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Politics and the Art and Science of Crash Investigation

Tuesday, April 5, 2011
By George Hatcher

Should art be mentioned here? Art is the expression or application of human creative skill and imagination. Surely this applies to investigation. It is only through imagining the sequence of what happened that what actually happened can be determined. Theoretically, scientific experimentation takes place in a vacuum, or at least in a neutral area where the laws of nature can be observed to run in a natural fashion, after which, conclusions are drawn. Attempts are made for the hypothesis to be untainted by factors such as “opinion,” “bias,” and “prejudice.” But it could not exist without human imagination.

But imagination is far from “imaginary.” Accident investigation is not scientific experimentation, but it is supposed to be based, like science, on handling conclusions based on neutrally observed but hard facts. The problem of course, is that the accidents being investigated do not occur in the careful measured neutrality of a lab, but in the messy, busy, interactivity of the real world. The search for the truth is a crucial thing, one of interest not only to the victims or families of the victims, but also the insurance companies, banks, aircraft manufacturers, airlines, future airline passengers…the list grows. The climate in which investigations take place is far from neutral, in spite of attempts for investigators to be professional.

If you look at the Comoros crash you can see the effects of clashes between the governmental institutions of Comoros and France, replete with name-calling, bias, and politics. This is equally true in the Air France 447 case, where political pressures exert invisible pressures. Consider the stake the country has in Air France, and in Airbus. In any investigation, it may be that the lives and careers of some very powerful people hinge on how an investigation goes, and even more so when a country like France adds the aspect of criminal proceedings.

The well-known world regulatory organizations over aviation industry trade groups (IATA, ICAO, AEA, ATA) have developed highly regulated procedures for investigation. We can only hope that the highly regulated and complex process of investigations can continue in as even a keel as possible, in spite of the turbulence coming from all interested parties. The world waits for answers, but politics inevitably set the stage, and like the observed but unseen air currents in weather, play a part, whether invisible or obvious. While there are some protections in place, (for example, NTSB reports can not be used as evidence lest the integrity investigation be compromised), we can never fully know what goes on behind the scenes.

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UN Plane Crashes in Stormy Congo

Tuesday, April 5, 2011
By George Hatcher
UN Plane Crashes in Stormy Congo

Click to view full size photo at Airliners.net
Contact photographer Robert Matthews

What: United Nations/Georgian Airways Canadair CL-600-2B19 Regional Jet CRJ-100ER en route from Kinshasa-N’Djili Airport (FIH) to Kisangani (FKI) and Entebbe (EBB), Uganda and back.
Where: Kinshasa-N’Djili Airport (FIH) Congo
When: 04 APR 2011 2 pm local time
Who: 29 passengers 3 crew
Why: On the final leg of the flight, the plane crashed in rainy weather. The pilot attempted a landing in heavy rain, and broke in two. There were some who initially survived who were taken to Biamba Marie Mutombo hospital in the town of Masina, which is fifteen minutes from the Kinshasa airport. Twenty UN workers were aboard. The plane ignited on contact.

One person survived the crash according to a UN Farhan Haq spokesman.

* A second source said the plane was a Fokker 834.

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Southwest Holey Terror Just the Beginning

Tuesday, April 5, 2011
By George Hatcher

What: Southwest Airlines Boeing 737-3H4 en route from Phoenix to Sacramento
Where: Yuma International Airport, AZ
When: 01 APR 2011
Who: 118 aboard
Why: A hole burst through the top of this Boeing while en route. The plane suffered decompression, descended to a safe level (when an attendant was injured) and made an emergency landing in Yuma.

The hole has opened a witch hunt on aging Boeings in search of the kind of metal fatigue that would result in a hole during operations now that the aluminum skin has been known to separate at the lap joints, where panels are spliced together. Although the incident did not result in death, it is being taken as a “warning.” 175 Boeing 737 are slated for examination, and maintenance programs (Southwest, FAA, Boeing) are being re-evaluated to take this into account.

Discussion of lap joint and the 3 rows of rivets. The skin separated at the lower rivet line. Pre-existing fatigue existed on the fracture surface. (Multi site damage.) The decompression happened 18.5 minutes after take-off, and no pre-indications. The flight crew immediately declared emergency.

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NTSB TEAM Investigating New Orleans Emergency Landing

Monday, April 4, 2011
By George Hatcher

On April 4, 2011, a United Airlines Airbus 320-232 with 109 passengers and crew aboard returned to the airport about 20 minutes after take-off due to electrical difficulties and smoke in the cockpit. On landing, the crew described a loss of anti-skid braking and nose-wheel steering and passengers had to exit via slide. (The right front slide failed.) Dan Bower is investigator-in-charge of the NTSB team including reps of Federal Aviation Administration,United Airlines, the Air Line Pilots Association, theAssociation of Flight Attendants, and the International Brotherhood of Teamsters and an Airbus rep appointed by the Bureau d’Enquêtes et d’Analyses (BEA) of the Government of France.

What: United Airlines Airbus A320-200 en route from New Orleans,LA to San Francisco,CA
Where: Louis Armstrong Airport
When: April 4 2011 7:20 a.m. after a 13 minute flight
Who: 100 passengers 5 crew
Why: After takeoff, the pilot reported smoke in the cockpit, and returned to the airport. The pilot reported losing all instruments, and landed on backup power, blowing out a tire and running off the runway. Passengers evacuated via slides.

After landing, passengers were taken to the Hilton.

TRANSCRIPT OF AIR TRAFFIC CONTROLLER, PILOT CONVERSATION
UA 497: Clear for takeoff runway 19, thank for you very much.
UA 497: We need to vector back to the airport, we got a smoke issue with the airplane.
N.O. Approach: Turn right 030 (degrees) and maintain 4,000 (feet.)
UA 497: 030 4,000. And we’d like the longest runway please.
N.O. Approach: There are men and equipment on the runway – they’re going to try to get them off now. Descend at pilot’s discretion. Maintain 2,000.
UA 497: We are declaring an emergency and please roll equipment for our landing please.
N.O. Approach: We are unable for (runway) 10, can you take (runway) 19?
UA 497: ..no..
N.O. Approach: Roger, we are clearing the runway now.
Airport operations: How much time do we have?
New Orleans Tower: I’d say they are about 11 miles to the west.
Airport operations: Tower, we can start trying to pull them off, but I don’t think we will get them all off in time.
N.O. Approach: United 497, Say souls on board and fuel remaining.
UA 497: 106 souls on board, fuel remaining 32,400 pounds.
N.O. Approach: They are still trying to get all the vehicles off the runway and 19 is still available if you like….
New Orleans Tower: … working as fast as they can (unintelligible) There is a bunch of equipment on there they’re tying to get off now.
UA 497: You need to clear it for us.
New Orleans Tower: I understand, sir. We’re getting them off as fast as we can.
N.O. Approach: Turn right heading 140, main 2,000 ….cleared ILS runway 10 approach.
New Orleans Tower: Can you verify the vehicles are exiting?
Airport operations: We are attempting to get the vehicles off right now, I’m removing the cones also.
New Orleans Tower: OK, cause I haven’t seen any of the vehicles move and the aircraft is ten to the northwest and they have to have runway 100.
N.O. Approach: United 497, Turn right heading 180.
UA 497: um…. We only have one… um … (Alarms sounding in background.)
N.O. Approach: United 497 say again sir?
New Orleans Tower: We need three minutes to get the runway clear.
UA 497: (alarms blaring) We’ve lost all our instruments right now and we’re going to need (directions)
N.O. Approach: United turn left heading, 20 degrees left
N.O. Approach: Just continue left turn, I’ll tell you when to stop.
UA 497: (unintelligible) What vector are we from the airport?
N.O. Approach: Right now sir you are on the 330 degree heading from the airport. Northwest of the airport for runway 19er. If you continue on this present heading you’ll set up on the shoreline for 19.
UA 497: Shoreline for 19.
N.O. Approach: I can set u up there or I can vector you, what’d you need?
UA 497: That’s fine.
N.O. Approach: (unintelligible…)You got the water, right?
UA 497: Yeah, we got the water and we’re going to stop here about 600 feet.
N.O. Approach: Roger that. The airport’s currently at your 1 o’clock and five miles.
UA 497: 1 o’clock and five miles roger.
New Orleans Tower to fire crews: Fox-6, next arrival runway 19er is our aircraft. And the aircraft is approximately 3 miles northwest runway 19er.
N.O. Approach: If you start your right turn now I can set you up on final.
UA 497: Start turn on final.
New Orleans Tower to fire crews: The aircraft is over the shoreline around two miles out. You do have permission to proceed on to the runway after he lands.
N.O. Approach: Make a right turn. The airport is off to yoru right side,
N.O. Approach: 497, clear to land 19er. You’ll be able to make it sir? Winds 180 at 16, gusts to 20, Clear to land. Runway 19er.
New Orleans Tower to fire trucks: Fox-5, this is our aircraft touvh ing down bow.
New Orleans Tower: Follow the aircraft down the runway.
New Orleans Tower: We’re going to need runway 10 operational. Runway 19er is fouled at this time.

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Limbo

Monday, April 4, 2011
By George Hatcher

They say that time heals all wounds. And in a sense that may be true even for the families who lost loved ones in a plane crash, as long as we can interpret “healing” to mean that time eventually eases the sharpness of the pain of loss. And while that degree of healing is something that happens with people because our nervous systems are built for survival and allow us to adapt to even agonizing loss, the same thing is not true of mechanical equipment. While people bathed in time may get a little better, black boxes, radar components and computers that sit in salt water for a long period of time do not get better. In fact a scientist could present us a ratio of the time an item spends in ocean water : accessibility of evidence in terms of a diminishing ratio of accessibility. Or in other words, the longer evidence soaks in salt water, the more diminished our capacity to analyze it. Not that the same ratio applies across the board, of course–the frailty of paper in salt water is not the same as metal. And rice paper would differ from bond which would differ from cardstock. But in general, one can certainly say the longer evidence sits in the ocean, the more degraded that item will be. Ocean-time won’t heal evidence; but it sure helps damage or destroy it. So any evidence that we find now has been quietly degrading for almost 2 years.

So now we have the news that the fourth search for the black boxes has turned up something even more stupendous–they found identifiable remains. Great hosannas and praise by the submarine-load is being lavished by the audience of a world who is transfixed by the news. How amazing it is that on this fourth search for a needle in a haystack, after two years time and ocean currents, and countless storms and tides, with each passing moment making discovery that much less likely, after all this, a needle is found. But who is the world praising? The searchers, certainly. The searchers have as they say these days “mad” skills. But let’s not praise the sponsors of the search.

If not for the sponsors quitting, this discovery would have been found two years ago, or sometime between then and now. Because let us not forget the sponsors of the search, Air France and Airbus—both of whom could well afford to continue—have THREE TIMES quit. Quit the search, leaving key questions unanswered. Quit the search, the black boxes with their priceless knowledge, unfound. Quit the search, and left the families dissatisfied, and without closure.

Nevermind that this is such a timely find. Days after a judge takes the high road of French law and declares Airbus and Air France open to a criminal investigation for the crash of Air France 447, suddenly we have such a “feel good” media moment. Bodies found. Good job, searchers. Bad job Air France. Bad job Airbus.

If you had not given up, (and let’s face it, your reasons were purely financial,) what is lost would have been less dispersed by currents and time. And perhaps what is more important, the families would not be having their wounds reopened. Because these are not live family members found. This will not be true joy and true relief. This is just re-opening that sense of grief and pain, which is torturous after the anesthetic of two years. For those families whose lost are still lost. And for those families now able to receive their two lost loved ones, the grief and pain will be renewed. It will force them to relive the deaths all over again. Because even when they’re found, they’re still lost.

The question remains, why did you ever quit the search? This Pandora’s box of pain could have been closed and laid to rest by now, if you had not quit. Shame on you.

Costuma-se dizer que o tempo cura todas as feridas. Em certo sentido, isso até pode ser verdade para as famílias que perderam entes queridos em acidentes aeronáuticos, contanto que interpretemos essa “cura” como um alívio à agudeza da dor e do sofrimento. E embora esse nível de cura seja algo possível às pessoas porque nosso sistema nervoso é projetado para sobreviver, permitindo que nos adaptemos à mais agonizante perda, o mesmo não é verdade para equipamentos mecânicos. Ainda que pessoas banhadas pelo tempo possam ficar um pouco melhores, caixas-pretas, peças de radar e computadores abandonados em água salgada por um longo tempo não ficam nem um pouco melhor. Na verdade, um cientista poderia nos apresentar uma relação em função do tempo que um item permanece em baixo d’água, demonstrando uma taxa decrescente de acessibilidade das evidências. Em outras palavras, quanto mais tempo uma evidência fica submersa, menor é nossa capacidade de analisá-la. Isso não significa que uma mesma taxa se aplique a todas as evidências – é claro que a fragilidade do papel na água não se equipara à do metal. De modo geral, contudo, pode-se afirmar que quanto mais tempo um item permanecer no mar, mas degradado ele ficará. O tempo no mar não trará cura às evidências, mas certamente ajudará a danificá-las ou destruí-las. Logo, qualquer evidência que encontremos agora terá enfrentado uma lenta degradação por quase dois anos.

Agora somos surpreendidos pela notícia de que a quarta busca pelas caixas-pretas encontrou algo ainda mais estupendo: corpos que podem ser identificados. Graças e louvores pelas descobertas submarinas têm sido dadas pelo público mundial que se mantém atento às notícias. Como é incrível que nessa quarta busca de uma agulha no palheiro, já após dois anos, com correntes oceânicas e diversas tempestades e marés, e com o passar do tempo tornando qualquer descoberta cada vez mais improvável, uma agulha tenha sido encontrada. E quem está sendo saudado pelo mundo? As equipes de busca, com certeza. Elas demonstraram habilidades verdadeiramente fenomenais. Mas não vamos enaltecer os patrocinadores das buscas.

Se os patrocinadores não tivessem desistido, essas descobertas teriam sido feitas há dois anos, ou em algum momento entre a data do acidente e hoje em dia. Por isso, não vamos esquecer que os patrocinadores das buscas, Air France e Airbus, que bem podiam ter arcado com sua continuidade, abandonaram-nas por três vezes. Abandonaram as buscas, deixando importantes perguntas sem resposta. Abandonaram as buscas, deixando perdidas as caixas-pretas e suas valiosas informações. Abandonaram as buscas, deixando famílias insatisfeitas e sem uma conclusão.

Não importa que essa descoberta seja tão oportuna. Dias após um juiz aplicar os rigores da lei francesa e declarar que a Airbus e a Air France podem ser investigadas criminalmente pelo acidente com o voo 447 da Air France, temos de repente um “agradável” momento na mídia. Corpos são encontrados. Bom trabalho, equipes de busca. Grande falha, Air France. Grande fracasso, Airbus.

Se vocês não tivessem desistido (e, sejamos francos, seus motivos foram puramente financeiros), as perdas teriam sido menos dispersadas pelas correntes marítimas e pelo tempo. E talvez, ainda mais importante, as famílias não teriam suas feridas reabertas. Como não estamos falando do encontro de sobreviventes, essas descobertas não trarão verdadeiro alívio e verdadeira felicidade. Elas apenas servirão para recrudescer aquela sensação de dor e sofrimento, que é uma tortura após dois anos de anestesia. Para aquelas famílias cujos entes queridos não serão encontrados, e para as demais que agora receberão os restos de seus familiares, a dor e o sofrimento serão renovados. Isso as forçará a reviver as mortes mais uma vez.

Porque, mesmo encontrados, eles continuam perdidos.

A dúvida permanece: “Por que vocês desistiram das buscas?” Se vocês não tivessem desistido, essa Caixa de Pandora de dor já poderia ter sido fechada e enterrada a essa altura. Vocês deviam se envergonhar!

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Boeing Fuselage Fails

Monday, April 4, 2011
By George Hatcher

What: Southwest Airlines Boeing en route from Phoenix to Sacramento
Where: Yuma Marine Corps Air Station, Arizona
When: April 1, 2011
Who: 118 passengers
Why: While en route, after what sounded like an explosion, a three foot hole opened up in the roof, straight through the fuselage. After rapid decompression, the pilots diverted to Yuma Marine Corps air Station. There were no injuries among the passengers but one fight attendant was hurt. Some passengers passed out when their oxygen wasn’t working.

Subsequent to the initial event, more planes were found with similar issues. (More to come)

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Alitalia Airbus Emergency Landing

Sunday, April 3, 2011
By George Hatcher
Alitalia Airbus Emergency Landing

Click to view full size photo at Airliners.net
Contact photographer Erezms

What: Alitalia Airbus A321-200 en route from Palermo to Rome Fiumicino Italy
Where: Palermo
When: Apr 3rd 2011
Who: 150 passengers
Why: While en route, the crew encountered an undesignated technical problem.

The crew returned to Palermo where they made a safe landing. The Airbus was flown to Milan for examination and repair.

Passengers were provided alternative flights.

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American Airlines Emergency Landing in NYC

Sunday, April 3, 2011
By George Hatcher

What: American Airlines Boeing 757-200 en route from Boston,MA to Saint Thomas US Virgin Islands
Where: Atlantic
When: Apr 3rd 2011
Who: 157 aboard
Why: While en route, the flight developed a problem with cabin pressure. The flight was 150nm southeast of New York City at the time. They descended to 10,000 feet for the sake of the pressure.

Then the pilots diverted to jfk to make a safe landing.

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Lufthansa Emergency Landing

Saturday, April 2, 2011
By George Hatcher
Lufthansa Emergency Landing

Click to view full size photo at Airliners.net
Contact photographer Ralf Meyermann

What: Lufthansa Airbus A320-200 en route from Frankfurt to Moscow
Where: Frankfurt
When: Apr 2nd 2011
Who: 80 passengers
Why: Engine exhaust increased in temperature. The pilots returned to Frankfort where they made a safe landing. Passengers were provided a replacement flight 3 hours later.

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American Airlines Flight Cancelled Due to Tail Strike

Friday, April 1, 2011
By George Hatcher
American Airlines Flight Cancelled Due to Tail Strike

Click to view full size photo at Airliners.net
Contact photographer Rodrigo Carvalho

What: American Airlines Boeing 767-300 en route from Dallas to Santiago Chile
Where: Dallas
When: Apr 1st 2011
Who: 170 passengers 12 crew
Why: After taking off from Dallas/ft Worth, the crew returned to the airport because of a tail strike. They made a safe landing 30 minutes after takeoff. The flight was cancelled.

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Hard Landing in Cairo by Egyptair

Friday, April 1, 2011
By George Hatcher
Hard Landing in Cairo by Egyptair

Click to view full size photo at Airliners.net
Contact photographer Giovanni Verbeeck

What: Egyptair Airbus A321-200 en route from Brussels (Belgium) to Cairo (Egypt)
Where: Cairo
When: Apr 1st 2011
Who: 76 passengers
Why: On landing at Cairo, the crew aborted the initial approach on receipt of an unsafe gear indication.The plane rotated with the airport to the right, and leveled off.

The cabin crew announced the flight would be landing later due to traffic then made a hard landing on runway 23L. The plane rolled out, with firetrucks on standby. The landing gear was examined on the runway.

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Florida Weather Blasts Airshow, Tornadoes Toy with planes

Thursday, March 31, 2011
By George Hatcher
Florida Weather Blasts Airshow, Tornadoes Toy with planes

What: Lakeland Linder Regional 2011 Sun n’ Fun fly-in and exposition
Where: Central Florida
When: March 31 2011
Who: Multiple injuries, no fatalities
Why: A tornado disrupted a central Florida airshow, although reports that a hanger collapsed on spectators is false. Seven people reported injuries but there were no fatalities. Heavy winds, damaging rain, fallen trees, and alot of wrecked planes. The airshow is planning on reopening Friday. You have to give them credit for that.

And elsewhere in Florida, the storm caused more problems. At Cape Canaveral exercises were put on hold while the storm passed through.

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Tenerife Tail Strike

Thursday, March 31, 2011
By George Hatcher

What: TUIFly Boeing 737-800 en route from Tenerife Sur Reina Sofia, Spain to Frankfurt Germany
Where: Tenerife
When: Mar 27th 2011
Why: On the runway, the Boeing and struck its tail and rejected takeoff. There was substantial damage to the plane. Passengers disembarked after the pilot told them there was a fault in the instruments. We can only speculate: There is some disagreement whether this was due to instrumentation, poorly balanced load or human error.

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Criminalization of Error

Thursday, March 31, 2011
By George Hatcher

Criminalization of error. That’s what aviation safety experts are worried about, after France’s potential criminal treatment of the flight of Air France flight 447. Experts complain that criminalization will inhibit voluntary disclosure.

What’s that?

No such thing as voluntary disclosure. If there were, perhaps research of the truth would not have to be so dependent on the black boxes.

What have they disclosed thus far? Before anyone mentioned criminalization, had Air France stepped up to the plate? It’s not like anyone at Air France or Airbus announced to the world “I knew Thales pitot tubes were faulty and had the potential of freezing over at high altitudes.”

No. Besides, it’s the just way these cases are handled in France, Mise en Examen.

The French magistrate indicated that Air France may bear responsibility for failing to alert pilots to faulty air-speed sensors.

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Controller Suspended by FAA

Thursday, March 31, 2011
By George Hatcher

The single-engine, four-seat Cirrus SR22 was on course for Kissimmee, Fla., and maintaining altitude at 11,000 feet, but had not responded to repeated contact attempts from controllers; at the same time, ten miles behind the Cirrus at 12,000 feet was Southwest Flight 821, a Boeing 737. Rather than following the protocol for unresponsive aircraft, the supervisor asked the Boeing to visually check the Cirrus cockpit. The Boeing did so, reporting 2 people in the cockpit. Both planes landed safely.

But the planes violated proximity guidelines. The Boeing could have caused air turbulence upsetting the Cirrus. They flew too close. As a consequence, the FAA suspending the FAA controller, and they are reviewing procedures, and training practices.

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4 Lost in Chopper Crash in Austrian Lake

Wednesday, March 30, 2011
By George Hatcher
4 Lost in Chopper Crash in Austrian Lake

What: Eurocopter EC135P2 Helicopter registration OE-BXF
Where: Lake Achensee, Austria
When: March 31, 2011
Who: 4 crew members, 4 fatalities
Why: During a border inspection flight, the helicopter was flying very low, and tipped the surface lightly, the helicopter shot up, then fell. The helicopter had a crew of 3 Tyroleans and one Swiss. The air rescue and mountain guide, Stephen L. (38) was found floating; Pilot Mark P. (41), Mr Herbert F. (53) from the state police, and a Swiss civil servant (43) were not found until evening. They appeared to have been trapped in the cockpit. The pilot had 2,500 flight hours,and the helicopter was new.

Fire and water emergency personnel responded, and (3 rescue helicopters and 43 divers) dive teams are on site using sonar imaging. They are looking for the black box so they can learn the details of the crash.

In 2009 in Syria, two people died in an EC 135 helicopter.

Contact Photographer Andreas Stoeckl

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Smoke in American Airlines Flight

Wednesday, March 30, 2011
By George Hatcher
Smoke in American Airlines Flight

Click to view full size photo at Airliners.net
Contact photographer

What: American Airlines McDonnell Douglas MD-82 en route from Fort Myers to Dallas TX
Where: Jacksonville
When: Mar 30th 2011
Why: While en route, the crew smelled smoke in the cabin.

They diverted to Jacksonville. By the time they landed, the odor dissipated. The plane was examined; and a replacement MD-83 was flown in.

Passengers arrived 2 and a half hours late.

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Aires Bombardier Flies One Engine Down

Wednesday, March 30, 2011
By George Hatcher

What: Aires Bombardier Dash 8 en route from Medellin to Monteria
Where: Monteria
When: Mar 20th 2011, 20 min after takeoff
Who: 32 passengers 4 crew
Why: Twenty minutes into the 55 minute flight, one of the engines was shut down due to engine trouble. The pilot wanted to land at Caucasia but there was too much fuel, so flew on to the destination at Monteria with its longer runway (6280 feet)) with one engine down.

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NTSB Releases Safety Recommendations

Tuesday, March 29, 2011
By George Hatcher

Partial summary of what is included

incorporate in Aircraft Flight Manuals a committed-to-stop point in the landing sequence
subpart K operators and Part 142 training schools to incorporate the information
establish, and ensure that pilots adhere to, standard operating procedures.
principal operations inspectors ensure that pilots use the same checklists in operations that they used during training for normal, abnormal, and emergency conditions.
require manufacturers to revise existing, checklists to require pilots to clearly call out and respond with the actual flap position
revise/describe terms severe thunderstorms, such as “bow echo,” “derecho,” and “mesoscale convective system.”
revise regulations and policies to permit appropriate prescription use
require fatigue education (training and policy for doctors and pilots)
runway excursion prevention development
wet runway landing data information provided to pilots
pilot in command line checks demonstrating expertise

Safety Recommendation .pdf

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Ethiopia Flight 409-Pilot Error or something More?

Tuesday, March 29, 2011
By Anonymous Experts
Ethiopia Flight 409-Pilot Error or something More?

From the Official Report :

The Captain only had 188 hours on the B737-700/800.
The 1st officer had 350 hours on the B737-700/800.

I’m sorry to partially disagree with the opinion of those who believe the Ethiopia Flight 409 is an open and shut pilot-error case. True, it does not look like there’s much B737 experience.

But lack of experience is no grounds for lack of skills or reckless operation.

Besides, I find hard to accept the fact that two pilots deliberately flew direct to the heart of a super cell. There must be a technical issue there such as inoperative weather radar (I mean that became inoperative after takeoff). Even a “green” pilot knows better than take a direct heading to a massive thunderstorm.

Although if we decide to label the two pilots as “inexperienced” that means questioning all the training/promotion process of Air Ethiopia.

What does the Air Ethiopia OPERATIONS MANUAL protocol assign as a pilot’s training minimum qualifications for Captain and for First Officers?

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US Airways Boeing Mystery Puncture

Tuesday, March 29, 2011
By George Hatcher

What: US Airways 737
Where: Charlotte-Douglas International Airport
When: March 28, 2011
Who: pilot
Why: Prior to takeoff, a small hole was discovered in the fuselage toward the back of the aircraft on the left side. The flight was cancelled, and the plane was taken out of service. The last flight had been Philadelphia to Charlotte. The cause of the hole has not been determined but the FBI is investigating if it might be a bullet hole that extends from the exterior into the cabin

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