayward Executive Airport this morning but no one was injured, a Federal Aviation Administration spokesman said.

The twin-engine Aero Commander plane came down on the runway without its landing gear deployed at about 10:30 a.m., FAA spokesman Ian Gregor said. The pilot was the only person on board the plane and was not injured.

Gregor did not immediately know the extent of damage to the plane. The FAA is investigating the incident.

http://abc7news.com/news/plane-lands-at-hayward-airport-with-no-landing-gear/821458/

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MILITARY JET MAKES EMERGENCY LANDING AT MIDWAY AIRPORT, OFFICIALS SAY CHICAGO (WLS) — A military F-18 jet made an emergency landing at Midway Airport, officials

said. The U.S. Navy jet, which is used for air shows, was on its way home to Virginia Beach, Va., from a show in Minnesota when one of its two engines malfunctioned, officials said. The pilot then requested an emergency landing, and Midway Airport shut down its operations to accommodate the jet on one of its runways just after noon Wednesday.

The plane completed its landing safely, officials said, and the pilot and passenger – a Navy weapons system officer – are OK.

The Navy says they are investigating the cause of the engine failure and have crews working to fix it.

http://abc7chicago.com/news/military-jet-makes-emergency-landing-at-midway-officials-say/821710/

Small plane crashes in Carroll, Va. Two men suffered minor injuries after a small plane crash Wednesday afternoon in Carroll County near the Twin

County Airport. According to Virginia State Police Trooper J.D. Delp, the crash occurred at 5:07 p.m. when a 1974 Piper Cherokee Warrior crashed about 150 feet short of the runway at Twin County Airport. Two people were on board, he said, and both were transported to Twin County Regional Hospital in Galax for minor injuries. The owner of the plane, Roger Lee Kempfer, 70, of Riner, suffered a laceration to his forearm. Jason West was also in the plane and suffered very minor injuries, Delp said, adding both were walking around after the crash. The plane circled around the runway of the airport once prior to the crash, Delp said.

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“Kempfer denied any instrument problems or malfunction and he said there weren’t any crosswinds, so the cause of the crash is still undetermined at this point,” Delp said.

Officials from the Federal Aviation Administration will be on scene tomorrow morning, Delp added, noting that the crash remains under investigation.

Pilot walks away from plane wreck with no injuries TWIN FALLS, Id ( KMVT- TV / KSVT- TV ) A pilot walks away from a plane crash Wednesday evening with no injuries. According to first responders, the pilot

crashed into a corn field just about a mile off Addison Avenue on 2700 East. It’s believed the pilot may have experienced mechanical problems. Fortunately the victim was able to make a soft landing into the field. We’re told that area residents played a big part in helping first responders locate the plane. Ron Aguirre with the Twin Falls Fire Department was the Battalion Chief on the scene. He said, “They were actually pretty beneficial. They saw the plane go down and they were able to mark it for us. Fortunately enough, we were able to see it, but with the spotters out here, they were able to take us right to the crash and we were able to make contact with the pilot.”

Aguirre says the plane will remain in the field because the F.A.A. will be involved in the investigation. The crash did not cause a fire. Filer P.D., Twin Falls Police, Magic Valley Paramedics and the Twin Falls Fire Department were all on scene.

Today in History 21 Years ago today: On 2 July 1994 a USAir McDonnell Douglas DC-9-31 crashed at Charlotte following a windshear encounter; killing 37 out of 57 occupants.

Date: Saturday 2 July 1994

Time: 18:43

Type: McDonnell Douglas DC-9-31

Operator: USAir

Registration: N954VJ

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C/n / msn: 47590/703

First flight: 1973

Total airframe hrs: 53917

Cycles: 63147

Engines: 2 Pratt & Whitney JT8D-7B

Crew: Fatalities: 0 / Occupants: 5

Passengers: Fatalities: 37 / Occupants: 52

Total: Fatalities: 37 / Occupants: 57

Airplane damage: Destroyed

Airplane fate: Written off (damaged beyond repair)

Location: Charlotte-Douglas Airport, NC (CLT) ( United States of America)

Crash site elevation: 228 m (748 feet) amsl

Phase: Approach (APR)

Nature: Domestic Scheduled Passenger

Departure airport: Columbia Metropolitan Airport, SC (CAE/KCAE), United States of America

Destination airport: Charlotte-Douglas Airport, NC (CLT/KCLT), United States of America

Flightnumber: 1016

Narrative:

USAir Flight 1016 was a domestic flight from Columbia (CAE) to Charlotte (CLT). The DC-9 departed the gate on schedule at 18:10. The first officer was performing the duties of the flying pilot. The weather information provided to the flightcrew from USAir dispatch indicated that the conditions at Charlotte were similar to those encountered when the crew had departed there approximately 1 hour earlier. The only noted exception was the report of scattered thunderstorms in the area. Flight 1016 was airborne at 18:23 for the planned 35 minute flight. At 18:27, the captain of flight 1016 made initial contact with the Charlotte Terminal Radar Approach Control (TRACON) controller and advised that the flight was at 12,000 feet mean sea level (msl). The controller replied “USAir ten sixteen … expect runway one eight right.” Shortly afterward the controller issued a clearance to the flightcrew to descend to 10,000 feet. At 18:29, the first officer commented “there’s more rain than I thought there was … it’s startin …pretty good a minute ago … now it’s held up.” On their airborne weather radar the crew observed two cells, one located south and the second located east of

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the airport. The captain said “looks like that’s [rain] setting just off the edge of the airport.” One minute later, the captain contacted the controller and said “We’re showing uh little buildup here it uh looks like it’s sitting on the radial, we’d like to go about five degrees to the left to the …” The controller replied “How far ahead are you looking ten sixteen?” The captain responded “About fifteen miles.” The controller then replied “I’m going to turn you before you get there I’m going to turn you at about five miles northbound.” The captain acknowledged the transmission, and, at 18:33, the controller directed the crew to turn the aircraft to a heading of three six zero. One minute later the flightcrew was issued a clearance to descend to 6,000 feet, and shortly thereafter contacted the Final Radar West controller. At 18:35 the Final Radar West controller transmitted “USAir ten sixteen … maintain four thousand runway one eight right.” The captain acknowledged the radio transmission and then stated to the first officer “approach brief.” The first officer responded “visual back up ILS.” Following the first officer’s response, the controller issued a clearance to flight 1016 to “…turn ten degrees right descend and maintain two thousand three hundred vectors visual approach runway one eight right.” At 18:36, the Final Radar West controller radioed flight 1016 and said “I’ll tell you what USAir ten sixteen they got some rain just south of the field might be a little bit coming off north just expect the ILS now amend your altitude maintain three thousand.” At 18:37, the controller instructed flight 1016 to ”turn right heading zero niner zero.” At 18:38, the controller said “USAir ten sixteen turn right heading one seven zero four from SOPHE [the outer marker for runway 18R ILS] … cross SOPHE at or above three thousand cleared ILS one eight right approach.” As they were maneuvering the airplane from the base leg of the visual approach to final, both crew members had visual contact with the airport. The captain then contacted Charlotte Tower. The controller said “USAir ten sixteen … runway one eight right cleared to land following an F-K one hundred short final, previous arrival reported a smooth ride all the way down the final.” The pilot of the Fokker 100 in front also reported a “smooth ride”. About 18:36, a special weather observation was recorded, which included: … measured [cloud] ceiling 4,500 feet broken, visibility 6 miles, thunderstorm, light rainshower, haze, the temperature was 88 degrees Fahrenheit, the dewpoint was 67 degrees Fahrenheit, the wind was from 110 degrees at 16 knots …. This information was not broadcast until 1843; thus, the crew of flight 1016 did not receive the new ATIS. At 18:40, the Tower controller said “USAir ten sixteen the wind is showing one zero zero at one nine.” This was followed a short time later by the controller saying “USAir ten sixteen wind now one one zero at two one.” Then the Tower controller radioed a wind shear warning “windshear alert northeast boundary wind one nine zero at one three.” On finals the DC-9 entered an area of rainfall and at 18:41:58, the first officer commented “there’s, ooh, ten knots right there.” This was followed by the captain saying “OK, you’re plus twenty [knots] … take it around, go to the right.” A go around was initiated. The Tower controller noticed Flight 1016 going around “USAir ten sixteen understand you’re on the go sir, fly runway heading, climb and maintain three thousand.” The first officer initially rotated the airplane to the proper 15 degrees nose-up attitude during the missed approach. However, the thrust was set below the standard go-around EPR limit of 1.93, and the pitch attitude was reduced to 5 degrees nose down before the flightcrew recognized the dangerous situation. When the flaps were in transition from 40 to 15 degrees (about a 12-second cycle), the airplane encountered windshear. Although the DC-9 was equipped with an on-board windshear warning system, it did not activate for some unknown reason(s). The airplane stalled and impacted the ground at 18:42:35.

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Investigation revealed that the headwind encountered by flight 1016 during the approach between 18:40:40 and 18:42:00 was between 10 and 20 knots. The initial wind component, a headwind, increased from approximately 30 knots at 18:42:00 to 35 knots at 18:42:15. The maximum calculated headwind occurred at 18:42:17, and was calculated at about 39 knots. The airplane struck the ground after transitioning from a headwind of approximately 35 knots, at 18:42:21, to a tailwind of 26 knots (a change of 61 knots), over a 14 second period.

PROBABLE CAUSE: “1) the flight crew’s decision to continue an approach into severe convective activity that was conducive to a microburst; 2) the flight crew’s failure to recognize a windshear situation in a timely manner; 3) the flight crew’s failure to establish and maintain the proper airplane attitude and thrust setting necessary to escape the windshear; and 4) the lack of real-time adverse weather and windshear hazard information dissemination from air traffic control, all of which led to an encounter with and failure to escape from a microburst-induced windshear that was produced by a rapidly developing thunderstorm located at the approach end of runway 18R.

Contributing to the accident were: 1) the lack of air traffic control procedures that would have required the controller to display and issue ASR-9 radar weather information to the pilots of flight 1016; 2) the Charlotte tower supervisor’s failure to properly advise and ensure that all controllers were aware of and reporting the reduction in visibility and the RVR value information, and the low level windshear alerts that had occurred in multiple quadrants; 3) the inadequate remedial actions by USAir to ensure adherence to standard operating procedures; and 4) the inadequate software logic in the airplane’s windshear warning system that did not provide an alert upon entry into the windshear.”

Wednesday the 1st of July, 2015

Indonesia plane crash: children, paying passengers among 141 dead on ‘old’ air force plane As the death toll continues to rise from Tuesday’s crash of an army transport plane in Indonesia, reaching 141 as of Wednesday morning, the country’s politicians and military leaders are facing uncomfortable questions as to why anyone was allowed on the 50-year-old aircraft, let alone children and paying

passengers. “It was an old aircraft, already 50 years, but it was about to undergo a retrofit,” Vice President Jusuf Kalla said shortly after the crash, according to the Jakarta Post. The American-manufactured C-130 Hercules cargo plane crashed just two minutes after takeoff on Tuesday morning, killing everyone on board and several dozen people on the ground.

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Witnesses reported seeing flames and smoke streaming from the aircraft in the moments before it smashed into a residential block shops and homes in the city of Medan, the Associated Press reported. The pilot, identified by the Jakarta Post as Capt. Sandhy Permana Alumni, radioed the control tower seconds before the crash saying that he needed to return to the airport because of engine trouble, according to the AP. As details of the deadly crash have emerged, the death toll has risen exponentially, raising questions about the Indonesian air force’s reliability.

At first, the air force reported only that the plane had 12 crew members when it crashed. But Indonesian officials repeatedly raised the numbers of passengers, from five to 20 to 37 to its current tally of at least 141, fueling concerns about lax controls and raising the possibility that paying passengers were improperly allowed aboard the aging plane.

Air force spokesman Dwi Bandarmanto said on Wednesday that there had been 122 passengers in addition to the 12 crew.

“We had the list of the manifest and it was changing a lot,” he told the Guardian. “There was some children who were

not named on the manifest, maybe five to eight children.” Bandarmanto said the majority of those on board belonged to military families, but he also confirmed that the government is investigating whether the crew broke regulations by allowing others to purchase spots aboard the plane.

Hitching rides on military planes is common in the archipelago of over 17,000 islands, although the air force has recently promised to crack down on the practice, according to the Guardian.

Military family members, however, are allowed to board air force flights free of charge with special permission.

Seventeen-year-old Reni Sihotang and his older brother Ruly were among the military family members feared dead in the crash. They were allowed to fly free since their eldest brother, Andi Paulus Sihotang, is a first lieutenant.

“It is not the first time we joined a Hercules flight,” said their father, Sahala Sihotang, according to the Jakarta Post. He added that his eldest son now blames himself for the death of his siblings. The death toll is fast approaching the grim tally of 162 set in December when an AirAsia flight crashed on its way from Indonesia to Singapore. Indonesia’s aging military fleet has proved particularly dangerous. Ten air force or police planes have crashed in the past decade, according to the Aviation Safety Network.

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Several previous crashes have involved the same type of plane that went down on Tuesday. In 2009, another American-made Hercules carrier careened into a clutch of houses before crashing in a rice field, killing 95 passengers and two people on the ground. In 2001, another Hercules overshot its runway, colliding an airport perimeter fence and bursting into flames. The Hercules that crashed on Tuesday was made in the United States in 1964, the Jakarta Post reported. At the time, Indonesia was a close American ally in the fight against communism. Following a failed leftist coup attempt in 1965, the Indonesian military carried out a bloody purge of suspected communists, with the death roll reaching an estimated 500,000. Indonesia first received Hercules airplanes from the U.S. government in 1958 in exchange for CIA pilot Allan Pope, who had been arrested for helping rebels, the Jakarta Post reported. As anger rose over the age of the plane involved in Tuesday’s crash, Indonesian leaders argued that the tragedy demonstrated a need to modernize the country’s air force.

“The accident serves as a red light for the military, which urgently needs to upgrade its equipment,” said the Indonesian Parliament’s Foreign Affairs Committee Chairman Mahfudz Siddiq on Tuesday.

Indonesian President Joko Widodo demanded an inspection of the country’s remaining C-130s, telling reporters on Wednesday that the crash gave the country the “momentum” needed to update its military.

“I have also instructed the Minister of Defense and Commander in Chief to undertake a fundamental overhaul of the management of military defense equipment,” Widodo said, according to the Guardian. “The most important procurement should be directed to the independence of the defense industry so that we can fully control the readiness of defense equipment. “The evacuation of victims from the Hercules plane must be prioritized. Then there must be an evaluation of the age of planes and defense systems,” he tweeted. “Hopefully, we can stay away from disasters.” Parliament member Supiadin Aries Saputra, whose NasDem Party is aligned with Widodo’s, called on the government to stop buying used military equipment from other countries in order to prevent more deadly accidents, according to the Jakarta Post. The cause of Tuesday’s crash is still unclear, however.

“There are many possible causes,” said military expert Susaningtyas Nefo Handayani Kertopati, according to the Jakarta Post. “Apart from the age of the airplane, human error could have caused the incident. It is possible that the pilot could not control either the field or the aircraft.” President Widodo is scheduled to visit the crash site on Wednesday.

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Plane crashes into ravine near Rio Vista, Ca. airport

2 people on board uninjured, 3rd person suffers scrape in crash RIO VISTA, Calif. (KCRA) —A plane with three people on board crashed Tuesday into a ravine near the Rio Vista airport, officials said.

The single-engine Cessna 182 went down about 11 a.m. and was found in a canal near the Rio Vista Municipal Airport, according to the Federal Aviation Agency.

Two of the three people were not hurt. The third person suffered a scrape from the crash, but was doing fine, emergency officials said.

The plane went down under unknown circumstances, and an investigation into the crash is ongoing.

No one on the ground was hurt.

How crash-landing trauma altered the brains of aircraft passengers On 24 August 2001 Air Transat Flight 236, carrying 306 passengers and crew from Toronto to Lisbon, hit trouble. Over the Atlantic Ocean, there was a fuel leak, then a power outage, and Captain Robert Piché and First Officer Dirk de Jager decided to make an emergency landing. But just after announcing the plane was about to go into the water, Piché spotted a runway in the Azores, the volcanic islands about 900 miles off the coast of Portugal.

Warning his passengers to brace, Piché aimed for the landing strip, and the plane hit it twice before the crew could bring the 200-ton aircraft to a halt. Miraculously, nobody died.

In the years since, the survivors have become a sort of lab experiment for researchers trying to understand the long-term consequences of post-traumatic stress disorder (PTSD). The study was proposed by Dr Margaret McKinnon, an associate professor of psychiatry and neuroscience at McMaster University in Ontario, Canada and a passenger on Flight 236. She developed PTSD after the harrowing landing.

In an initial experiment conducted three years after the traumatic incident, 15 passenger-participants – seven with PTSD – completed a memory test about the flight. Participants were also asked to recall two other events: their memories of the events of 9/11 and a neutral autobiographical event. These two other memories would serve as comparison points and help researchers understand how trauma affects memory.

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“There were two main findings from that study,” says Brian Levine, a professor of psychology at the University of Toronto and one of the researchers on the project. First, all the passengers remembered a remarkably large amount of detail from the Air Transat incident. The second was that the people with PTSD tended to veer off-topic about the near-crash, recalling additional irrelevant information, compared with the people without PTSD. Those with PTSD’s memory of 9/11 and the neutral event were also cluttered with superfluous details.

Nearly a decade on, eight passengers agreed to return for a second chapter of the study. This group, who had a brain scan, ranged in age from thirties to sixties and included some diagnosed with PTSD. As the participants recalled the near-plane crash, emotional memory regions of their brains lit up – the amygdala, hippocampus, and midline frontal and posterior regions.

“The amygdala is involved in emotion, the hippocampus is important to memory. The posterior regions play a role in visual imagery and the prefrontal cortex is for self-referential processes” says lead author of the study Dr Daniela Palombo, a post-doctoral researcher at Boston University School of Medicine.

The participants’ brain activity when discussing 9/11 was similar to what had occurred during their memories of the near-plane crash. These patterns were not evident in people who hadn’t been involved in a near-plane crash, even when they recalled 9/11.

“People who have observed trauma might see the world differently,” says Palombo. She believes the emergency landing scare may have changed the way the brains of those passengers process new information. Following trauma, we may be more sensitive to painful life experiences, Palombo suggests, and so we view the world through new lenses.

TSB wants mandatory child restraints in commercial aircraft (Canada) WINNIPEG — The Transportation Safety Board wants specially designed seatbelts to be mandatory for babies and children on commercial flights to prevent them from “becoming projectiles” or dying in

otherwise “survivable” accidents.

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The recommendation to Transport Canada stems from an investigation into a 2012 plane crash in Sanikiluaq, Nunavut, which claimed the life of six-month-old Isaac Appaqaq, who was not restrained by any device or seatbelt. Kathy Fox, chairwoman of the transportation board, said a parent’s arms aren’t enough to protect a child during severe turbulence or a crash. “Adults are not strong enough to adequately restrain an infant just by holding on,” she said at a news conference Monday. “Research has proven it. It’s time to do right by our children. They deserve the same level of safety.” The investigation found the Fairchild Metro twin-engine aircraft — which was attempting to land for the second time — was flying “too high, too steep and too fast.” Eight other people on board the Perimeter Aviation charter, including the pilot and co-pilot, survived. It doesn’t make sense that babies and children are required to be harnessed into vehicles in specially designed seats while nothing is required when they board a plane, Fox said. She also noted that passengers aren’t allowed to have purses, backpacks or computers on their lap during takeoff or landing. “And yet, it’s OK to carry a 20-pound baby on your lap,” Fox said. “This is the disconnect that needs to be corrected.” The idea may be controversial partly because it would require a baby to occupy a separate seat, Fox said. Currently, children under the age of two fly for free if they are seated on an adult’s lap. Requiring a car seat or a restraint also takes time to install, which could hold up a flight’s departure, she added. “Those are some of the issues that need to be addressed, but they certainly should not be obstacles to making sure children have the same level of safety as adults,” Fox said. Transport Canada has 90 days to respond to the recommendation. Transport Minister Lisa Raitt said in a statement that she expects “Transport Canada to review these recommendations on an expedited basis.” In the meantime, Fox said parents can use some car seats on most commercial flights instead of checking them as baggage. Missy Rudin-Brown, the board’s senior human factors investigator, said many can remember a time when children travelled in cars without a seatbelt. “Attitudes towards safety are always evolving,” she said. “It’s time for a change.” The safety board is also recommending that airlines keep better track of underage travellers. Currently, commercial airlines don’t track how many children fly each year or how many infants are held in an adult’s arms, Fox said. Investigators found a number of factors contributed to the Nunavut crash. The flight, which left from Winnipeg, was already four hours late because of last-minute repairs and additional freight. Weather on the ground was poor and the crew had trouble seeing the runway when they attempted to land the first time, investigators said. The plane circled around a second time but had trouble once again. “At this point, the crew began feeling a growing pressure to land,” said chief investigator Gayle Conners. “Stress, workload, frustration and fatigue combined to narrow their attention and they shifted away from well-practised procedures. “By the time the captain decided to reject the landing, it was too late.”

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The plane hit the ground well past the runway, bouncing and skidding 335 metres before coming to a stop. “This accident saw an infant ripped from his mother’s arms and killed in the subsequent impact,” Fox said. “What’s needed is a proper child-restraint system — one that stops the youngest on board from becoming projectiles.” http://www.ctvnews.ca/canada/tsb-wants-mandatory-child-restraints-in-commercial-aircraft-1.2446009

Farm Waste and Animal Fats Will Help Power a United Jet Sometime this summer, a United Airlines flight will take off from Los Angeles International Airport bound for San Francisco using fuel generated from farm waste and oils derived from animal

fats. For passengers, little will be different – the engines will still roar, the seats in economy will still be cramped – but for the airlines and the biofuels industry, the flight will represent a long-awaited milestone: the first time a domestic airline operates regular passenger flights using an alternative jet fuel.

For years, biofuels have been seen as an important part of the solution to reducing greenhouse gas emissions. And airlines, with their concentration around airports and use of the same kind of fuel, have been seen as a promising customer in a biofuels industry that has struggled to gain traction.

Now that relationship is showing signs of taking off.

On Tuesday, United plans to announce a $30 million investment in one of the largest producers of aviation biofuels, Fulcrum BioEnergy, the biggest investment so far by a domestic airline in the small but growing field of alternative fuels. (Cathay Pacific, based in Hong Kong, last year announced a smaller investment in Fulcrum.)

The quantities that United is planning to buy from Fulcrum constitute a small drop in its voluminous fuel consumption. Last year, United’s fleet consumed 3.9 billion gallons of fuel, at a cost of $11.6 billion.

But airlines are increasingly under pressure to reduce carbon emissions. The Obama administration proposed this month that new limits on aviation emissions be developed, and the International Civil Aviation Organization, a United Nations agency, is expected to complete its own negotiations on limiting carbon pollution by February 2016.

“There is a significant role for biofuels within the aviation sector, specifically for reducing carbon emissions,” said Debbie Hammel, a senior resource specialist at the Natural Resources Defense Council, who focuses on biofuel.

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Airlines, in turn, say they have every reason to adapt, not only to reduce pollution but also to lower what is usually their biggest cost: jet fuel.

Fulcrum, a California-based company, has developed and certified a technology that turns municipal waste – household trash – into sustainable aviation fuel, a kind that can be blended directly with traditional jet fuels. It is currently building a biofuel refinery in Nevada to open in 2017, and has plans for five more plants around the country.

Fulcrum said its technology can cut an airline’s carbon emissions by 80 percent compared with traditional jet fuel. “There is definitely a huge interest from airlines in this market,” said Angela Foster-Rice, United’s managing director for environmental affairs and sustainability.

United’s deal with Fulcrum is one of many that airlines have made in recent years.

Alaska Airlines aims to use biofuels at least at one of its airports by 2020. Southwest Airlines announced last year that it would purchase about three million gallons a year of jet fuel made from wood residues from Red Rock Biofuels. The first blend of this new fuel product, however, won’t be available until 2016.

Last year, British Airways joined with Solena Fuels to build a biofuel refinery near London’s Heathrow Airport, which will be completed by 2017.

United’s deal is the airline’s second major push toward alternative fuels. In 2013, the airline agreed to buy 15 million gallons of biofuels over three years from a California-based producer called AltAir Fuels, which makes biofuels out of nonedible natural oils and agricultural waste. United expects that the first five million gallons from AltAir will be delivered this summer at its Los Angeles International Airport hub to help power the flights to San Francisco.

For the first two weeks, four to five flights a day will carry a fuel mixture that is 30 percent biofuel and 70 percent traditional jet fuel; after that, the fuel will be blended into the overall supply, United said.

“The AltAir project serves as a catalyst intended to pave the way for the industry,” Ms. Foster-Rice said. By burning biofuel products like farm waste that have already absorbed carbon during their lifetime, jet engines avoid introducing into the atmosphere new carbon from a fossil fuel that has been locked away, underground, for millions of years.

And the airlines seem to have little choice. For example, airlines, unlike automakers, cannot turn to other options like electrification, said Ms. Hammel of the Natural Resources Defense Council, which is why it is important, she added, that the fuels be sustainably produced. But despite the airlines’ interest, there are still substantial hurdles to the large-scale development of biofuels – most notably reasonable cost and reliable supplies.

“It remains quite difficult to get biofuels for aviation that is cost-effective, and to make sure the fuels will be available,” Ms. Foster-Rice said. The airline conducted its first test flight in 2009, with biofuels from algae.

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Then there is the issue of where the biofuels companies get their raw material. E. James Macias, Fulcrum’s chief executive, said that the company had secured 20-year agreements from municipal waste management companies, including Waste Management, to provide stable supplies for the company’s projects.

He said Fulcrum could produce its biofuel for “a lot less than” $1 a gallon. (United bought its jet fuel for $2.11 a gallon, on average, in the first quarter, and said its deal with Fulcrum was competitive with the price of traditional jet fuel.)

“We are producing very large volumes at a very good price,” Mr. Macias said. Financial terms of the agreement were not disclosed, and neither company disclosed the size of United’s equity stake in Fulcrum.

Behind the deals is pressure on airlines to reduce carbon pollution. Although they account for about 2 percent of global carbon emissions, airlines are one of the fastest-growing sources of carbon pollution around the world.

Separately from the Obama administration’s recent push, commercial airlines have already voluntarily committed to limit the growth of their carbon emissions to 2 percent a year through 2020, then cap emission growth after that. By 2050, the industry hopes to cut its greenhouse gas emissions to half of their 2005 levels, according to the International Air Transport Association. But getting there will not be easy.

“That is why it is important to actually invest, and be willing to take on some of the risk,” Ms. Foster-Rice said, “and encourage the companies to really focus on jet fuel at a cost-competitive price.”

http://www.nytimes.com/2015/06/30/business/energy-environment/farm-waste-and-animal-fats-will-help-power-a-united-jet.html?_r=0

Today in History 13 Years ago today: On 1 July 2002 a collision over Überlingen, Germany between a Bashkirskie Avialinii Tu-154 and a DHL Boeing 757 cost the lives of all 71 occupants.

Date: Monday 1 July 2002

Time: 23:35

Type: Tupolev 154M

Operator: Bashkirskie Avialinii

Registration: RA-85816

C/n / msn: 95A-1006

First flight: 1995

Total airframe hrs: 10788

Engines: 3 Soloviev D-30KU-154-II

Crew: Fatalities: 9 / Occupants: 9

Passengers: Fatalities: 60 / Occupants: 60

Total: Fatalities: 69 / Occupants: 69

Collision casualties: Fatalities: 2

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Airplane damage: Destroyed

Airplane fate: Written off (damaged beyond repair)

Location: Überlingen ( Germany)

Phase: En route (ENR)

Nature: Int’l Non Scheduled Passenger

Departure airport: Moskva-Domodedovo Airport (DME/UUDD), Russia

Destination airport: Barcelona Airport (BCN/LEBL), Spain

Flightnumber: 2937

Narrative: Bashkirian Airlines flight 2937 (a Tupolev 154) originated in Ufa (UFA), Russia and flew to Moscow (DME) to pick up passengers. From Moscow the aircraft continued as a charter flight to Barcelona (BCN). The flight used the RNAV-Route Salzburg – Traunstein – Kempten – Trasadingen at FL360. Communications were handed over from Munich to Zürich ACC at 23:30:11. At that moment one controller was responsible for the entire traffic in the Zürich airspace. He was monitoring two frequencies and two radar scopes. On one frequency (119,925 MHz) he was guiding one traffic for an approach into Friedrichshafen and on the other frequency (128,050 MHz) he had to control four aircraft. Among these four aircraft were Bashkirian 2937 and a DHL Boeing 757 cargo plane, en route from Bergamo (BGY), Italy to Brussel (BRU), Belgium along RNAV-Route ABESI-AKABI-TANGO, also at FL360. . Between 23:25:43 and 23:33:11 LT the controller tried several times to establish contact with Friedrichshafen by phone. Because of working on the telephone net of Skyguide, the controller was not able to reach Friedrichshafen. At 23:34:42 the Tupolev’s Honeywell 2000 TCAS gave a Traffic Advisory because of the DHL 757 in the area. Seven seconds later the radar controller issued descent instructions to flight 2937: “Descend flight level 350, expedite, I have crossing traffic”. This descent was necessary for continuation of the flight to Barcelona and to achieve a vertical separation with respect to the approaching DHL Boeing 757. At 23:42:56 the crews of both aircraft received a Resolution Advisory (RA)-command from their TCAS. The DHL crew complied with this and initiate a descent. At the same time the Tupolev crew were trying to deal with the conflicting descent (by ATC) and climb (TCAS) instructions. Seven seconds after the Resolution Advisory-command, the ATC controller repeated the instruction to descend. The Bashkirian crew then decided to follow the ATC controller’s instructions. A little later the TCAS aboard the Boeing 757 gave the crew a Resolution Advisory to “increase descent”. They then contacted ATC, reporting that they were doing a TCAS descent. Since both aircraft were descending, the TCAS of the Russian plane warned the crew to “increase climb” to avoid a collision. This was eight seconds before the collision. Just prior to the collision, both crews detected the other aircraft, and reacted to avoid the collision by attempting appropriate flight manoeuvres. Nevertheless, at 23:35:32 both aircraft collided at approx. FL354. The tail fin of the Boeing 757 struck the left side of the Tupolev 154 fuselage near both overwing emergency exits, while the Tupolev’s left wing sheared off 80% of the Boeing’s tail fin. The Tupolev immediately broke up in four pieces (left wing, right wing, main fuselage and tail unit including the engines). The Boeing 757 lost control and crashed 8 km north of the Tupolev, just after losing both engines. That night, from 23:00 the configuration of the radar data processing of Skyguide was modified. Thus the system was operating in FALLBACK modus. This requires among other facts, that radar separation values were increased from 5 NM to 7 NM. Also, the STCA (Short Term Conflict Alert) was not available at that time. The STCA at Karlsruhe Upper Area Control Center (UAC) however did work. From 23:33:36 on the controller of Karlsruhe UAC, tried in vain to get in contact with Zürich-ATC until 23:35:34. Between 23:33:36 and 23:34:45 the busy signal was to

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be heared afterwards the ringing tone. According to his statements the controller tried repeatedly to establish the connection via the priority button, but it failed.

CAUSES: The following immediate causes have been identified: - The imminent separation infringement was not noticed by ATC in time. The instruction for the TU154M to descend was given at a time when the prescribed separation to the B757-200 could not be ensured anymore. - The TU154M crew followed the ATC instruction to descend and continued to do so even after TCAS advised them to climb. This manoeuvre was performed contrary to the generated TCAS RA. The following systemic causes have been identified: - The integration of ACAS/TCAS II into the system aviation was insufficient and did not correspond in all points with the system philosophy. The regulations concerning ACAS/TCAS published by ICAO and as a result the regulations of national aviation authorities, operational and procedural instructions of the TCAS manufacturer and the operators were not standardised, incomplete and partially contradictory. - Management and quality assurance of the air navigation service company did not ensure that during the night all open workstations were continuously staffed by controllers. - Management and quality assurance of the air navigation service company tolerated for years that during times of low traffic flow at night only one controller worked and the other one retired to rest.

Tuesday the 30th of June, 2015

Death toll rises to 53 after military plane crashes in Medan, Indonesia Jakarta, Indonesia (CNN)The death toll in the Tuesday crash of a military transport plane in Medan, Indonesia, has

risen to 53, according to an Indonesian Red Cross official. Three people were slightly injured, said the official, Zulkifli, who goes by only one name.

Earlier, Air Marshal Agus Supriatna told reporters that at least 49 bodies had been recovered. Twenty-three of the bodies had been identified, he said.

Supriatna said the C-130 Hercules took off from Jakarta’s Halim Perdanakusuma Airport on Tuesday with about 113 people on board, but it’s not clear how many people were on the plane when it crashed. It made two stops along the way — in Pekanbaru and Dumai.

Smoke rose among scorched buildings in Medan after the plane crashed near a residential neighborhood.

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Maj. Gen. Fuad Basya, an Indonesian military spokesman, said the aircraft went down with 12 military personnel on board shortly after taking off from a base in Medan, the capital of North Sumatra province. It was unclear whether that number was later thought to be incorrect, whether it referred only to some of the passengers, or whether there

were casualties on the ground as well as on board the plane. Local television broadcast images of crowds gathering around the smoldering wreckage of the plane amid damaged buildings and a charred car.

It was unclear what caused the disaster.

Basya said the aircraft, built in the United States in the 1960s, had been inspected and cleared to fly before it took off from Soewondo Air Force Base.

It was carrying logistical supplies for bases on other Indonesian islands.

The crash site is about 5 kilometers (3 miles) from the air base, he said.

Indonesia’s national news agency Antara reported that the plane hit a busy road that connects Medan with the highland tourist resort of Brastagi.

Two pilots injured after Coast Guard helicopter crash-lands at SFO SAN FRANCISCO INTERNATIONAL AIRPORT, Calif. (KGO) — A Coast Guard helicopter conducting a test flight crash-landed on an airfield at the San Francisco International Airport, according to Coast Guard officials. Two pilots

suffered minor injuries. The rescue helicopter, a MH-65 Dolphin, made a hard landing around 2:50 p.m. Monday as a pilot and a flight mechanic were engaged in a routine maintenance test flight, officials said. The helicopter crashed when pilots lost control as they went to hover to land. The helicopter landed on its side.

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The pilot and flight mechanic were being treated for minor injuries and were taken to San Francisco General Hospital.

“When they attempted to land a malfunction occurred and the aircraft landed on its side,” said U.S. Coast Guard public information officer Bill Colclough. “Fortunately, both crew members were able to exit the aircraft.”

The incident accident occurred on a tarmac at a Coast Guard facility at the north end of the airport, said SFO spokesman Doug Yakel said.

The incident is not affecting commercial operations at the airport.

An investigation into the crash is underway.

http://abc7news.com/traffic/two-pilots-injured-after-coast-guard-helicopter-crash-lands-at-sfo/816243/

Plane carrying 193 people makes emergency landing in Ireland after ‘fire breaks out on board’ Aeromexico flight was en-route to Paris from Mexico City The Dreamliner declared an emergency as it was off the Irish coast Emergency services now inspecting and passengers escorted off safely An Aeromexico Dreamliner has made an emergency landing at Shannon Airport in Ireland with reports of a fire on

board. Flight AM3 was en-route to Paris from Mexico City when at around 2.30pm today it declared an emergency off the Irish coast.

The pilot is believed to have radioed ahead for emergency response vehicles to park up on the tarmac.

Ground staff were warned not to approach the right-hand side of the luggage area once landed, and emergency crews are set to inspect once it has arrived at the stand.

Flight monitoring Twitter account Airlive.net wrote that the plane had alerted ground level that there was a ‘fire in cargo hold.’

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The plane has now safely landed and is taxiing to the gate. It is believed there was a fire in the luggage hold.

A spokesperson for Shannon Airport told MailOnline Travel: ‘There were 193 people on board the Aeromexico flight from Mexico City to Paris Charles de Gaulle.

‘The captain asked for permission for a diversion to Shannon, where the aircraft landed safely at 2.50pm.

‘The passengers and crew were safely taken off the plane, and the aircraft is now under inspection.’

MailOnline Travel has contacted Aeromexico and is awaiting a response.

NTSB Releases Photos From Alaska Otter Accident Those Fatally Injured Have Been Identified The NTSB has released a series of photographs of the DHC-3T Otter airplane that went down late last week near

Ketchikan, AK, resulting in the fatal injury of all nine people on board. Eight of those had been passengers aboard a cruise ship that was making a port call in Ketchikan.

According to television station KTUU, They have been identified as Rowland Cheney, 71 and Mary Coucette, 59, from Lodi, CA; Glenda and Hugh Cambiaso of North Potomac, MD, ages 31 and 65, respectively; June (73) and Leonard (63) Kranenbug of Medford, OR; and Sparks, NV residents Margie and Raymond Apodaca, 63 and 70.

The pilot was 64-year-old Bryan Krill of Hope, ID. He was also fatally injured in the accident.

The relatives of all of those fatally injured had been notified before the photographs were released to the media.

The aircraft apparently impacted a steep cliff at about 800 feet over Ella Lake at about 1300 local time Thursday.

The NTSB team is expected to continue working at the site, which is described as “treacherous” by NTSB lead investigator Brice Banning, through the early part of this week.

(NTSB Images)

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FMI: www.ntsb.gov

Woman Struck By Lightning At Columbia Metro Airport (South Carolina) A female passenger was struck by lightning while getting off an airplane at the Columbia Metropolitan Airport Saturday evening

Columbia (WLTX) – A female passenger was struck by lightning while getting off an airplane at the Columbia Metropolitan Airport Saturday evening, according to airport officials.

Officials say the woman was traveling on an American Airlines flight. The plane was traveling from Hartford, Connecticut to Charlotte, North Carolina when it was diverted to the Columbia Metropolitan Airport due to weather.

Passengers were leaving the plane and heading into the airport when the woman was struck.

Officials say they were notified of the incident at approximately 6:30 pm. The woman was transported to the hospital and as of 9:30 pm was in stable condition.

No other injuries were reported.

http://www.wltx.com/story/news/2015/06/28/woman-struck-by-lightning-leaving-plane/29422859/

United flight passengers held at Washington airport while doctor assesses ill passenger SEATAC, Wash. – A Seattle-Tacoma International Airport spokesman says passengers aboard a United Airlines flight from Chicago were held on the plane for more than an hour after landing Monday night while a doctor assessed a sick passenger’s ailment.

Airport spokesman Perry Cooper says the passengers were released after an airport-based doctor with the Centers for Disease Control and Prevention decided the passenger had food poisoning. Cooper says the passenger had vomited twice during Flight 1454.

United spokesman Rahsaan Johnson said he had no information on what caused the food poisoning for the female passenger. He says there were 162 passengers aboard the flight.

Cooper says the CDC doctor was concerned about the symptoms and the decision was made to hold the passengers on board the plane in case the ailment turned out to be something more serious. He says the plane landed about 7 p.m. PDT and passengers were allowed to leave at about 8:25 p.m.

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FAA Proposes $77,000 Civil Penalty Against National Air Cargo Group Company Operated The 747 That Went Down At Bagram Airfield In Afghanistan The FAA has proposed a $77,000 civil penalty against National Air Cargo Group Inc., of Orlando, FL for allegedly failing to comply with requirements for loading and securing heavy

cargo. The FAA alleges that during March and April 2013, National failed to comply with Federal Aviation Regulations while loading heavy military vehicles onto two Boeing 747 jetliners that the company operated. The jets were flown on seven flights while loaded with one or more Mine Resistant Ambush Protected Vehicles (MRAPs), each weighing between 23,001 pounds and 37,884 pounds. Federal Aviation Regulations require operators to comply with all operating limitations specified in an aircraft’s approved flight manual.

The FAA alleges that National did not comply with the operating limitations set forth in the Boeing 747s’ flight manuals, resulting in cargo that was not properly restrained to prevent shifting that could affect the safe operation of the aircraft.

On April 29, 2013, one of the 747s crashed immediately after takeoff from Bagram Airfield in Afghanistan while loaded with five MRAPs, killing its crew of seven and destroying the aircraft. The FAA alleges that National did not secure those vehicles in accordance with the limitations set forth in the aircraft’s flight manual. The probable cause of the accident is still under investigation by the National Transportation Safety Board.

National Air Cargo has asked to meet with the FAA to discuss the case.

(Image from dashcam video posted on YouTube) FMI: www.faa.gov

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Consumer Jetpacks Will Be Flying By 2016, Martin Aircraft Says, But First You Need $150K The first flight of the Martin Jetback, shown here in 2008, reminded observers of science fiction fantasies

popularized in the 1950s and 1960s. The jetpacks have finally arrived. Decades after science fiction writers first popularized the idea of strapping a rocket to your back and piloting yourself through the air, a New Zealand aircraft company has announced it will actually start selling commercial jetpacks for a price of $150,000. But consumers will need to wait until 2016.

Built by the Martin Aircraft Company, the jetpack (known as the Martin Jetpack) would be the first aircraft of its kind to go on sale to the public. Rather than being powered by rockets, though, the jetpack lifts off and navigates with help from large fans, which are easier to control. It’s capable of carrying a 260 pound person 1,000 meters into the air before they deploy a parachute, company sources told Reuters.

Even with such a high cost, Martin suggested jetpacks will be more than a toy for millionaires. They say the aircraft can safely land on wire-laden rooftops and navigate tight areas, two advantages over a helicopter.

“I think the first responders will see that as a massive improvement to their capability,” Peter Coker, chief executive of Martin, told Reuters. “Naturally for the ambulance service getting to a point of importance of rescuing people in the shortest possible time [is crucial].”

The aircraft was first put on display at the Paris Air Show last week. The first jetpacks, which the U.S. Federal Aviation Administration classifies as an experimental aircraft, are scheduled for delivery during the second half of 2016.

http://www.ibtimes.com/consumer-jetpacks-will-be-flying-2016-martin-aircraft-says-first-you-need-150k-video-1986808

Today in History 59 Years ago today: On 30 June 1956 a United Air Lines DC-7 collided with a TWA Super Constellation over Grand Canyon, AZ; killing all 128 occupants.

Date: Saturday 30 June 1956

Time: 10:32

Type: Douglas DC-7

Operator: United Air Lines

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Registration: N6324C

C/n / msn: 44288/540

First flight: 1955

Total airframe hrs: 5115

Crew: Fatalities: 5 / Occupants: 5

Passengers: Fatalities: 53 / Occupants: 53

Total: Fatalities: 58 / Occupants: 58

Collision casualties: Fatalities: 70

Airplane damage: Destroyed

Airplane fate: Written off (damaged beyond repair)

Location: Grand Canyon, AZ ( United States of America)

Phase: En route (ENR)

Nature: Domestic Scheduled Passenger

Departure airport: Los Angeles International Airport, CA (LAX/KLAX), United States of America

Destination airport: Chicago-Midway Airport, IL (MDW/KMDW), United States of America

Flightnumber: 718

Narrative: TWA Flight 2, a Lockheed L-1049 Super Constellation, took off from Los Angeles (LAX) at 09:01 PST for an IFR flight to Kansas City (MKC). After reporting “on top” of the clouds at 2400 feet the crew contacted Los Angeles ARTCC. Clearance was given to climb to 19000 feet. Immediately thereafter TWA 2 asked for a routing change to Daggett via Victor Airway 210, This was approved. At 09:21 Flight 2 reported that it was approaching Daggett and requested a change in flight plan altitude assignment from 19,000 to 21,000 feet. The request was not approved because of traffic at FL210 (United Flight 718). A request for 1000 on top was granted. At 09:59 Flight 2 reported its position through company radio at Las Vegas. It reported that it had passed Lake Mohave at 09:55, was 1,000 on top at 21,000 feet, and estimated it would reach the 321-degree radial of the Winslow omni range station (Painted

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Desert) at 10:31. This was the last radio communication with the flight. United Flight 718, a DC-7, had departed from Los Angeles at 09:04 for an IFR flight to Chicago cruising at FL210. At approximately 09:58 United 718 made a position report to the CAA communications station located at Needles. This report stated that the flight was over Needles at 09:58, at 21,000 feet, and estimated the Painted Desert at 10:31. Both aircraft were at the same altitude on an intersecting course over Grand Canyon. United 718 was heading 46 degrees Magnetic and TWA 2 was heading 59 degrees Magnetic. Both aircraft collided in mid-air. First contact involved the centre fin leading edge of the Constellation and the left aileron tip of the DC-7. The lower surface of the DC-7 left wing struck the upper aft fuselage of the L-1049 with disintegrating force. The collision ripped open the fuselage of the Constellation from just forward of its tail to near the main cabin door. The empennage of the L-1049 separated almost immediately. The plane pitched down and fell to the ground. Most of the left outer wing of the DC-7 had separated and aileron control was restricted, causing the plane fell to the ground out of control.

PROBABLE CAUSE: “The pilots did not see each other in time to avoid the collision. It is not possible to determine why the pilots did not see each other, but the evidence suggests that it resulted from any one or a combination of the following factors: 1) Intervening clouds reducing time for visual separation; 2) Visual limitations due to cockpit visibility, and; 3) Preoccupation with normal cockpit duties; 4) Preoccupation with matters unrelated to cockpit duties such as attempting to provide the passengers with a more scenic view of the Grand Canyon area; 5) Physiological limits to human vision reducing the time opportunity to see and avoid the other aircraft, or; 6) Insufficiency of en-route air traffic advisory information due to inadequacy of facilities and lack of personnel in air traffic control.”

Monday the 29th of June, 2015

Plane crashes into Plainville, Ma. home killing three Plane flying from Pennsylvania to Norwood PLAINVILLE, Mass. —A plane crashed into a Plainville house Sunday night, causing a large fire that engulfed the

home and causing the deaths of those on the plane. Massachuetts State Police said the plane’s pilot and two passengers died. However, officials at the scene of the crash said while there were “multiple fatalities,” they could not confirm how many people had died.

The plane, a Beechcraft BE36, was carrying three people and flying from Lancaster Airport in Pennsylvania to Norwood Airport when it crashed into the home on a cul-de-sac at 25 Bridle Path at 5:45 p.m. The residents of the home escaped.

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Radio transmissions indicate the pilot reported an engine problem about five minutes before the crash.

The pilot told air traffic controllers that he was “unable to maintain altitude” and needed help. The pilot was not able to make it to North Central State Airport in Rhode Island, about 7 miles away, or to Interstate 495, where controllers had suggested a highway landing.

“We’ve got a real bad vibration. We’re losing engines,” he told the flight controllers. “We have no engines.”

Massachusetts State Fire Marshal Stephen Coan said the family was home at the time of the crash but managed to

get out. “A miracle that the four occupants of the home managed to get out unscathed,” said Coan.

The plane wound up behind the two-story colonial, where a section of the tail and a charred wing rested on a hillside in the yard. The FAA and the National Transportation Safety Board are investigating.

Jeff Kinney, the famed author of “The Diary of a Wimpy Kid’ book series, lives next door to the home that was hit.

Fire departments from Norfolk, Foxborough and Mansfield assisted Plainville in putting out the fire that destroyed much of the home.

Airshow Pilot, Steve O’Berg, Lost in Airshow Accident Media Handling Of The Story Leaves Much To Be Desired (Surprise!) ANN regrets to report that airshow pilot Steve O’Berg has reportedly perished in an accident while conducting an airshow routine at the Cameron Airshow, Saturday afternoon, in Cameron,

MO.

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The Red and White Pitts S2-B apparently failed to complete a descending maneuver sequence and impacted the ground, amid trees, under circumstances yet to be properly documented. Despite what was reported to be a fairly swift med-evac from the site, O’Berg perished from his injuries.

O’Berg had an impressive background. His bio notes that, “His military career in the Army spanned 23 years until his retirement in 2007. While in the Army he flew OH-58′s, UH-1′s, UH-60 BlackHawks, C-12 King Air 200, and the C-23 Shorts-330. He retired with over 4,000 hours of military flight time including over 400 combat hours flying in Iraq. Steve’s extensive civilian flying background includes over 7,000 hours flying everything from J-3 Cubs for fun, Boeing helicopters in Alaska Heli-Logging, Commuter Airline pilot for peanuts and a lot of things in between. His FAA Licenses include Airline Transport Pilot, Multi-Engine, and Rotary Wing Instrument flight instructor certificates.” The airshow was shut down following the accident, but a night performance was later allowed to proceed. The Cameron Airshow organization published the following statement on their Facebook page, “At approximately 1:50 this afternoon there was an accident during a routine aerial performance. On behalf of the Cameron Airshow, we’d like to emphasis our thoughts and prayers are with the family and the pilot that was involved in the accident. The FAA is onsite and the NTSB has been notified. We are working with them to determine the exact cause of the accident. The Clinton County Sheriff’s department is handling the investigation with the assistance of the Cameron police department and the Missouri State Highway Patrol. The only person injured in this accident was the pilot. Emergency crew and equipment were on site prior to the accident. The pilot was transported to the Cameron Hospital. We will update you with the pilot’s condition as soon as we have the official word from the hospital and we have consulted with the family. At no time were the spectators at risk, as the pilot was performing in the designated performance area. The remainder of the day show was canceled. The FAA was consulted and determined the concert and evening aerial performance by Team Aeroshell will go on as originally scheduled. Tomorrow’s performances will also occur at the regularly scheduled times. Again, our emphasis is on supporting the family and responding to their needs. The safety of the performers and the crowd is of utmost importance.” Aero-News Commentary/Analysis: Unfortunately, local media coverage was not only errant… but embarrassing. As an example (and certainly not the only story with errors), a report published online by KSN.com and bylined by, ‘Nick Sloan, Shain Bergan, Gary Brauer/KSHB-TV.’The story asserted that O’Berg’s aircraft was doing ‘stunts.’ The article went to say little of consequence, but did describe O’Berg’s professional, FAA/ICAS/ACE

approved/monitored airshow routine and performance, as ‘doing dives and flips in front of the crowds’ and adding a statement that the aircraft, ‘attempted to do a corkscrew maneuver near the runway.’

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Folks… as I noted in comments attached to the poorly detailed and conducted story referenced above, the Pitts was not doing ‘stunts’ — the aircraft and its pilot were doing carefully planned, rehearsed, and approved precision aerobatic maneuvers. The pilot was a professional who received extensive scrutiny from his peers, ICAS (via its ACE program) and the FAA. The airplane did not do ‘dives and flips’ — it did a series of planned precision aerobatic maneuvers according to an approved airshow sequence that was practiced again and again before being performed at an actual airshow. This was a good pilot, a professional/qualified airshow pilot, that had a tragic accident, and deserved the respect of a journalist — at least someone doing more than 30 seconds worth of research, in accurately relating the tale of a horrible tragedy. If a so-called journalist is not up to checking the facts and respectfully detailing what’s known at this time, then he or she should please pass the story off to someone who will ask the right questions, learn the proper details, and (ultimately) respect the passing of a man who tried to share his love for aviation with the public.

FMI: www.airshows.aero, www.cameronairshow.com, www.obergairshows.com Video of this tragedy can be seen at this link… http://youtu.be/Ki-F0EWVtJ8

Man dead, woman survives Corona, Ca. plane crash CORONA — A tiny single-engine plane hit a cellular telephone tower Sunday, killing a man and hospitalizing a

woman near Lake Mathews. The orange-and-black aircraft crashed about 12:15 p.m. at the base of the tree-like tower and inside a utility enclosure on a hilltop along the 20300 block of Farley Avenue. The area is less than a mile southwest of Lake Mathews.

The man died in the plane.

The woman was ejected during the crash, but remained conscious and summoned authorities, said Cal Fire Battalion Chief Richard Owens.

Aside from the survivor, there are no known witnesses, Owens said.

All major portions of the plane appeared to be at the crash site, he said, though some pieces appeared to have landed in a small, damaged tree just feet from the cell tower. Nearby electric lines appeared intact and undamaged.

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There was no fire, fuel leak or smell of gasoline, said Owens.

The wreckage continued to dangle from the cellular tower hours after the incident as authorities waited for utility workers TO arrive and switch off the tower’s electrical supply.

The cause the crash remained unclear. Federal crash investigators were scheduled to arrive about 7 p.m. to begin their investigation.

Small plane crashes during takeoff from road near Quincy, Washington QUINCY – A woman was injured after being struck by an airplane attempting to take off from a road near Quincy

early Friday morning. Randall W. Grandpre, a 67-year-old Osburn, Idaho, was piloting a homemade Zenith CH701 single-engine light plane and attempting to use Road R Northwest as a runway, according to the Grant County Sheriff’s Office.

The plane’s wing reportedly struck a tree along the road during the attempted takeoff, causing the plane to veer off the road.

The plane never left the ground and crashed into a yard at 6141 Road R NW. Grandpre was not hurt.

The plane struck 57-year-old Rebecca J. Grigg as she was along the road taking pictures of the plane.

Gregg was taken to Quincy Valley Medical Center for non-life threatening injuries.

A 13-year-old girl riding in the airplane had minor injuries and was treated on scene.

Grandpre was reportedly using the road as a runway because a field he would have used was muddy, according to the sheriff’s office.

The National Transpiration Safety Board is investigating the crash.

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Plane crashes at Casper/Natrona County International Airport Three people walked away from a Saturday morning airplane crash at Casper/Natrona County International Airport, according to local authorities.

The trio, who were not identified, sustained injuries of unknown severity and were transported to Wyoming Medical

Center for evaluation. The crash occurred shortly after the single engine Cessna took off from the airport around 8 a.m., said Lt. Stewart Anderson, Natrona County Emergency coordinator.

The passengers reported the plane reached an elevation of about 100 feet when it lost power and plummeted to the ground.

The plane hit the ground about 1,500 feet west of the airport runway, authorities said. It did not catch fire, but was heavily damaged, they said.

Natrona County Fire Protection District, Mills Fire Department, Natrona County Airport Public Safety and Wyoming Medical Center responded to the scene, Anderson said.

No property was damaged in the crash. He said he could not comment on the severity of the trio’s injuries, but noted each person walked away from the plane.

Flights were running on time Saturday afternoon, said Mike Hendershot, the airport’s public safety chief. The crash did not cause any flight delays, he said.

Officials were waiting on representatives of the National Transportation Safety Board and Federal Aviation Administration to arrive Saturday afternoon. Both agencies will investigate the cause of the crash.

Incidents like Saturday morning’s crash are fairly uncommon, Hendershot said.

“We’ll have an aircraft blow a tire and go off the side of the runway, but not like this,” he said.

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AVIANCA flight lands in Curaçao after heavy turbulence WILLEMSTAD – The Minister of Traffic, Transport and Urban Planning Mrs. Camelia-Römer and the Curaçao Civil Aviation Authority (CCAA) report that the Avianca flight AV018, landed early this morning in Curaçao after the flight had experienced severe turbulence, with the result that some passengers were

injured. Sometime after 1:00 this morning Avianca Flight 018 from Bogota to Barcelona experienced severe turbulence during the flight. A number of passengers were injured and relief had to be provided on board. The pilot had therefore decided to make an emergency landing at the Curaçao International Airport and the plane landed at around 1:51 AM.

Officials from the CCAA were informed by Curacao Airport Partners (CAP) Operations staff. A preliminary investigation was carried out and the inspection of the aircraft was completed. The plane, an Airbus A330 jet, remained on the ground at Hato Airport. Initial reports that of the 250 passengers and 11 crew members, six passengers were hospitalized with various injuries were recorded. The remaining passengers and crew were housed in different hotels in Curaçao, which were informed of the situation by the Minister of Economic Development.

Although it was not a disaster, the Risk Management and Disaster Administration Agency was established to support. All airport and hospital emergency services responded quickly to this unexpected event. Other emergency services such as the Red Cross, Victim Foundation were also supporting, together with the Consulates. The tasks were performed in close cooperation with Prime Minister Ivar Asjes.

Medical emergencies of this nature are not uncommon. With its long runway and geographical situation, Hato Airport is recognized for its ability to accommodate large heavy aircraft. The plane departed this afternoon to Barcelona, Spain.

All communication was controlled from the office of the Minister of Traffic, Transportation & Urban Planning. The minister offers her recognition of the CCAA, CAP, ambulance service, fire brigade and all who have offered their help to efficiently handle the situation.

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Today in History 43 Years ago today: On 29 June 1972 an Air Wisconsin Twin Otter collided with a North Central Airlines CV-580 near Appleton, WI, both aircraft crashed killing all 13 occupants.

Date: Thursday 29 June 1972

Time: 10:37

Type: de Havilland Canada DHC-6 Twin Otter 100

Operator: Air Wisconsin

Registration: N4043B

C/n / msn: 13

First flight: 1966

Total airframe hrs: 15664

Engines: 2 Pratt & Whitney Canada PT6A-20

Crew: Fatalities: 2 / Occupants: 2

Passengers: Fatalities: 6 / Occupants: 6

Total: Fatalities: 8 / Occupants: 8

Collision casualties: Fatalities: 5

Airplane damage: Damaged beyond repair

Location: ca. 8 km S of Appleton, WI ( United States of America)

Phase: Approach (APR)

Nature: Domestic Scheduled Passenger

Departure airport: Sheboygan Memorial Airport, WI (SBM), United States of America

Destination airport: Appleton-Outagamie County Airport, WI (ATW), United States of America

Flightnumber: 671

Narrative: North Central Flight 290, a Convair CV-580 departed Green Bay (GRB) at 10:30 for a flight to Oshkosh (OSH), Milwaukee (MKE) and Chicago. The aircraft climbed to 2,500 feet and proceeded on an approximate course to Oshkosh. At 10:35 the flight made its initial contact with Oshkosh tower stating, “…we’re about, seven northeast, two thousand five hundred, VFR.” The crew were cleared for a runway 27 landing at 10:36. At that same time, an Air Wisconsin Twin Otter turboprop plane was on its way from Sheboygan (SBM) to Appleton (ATW) at the same altitude. An in-flight collision occurred at 10:36:47 over Lake Winnebago, at an altitude of approximately 2,500 feet. Explosion and fire followed and both aircraft fell into Lake Winnebago. The accident occurred in hazy sunlight below a scattered cloud layer.

PROBABLE CAUSE: “The failure of both flight crews to detect visually the other aircraft in sufficient time to initiate evasive action. the Board is unable to determine why each crew failed to see and avoid the other aircraft; however, the Board believes that the ability of both crews to detect the other aircraft in time to avoid a collision was reduced because of the atmospheric conditions and human visual limitations.”