Updates to Two Most Recent Continental Crashes

AirSafe.com just finished updating the status of the 20 December 2008 crash of a Continental Airlines 737-500 at Denver. The aircraft, which was on a scheduled flight to Houston's Intercontinental Airport, departed the runway during takeoff and skidded across a taxiway and a service road before coming to rest in a ravine several hundred yards from the runway. The aircraft sustained significant damage, including a post crash fire, separation of one engine and separated and collapsed landing gear. There were about 38 injuries among the 110 passengers and five crew members, including two passengers who were seriously injured. Because this did not involve the death of an airline passenger, this is a significant event as defined by AirSafe.com

Below are the audio and video versions of the podcast.

Continental Airlines Accident in Denver
Audio: MP3 | Video: iPod/MP4 | WMV | Google Video | YouTube

For more videos, visit the AirSafe.com YouTube channel at video.airsafe.org.

Additional Information on the Buffalo Accident
The site added a page with fatal and significant events involving the Dash 8 model airliner, the same model involved in the fatal 12 February 2009 crash in Buffalo, NY.

Additional information about both the Buffalo and Denver events is available at http://www.airsafe.com/events/airlines/cal.htm

Continental Connection Crash in Buffalo

The aircraft, a scheduled flight from Newark, NJ and operated by Colgan Air, crashed in a residential area about five miles from the airport. At least one house on the ground was destroyed. All 44 passengers and four crew members were killed, along with one person on the ground.

AirSafe.com's Initial Report on this Accident
Audio: MP3 | Video: iPod/MP4 | WMV | Google Video | YouTube

Additional information about this event.

For more videos, visit the AirSafe.com YouTube channel.

Interview with Bird Strike Expert Dr. Ron Merritt

On January 18th, 2009, three days after the bird strike related ditching of US Airways Flight 1549 in New York, Dr. Todd Curtis of AirSafe.com interviewed bird strike expert Dr. Ron Merritt. He's currently the president of Detect, Inc., which manufactures bird strike avoidance radars. Dr. Merritt was also at one time the military commander of US Air Force unit responsible for understanding and reducing bird strike hazards to Air Force aircraft. During this wide ranging conversation, they discus a variety of bird strike and wildlife hazard topics, including the need for wildlife experts in the US Airways accident investigation team, wildlife control policy issues, and the history of the key bird strike organizations in the US and Canada.

Listen to the interview with Dr. Merritt

For more information on the accident, including videos and background information on bird strike hazards and airliner ditchings, visit:
hudson.airsafe.org

Interview on the Escapes Radio Talk Show

On February 9th, 2009, Dr. Todd Curtis of AirSafe.com was interviewed on the "Escapes" radio show hosted by Ann Lombardi of the the Trip Chicks, who along Wendy Swartzell run the Atlanta area travel company Passport to Adventure. During the show, we discussed several of the issues around the previous month's ditching accident involving a US Airways A320 in New York, including what can be done about bird strike hazards, and how passengers should deal with fear of flying.

Listen to the interview

For more information on the accident, including videos and background information on bird strike hazards and airliner ditchings, visit:
hudson.airsafe.org

Interview on WGN Radio after the US Airways Ditching (audio - MP3)

On 15 January 2009, a US Airways A320 encountered a flock of birds shortly after takeoff. Both engines lost power, apparently as the result of experiencing multiple bird strikes, and the crew was able to successfully ditch the aircraft in the Hudson River. All five crew members and 150 passengers survived the accident. The following day, Dr. Todd Curtis was a guest of Dean Richards on Chicago's WGN radio. They discussed the US Airways event, how the public's fear of flying is affected by extensive media coverage of airline accidents, and what kind of measures could be taken to deal with the threat of bird strikes.

Listen to the interview

For more information on the accident, including videos and background information on bird strike hazards and airliner ditchings, visit:
hudson.airsafe.org

Ditching of a US Airways A320 on the Hudson River in New York

Crash of US Airways Flight 1549
Audio: MP3 | Video: iPod/MP4 | WMV | Google Video | YouTube

For more videos, visit the AirSafe.com YouTube channel.

On 15 January 2009, a US Airways A320 experienced a loss of power to both engines shortly after taking off from New York's LaGuardia Airport. The crew was able to successfully ditch the aircraft in the Hudson River near midtown Manhattan. Reportedly, the aircraft encountered a flock of birds shortly after takeoff. The aircraft reached an maximum altitude of about 3200 feet before it began to descend. After ditching, all five crew members and 150 passengers evacuated the aircraft. One passenger sustained serious injuries.

According to early reports, the aircraft took off normally toward the north, but the flight crew reported striking a flock of birds about two minutes after takeoff. Both engines lost power, and unable to either return to LaGuardia or to land in nearby Teterboro Airport in New Jersey, the crew turned the aircraft toward the south. After flying over the George Washington Bridge, the crew executed a controlled ditching on the Hudson River just west of midtown Manhattan. The passengers and crew escaped with the help of numerous ferries, tour boats, fireboats, and other vessels in the area.

This was the first crash of an Airbus A320 operated by a US airline. The A320 has had eight events involving passenger fatalities. The first was a 1988 crash involving Air France, and the most recent was a May 2008 crash of a TACA airliner in Tegucigalpa, Honduras.

While many jet airliners have crashed in the water, prior research by AirSafe.com revealed only three previous events where the crew of a large passenger jet intentionally ditched the aircraft in a controlled manner. Prior to the US Airways event, the most recent ditching involved a hijacked Ethiopian Airlines 767 in 1996. The others included a 1963 ditching of an Aeroflot jet in Leningrad (present day St. Petersburg), and a 1970 ditching of a DC-9 in the Caribbean.

Fatal and serious bird strike related crashes of large jet aircraft are also quite rare. The last fatal US bird strike accident involving a large jet was the crash of a US Air Force E-3 AWACS in Alaska in 1995. The last time bird strikes led to passenger deaths in the US was in 1960 in Boston. Since 1990, five other large jet airliners have crashed due to bird strikes, but only one involved fatalities.

The NTSB is currently investigating this US Airways accident. For updates on this investigation, and for the latest news from AirSafe.com, visit hudson.airsafe.org.

For related information, visit:
Previous US Airways Crashes
Other Significant A320 Events
Bird Strike Hazards to Aircraft
Jet Airliner Ditching Events

New Video for Year in Review 2008 Released

The new video for the podcast "AirSafe.com's Airline Safety Review for 2008" is now available. You can see the video or listen to the audio version, below, or you can find it at one of the podcast links.

Audio: MP3 | Video: iPod/MP4 | WMV | Google Video | YouTube

For details on the events of 2008, visit http://2008.AirSafe.org

For more videos, visit the AirSafe.com YouTube channel.

Video Trailers for The Conversation at AirSafe.com

On occasion, I tear myself away from the computer and actually read a magazine or two for news about what's happening online. I came across an article about Animoto.com, which allows users to upload photos or graphics from their computer, or from an online photo management site like Flickr, Facebook, Picasa, or Photobucket, and have the Animoto turn it into a dynamic trailer. You can even add music to it (theirs or yours) and create a music video type trailer in minutes. Like many online services, there is a free version and a paid version. With the free version (my kind of price), you can upload the result to YouTube, Facebook, or other social networking sites.

How good is it? Just for fun, I decided to make a trailer for an upcoming podcast reviewing significant aviation safety events of 2008. I uploaded a bunch of pictures, hit the button, and waited for Animoto software to do its thing. You can see the fruits of Animoto's (automated) labor below (or at AirSafe.com's Youtube channel at http://www.youtube.com/airsafe).

Trailer for 2008 Year in Review


By the way, the music in this trailer is from the song "Time and Place" from the Canadian group In-Flight Safety. Yes, that is the name of the group. How could I possibly pass up the chance to use their music?

Future video podcasts will likely feature these kinds of trailers at the beginning of the show. Feel free to send feedback about this kind of addition.

AirSafe.com's Airline Safety Review for 2008

The year 2008 had the fewest fatal airline crashes in any year since AirSafe.com began it's annual review of airline safety events in 1996. This 13th annual review discusses seven fatal airline events, and fifteen other significant events from 2008.

As AirSafe.com looks back at the fatal and significant aviation safety events of last year, the most noticeable fact about this 13th annual review is that 2008 had fewer fatal airline events than any of the previous 12 years reviewed by AirSafe.com. The most was 19 fatal events in 1997, and the previous low was eight fatal events in 2003, 2006, and 2007.

AirSafe.com counts as a fatal event any airline flight where one or more passengers are killed, including those events involving hijacking, sabotage, and military action. This review counts only those events that occur on aircraft that can carry at least 10 passengers, and that are commonly used in regular airline service in North America, Western Europe, Australia, and Japan. Significant events are those events that were noteworthy for other reasons. Several of these 15 significant events were non-fatal events involving large jet airliners, but others included crashes involving celebrities, military aircraft, and smaller airline aircraft.

One of the more interesting observations from the 2008 review is that it represents the second consecutive year with no fatal airline events involving the US or Canada. That includes any US or Canadian airliner operating anywhere in the world, or any other airliner operating to or from the US or Canada. The last such event was the crash of a US airliner in Kentucky in August 2006. Since the introduction of jet airliner service to North America in 1958, there had been no previous two year period with zero airliner passenger fatalities.

To put this in a global context, Canada and the US account for about 60% of all airline traffic involving larger aircraft. In other words, 40% of these kinds of airline flights were responsible for 100% of the fatal passenger events. In 2008, the seven fatal events included one airliner from Europe, two each from Africa and Latin America, and two from countries of the former Soviet Union.

The fifteen other events in AirSafe.com's review were included either because of the amount of media attention they attracted, or because of the safety and security issues associated with the event. Among these 15 significant events were seven non-fatal jet airliner events. The most recent was a December 20 takeoff accident involving a Continental Airlines 737 in Denver. Although the plane experienced significant structural damage and a post-crash fire, all passengers and crew members successfully evacuated the aircraft.

The other significant airliner events included the first ever crash of a 777, two in-flight events involving Qantas, another two involving Air Canada, and a takeoff accident involving Iran Air.

The other eight significant events included an F/A-18 crash in San Diego, four fatal crashes involving small airliners, and three crashes involving celebrities. Rev. Sun Myung Moon, the head of the Unification Church, survived a helicopter crash in South Korea; Travis Barker, former drummer for the music group Blink-182, was one of two survivors of a crash of a chartered jet in South Carolina, and President-Elect Barack Obama was on board a plane that had a collision with a parked aircraft on the ground in Chicago.

For more information on all of these 2008 events, including links to incident reports, investigation updates, plane crash videos, and podcasts, please visit 2008.AirSafe.org. There you will also find links to additional information such as what you can bring on board, lists of banned items, instructions on how to successfully complain about your air travel experience, and fear of flying advice.

Listen to the Annual Review for 2008

Crash of an F/A-18D in San Diego 8 December 2008

On 8 December 2008, a US Marine Corps F/A-18D jet based at the Miramar Marine Corps Air Station crashed during approach about two miles short of the runway. The pilot successfully ejected, but four people, two children, their mother, and grandmother were killed in one of the two houses destroyed by the jet. No one else on the ground was injured.

The investigation is ongoing, but reportedly the two-seat jet, flown by a single pilot on a training mission, had some kind of mechanical or flight control difficulty. The crash occurred as the pilot was returning from training on the carrier USS Lincoln, off the San Diego coast.

The F/A-18 has first entered operational service with the US Marines in 1983. The D model of the aircraft involved in the crash is used by the Marines as either a training or attack aircraft.

For the audio podcast from AirSafe.com, visit http://www.airsafe.com/podcasts/show76-f-18.mp3.


The AirSafe.com video podcast is available below:


The following video was produced by Glenn Pew.

F/A-18 Crash 8 December 2008

Risks from Incapacitated Pilots and Pilots Who May Deliberately Crash Airplanes

What an Air Canada Event Says About Incapacitated Pilots

AirSafe.com reviews the investigation into a January 2008 incident where an Air Canada pilot became mentally incapacitated and had to be removed from the cockpit. Once the first officer was removed, the captain was able to safely land the aircraft. The event caused some in the aviation community to question whether this kind of incident may have led to serious problems in the past. While a review of the available incident and accident record by AirSafe.com revealed no proven cases of a mentally incapacitated pilot deliberately causing death or serious injury to passengers, there have been several cases where such behavior was suspected, and one case where a pilot crashed an airliner on purpose.

On 19 November 2008, the Air Accident Investigation Unit of the Irish Department of Transport released their incident report on a 28 January 2008 event involving an Air Canada flight. The captain declared an emergency and diverted to Shannon, Ireland due to the incapacitation of a flight crew member.

The Air Canada 767 was on a scheduled flight from Toronto to London and carried 146 passengers and nine crew members. After the first officer became incapacitated, the captain declared an emergency and completed the flight with the assistance of a flight attendant who was also a licensed pilot.

According to the incident report, the first officer had arrived late for his flight, with the captain having already completed all preflight preparations before the first officer's arrival.

During the early phases of the flight, the first officer left the flight deck several times for short periods, and made it clear to the captain that he was tired.

At one point, the captain allowed the first officer to take a controlled rest break in cockpit. Over an hour later, as the aircraft was near the midpoint of its ocean leg, the first officer began to display unusual behavior, including rambling and disjointed conversation.

The first officer left the cockpit again, and after he returned he didn't follow proper cockpit reentry procedures, and also neglected to fasten his seat belt. It became apparent to the captain that the first officer was suffering from an unknown medical condition which impaired his ability to carry out his required duties on the flight deck. The captain summoned the lead flight attendant to get the first officer removed from the cockpit. The lead flight attendant removed the first officer with the help of other flight attendants. One of those flight attendants sustained a wrist injury during the removal.

After the removal of the first officer, the captain had the lead flight attendant check to see if there were any flight crew members among the passengers. None were on board, but one of the flight attendants held a commercial multiengine license, and she assisted the captain as the flight diverted to Shannon, Ireland.

The first officer was hospitalized in Ireland for 11 days before being transferred by air ambulance back to Canada for further treatment.

News reports about this incident focused on the more dramatic elements of the event, such as what the first officer said after being removed from the cockpit, or how and where the first officer was restrained in the cabin. However, this incident raised more serious issues in the minds of many passengers, such as whether the mental state of a pilot should be a concern, or whether a mentally unstable flight crew member has ever caused serious injuries or deaths to airline passengers.

AirSafe.com not aware of any reliable, publicly available information about the number of pilots in the US or elsewhere who have been removed from flight status due to some kind of psychological or psychiatric issue.

The information is more clear when it comes to cases where an airliner crashed as a result of deliberate flight crew actions. Quite simply, there are no proven events where an airline pilot's deliberate actions or mental state led to the deaths of one or more passengers.

There has been at least one case of a pilot deliberately crashing an airliner.
On 11 October 1999, an Air Botswana pilot, who had been grounded for medical reasons, took off alone in an Air Botswana ATR42 airliner, and crashed it into two of the airline's other ATR42s on the ground. Fortunately, there was no one else in the other two aircraft. The pilot was the only person killed in this event.

There were two other crashes that many in the aviation community suspected were caused by pilot actions, but investigative authorities found no conclusive evidence that they were deliberately caused by one of the pilots. On 31 October 1999, an EgyptAir 767 en route from New York to Cairo, crashed in the Atlantic, killing all 217 on board. The NTSB concluded that the airplane's departure from normal cruise flight and subsequent impact with the Atlantic Ocean was a result of the first officer's flight control inputs, but could not determine a reason for the first officer's actions.

On 17 December 1997, a SilkAir 737, traveling between Jakarta and Singapore, crashed into a river, killing all 104 people on board. While there was ample evidence that the captain was under great personal stress, and indications that both the cockpit voice recorder and flight data recorder were turned off prior to the crash, there was no evidence that either pilot deliberately brought the aircraft down.

These past events, as well as the most recent event involving Air Canada, remind the public that while there's always a possibility that a pilot would deliberately put passengers or aircraft at risk, there have been no passenger deaths or serious injuries associated with incidents where such behavior was proven.

For the latest news from AirSafe.com, including notices for new podcasts and updates on major accident investigations, visit http://airsafenews.com

A copy of the Air Canada incident report from the Irish Air Accident Investigation Unit is available at http://www.airsafe.com/podcasts/air-canada-jan-2008.pdf.

You can hear the associated podcast at:
http://www.airsafe.com/podcasts/show75-air-canada-pilot.mp3

Interview on 'The Gregg Knapp Experience' - 18 November 2008

This interview from the Radio America show The Gregg Knapp Experience focused on a TSA behavior detection program that singles out passengers for extra screening based on what the TSA describes as suspicious behavior. Since the program began in 2006, over 160,000 passengers were pulled aside for additional checks such as a pat-down search or an interivew. Less than one percent of those passengers were arrested, often on charges related to drugs or carrying false identification. The TSA didn't mention whether any of those searched or arrested were on any kind of terror watch list, or intended to commit a terrorist act. During this interview, Dr. Curtis and Greg Knapp discussed the effectiveness of this TSA program.

For more information about what passengers can do to deal with TSA security issues, please visit tsa.airsafe.org. There you'll a number of resources, including extensive information on current TSA rules, advice on packing, advice on traveling with duty free items such as alcohol and perfume, and links to airline complaint resources.

You can hear the associated podcast at:
http://www.airsafe.com/podcasts/show74-knapp2.mp3

Complacency and the Qantas A330 Accident of 7 October 2008

The accident earlier this month involving a Qantas Airbus A330 on a flight from Singapore to Perth seriously injured several passengers, but didn't result in any fatalities. While the event drew substantial news media attention in Australia and Asia, there was very little mention of it by major US media. This is very likely another example of how when it comes to airline events, it's difficult to get the attention of the US public, or of the policy makers in the US, if no one is killed.

My belief was that there would have been more media attention in the US if there had been at least one recent fatal event involving a US airline. While researching recent fatal US events, I found that the most recent passenger fatality on a US airliner was in August 2006. Looking back further, I realized that the US airline industry had quietly passed a milestone. The 26-month period between the last fatal US event and the date of this recording on October 21st, 2008 is the longest period without a passenger fatality on a US airliner since airlines in the US first began using jet aircraft in 1958.

One could argue that there's a certain amount of public complacency about airline safety when there are no major accidents. Looking through my archives, I found that this wasn't the first time I'd dealt with this subject. In late May 2004, the US airline industry was in the midst of another fatality-free period. At the time, it had been nearly 17 months since the last fatal US airline event. That month, I was interviewed as part of a National Public Radio program on airline safety that discussed some of the reasons for that absence of fatal events.

In the following segment, you'll hear my interview with Mike Pesca of NPR about some of the reasons behind the reduction of accidents. Also interviewed was David Evans of the publication Air Safety Week, who talked about how accidents drive the regulatory process.

Five months after the show aired, a regional airliner crashed in Missouri, killing both crew members and 11 of the 13 passengers, bringing to an end a 21-month period with no US passenger fatalities. Currently, the US airline industry has gone 26 months without a passenger fatality. This current fatality-free period is a sign that in spite of all the problems faced the industry, that the risk faced by passengers continues to decline.

Although this record is a positive sign for the industry, the recent Qantas event demonstrated that no airline, even one with no passenger fatalities in its history, is immune from accidents.

I'd like to remind the AirSafe.com audience that however good the system may be, there's always room for improvement. One way to improve things is to learn from those rare events such as what happened with Qantas earlier this month. AirSafe.com will continue to follow the accident investigation, and any future podcasts about the event, or news from the investigation, will be available at qantas.airsafe.org.

You can hear the associated podcast, which includes my interview with NPR, at:
http://www.airsafe.com/podcasts/show73-npr.mp3

Interview with a Passenger on the Qantas A330 Accident Flight of 7 October 2008

This show features an interview with Keesin Ng, a passengers on a Qantas A330 aircraft that experienced a violent in-flight upset during a flight from Singapore to Perth on 7 October 2008. About 75 passengers and crew members were injured during this event, with 14 hospitalized with serious injuries such as fractures and lacerations.

The Australian Transport Safety Bureau, or ATSB, is currently investigating this event, and because of the extent of the injuries on board, the ATSB has classified it as an accident. In a media briefing three days after the accident, the ATSB reported that the Qantas A330-300 aircraft was in level flight at 37,000 feet when the pilots received messages from their aircraft's monitoring system indicating some kind of control system problem.

The aircraft reportedly had a uncommanded climb of about 200 feet, followed by a return back to 37,000 feet. About a minute after returning to cruising altitude, the aircraft abruptly pitched nose-down, to a maximum angle of about 8.4 degrees, and descended about 650 feet in about 20 seconds, before returning to the cruising level.

About 70 seconds later, there was a further nose-down pitch, to a maximum pitch angle of about 3.5 degrees, and the aircraft descended about 400 feet in about 16 seconds. During the first pitch-down event, a number of passengers and crew members were thrown about the cabin, resulting in a range of injuries.

The crew declared an emergency and diverted to Learmonth, landing about 40 minutes after the start of the event.

The interview occurred three days after the event with passenger Keesin Ng, who provides additional details about the in-flight drama. You can hear that interview at the link below:

Interview with Keesin Ng (MP3)

For additional information, including AirSafe.com's initial video and audio podcast about the accident and updates to the ATSB's accident investigation, visit qantas.airsafe.org

Serious Injuries on a Qantas A330 Flight on 7 October 2008

A Qantas Airbus A330-300, with 303 passengers and 10 crew members on board, was on a scheduled international flight from Singapore to Perth. While in cruise, the aircraft reportedly experienced some type of sudden and unexpected altitude change. The crew issued a mayday call before diverting the aircraft to the airport at Learmonth, near the town of Exmouth, about 1100 kilometers or 680 miles north of its intended destination of Perth.

Overview of the Event


Other Podcast Links
Audio: MP3
Video: iPod/MP4 | WMV | Google Video | YouTube

About 36 passengers and crew members were injured, with over a dozen severe injuries. Reportedly, several occupants were slammed into the ceiling during the event. Most of the injuries were to passengers and crew in the rear of the aircraft, and at least one person was carried off the plane in a stretcher. About 13 of the most seriously injured were flown to Perth by four aircraft from the Royal Flying Doctor Service. One flight attendant was hospitalized with suspected head and spinal injuries. Other serious injuries included fractures, lacerations, and a concussion.

The Australian Transport Safety Bureau has a team of seven investigators currently working on this incident, and it will likely be several days before a preliminary cause is announced, and several months before a final report is issued.

This is the first significant passenger safety event for the A330. Qantas currently has 15 A330 aircraft in its fleet, including 10 of the A330-300 model.

This is the second significant safety event for Qantas this year. On July 25, an exploding oxygen bottle blew a hole in the fuselage of a Qantas 747 en route from Hong Kong to Melbourne, causing a rapid decompression and forcing an emergency landing in Manila. No passengers were injured in that event.

Other significant safety events for Qantas in the last decade include a 2000 event in Rome involving the collapse of a 747 landing gear, and in 1999 a landing overrun in Bangkok severely damaged another Qantas 747.

In August 2008, the Civil Aviation Safety Authority of Australia conducted a review of Qantas safety and found no system-wide safety issues, but did recommend an audit of the airline's maintenance practices, including a full maintenance audit of one aircraft from three of the models flown by Qantas, the 737-400, 747-400, and 767-300. No maintenance audit was ordered for the airline's A330 fleet.

Additional information about this event, including updates or findings from the investigation or from the Qantas maintenance audit, will be available at qantas.airsafe.org.

More Details on this Event
Other AirSafe.com Videos

Discovery of the Steve Fossett Crash Site

On September 3rd, 2007, adventurer Steve Fossett took off from Yerington, Nevada on a short flight in a Bellanca Super Decathlon, and went missing. After more than a year, a hiker found some of his personal effects high in the Sierra Nevada Mountains of California on September 29, 2008. Two days later, authorities spotted wreckage from his aircraft. Possible human remains were also found at the site.

The aircraft crashed into a steep granite slope at an elevation of about 10,000 feet, seven miles west of the town of Mammoth Lakes, California. The crash site is about 93 miles or 150 kilometers south of Yerington, Nevada. Pieces of the plane were scattered over a steeply sloped area, with the engine about 300 feet from the fuselage wreckage. There was also evidence of a post crash fire. Fossett was the only occupant.

About Steve Fossett
According to an earlier NTSB report, Fossett's most recent medical certificate was completed seven months before his final flight. At that time, he had over 6,700 hours of flight experience, with 350 hours in the previous six months. He was certified as an airline transport pilot, and was also certified to fly a balloon, helicopter, seaplane, and glider.

He had set over 100 records in five different sports, including over 90 in aviation. Among those aviation records was the first solo nonstop flight around the world in an aircraft, as well as the first solo round the world balloon flight. Outside of aviation, he had also sailed around the world and swam across the English Channel.

About the Bellanca Decathlon
The accident aircraft was a Bellanca Decathlon, a two-seat, single engine aerobatic aircraft. That model was produced between 1970 and 1981, and the accident aircraft was manufactured in 1980. According to the NTSB, between 1973 and 2008 there have been 105 Decathlon accidents, with 80 resulting in fatalities.

Accident Investigation
The NTSB has sent a team to investigate the crash, and is headed by the NTSB chairman Mark Rosenker. The investigation, including a determination of the probable cause of the accident, will likely take several months to complete.

Additional information about this event, including updates or findings from the NTSB investigation, will be available at fossett.airsafe.org.

Below are links to the podcast and video about this event.
Audio: MP3

Video: iPod/MP4 | WMV | Google Video | YouTube

Video Report on the Fossett Crash

More Details on This Event
Other AirSafe.com Videos

Fatal Jet Crash Injures Blink-182 Drummer Travis Barker

Travis Barker, former drummer for the music group Blink-182, Adam Goldstein, more widely known as DJ AM, and two other passengers were in a Learjet 60 aircraft that was on a chartered flight from Columbia, South Carolina to Van Nuys airport in Los Angeles. The crash, which happened shortly before midnight, occurred during takeoff. According to information from the plane's cockpit voice recorder, the crew was attempting to abort the takeoff because of what they thought was a blown tire. The NTSB also reported that accident investigators reviewing the recording heard sounds consistent with a tire blowout.

The crew was unable to stop the aircraft before it departed the runway. The plane struck a series of antennas and lights, crashed through a fence, crossed a nearby highway, and came to rest on an embankment where it burst into flames.

The crash and subsequent fire killed both flight crew members and two of the four passengers. The two survivors, Barker and Goldstein, escaped the aircraft but suffered severe burns. Goldstein is also the former fiance of television personality Nicole Ritchie. Barker and Goldstein had performed at a concert earlier in Columbia, and the two passengers who did not survive were support staff for the artists.

The aircraft was operated by Global Exec Aviation of Long Beach, California. Less than an hour before the accident, the plane had arrived in South Carolina from Teterboro, New Jersey. The FAA and NTSB online incident and accident databases showed no other events involving this aircraft, or the aircraft operator.

The Learjet 60 first flew in 1991 and was certified in 1993. This was the second fatal Learjet 60 crash, with the first occurring in 2002 in Brazil. According to the NTSB, there were six other Learjet 60 accidents and serious incidents, including one during flight testing in 1992. The FAA lists 23 less serious incidents since 1996.

The NTSB has dispatched an 11-member team to investigate this crash. The investigation, including a determination of the probable cause of the accident, will likely take several months to complete.

Additional information about this event, including updates or findings from the NTSB investigation, will be available at blink182.airsafe.org.

Accident Overview



You can also use the links below for the podcast:
Audio: MP3
Video: iPod/MP4 | WMV | Google Video | YouTube

For Other AirSafe.com podcasts, visit
http://podcast.airsafe.org

Two Veteran Airline Captains Discuss the Crash of a Spanair MD82

The previous podcast reviewed the initial findings from the Spanish accident investigation. The video version of the podcast also included portions of a security camera video that captured the final moments of the flight. This podcast features a discussion that was originally recorded on August 23rd, 2008, three days after the crash of the Spanair MD82, and featured Capt. Tom Bunn of the SOAR fear of flying organization, and Capt. Steve Fisher, a veteran airline pilot who has flown for a major US airline for over two decades.

Capt. Bunn has been a guest previously on the show, and in this episode he'll talk about some of the anxieties and concerns that have been expressed to him by some passengers.

In the days following the Spanair crash, I brought Capt. Bunn and Capt. Fisher together to provide insights into the mechanics of flying a large jet transport, especially the MD82, and to give the audience an idea of the kind of training and preparation pilots go through to prepare for emergencies during takeoff.

Early on in our conversation, the two captains discussed some of the issues that came up during the the first few days of the investigation, including a problem with a temperature sensor that caused the crew of the accident aircraft to return to the terminal after its first takeoff attempt.

You can use the following link for the podcast: Audio: MP3

Additional information about the Spanair accident, including links to a video showing the crash, and links to further updates from the investigation, will be available at http://spanair.airsafe.org.

For other AirSafe.com podcasts, visit http://podcast.airsafe.org

Preliminary Findings: Crash of Spanair MD82

According to a number of media reports, Spanish Authorities have completed a preliminary report about the August 20, 2008 crash of a Spanair MD82 in Madrid. Among their findings were that the flaps were not properly configured for takeoff and that there was no flap warnings or alarms presented to the crew.

The aircraft crashed shortly after takeoff on a scheduled domestic flight from Madrid to Las Palmas in the Canary Islands. The aircraft was briefly airborne, and crashed just to the right of the departure runway. The aircraft broke up and there was a severe post-crash fire. 154 of the 172 occupants were killed.

The accident occurred during the second takeoff attempt. The crew had returned to the gate after the first takeoff attempt due to problems that so far appear to be unrelated to the subsequent accident. During the second takeoff attempt, the crew reported reaching V1, or takeoff decision speed. The aircraft was airborne for about 15 seconds, reaching a maximum altitude of about 40 feet.

A video taken by the Spanish airport authority showed that after touching down, the aircraft slid for a considerable distance and appeared to be relatively intact before breaking up and exploding. Contrary to early reports on the day of the accident, the video did not show any sign of a fire or explosion while the aircraft was airborne.

Among the key early findings of the investigation was that the aircraft’s flaps were not properly deployed at takeoff. Also, there was no indication that the flap configuration alarm was activated. This sequence of events was similar to that of a 1987 MD82 crash in Detroit, Michigan.

After that accident, the manufacturer recommended that the flaps and associated warning systems be checked prior to each flight. Spanair procedures called for a check of the flaps and warning systems prior to the first flight of the day and after each change of flight crews during the day. There was no pre-takeoff check of the flap warning system prior to the accident flight.

For additional information on this crash, including links to related audio and video podcasts and updates on the investigation, visit
http://spanair.airsafe.org

Preliminary Investigation Findings


You can also use the links below for the podcast:
Audio: MP3 Video: WMV | iPod/MP4 | YouTube | Google Video

For Other AirSafe.com podcasts, visit
http://podcast.airsafe.org

Crash of Aeroflot-Nord 737-500 on 14 September 2008

The aircraft was on a scheduled domestic flight from Moscow to Perm, Russia. Contact with the aircraft was lost shortly before landing when the aircraft was about 3,600 feet, or about 1100 meters, above the ground.

The aircraft was completely destroyed in the crash, coming down outside of the city of Perm and near the tracks of the Trans-Siberian Railway.

All 82 passengers and six crew members were killed in the crash. There were seven children, including one infant, among the passengers.

About Aeroflot-Nord
This was the first fatal event for Aeroflot-Nord, which is one of the regional airlines of Aeroflot. The company that became Aeroflot-Nord was originally formed in 1963, and acquired by Aeroflot in 2004. Aeroflot-Nord currently flies a combination of 737s and Soviet designed airliners.

About the 737
This was the 66th fatal event involving the 737, and the third involving the 737-500 series. The first 737 aircraft began commercial operations in 1968, and the first of the 737-500 series began service in 1990.

The first fatal event for the 737 was in 1972. This latest crash was the 20th fatal 737 event since 2000, with three of the 20 involving a 737-500.

All of the fatal events involving the 737-500 have been in Europe or Asia. The last fatal 737 event in North America or the European Union was a crash in Pittsburgh, Pennsylvania in 1994.

For additional information on this crash, including links to related audio and video podcasts and details about other fatal events involving airlines of the former Soviet Union, visit
http://russia.airsafe.org

Initial Review of the Accident



You can also use the links below for the podcast:
Audio: MP3 Video: WMV | iPod/MP4 | YouTube | Google Video

For Other AirSafe.com podcasts, visit
http://podcast.airsafe.org