Hi Readers: After a 2-week hospital stay, I'm back on track.
There were 89 aircraft accidents in January 2008, of which 8 were non-U.S. There were 5 incidents of which 3 were non-U.S. A Bell 212 helicopter, non-US. accident, injuries not available was also reported. There were no reports of accidents for 1-20-08.
There were 22 fatal accidents accounting for 62 fatalities. Of the non-U.S. fatal accidents, a Beech 200 airplane crashed in Angola (13 fatal); a Cessna 210M crashed in Nambio (6 fatal); a Beech 58P crashed in Cherbourg, France (2 fatal); a Beech C90B crashed in Port Said, Egypt; a Piper PA-28 crashed in Treviso, Italy (2 fatal); and a Bell 206B helicopter crashed in Zuzenhausen, Germany (1 fatal).
There were 3 incidents during the period: One, an Air Canada Airbus 319 experienced a turbulence upset enroute from Toronto to Victoria, Canada, while climbing from FL 360 to 370. The airplane rolled uncommanded 36 degrees right, followed by a 57 degree roll to the left, then pitching nosedown. With 5 crew and 83 passengers aboard, there were 11 minor injuries. In another incident, American Air Lines FLT 1738, a B-757 on a night VFR flight from San Juan, Puerto Rico to Philadelphia had to declare an emergency due to smoke in the cockpit, landing at Palm Beach Intl airport. The pilot, First Officer, 3 of the Flight Attendants, and one passenger were transported to a hospital. While trying to determine the source of the smoke, the First Officer noticed that his windshield began to crack and small chards off glass began to impact him. During descent the windshield shattered, blocking outside visibility. In another incident an American Star Jet Charter B-737 experienced loss of directional control on exiting the landing runway at Lincoln, Nebraska on a day flight.
Of note, a non-U.S. British Airways accident occurred on 1-17-08 when a B-777 landed short of R/W 27L at Heathrow Intl airport. The 136 passengers deplaned by the emergency slide exits, with only 2 minor injuries. Th UK Air Accident Investigation Board is investigating. Also, of note, a Beech 200 (non-U.S.) charter flight crashed in mountainous terrain near Huambo, Angola during approach to land in IFR conditions. Thirteen fatalities were reported.
A 10-fatal mid-air collision occurred on 1-20-08 in daylight btween a Cessna 150M and a Cessna 172N, (both high-wing monoplanes) at the Corona, Ca. municipal airport (uncontrolled). The Cessna 150 was on the downwind leg for R/W25 and the Cessna 172 was entering a LH traffic pattern for R/W25. The commercial pilot and the passenger in the 172 and the two private pilots in the 150, and a person on the ground were fatally injured. There was no maneuvering prior to the collision. There is indication that the Cessna 150 was contacted from above, and that neither pilot observed the other airplane.
There were 3 helicopter accidents during the period, a Robinson R22 (1 fatal) impacted a Los Angeles freeway at night; a Robinson R44 (2 fatal) collided with the ground while maneuvering in daylight in Florida; and a non-U.S. Bell 212 helicopter crashed in a jungle area near Ketini,Peru, under unknown circumstances. Injuries to the 2-man flight crew and 7 passengers were unknown.
Of the non-fatal accidents during the period, there was a myriad of causes such as forced landing due to engine failure in flight, or on takeoff or landing, both airplanes and helicopters; numerous hard landings and groundloops, many connected with snow and ice conditions. There was one waterloop on landing, and an agriculture accident at night. A PA-28 and a Glastar airplane collided in flight and made it back to the airport. And there was one gear collapse. Of note, a B-757 and a Bombardier airplane, both being pushed back from the terminal at San Francisco, contacted each other at the tail sections. This is a new one on me.
Once again, the reported 22 fatal accidents over the Continental U.S. during the period indicate serious safety of flight problems - not limited to any particular time of flight, phase of flight, weather condition, mission, or pilot classification or proficiency issues. A fatal accident of note was a witnessed daylight breakup of a Fresno, CA.-based Beech V35B in flight over Selma, CA. at about 7,000 feet altitude.
The analysis of these fatal accidents will be covered in detail under PartII of the January 2008 accidents and incidents.
Thanks for listening. R.S.
Showing posts with label Incidents. Show all posts
Showing posts with label Incidents. Show all posts
Sunday, March 2, 2008
Thursday, November 15, 2007
October 2007 aircraft Accident/Incidents
Hi Readers: It time to review the October Accidents/Incidents as reported by NTSB ( There were none reported for Oct 1, 30th, and 31st).
Therewere 74 accidents (4 incidents)( 3 non-U.S. accidents) of which 23 were fatal accidents accounting for 48 fatalities. One fatal accident occurred in Venezuela, accounting for 2 fatalities; one fatal accident occurred in Switzerland, accounting for 2 fatalities; and one Beech D55 accident (1 fatality) occurred near St.Croix, Virgin Islands - apparenty encountering IFR weather. Twenty fatal accidents occurred in the Continental U.S. accounting for 43 fatalities.
There were 4 Incidents during October - one, an Airbus 320 landing at Fargo, North Dakota with the nosegear turned 90 degrees, incurring minor damage; another, an Airbus received minor damage after landing when it struck a runway light at Chicago O'Hare Intl airport. In another incident, classified as a pilot deviation, a Cessna 525 made takeoff from Taxiway M, rather than Runway 36L, at Memphis Intl airport against Controller instructions. In the 4th incident a Bell Helicopter made a forced landing in the Gulf of Mexico.
There were 4 balloon landing accidents at Albuquerque, New Mexico - all during the International Balloon Fiesta, and all striking objects on landing (due to wind and gusts) resulting in one fatality, 7 serious injury, and one minor injury.
There was one amateur-built gyroplane accident (one fatal, one serious injury) due to engine failure and resulting in impact with trees. One glider crashed during day VFR maneuvering (one fatal). A formation flight of Yakovlev Yak50 aircraft landing atGillespie Field, El Cajon, CA. resulted in a collision of 2 aircraft on the landing runway; and a Piper PA-32R collided with a Cessna 152 in the traffic pattern at Farmingdale, New York - there were no injuries.
The remaining fatal accidents were a conglomeration of day and night flights - an interesting study of accident causes and safety aspects: To begin, there was a 10-fatal Cessna 208B Caravan propjet on a 402 mile VFR night flight (returning 9 skydivers from a skydiving event near Boise, Idaho to a home base in Shelton, Wa.) that crashed about 45 miles WSW of Yakima, WA. at about 4,300 ft. msl, just south of Mt. Ranier, in IFR weather. There were indications of a rapid descent (6,800 ft/min) from 8,900 ft. and a power-on impact with mountainous terrain at 4,300 ft. msl. Low clouds, misty rain, and low visibility were reported in the area of the accident site, and a hunter in the area observed the aircraft first on horizontal flight, followed by vertical flight. Icing and loss of control were indicated.
The FAA reported that no service was provided to the pilot, there was no flight plan, and there was no record of a preflight or other weather briefing. The report noted VFR weather conditions generally along the route of flight, but IFR conditions in the Cascade mountains and western foothills. There was an AIRMET for icing, low-level turbulence, and mountain obscuration. (I can't imagine a Commercial pilot based at Shelton, Wa. not being clued-in on the weather, in that area, particularly in October). This particular airplane was equipped with analog gauges and digital avionics, including autopilot, GPS, transponder, and de-icing boots. The Mode C transponder was operating and FAA radar was tracking the airplane and observed the target, first at 14,400 ft, then at 13,000 ft, and then 8,900 ft, all in a matter of seconds. The NTSB and Cessna Aircraft are investigating the accident. In armchair analysis (based on what has been reported), I would have to say, in spite of the analog and digital instrumentation of the airplane, that this pilot demonstrated how not to conduct a VFR night x-c flight.
A second accident (5 fatal) involved a Beech A36 forced landing on takeoff and impact with power lines during variable direction and velocity of high winds and gusts. The aircraft was unable to gain altitude and maintain climb speed. Witnesses reported a rough engine. The pilot was IFR qualified and an IFR flight plan had been filed. Visual flight conditions existed. I wonder if this airplane was overloaded.
The remaining fatal accidents (11) involved an Aero Commander 560F (4 fatal) that impacted terrain after takeoff with a possible engine failure; a Rathyeon C90A (3 fatal) on a night VFR Medical flight which crashed during en route descent; a Cessna 310N (2 fatal) at 13,000 ft in icing conditions with an engine problem; a Cessna 150L (2 fatal), an Instructor and student, impacted terrain during takeoff climb - loss of power and loss of control indicated; a Piper PA-28 (2 fatal) on a night VFR x-c flight encountered IFR conditions and impacted trees and the ground; a Piper PA-28 impacted terrain on a night flight to Las Vegas - encountering IFR conditions; a Piper PA-18 collided with powerlines on a day VFR flight; A Bellanca 7GCBC aircraft crashed on a day VFR x-c flight - an outer wing failure indicated; and another Bellanca 7GCAA crashed due to loss of control following a tailwheel shimmy during a glider-tow operation; an Amateur-built Lambert Variez aircraft crashed during the pilot's test of an installed speed brake; and a Piper PA-18 collided with power lines on a VFR flight.
The October accidents indicate loss of control associated with aircraft and weather factors, along with doubtful flight planning and en route weather knowledge and awareness. Icing conditions, which can appear at any time of the year, seem to be a particular problem to pilots. Knowing the freezing level in weather and how to avoid the icing conditions is of the utmost importance. Pilots should learn how to use all the available weather, and weather-forecasting services, prior to and during en route flight. And, in spite of advanced instrumentation and the services available, pilots will always have to make the decision to fly or stay, or to choose an alternate, or land at the first available airport - and it may not be easy.
Thanks for listening. R.S.
Therewere 74 accidents (4 incidents)( 3 non-U.S. accidents) of which 23 were fatal accidents accounting for 48 fatalities. One fatal accident occurred in Venezuela, accounting for 2 fatalities; one fatal accident occurred in Switzerland, accounting for 2 fatalities; and one Beech D55 accident (1 fatality) occurred near St.Croix, Virgin Islands - apparenty encountering IFR weather. Twenty fatal accidents occurred in the Continental U.S. accounting for 43 fatalities.
There were 4 Incidents during October - one, an Airbus 320 landing at Fargo, North Dakota with the nosegear turned 90 degrees, incurring minor damage; another, an Airbus received minor damage after landing when it struck a runway light at Chicago O'Hare Intl airport. In another incident, classified as a pilot deviation, a Cessna 525 made takeoff from Taxiway M, rather than Runway 36L, at Memphis Intl airport against Controller instructions. In the 4th incident a Bell Helicopter made a forced landing in the Gulf of Mexico.
There were 4 balloon landing accidents at Albuquerque, New Mexico - all during the International Balloon Fiesta, and all striking objects on landing (due to wind and gusts) resulting in one fatality, 7 serious injury, and one minor injury.
There was one amateur-built gyroplane accident (one fatal, one serious injury) due to engine failure and resulting in impact with trees. One glider crashed during day VFR maneuvering (one fatal). A formation flight of Yakovlev Yak50 aircraft landing atGillespie Field, El Cajon, CA. resulted in a collision of 2 aircraft on the landing runway; and a Piper PA-32R collided with a Cessna 152 in the traffic pattern at Farmingdale, New York - there were no injuries.
The remaining fatal accidents were a conglomeration of day and night flights - an interesting study of accident causes and safety aspects: To begin, there was a 10-fatal Cessna 208B Caravan propjet on a 402 mile VFR night flight (returning 9 skydivers from a skydiving event near Boise, Idaho to a home base in Shelton, Wa.) that crashed about 45 miles WSW of Yakima, WA. at about 4,300 ft. msl, just south of Mt. Ranier, in IFR weather. There were indications of a rapid descent (6,800 ft/min) from 8,900 ft. and a power-on impact with mountainous terrain at 4,300 ft. msl. Low clouds, misty rain, and low visibility were reported in the area of the accident site, and a hunter in the area observed the aircraft first on horizontal flight, followed by vertical flight. Icing and loss of control were indicated.
The FAA reported that no service was provided to the pilot, there was no flight plan, and there was no record of a preflight or other weather briefing. The report noted VFR weather conditions generally along the route of flight, but IFR conditions in the Cascade mountains and western foothills. There was an AIRMET for icing, low-level turbulence, and mountain obscuration. (I can't imagine a Commercial pilot based at Shelton, Wa. not being clued-in on the weather, in that area, particularly in October). This particular airplane was equipped with analog gauges and digital avionics, including autopilot, GPS, transponder, and de-icing boots. The Mode C transponder was operating and FAA radar was tracking the airplane and observed the target, first at 14,400 ft, then at 13,000 ft, and then 8,900 ft, all in a matter of seconds. The NTSB and Cessna Aircraft are investigating the accident. In armchair analysis (based on what has been reported), I would have to say, in spite of the analog and digital instrumentation of the airplane, that this pilot demonstrated how not to conduct a VFR night x-c flight.
A second accident (5 fatal) involved a Beech A36 forced landing on takeoff and impact with power lines during variable direction and velocity of high winds and gusts. The aircraft was unable to gain altitude and maintain climb speed. Witnesses reported a rough engine. The pilot was IFR qualified and an IFR flight plan had been filed. Visual flight conditions existed. I wonder if this airplane was overloaded.
The remaining fatal accidents (11) involved an Aero Commander 560F (4 fatal) that impacted terrain after takeoff with a possible engine failure; a Rathyeon C90A (3 fatal) on a night VFR Medical flight which crashed during en route descent; a Cessna 310N (2 fatal) at 13,000 ft in icing conditions with an engine problem; a Cessna 150L (2 fatal), an Instructor and student, impacted terrain during takeoff climb - loss of power and loss of control indicated; a Piper PA-28 (2 fatal) on a night VFR x-c flight encountered IFR conditions and impacted trees and the ground; a Piper PA-28 impacted terrain on a night flight to Las Vegas - encountering IFR conditions; a Piper PA-18 collided with powerlines on a day VFR flight; A Bellanca 7GCBC aircraft crashed on a day VFR x-c flight - an outer wing failure indicated; and another Bellanca 7GCAA crashed due to loss of control following a tailwheel shimmy during a glider-tow operation; an Amateur-built Lambert Variez aircraft crashed during the pilot's test of an installed speed brake; and a Piper PA-18 collided with power lines on a VFR flight.
The October accidents indicate loss of control associated with aircraft and weather factors, along with doubtful flight planning and en route weather knowledge and awareness. Icing conditions, which can appear at any time of the year, seem to be a particular problem to pilots. Knowing the freezing level in weather and how to avoid the icing conditions is of the utmost importance. Pilots should learn how to use all the available weather, and weather-forecasting services, prior to and during en route flight. And, in spite of advanced instrumentation and the services available, pilots will always have to make the decision to fly or stay, or to choose an alternate, or land at the first available airport - and it may not be easy.
Thanks for listening. R.S.
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