In this January 8, 2011 interview with Rudy Maxa's World, Dr. Todd Curtis of AirSafe.com discussed the most significant plane crashes and noteworthy safety and security events of 2010, including the crash of an A330 in Libya with a sole survivor, a near midair collision over Burbank, and the absence of fatal passengers events of airlines of the US and Canada.
Listen to the interview
Plane crashes and significant events of 2010
For more information on airline safety, visit AirSafe.com or AirSafeNews.com.
Showing posts with label plane. Show all posts
Showing posts with label plane. Show all posts
05 January 2010
Video for AirSafe.com Airline Safety Review 2009
The podcasts associated with the AirSafe.com airline safety review for 2009 are currently available as audio and video files that you can either download or play below. Please feel free to reuse them for any noncommerical use. You can read the review in a previous AirSafeNews.com article or at 2009.airsafe.org.
26 September 2009
Jet Airliners with Lowest Fatal Crash Rates
The previous entry on the AirSafe.com News described the September 2009 update AirSafe.com's listing of fatal plane crash rates by model. The video and audio podcast below discusses the aircraft models with the lowest rates. There are links to the video on YouTube and to downloadable versions of the podcast in MP3, MP4, and WMV formats.
Additional Resources
Plane Crash Rates by Model
Recent Fatal Plane Crashes
Additional Resources
Plane Crash Rates by Model
Recent Fatal Plane Crashes
25 September 2009
Five Lowest Jet Airliner Crash Rates
Listen to the audio podcast of this article
In its latest update of fatal plane crash rates by aircraft model, AirSafe.com has identified the top five models with the lowest fatal crash rates. The analysis uses flight data through the end of 2008, and crash data through August 2009.
Computing these crash rates was based on more than just the number of fatal crashes. The formula that was used also looked at the proportion of passengers killed in each crash. For example, if an airliner model had two fatal crashes in two million flights, and all the passengers were killed in one crash and half in the second, then the rate would be 1.5 planeloads killed divided by two million flights, or 0.75 per million flights.
Candidates for the AirSafe.com top five ranking were limited to jet airliner models with at least two million flights through the end of 2008. Only events that killed passengers were counted.
At number five is the Canadair Regional Jet, number four is the previous generation of the Boeing 737, which includes the 737-300, 737-400, and 737-500. Number three was the Airbus A320 series, number two is the current generation of the Boeing 737, which includes the 737-600, 737-700, 737-800, and 737-900 aircraft.
Topping the list at number one is the Boeing 777. In service since 1995, this model has had just over two million flights and no fatal crashes.
Four other jet aircraft models all have less than two million flights, and like the 777 have not been involved in a crash that has killed passengers. Two are from Airbus, the A340 and A380, and the other two are the Embraer 170 and 190. These last two aircraft types are smaller jets frequently used by regional carriers in North America and Europe.
For more information on fatal plane crash rates, including details on how the rates are calculated, please visit rates.airsafe.org.
In its latest update of fatal plane crash rates by aircraft model, AirSafe.com has identified the top five models with the lowest fatal crash rates. The analysis uses flight data through the end of 2008, and crash data through August 2009.
Computing these crash rates was based on more than just the number of fatal crashes. The formula that was used also looked at the proportion of passengers killed in each crash. For example, if an airliner model had two fatal crashes in two million flights, and all the passengers were killed in one crash and half in the second, then the rate would be 1.5 planeloads killed divided by two million flights, or 0.75 per million flights.
Candidates for the AirSafe.com top five ranking were limited to jet airliner models with at least two million flights through the end of 2008. Only events that killed passengers were counted.
At number five is the Canadair Regional Jet, number four is the previous generation of the Boeing 737, which includes the 737-300, 737-400, and 737-500. Number three was the Airbus A320 series, number two is the current generation of the Boeing 737, which includes the 737-600, 737-700, 737-800, and 737-900 aircraft.
Topping the list at number one is the Boeing 777. In service since 1995, this model has had just over two million flights and no fatal crashes.
Four other jet aircraft models all have less than two million flights, and like the 777 have not been involved in a crash that has killed passengers. Two are from Airbus, the A340 and A380, and the other two are the Embraer 170 and 190. These last two aircraft types are smaller jets frequently used by regional carriers in North America and Europe.
For more information on fatal plane crash rates, including details on how the rates are calculated, please visit rates.airsafe.org.
05 September 2009
Social Media's Role in Airline Safety
In this show, Dr. Todd Curtis discusses the role that social media applications like Twitter, YouTube, and podcasts have had in shaping the public's relationship to aviation safety issues. Using the example of the January 2009 ditching of a US Airways aircraft in the Hudson River, the show discusses why any organization that intends to influence aviation safety policy or the aviation safety community should embrace these emerging technologies in order to better serve their members and the general public.
Listen to the podcast
Full transcript and additional resources
Listen to the podcast
Full transcript and additional resources
15 July 2009
Air France Flight 447 - the BBC Interviews
After more than a month, most of the wreckage and many of the victims of Air France Flight 447 remain lost at sea. The public's and the media's attention remain focused on the the causes of the crash and on the recovery of the black boxes.
This podcast features two interviews with Vincent Dowd from the BBC World Service. In the first interview on June 12th, 2009, we discussed several issues, including differences in flight control philosophy between Airbus and Boeing, and how aircraft manufacturers respond when one of their airplanes crash.
In the second interview, recorded on June 23rd 2009, we discussed the progress of the accident investigation. We also talked about how the circumstances of this accident showed how it may be possible to use advanced technologies to supplement or even replace the cockpit voice recorder and flight data recorder.
Please listen to the interviews, and feel free to send your comments or questions to AirSafe.com.
Resources
Listen to the Interviews (18:38)
Additional Accident Information
Other Air France Plane Crashes
Other Airbus A330 Plane Crashes
Earlier AirSafe.com Audio and Video Podcasts About the Accident
This podcast features two interviews with Vincent Dowd from the BBC World Service. In the first interview on June 12th, 2009, we discussed several issues, including differences in flight control philosophy between Airbus and Boeing, and how aircraft manufacturers respond when one of their airplanes crash.
In the second interview, recorded on June 23rd 2009, we discussed the progress of the accident investigation. We also talked about how the circumstances of this accident showed how it may be possible to use advanced technologies to supplement or even replace the cockpit voice recorder and flight data recorder.
Please listen to the interviews, and feel free to send your comments or questions to AirSafe.com.
Resources
Listen to the Interviews (18:38)
Additional Accident Information
Other Air France Plane Crashes
Other Airbus A330 Plane Crashes
Earlier AirSafe.com Audio and Video Podcasts About the Accident
19 May 2009
NTSB Hearings on the Buffalo Plane Crash
On May 12th, 2009, the NTSB began a three-day public hearing about its ongoing investigation into the fatal February 2009 crash of a Continental Connection airliner in Buffalo, NY. Among the issues that came up were the possible roles of crew fatigue and crew training in the accident. During the last day of the hearing, noted aviation consultant Mike Boyd and I sat down with host Dave Berns of the "State of Nevada" program on KNPR radio in Las Vegas.
KNPR Interview on 14 May 2009 (15:21)
Additional Information
NTSB Public Docket on the Investigation
Accident Details from AirSafe.com
Todd Curtis book Understanding Aviation Safety Data
KNPR Interview on 14 May 2009 (15:21)
Additional Information
NTSB Public Docket on the Investigation
Accident Details from AirSafe.com
Todd Curtis book Understanding Aviation Safety Data
Emirates A340 Accident Report Released
On 20 March 2009, an Emirates A340 aircraft, with 275 passengers and crew on board, was involved in a tail strike accident during takeoff from Melbourne, Australia. The aircraft suffered some damage, but there were no injuries to anyone on board. The Australian Transport Safety Bureau (ATSB) recently released preliminary findings that indicated that an incorrect weight had been used when making performance calculations prior to departure. The calculations were based on a takeoff weight that was 100 tons below the actual takeoff weight of the aircraft.
This is the first accident involving an Emirates A340. Previously, in 2004, there was an Emirates A340 incident involving a runway overrun in Johannesburg, South Africa.
What sets this preliminary report apart from most is that the ATSB releases substantially more information at this stage than most accident investigation authorities. While the NTSB sometimes releases this level of preliminary information for major accidents that have tremendous media attention, it has not provided that kind of detail for other kinds of accidents.
Below are links to an audio of the ATSB press conference about the release of this report, a summary of the accident, and other accident details.
Abstract of Preliminary Report
Media Release from 30 April 2009
Preliminary Accident Report
Audio of ATSB Briefing from 30 April 2009 (21:10)
Other A340 Plane Crashes
Other Emirates Safety Events
23 March 2009
Crash of a FedEx Express MD-11 near Tokyo on 23 March 2009
The aircraft was on a cargo flight from Guangzhou, China to Narita Airport near Tokyo, Japan. The aircraft bounced on landing, and contacted the runway a second time nose wheel first. The plane then rolled to the left, hit the runway with its left horizontal stabilizer and wing, caught fire and rolled over onto its back, coming to rest off the left side of the runway. Both crew members were killed. This was the first fatal accident at Narita Airport since it opened in 1978.
This was the fourth crash landing of an MD-11 that led to either fatalities or to the destruction of the aircraft. Two previous crashes involved FedEx Express, a July 1997 crash in Newark, New Jersey, and an October 1999 landing overrun at Subic Bay Airport in the Philippines. No one was killed in these two events. An August 1999 China Airlines crash landing in Hong Kong during a rain storm led to the death of three of the passengers on board. There have been three fatal crashes involving passengers, the most recent being the Hong Kong crash.
About two hundred MD-11s were built, and about 182 are currently in service. FedEx Express operates the world's largest MD-11 fleet with about 57 active aircraft. Well over half of all active MD-11s are flying as dedicated cargo aircraft, with many of them being converted passenger airliners (including about 19 aircraft operated by Lufthansa Cargo). In addition to the two MD-11 crashes, NTSB records indicate that FedEx MD-11 aircraft have been in at least five other landing incidents or accidents involving either a bounced landing or a tail strike.
Watch or listen to the AirSafe.com report on this accident below:
Audio: MP3 | Video: iPod/MP4 | WMV | YouTube
23 March 2009 Crash of a FedEx MD-11 near Tokyo
Other FedEx Express Plane Crashes
Other MD-11 Plane Crashes
Coincidentally, just a few hours after the FedEx Express crash, a Pilatus PC-12 aircraft crashed on approach to Butte, Montana. The aircraft had been on a flight from Orovile, California to Bozeman, Montana. The pilot changed the flight plane to Butte, MT, and the aircraft crashed about 500 feet (150 meters) from the airport. All 14 on board were killed, including several children.
This was the fourth crash landing of an MD-11 that led to either fatalities or to the destruction of the aircraft. Two previous crashes involved FedEx Express, a July 1997 crash in Newark, New Jersey, and an October 1999 landing overrun at Subic Bay Airport in the Philippines. No one was killed in these two events. An August 1999 China Airlines crash landing in Hong Kong during a rain storm led to the death of three of the passengers on board. There have been three fatal crashes involving passengers, the most recent being the Hong Kong crash.
About two hundred MD-11s were built, and about 182 are currently in service. FedEx Express operates the world's largest MD-11 fleet with about 57 active aircraft. Well over half of all active MD-11s are flying as dedicated cargo aircraft, with many of them being converted passenger airliners (including about 19 aircraft operated by Lufthansa Cargo). In addition to the two MD-11 crashes, NTSB records indicate that FedEx MD-11 aircraft have been in at least five other landing incidents or accidents involving either a bounced landing or a tail strike.
Watch or listen to the AirSafe.com report on this accident below:
Audio: MP3 | Video: iPod/MP4 | WMV | YouTube
23 March 2009 Crash of a FedEx MD-11 near Tokyo
Other FedEx Express Plane Crashes
Other MD-11 Plane Crashes
Coincidentally, just a few hours after the FedEx Express crash, a Pilatus PC-12 aircraft crashed on approach to Butte, Montana. The aircraft had been on a flight from Orovile, California to Bozeman, Montana. The pilot changed the flight plane to Butte, MT, and the aircraft crashed about 500 feet (150 meters) from the airport. All 14 on board were killed, including several children.
18 March 2009
New AAIB and NTSB 777 Safety Recommendations
In early March 2009, the AAIB released findings from the investigation of the January 2008 British Airways 777 accident that point to ice buildup in the fuel system as the key factor in the crash in London. On March 11th, 2009, the NTSB called for a redesign of the fuel system, and for the affected aircraft to have those changes installed within six months after the redesign is complete. Watch or listen to the AirSafe.com report on these updates below, or read the transcript.
Audio: MP3 | Video: iPod/MP4 | WMV | Google Video | YouTube
Report on March 2009 AAIB and NTSB Updates
For more videos, visit the AirSafe.com YouTube channel.
Audio: MP3 | Video: iPod/MP4 | WMV | Google Video | YouTube
Report on March 2009 AAIB and NTSB Updates
For more videos, visit the AirSafe.com YouTube channel.
13 March 2009
Fixing the Problem That May Have Caused the British Airways 777 Crash
Recent findings from the AAIB accident investigation point to ice buildup in the fuel system as the key factor in the January 2008 crash of a British Airways 777 in London. On March 11th, 2009, the NTSB called for a redesign of the fuel system, and for the affected aircraft to have those changes installed within six months after the redesign is complete.
You can hear this information in the podcast here or at at podcast.AirSafe.org
In the January 2008 crash, the flight from Beijing to London was routine until the the aircraft was on final approach, when both engines had an uncommanded power reduction, or engine rollback, which caused the plane to land short of the runway. Although the aircraft was seriously damaged, only one of the 136 passengers was seriously injured, and there were no serious injuries among the 16 crew members.
The Air Accidents Investigation Branch in the UK headed the investigation, with the help of several other organizations, including the aircraft manufacturer Boeing, the engine manufacturer Rolls Royce, and British Airways.
The series of updates and interim reports from the AAIB, the most recent of which was released in early March 2009, revealed that the likely cause of the dual engine rollback was ice blockage in a critical fuel system component that led to a reduction of fuel flow to the engine.
These findings didn't come easily. The AAIB focused its efforts on the fuel system because of the unusual conditions of the accident flight. That flight was exposed to rather cold atmospheric conditions, so cold that the crew changed altitudes at one point to fly through warmer air.
The AAIB reviewed the minimum fuel temperature data from over 141,000 777 flights. About 13,000 of these flights were on aircraft operating with the Rolls Royce Trent 800 series engine, the same kind as on the accident aircraft. Of those 13,000 flights, only 118 had fuel temperatures at takeoff that were at or below the takeoff fuel temperature of the accident flight, and during the approach phase, only 70 had fuel temperatures that were as low or lower than the fuel temperature on the accident flight.
The two most likely accident scenarios that were investigated by the AAIB both involved ice formation within the fuel system, leading to a reduction of fuel flow. This ice formation was possible because the aircraft fuel did contain some water. This kind of contamination is normal, and in fact the fuel from the accident aircraft was tested, and found to be in compliance with the appropriate fuel specifications.
After an extensive analysis of the fuel system, the AAIB concluded that the most likely scenario for the engine rollback was that ice formed in the fuel pipes within the main fuel tank, and that during the latter part of the approach phase of the flight, factors such as turbulence, aircraft pitch changes, and increasing temperatures could have contributed to the sudden release of accumulated ice into the fuel feed system of both engines. This ice would have restricted the fuel flow through a component called the fuel oil heat exchanger and would have led to the engine rollbacks.
The AAIB recommended that Boeing and Rolls Royce review the aircraft and engine fuel system design, and make changes that would prevent ice from restricting fuel flow through the fuel oil heat exchanger.
In the US, the National Transportation Safety Board went further, recommending that within six months of completing the redesign, that it be incorporated in all 777 aircraft using the Trent 800 engines. Some of the airlines that fly Trent 800 equipped triple sevens include Air New Zealand, American Airlines, British Airways, Cathay Pacific, Delta Airlines, El Al, Emirates, Kenya Airways, Malaysia Airlines, Singapore Airlines, and Thai Airways. There are about 220 such aircraft currently in service.
The NTSB's recommendations were influenced by a second 777 rollback event. On November 26, 2008, a Delta 777, powered by two Trent 800 series engines, experienced a single-engine rollback while in cruise on a flight from Shanghai to Atlanta. The crew was able to address the issue and continued the flight without incident. Later analysis indicated that there was a blockage of the fuel oil heat exchanger on that engine that was likely due to ice accumulation. Although the engine rollbacks on the British Airways accident aircraft and the Delta Airlines incident aircraft occurred during different phases of flight, the fuel temperatures at the time of the rollbacks were about equal.
Taken together, these developments are good news for the aviation community, especially passengers and crews flying on 777s equipped with Trent 800 engines. The investigative authorities have determined the likely cause of the event, the changes to the fuel system that are needed are well understood, and the engine and aircraft manufacturers are well on their way to developing solutions that will prevent similar occurrences in the future.
For more on this investigation, or for information about aviation safety or aviation security issues, please visit 777.AirSafe.org.
You can hear this information in the podcast here or at at podcast.AirSafe.org
In the January 2008 crash, the flight from Beijing to London was routine until the the aircraft was on final approach, when both engines had an uncommanded power reduction, or engine rollback, which caused the plane to land short of the runway. Although the aircraft was seriously damaged, only one of the 136 passengers was seriously injured, and there were no serious injuries among the 16 crew members.
The Air Accidents Investigation Branch in the UK headed the investigation, with the help of several other organizations, including the aircraft manufacturer Boeing, the engine manufacturer Rolls Royce, and British Airways.
The series of updates and interim reports from the AAIB, the most recent of which was released in early March 2009, revealed that the likely cause of the dual engine rollback was ice blockage in a critical fuel system component that led to a reduction of fuel flow to the engine.
These findings didn't come easily. The AAIB focused its efforts on the fuel system because of the unusual conditions of the accident flight. That flight was exposed to rather cold atmospheric conditions, so cold that the crew changed altitudes at one point to fly through warmer air.
The AAIB reviewed the minimum fuel temperature data from over 141,000 777 flights. About 13,000 of these flights were on aircraft operating with the Rolls Royce Trent 800 series engine, the same kind as on the accident aircraft. Of those 13,000 flights, only 118 had fuel temperatures at takeoff that were at or below the takeoff fuel temperature of the accident flight, and during the approach phase, only 70 had fuel temperatures that were as low or lower than the fuel temperature on the accident flight.
The two most likely accident scenarios that were investigated by the AAIB both involved ice formation within the fuel system, leading to a reduction of fuel flow. This ice formation was possible because the aircraft fuel did contain some water. This kind of contamination is normal, and in fact the fuel from the accident aircraft was tested, and found to be in compliance with the appropriate fuel specifications.
After an extensive analysis of the fuel system, the AAIB concluded that the most likely scenario for the engine rollback was that ice formed in the fuel pipes within the main fuel tank, and that during the latter part of the approach phase of the flight, factors such as turbulence, aircraft pitch changes, and increasing temperatures could have contributed to the sudden release of accumulated ice into the fuel feed system of both engines. This ice would have restricted the fuel flow through a component called the fuel oil heat exchanger and would have led to the engine rollbacks.
The AAIB recommended that Boeing and Rolls Royce review the aircraft and engine fuel system design, and make changes that would prevent ice from restricting fuel flow through the fuel oil heat exchanger.
In the US, the National Transportation Safety Board went further, recommending that within six months of completing the redesign, that it be incorporated in all 777 aircraft using the Trent 800 engines. Some of the airlines that fly Trent 800 equipped triple sevens include Air New Zealand, American Airlines, British Airways, Cathay Pacific, Delta Airlines, El Al, Emirates, Kenya Airways, Malaysia Airlines, Singapore Airlines, and Thai Airways. There are about 220 such aircraft currently in service.
The NTSB's recommendations were influenced by a second 777 rollback event. On November 26, 2008, a Delta 777, powered by two Trent 800 series engines, experienced a single-engine rollback while in cruise on a flight from Shanghai to Atlanta. The crew was able to address the issue and continued the flight without incident. Later analysis indicated that there was a blockage of the fuel oil heat exchanger on that engine that was likely due to ice accumulation. Although the engine rollbacks on the British Airways accident aircraft and the Delta Airlines incident aircraft occurred during different phases of flight, the fuel temperatures at the time of the rollbacks were about equal.
Taken together, these developments are good news for the aviation community, especially passengers and crews flying on 777s equipped with Trent 800 engines. The investigative authorities have determined the likely cause of the event, the changes to the fuel system that are needed are well understood, and the engine and aircraft manufacturers are well on their way to developing solutions that will prevent similar occurrences in the future.
For more on this investigation, or for information about aviation safety or aviation security issues, please visit 777.AirSafe.org.
25 February 2009
Turkish Airlines Plane Crash in Amsterdam
25 February 2009; Turkish Airlines 737-800; Amsterdam, Netherlands: The aircraft, on a scheduled international flight from Istanbul, Turkey, to Amsterdam, Netherlands crashed in a field about a mile (1.6 km) short of the runway. The fuselage was broken into three major sections, and both engines were torn off. There was apparently no post crash fire. Three crew members, including both pilots, were killed, as were at least six others among the 135 passengers and crew members.
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.
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.
14 February 2009
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
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
13 February 2009
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.
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.
11 February 2009
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
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
10 February 2009
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
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
24 January 2009
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
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
16 January 2009
Ditching of a US Airways A320 on the Hudson River in New York
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
08 January 2009
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.
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.
31 December 2008
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
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
Subscribe to:
Posts (Atom)
