USA

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    Turbulence: Rough Ride on United Airlines

    United Boeing 737-700 #N23708 en route from Denver to Billings had 114 passengers and 5 crew when it encountered turbulence. The tower reported winds at “200 at 2-8 gust 3-6.”

    Fifteen minutes outside of landing, three crew and two passengers sustained injury. According to interviews, one flight attendant struck the ceiling, and also a passenger. An infant flew out of its parents arms and landed on a seat when it felt like the plane dropped. Passengers complained of inadequate feedback from the airline.

    Pilots declared an emergency; and after they landed safely with emergency services on standby, they taxied to the gate. The flight attendant who struck the ceiling knocked out a ceiling panel and suffered a bleeding wound for which “medical attention at the gate” was requested. One flight attendant is in intensive care.

    One passenger in the video below says it felt like the plane was “hit from the bottom.” At that point, loose items in the cabin were disturbed.

    In George’s Point of View

    We can only hope that one day they will have a fix for turbulence. This is terrible.

    See Videos Below


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    UPS Flight 1354 Agenda and Media Logistics for Investigative Hearing


    The National Transportation Safety Board today released the agenda for the investigative hearing on the ongoing investigation into the Aug. 14, 2013 crash of UPS Airlines flight 1354, an Airbus A300-600, on approach to Birmingham-Shuttlesworth International Airport in Birmingham, Ala.

    The hearing will be held February 20 at the NTSB’s Board Room and Conference Center at 429 L’Enfant Plaza SW in Washington and begins at 8:30 a.m.

    Hearing witnesses, including representatives of the Federal Aviation Administration, Airbus, UPS Airlines, Independent Pilots Association and the Transport Workers Union will testify and answer questions from NTSB Board members, technical staff, and parties about non-precision approaches, human factors and flight dispatch issues. The agenda, list of panel witnesses, biographies and other related information is available at the hearing event page at http://www.ntsb.gov/news/events/2014/ups1354_hearing/index.html

    Investigative exhibits for the hearing will be placed in the electronic docket at the start of the hearing and will also be available on the hearing event page once the hearing begins.

    NTSB Chairman Deborah A.P. Hersman will be available to answer questions from the media at the conclusion of the hearing. Additional details about the availability will be included in an advisory on Wednesday.

    Television coverage of the proceedings will be by network pool provided by CNN. Escorted cutaway for video media will be permitted for brief periods throughout the hearing. Still photographers will be permitted in the seating area of the Board Room and by escort to areas in front of the witness panels.

    Because of construction at and around L’Enfant Plaza, satellite and other media trucks will have to check in for parking and running cable through the construction zone. Please RSVP to eric.weiss@ntsb.gov by Feb. 19. Media access to the Board Room is available beginning at 7:30 a.m.

    A media room is also available with tables, chairs and an audio mult box. Generally-accepted media credentials will be required for access to the media room. In addition, a fully equipped overflow room has been established and will serve as a storage area for video equipment during the hearing.

    Seating for the general public in the Board Room is on a first-come, first-served basis. The hearing will be webcast live. Access to the webcast can be found at www.ntsb.gov.

    ===
    The National Transportation Safety Board has scheduled an investigative hearing on February 20 into the crash of a UPS Airbus A300-600 on approach to Birmingham-Shuttlesworth International Airport in Birmingham, Ala., on Aug. 14, 2013.

    The two flight crew members were killed and the airplane was destroyed when it impacted the ground less than a mile short of Runway 18. The cargo flight had originated from Louisville, Ky. Runway 18 was being used because the main runway at the airport was closed for repairs at the time of the airplane’s arrival.

    The one-day hearing will examine:

    Execution of non-precision approaches, including initial and recurrent training, adherence to standard operating procedures, and proficiency
    Human factors issues associated with effective crew coordination and resource management applicable to this accident, including decision-making, communication, fatigue and fitness for duty, as well as monitoring and cross-checking, policies, standard operating procedures, guidance, and training provided to UPS crewmembers.
    Dispatch procedures, including the training, evaluation, roles and responsibilities of UPS dispatchers and the limitations of dispatch-related software.
    The investigation is ongoing and this hearing will develop additional facts to support the investigation. The hearing will be held in the NTSB Board Room and Conference Center in Washington, D.C. A detailed agenda and a list of attendees will be forthcoming.

    Parties to the hearing will include the Federal Aviation Administration, UPS, Airbus, the Independent Pilots Association and the Transport Workers Union. The accredited representative from the French Bureau d’Enquêtes et d’Analyses pour la sécurité de l’aviation civile (BEA) will participate on the technical panels.

    The determination of the probable cause of the crash will be released when the investigation is complete. Just prior to the start of the hearing, the public docket will be opened. Included in the docket are photographs, interview transcripts and other documents.

    ____________________________________________________________________________________________

    NTSB public events are also streamed live via webcast. Webcasts are archived for a period of three months from the time of the meeting. Webcast archives are generally available by the end of the event day for public Meetings, and by the end of the next day for Technical conferences.

    If you wish to obtain a copy of NTSB meetings, please contact the NTSB Records Management Division at (202) 314-6551 or 800-877-6799. You may also request this information from the NTSB web site or write the following: National Transportation Safety Board, Records Management Division (CIO-40), 490 L’Enfant Plaza, SW,Washington, DC 20594.

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    Telluride Crash kills three pilots


    At 11:20 a.m. Sunday, three pilots were en route from Telluride Regional Airport to Cortez, Colorado. After the Arizona Cloudbusters Inc Beechcraft 35-33 Debonair “disappeared,” the Civil Air Patrol instituted a search and found the wreckage a mile from the airport. Sherry Anderson, 57, and Sherman Anderson, 64, of Phoenix, and Eric Durban, 48, of Mesa, died in the single-engine plane crash. There was light snow, one mile visibility and light wind at the time of takeoff. Shortly after takeoff, the plane impacted mountainous terrain then caught fire.

    The Andersons were commercial pilots. Durban was a military pilot. They were members of Arizona Cloudbusters Flying Club.

    Their last communication was with Telluride airport on takeoff at 12:40p.m. which is when ATC instituted the search. The plane was spotted at 5:17 pm.

    An investigation is underway.

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    Wellington Florida Plane Crash


    A Sonex, a two-seat homebuilt kit plane crashed into a lake at Greenbriar Dog Park a mile from Wellington Aero Club, killing the one person aboard the plane. The pilot, Leonard “Link” McGarity had been practicing “touch and goes” The accident occurred on Feb 17 in the morning. By 12:55 rescue crews were on the scene but unable to assist as the pilot died at the scene. McGarity was a longtime professional pilot who flew for American Airlines and Marine helicopters, and had a residence at Wellington Aero Club.

    Prior to the crash, witnesses heard the plane sputter.

    The Wellington Aero Club is a community built around a runway. A neighbor who is a seasoned aviator was quoted saying of McGarity, “If this happened to him, it’s something wrong with the plane, not him. He knew what he was doing.”

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    Dulles Crew Finds Dead Stowaway

    A South African Airways Airbus A340 at Dulles International Airport flew from Johannesburg, South Africa to Dakar, Senegal to Virginia with an extra passenger. Crew discovered the body in the wheel well on Thursday. FBI, U.S. customs, border patrol, fire and rescue crews and Dulles police responded to the scene. Fairfax County Medical Examiner’s Office has custody of the body.

    See the Videos


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    Alaska Airlines Emergency Landing

    On Feb 10 2013, Alaska Airlines flight 837 en route from Norman Y Mineta San Jose Int’l Airport to Honolulu departed and returned to Mineta San Jose after a power problem in a navigation system an hour into the flight. 132 passengers and six crew were aboard.

    When the captain decided to return to Mineta San Jose, the San Jose Fire Department was on standby.

    The Boeing 737-800 (738) made a safe landing at 9:40 a.m after two hours in the air, and did not need towing.

    The replacement flight was scheduled to leave at 10:45.

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    Pressure-loss and Smoke at 10,000 Feet

    I write a lot of shorthand. Not real secretarial shorthand but the kind that sums up major panicfests into four lines without even an exclamation point. A plane made an emergency landing at such and such a place after it filled with smoke. These people were hurt (or they weren’t), this broke on the plane (or it didn’t) and somebody broke something worse than a nail while exiting via the emergency slide (or they didn’t). I usually don’t have access to a lot of passenger interviews that talk about the terrifying moments between when they found out they were on a plane with issues, and when they were actually safe on the ground, and I mean literally on the ground, probably kissing it for good measure. Well, just because I don’t get a birds-eye view inside a plane showing everyone the human story while the pilots are duking it out in the cockpit for the sake of survival doesn’t mean there aren’t as many passionate plane stories as there are people in the plane. So I do have to apologize once in a while, for my tendency to rattle off the facts. I try to maintain my objectivity most of the time, so some of this news may come across as dull. I feel pretty certain no one aboard the planes feels like its dull.

    So on 29-JAN-2014, there was an emergency landing in Delaware after a Mesa Airlines/United Express CRJ 700 (Canadair CL-600-2C10 Regional Jet CRJ-701ER) Dulles-Boston flight got smokey in the cabin, and the oxygen masks dropped down, both pretty good indicators that something was wrong. They made a safe landing though, in New Castle Airport. There was a loss of pressure, and they descended to 10,000 feet before they landed at 9:55.

    In fact, here’s someone’s twitter about it, probably a passenger.

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    NTSB to Hold Investigative Hearing Into August 2013 UPS A300 crash in Birmingham, Ala.


    NTSB to Hold Investigative Hearing Into August 2013 UPS A300 crash in Birmingham, Ala.

    Jan. 30, 2014
    WASHINGTON – The National Transportation Safety Board has scheduled an investigative hearing on February 20 into the crash of a UPS Airbus A300-600 on approach to Birmingham-Shuttlesworth International Airport in Birmingham, Ala., on Aug. 14, 2013.
    The two flight crew members were killed and the airplane was destroyed when it impacted the ground less than a mile short of Runway 18. The cargo flight had originated from Louisville, Ky. Runway 18 was being used because the main runway at the airport was closed for repairs at the time of the airplane’s arrival.
    The one-day hearing will examine:
    • Execution of non-precision approaches, including initial and recurrent training, adherence to standard operating procedures, and proficiency
    • Human factors issues associated with effective crew coordination and resource management applicable to this accident, including decision-making, communication, fatigue and fitness for duty, as well as monitoring and cross-checking, policies, standard operating procedures, guidance, and training provided to UPS crewmembers.
    • Dispatch procedures, including the training, evaluation, roles and responsibilities of UPS dispatchers and the limitations of dispatch-related software.
    The investigation is ongoing and this hearing will develop additional facts to support the investigation. The hearing will be held in the NTSB Board Room and Conference Center in Washington, D.C. A detailed agenda and a list of attendees will be forthcoming.
    Parties to the hearing will include the Federal Aviation Administration, UPS, Airbus, the Independent Pilots Association and the Transport Workers Union. The accredited representative from the French Bureau d’Enquêtes et d’Analyses pour la sécurité de l’aviation civile (BEA) will participate on the technical panels.
    The determination of the probable cause of the crash will be released when the investigation is complete. Just prior to the start of the hearing, the public docket will be opened. Included in the docket are photographs, interview transcripts and other documents.

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    United Express No Lefts Turn Out All Right

    On January 27, 2013, a United Express Jet’s ailerons mid-flight failure fifty miles out forced the pilot of the Shreveport-Denver flight to make an emergency diversion and landing in Wichita.

    The pilot of the Embraer EMB-145XR Flight ? ASQ6099 could not turn left but made a safe landing at Mid-Continent Airport. Kudos to the pilot for figuring out how three lefts make a right (or something to that effect.)

    None of the thirty-nine passengers reported injury.

    Emergency services responded to the scene.

    After the plane taxied to the gate, UE provided transportation alternatives to the passengers.

    We can’t wait to hear what was wrong with the ailerons. Maintenance?

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    No Flaps—Fast Landing

    Delta flight 5104 carrying 47 people from Atlanta to Allentown made an emergency landing at Lehigh Valley International Airport after the Canadair Regional Jet CRJ-200 developed problems with its flaps.

    Lehigh Valley International Airport is a regular stop on 5106.

    Air traffic control was notified at 6:35 p.m. and within twenty minutes the flight had made a fast landing without flaps—a fast landing because flaps help the plane slow down.

    No injuries were reported.
    Video Below

    /a>video solutions

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    Emergency Landing in Phoenix


    US Airways Phoenix to Philly developed engine vibration in a left engine and returned to Phoenix.

    The Boeing 757 circled Phoenix Sky Harbor International Airport for 90 minutes to burn off fuel then in spite of unwanted oscillation, made a safe landing at 10:50 a.m. Passengers were provided other flights.

    The plane and its engine’s bad vibes are being inspected.

    Jan 16: Flight Aware Tracking of Flight AWE714

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    Turbulence over Atlanta

    On January 10, a Delta Airlines Boeing 757-200 en route from Jacksonville to Atlanta encountered turbulence on approach to Atlanta.

    A flight attendant was injured.

    No other injuries were reported.

    The incident is under investigation.

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    Southwest Flight Lands at Wrong Airport; Pilots Suspended

    The pilots who flew flight 4013 (Southwest Airlines Boeing 737-700) and landed at the wrong airport nine miles from the correct airport on Sunday have been suspended. Yes, they landed safely but at the wrong airport. Hello. The PIC and copilot have a combined flight experience of twenty-six years. Guess they weren’t (as the video says) “paying attention.”

    Nothing for the passengers to worry their pretty little heads about.
    Please note the above line is sarcasm.

    Southwest Airlines said:

    “The Southwest Airlines Pilot in command of flight #4013 safely landed at (PLK) Taney County airport this evening. The Boeing 737-700 carried 124 Customers and a crew of five and was operating as a scheduled flight from Chicago Midway to Branson.

    Our ground crew from the Branson airport has arrived at the airport to take care of our Customers and their baggage. The landing was uneventful, and all Customers and Crew are safe.”

    The runway was half as long as normal, the plane stopping three hundred feet short of the drop off at the runway’s end.

    The PIC was cleared to land at Branson, right before it nailed the landing at M. Graham Clark Downtown Airport.

    So we’re all waiting for the investigation to hear the answers to why it happened, why the co-pilot didn’t catch the mistake (or maybe he did?), if confusion between Branson and Southwest is a common thing, and all those other questions that come up.

    See Videos Below

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    Sikorsky Down off Norfolk, Va Beach


    A US Navy Sikorsky MH-53E Sea Dragon crashed off a Norfolk Virginia beach, killing one of five aboard. The helicopter was assigned to Helicopter Mine Countermeasures Squadron Fourteen.

    Three were injured and hospitalized at at Sentara Norfolk General Hospital. A rescue team is searching for one crewman who is still missing.

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    Copilot Dies in Aspen Crash, Two Survivors


    A Canadair CL-600 that burst into flames off the right side of the runway on its second go-round after it veered and flipped off Aspen’s challenging mountain-surrounded runway was registered to the Bank of Utah in Salt Lake City and flown from Tucson. The crash killed the Mexican co-pilot Sergio Carranza Brabata. The Mexican PIC Pilot Miguel Henriqez and passenger Moises Carranza survived with injuries. Both were hospitalized at Aspen Valley Hospital. Everyone aboard was a pilot.

    The crash occurred at at 12:22 p.m in ten degree weather and gusty winds; it had been snowing in the area but not at the airport.

    Videos below

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    USB Drive Mistaken for a Bomb

    A stowaway USB flash drive on American Airlines Flight #24 from San Francisco caused the crew to divert to Kansas City International airport.

    The USB flash drive, found in the bathroom, was mistaken for a bomb.

    Two hundred and twenty-seven passengers were bussed to the terminal, and then bussed back after it turned out to be someone’s lost flash drive.

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    NTSB ISSUES FIVE NEW GENERAL AVIATION SAFETY ALERTS


    The National Transportation Safety Board issued five new Safety Alerts last week that provide general aviation (GA) pilots with mitigating strategies for preventing accidents. These Safety Alerts follow five that were issued in March at a Board Meeting that focused on the most frequent types of general aviation accidents.

    “Knowing these accidents, which sometimes include entire families, can be prevented is why ‘General Aviation Safety’ is on our Most Wanted List of transportation safety improvements,” said NTSB Chairman Deborah A.P. Hersman. “At a time when many people are putting together their list of resolutions for the coming year, these five Safety Alerts remind pilots, mechanics and passengers of basic safety precautions to add to their checklists to ensure a safe flight for all on board.”

    A Safety Alert is a brief information sheet that pinpoints a particular safety hazard and offers practical remedies to address the issue.

    The five Safety Alerts issued last week are:

    • Check Your Restraints
    • Engine Power Loss Due to Carburetor Icing
    • “Armed” for Safety: Emergency Locator Transmitters
    • All Secure, All Clear (securing items in the aircraft cabin)
    • Proper Use of Fiber or Nylon Self-Locking Nuts

    The NTSB is charged with investigating about 1,500 aviation accidents annually. Each year, about 475 pilots and passengers are killed and hundreds more are seriously injured in GA accidents in the United States.

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    Boeing 737 Hit


    On December 22nd 2014, a Delta Airlines Boeing 737 was damaged by a large container used by DGS cleaning company. The impact tore a hole behind the wing.

    The 737 was parked at gate B37 Terminal 4.

    DGS (http://deltaglobalaviation.com) offers jobs for aircraft cleaners, skycaps, and ramp agents. I don’t see dumpster driving on their list….

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    Mishaps of the day

    Some events that happened today:

    • December 16, 2013, on JetBlue Flight 836#N661JB, the Airbus A320 arrived at the gate at JFK airport, New York, and the left wing struck the jet bridge. There was only minor damage and no injuries reported.
    • In Farmington NY on December 17, 2013, a Piper PA28#N43080 engine caught fire when the plane started up. The fire was extinguished, with unknown damage.
    • December 16, 2013, a Lancair/235#N15TG landing at John’s Island Charleston SC, when the nose gear collapsed. Minor damage was reported.
    • December 16, 2013, a Cessna/172 #N421ER was taxiing when the wing struck a light pole. The accident occurred in Wickenburg Arizona. Minor damage was reported.
    • December 16, 2013, an experimental plane, a Zenith 601#N581SL crashed in Leakey Texas under unknown conditions.
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    Automated Cockpit Props up Undertrained Pilots

    The Asiana investigation continues.

    Back in July, the pilot who was insecure about making a visual approach in a 777 crashed at San Francisco International Airport on a visual approach in Asiana Flight 214’s Boeing 777. Specifically, he told NTSB investigators “it was very difficult to perform a visual approach with a heavy airplane.” The glideslope was not working at the San Francisco airport, and that was an instrument the (*undertrained) pilot was relying on. The plane came in so low the tail struck the seawall and broke off. The video below shows the plane rotate 360 degrees and catch fire by the runway.

    New Asiana Crash Video

    Video with news commentary

    Before impact, the relief pilot in the jump seat repeated several times “sink rate” trying to warn the pilots at the controls that the jet was too quickly losing altitude. One of the pilots said “It’s low.” Then there was a stick shaker alert (which occurs when the plane is about to stall from flying too slowly. I once had a pilot do a presentation that included the disturbing grinding of the stick shaker alarm as it violently vibrated the control yoke. It’s an alarming direction to the pilots to increase thrust.)

    When the stick shaker went off, the instructor called for a go around. It went off four seconds before impact. It was too late.

    Both the instructor and the captain were relying on the auto throttle, and both were unaware it was off.

    In George’s Point of View

    I do not know how anyone can watch the surveillance video of the Asiana crash and not marvel that of the three hundred and seven people aboard the plane, there were only three deaths.

    I’m not discounting the wounds of the injured, nor those three deaths, nor the tragedy of one of the teen victims being run over by an airport crash tender. (That’s a whole tragedy by itself—who knows if she might have survived but for being so obscured by foam that she was not visible to crash responders—through the firemen who carried her out surely must have known she was there.)

    A dozen critically injured, a hundred-sixty-nine injured, but only three deaths.

    It’s nothing short of a miracle. Especially on inspecting the condition of the burned out shell of the hull. Especially on reviewing the just-released surveillance video that shows the plane splintering after impacting the firewall, cartwheeling like a crippled gymnast down the runway and dissolving into a cloud of dust and flame. No jet fuel fire here——leaking oil ignited as it poured on to a hot engine.

    The Kazan crash (Tatarstan Airlines Flight 363) from November 17th is fresh in my mind. Everyone aboard–fifty people (forty-four passengers and six crew) all died. The plane just fell from the sky while landing at an impossible 75-degree-nose-down attitude, piloted by a pilot whose license is apparently fake. Everyone in that crash died. (Tatarstan surveillance below.)

    Of course one can see the physics—that everyone on the Tatarstan flight received the full direct impact, versus how the rolling of the Asiana plane dispersed some of the impact energy. Still, there is tremendous force in a crash.

    I know I should be talking about pilot training, because this is yet another crash that appears to be due to pilots becoming too dependent on technology. But I will focus on that another day. Right now, I am overwhelmed after looking at the crash tape.

    Asiana—Cartwheeling Catastrophe
    I am surprised that I have neither heard or seen choruses of amazement that all but three people survived the rolling catastrophe in San Francisco. Some credit should perhaps go to the rescue crew, quick actions of the cabin crew, performance of the emergency slides, and maybe even the aerodynamics of the 777 whose seats are required to withstand 16g of dynamic force.

    Sure, there was error involved in this crash, but when you look at the survival rate, some credit is due to the 5.5 billion Boeing put into research, development and safety of the 777.

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    American Eagle Emergency Landing

    On December 9, 2013 at 6:45 p.m, American Eagle flight 3162 safely departed Cincinnati en route to Dallas/Fort Worth International Airport but then smoke developed in the cabin. It may have originated in the main gear.

    Pilots declared emergency and returned to CVG airport and made a safe landing with emergency services on standby.

    The plane was successfully evacuated. Fifty-three people were aboard.

    No injuries.

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    Locked in a Plane

    Asleep unnoticed in the back of the plane at the time of disembarkation from his United Express/Expressjet flight from Lafayette, La. to Houston, passenger Tom Wagner woke up at the end of the line–in the dark, locked inside a cold plane empty of crew and passengers.

    What should be the consequences of being locked inside a plane? Flight attendants have walk-thru procedures, don’t they? At any rate, however the situation began, Wagner had his cell phone with him and was able to initiate the ending. He just called someone who called the airline, and the airline called the crew, and somebody showed up and let him out.

    Houston was a layover for Wagner, so after a (free) motel night, he was given a $250 voucher to finish his trip.

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    Training! Training! Training!

    The NTSB was discussing safety measures in late October, especially pilot training before stalls. The new rule has been a long time coming. Earl Weener, a member of the National Transportation Safety Board, talked about the serious history of pilots wrongly pulling the plane’s nose up till the plane fell to the ground. If training is part of the problem, then at least that is a lack that can be amended.

    Only twenty-six percent of pilots train for high altitude stalls, but according to a NASA study, twenty-eight percent of stalls are high altitude stalls. Seventy-one percent of stalls happen while autopilot is on.

    In early November we heard how the FAA unveiled a rule about pilot training to avoid stalling airliners. It came about because of four crashes: Those crashes were Colgan 3407 in 2009, Air France 447 in June 2009, Pinnacle Airlines 3701 in October 2004 and USAir 427 in September 1994. (Too bad there have to be stall issues before stall training came to the attention of officials.) In the February 2009 crash of Colgan Air, it was determined that the pilots–as in the three other flights–in the midst of a blizzard in Buffalo pulled up on the nose of the plane, causing the crash. A meeting of air safety leaders in late November has jump-started the plans. Though something that has taken so long in the works can hardly said to be jump—started.

    The powers that be sound positive about the new rule.

    The FAA speculates training will save nearly seven million because of prevention—at a program cost of $274 million. Within five years this will mean:

    • Better ground and flight recovery training
    • Better pilot flight monitoring each other
    • Better runway safety protocols
    • Better crosswind training.

    I have been beating a drum for a long time about obvious solutions to obvious problems. Yes, things may fail, but why not implement preventative measures where available? So now rather than my usual battle-cry: Maintenance! Maintenance! Maintenance! Maybe I will be saying Training! Training! Training! I am looking forward to increased safety brought about by this new rule.

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    FAA Proposes $304,000 Civil Penalty Against Great Lakes Aviation


    The Federal Aviation Administration (FAA) is proposing a $304,000 civil penalty against Great Lakes Aviation of Cheyenne, Wyo., for allegedly conducting 19 flights with aircraft that were not in compliance with Federal Aviation Regulations.

    Great Lakes operated the aircraft in conditions in which the carrier could reasonably expect frost, snow or ice to adhere to the planes, the FAA alleges. The FAA maintains that Great Lakes flew Beech 1900 aircraft out of Hays, Kan., in January 2011 with deicing fluid that exceeded the maximum temperature of 180 degrees Fahrenheit. The Great Lakes deicing manual states that fluid heated to more than 180 degrees could damage the aircraft or the deicer.

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    Jet Blue Flight Pins Attendant

    On Nov 20, 2013, a JetBlue Embraer ERJ-190 to Boston from Fort Myers diverted to Orlando when an emergency slide emitted a loud bang, and deployed itself in the front galley of the plane.

    There were four crew aboard and seventy-three passengers aboard flight B6-1266 who set out for Boston and ended up in Orlando. Passengers were evacuated in Orlando and transferred to a plane that didn’t have an emergency slide in the front galley pinning a flight attendant to the wall.

    The flight attendant did not suffocate, but was assisted in freeing his head, apparently.