ARFF (Airport Rescue and Fire Fighting)

Today is Friday the 23rd of February, 2018

ARFF Working Group - 6 hours 26 min ago

We close this week with the following stories…

Have a great weekend, and be safe out there!


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Police: ‘No survivors’ in crash of small aircraft near Rossville

ARFF Working Group - 6 hours 28 min ago

CARROLL COUNTY, Ind. (WTHR) — State police said there were no survivors after a small aircraft crashed in Carroll County.

State police, sheriff’s deputies and DNR conservation officers responded to the call at just after 7:30 p.m. Thursday. Callers told dispatchers the plane crashed in a rural area near County Roads 500 West and 600 South.

State and federal investigators are working to discover what exactly happened. Investigators haven’t said how many passengers were on board.

The plane, a Cessna 441 Conquest Turboprop, had departed Eagle Creek Airport in Indianapolis. Investigators believe the aircraft was bound for Green Bay, Wisconsin.

FAA and NTSB investigators are expected at the scene by midday Friday.

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Coast Guard chopper lands in Golden Gate Park

ARFF Working Group - 6 hours 29 min ago

A U.S. Coast Guard helicopter had to make an emergency landing in San Francisco’s Golden Gate Park Thursday morning. 

The helicopter crew was returning from a search prompted by an alert beacon that went off, but was returning after about 30 minutes of searching at about 7:45 a.m. when a warning alerted them of an apparent tail rotor malfunction, Coast Guard Lt. Cmdr. Matthew Kroll said.

Kroll said the crew decided to land “as soon as possible” because of the critical function of the tail rotor to the helicopter, and happened to be flying over Big Rec Field, located in Golden Gate Park near Lincoln Way and Seventh Avenue.

The helicopter landed safely and crews will be inspecting it and possibly make repairs before clearing it for takeoff again later today, Kroll said.

All previously scheduled activities for the day at Big Rec Field have been canceled, according to the city’s Recreation and Park Department.

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Who is in charge of mass fatality scene? Bill seeks to clarify

ARFF Working Group - 6 hours 31 min ago

Jimmie E. Gates, Clarion Ledger

The military plane crash in July that killed 16 servicemen was something the state had never experienced and officials hope they never will again.

But a bill in the Legislature seeks to declare who will be in charge if there were another mass fatality incident. A House committee approved a Senate bill Thursday that would designate the medical examiner’s office as the agency to coordinate the state and local response, including the response of the Mississippi Mortuary Response Team and the Mississippi Bureau of Investigation.

More: Military plane crash: Victims came from all over the country

Under Senate Bill 2635, the state agency or agencies would lead the recovery and identification of bodies at the scene of an incident involving civil or commercial aircraft, mass-transportation vehicles, U.S. military vehicles, or other mass-fatality incidents. They would work with federal authorities sharing jurisdiction or having primary jurisdiction at the scenein order to achieve an orderly and efficient mass-fatality management operation.

The House Judiciary B Committee approval was one step toward the bill possibly becoming law. The bill was referred to both House Judiciary B and the House Appropriations Committee

With approval in Judiciary B, it now must be approved by Appropriations for the bill to come for a vote in the full House.

House Judiciary B Chairman Andy Gipson, R-Braxton, said the Department of Public Safety requested the legislation because there was some concern about who was in charge at the crash scene of the military plane.

The KC-130 plane crashed in a soybean field in Leflore County.

Rep. Dana Criswell, R-Olive Branch, said in the House Judiciary B meeting that U.S. Marines praised local officials for their assistance with the crash recovery.

However, there was a report after the crash of confusion at the scene about who was in charge of recovering the bodies.

The military transport plane broke up in flight and slammed into the ground in a fiery disaster that killed 15 Marines and a Navy sailor. Authorities spent days collecting remains and sifting through a miles-long debris field, trying to figure out why the KC-130 tumbled. A Marine general said something appeared to go wrong high in the air, but military officials have not released an official cause of the crash.

Contact Jimmie E. Gates at 601-961-7212 or Follow him on Facebook and Twitter.

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Beyond the Regulations: Airport Emergency Planning

ARFF Working Group - 6 hours 32 min ago


Airports in many ways operate much like a small city. Infrastructure and resources must be in place to support the safe and efficient movement of aircraft, people, cargo and fuel, and all of them must work together as a symphony. As conductors of that symphony, airport operators are tasked with ensuring safety, security and business continuity in a dynamic operating environment.

No day is routine at an airport and operators must be adequately prepared to respond and recover if the symphony is interrupted. Major emergencies in this environment tend to be low frequency, high impact events with a heavy reliance on rapid response and continuity of operations. If an airport operator’s response is poorly planned, even small incidents have the potential to have a major life safety and financial impact to the surrounding community, aircraft operators and the national airspace system. 

According to the Federal Aviation Administration (FAA), airports may be classified as general aviation, small, medium or large hub commercial service, non-hub, primary or reliever. Even to a longtime airport professional, these terms may be confusing. To those outside the industry, it may be easier to simply categorize an airport as small, medium or large- sometimes, really large. Regardless of the classification of airports, it would be reasonable to assume that the complexity and depth of emergency plans including the number of resources available would be based on its size. This assumption though, is not necessarily true for all airports.

For airport industry veterans, the adage “If you’ve seen one airport, you’ve seen one airport” is no doubt familiar. This phrase is intended to represent how distinctly different airports may actually operate from one another. Though airports share common goals of safety and efficiency in aircraft operation, how those goals are accomplished tend to be greatly affected by the unique type of aircraft operations specific to that facility.

The United States has an expansive aviation infrastructure system that is estimated to include over 20,000 airports, according to the FAA. Of these 20,000 facilities, roughly 500 are categorized as commercial service airports. Commercial service airports, according to the FAA are publicly owned facilities that have at least 2,500 passenger boardings each calendar year and receive scheduled passenger service. Commercial service airports are held to the most comprehensive level of standards for emergency planning and response by the FAA, requiring an FAA-approved airport emergency plan, yearly tabletop exercise of the plan and a full scale emergency exercise once every three years.

What about the other 19,500 airports in the U.S.? These facilities, made up of general aviation, cargo or corporate aircraft operations may be required to have an FAA approved emergency plan but do not necessarily rise to the level of compliance of a commercial service airport. In plain terms, a commercial service airport with 50,000 aircraft operations a year may be required by the FAA to have more stringent emergency plans, response guidelines and more resources than a general aviation airport with 250,000 aircraft operations a year. Despite fewer aircraft operations, one could conclude the more stringent requirement at commercial service airports is driven- at least in part- by the scheduled passenger service component.

A very relevant example of this difference comes from a look at the importance of a full-scale emergency exercise. At a commercial service airport, local fire, law enforcement, FAA, airport operations, maintenance and additional stakeholders are required to come together in a scenario once every three years to simulate the interagency response in a major aircraft emergency. Full-scale exercises, as defined by the Department of Homeland Security are “multi-agency, multi-jurisdictional, multi-organizational exercises that validate many facets of preparedness.” Yet, by regulation, less than 3 percent of airports fall under this mandate.

Let’s consider the real-life comparison of two busy airports. In the first example, airport A has 200,000 annual operations but is not categorized as a commercial service airport. Airport A also has an FAA-approved airport emergency plan but has no requirement to conduct a full scale emergency exercise. Less than 15 miles away, airport B also has 200,000 annual operations but is categorized as commercial service and therefore is required by the FAA to conduct a full-scale emergency exercise. 

If a major aircraft accident involving a large aircraft occurs, and these airports only meet their minimum standard of regulation, airport A may find that first responders such as firefighters and medical response personnel are exchanging business cards and working on interoperability while attempting to put out flames and perform rescue operations. Airport B on the other hand, required to conduct a full scale drill would likely have had the opportunity to practice a “boots on the ground” response, allowing for adjustments to their plan for a better coordinated response during an actual emergency.

An aircraft emergency at any airport has the potential to significantly impact human life, surrounding communities and may carry large-scale financial impacts. Realistically, why should one airport be required to be more prepared than another?

This comparison is not a criticism of the FAA; far from it. The FAA’s oversight is far reaching. At an airport, FAA inspectors are responsible for ensuring airport operator compliance with federal regulation and are expected to have an in-depth level of knowledge of firefighting, fueling operations, snow removal, wildlife, public protection and emergency planning. The FAA is tasked with the difficult job of regulating airports that have a wide range of operating environments, budget constraints and resources.

Instead, this is a call to airport operators to think beyond the regulatory minimum, and develop a comprehensive emergency response program. Airports, regardless of size are likely to be quickly overwhelmed for resources during an emergency. Airports may be best served to plan for emergencies as practical, based on likelihood and overall impact, not simply based on regulatory standards. This assumption may be used in the planning process to explore how facilities may draw upon local and federal level resources for coordination and assistance.

While it is undoubtedly easier to create effective emergency plans with adequate funding and in-house resources, by engaging existing resources such as local fire, law enforcement and other stakeholders, and utilizing known planning assumptions, airports may build relationships and strengthen interoperability plans, finding themselves successfully planning for and managing emergencies, beyond the regulations.

Charity Catalfomo is the Safety and Security Manager at one of the nation’s busiest primary non-hub airports. Charity is responsible for emergency planning and works closely with fire, law enforcement, airport operations, local and federal agencies. Her background includes airfield operations and maintenance at a large hub airport and a Master’s degree in Emergency Management.

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Today in History

ARFF Working Group - 6 hours 39 min ago

73 Years ago today: On 23 February 1945 an American Airlines Douglas DC-3-277 flew into a mountain near Rural Retreat, VA; killing 17 of the 22 occupants.

Date: Friday 23 February 1945 Time: 02:25 Type: Douglas DC-3-277 Operator: American Airlines Registration: NC18142 C/n / msn: 2138 First flight: 1939 Total airframe hrs: 17296 Engines:Wright R-1820-G102 Crew: Fatalities: 2 / Occupants: 3 Passengers: Fatalities: 15 / Occupants: 19 Total: Fatalities: 17 / Occupants: 22 Airplane damage: Damaged beyond repair Location: 9 km (5.6 mls) SW of Rural Retreat, VA (   United States of America) Phase: En route (ENR) Nature: Domestic Scheduled Passenger Departure airport: Washington-National Airport, DC (DCA/KDCA), United States of America Destination airport: ? Flightnumber: 9

American Airlines Flight 3 en route from New York to Los Angeles departed at 21:39 on February 22, 1945. Departure from Washington had been at 00:11 on February 23. The last radio message from the flight was at 02:05 at 4,000 feet over Pulaski, Virginia. The DC-3 continued, passing through rain and clouds and encountering considerable turbulence. The airplane flew over mountainous terrain and struck the wooded summit of Glade Mountain at approx 3910 feet amsl.

Probable Cause:

PROBABLE CAUSE: “The pilot’s failure to properly plan the flight and remain at a safe instrument altitude under existing conditions. A contributing cause of the accident was the company’s laxity in dispatching and supervising the flight.”

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Pilot killed after small plane crashes in Kearny Mesa area

ARFF Working Group - Thu, 02/22/2018 - 06:19

Jermaine Ong

SAN DIEGO (KGTV) – Authorities have identified the pilot killed in a plane crash in the Kearny Mesa area Wednesday morning as 61-year-old Dr. John Serocki. 

According to authorities, just after 6:30 a.m., a Cirrus SR22T crashed nose-first in a construction site in the 4400 block of Ruffin Road, blocks away from Montgomery Field.

San Diego Fire-Rescue Department officials confirmed Serocki, who was the plane’s lone occupant, died in the crash. Officials said no injuries on the ground were reported.

Fire officials said the pilot appeared to have made an attempt to deploy a parachute, but it did not fully open.

Officials did not immediately confirm the plane’s destination, but a witness told 10News the plane took off from nearby Montgomery Field and was heading east when it went down.

Due to the emergency response, Ruffin Road is closed between Ridgehaven Court and Balboa Avenue.

National Transportation Safety Board (NTSB) and FAA investigators, as well as the county Medical Examiner, were heading to the scene.

The plane was registered to Serocki, who is an orthopedic surgeon based at Scripps La Jolla Hospital.

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At least one person dead after plane crash near Tri-County Airport

ARFF Working Group - Thu, 02/22/2018 - 06:16

HOLMES COUNTY, Fla. (WJHG/WECP) – According to the Holmes County Sheriff, at least one person is dead after a plane crash near the Tri-County Airport near Bonifay Wednesday afternoon.

Officials say the crash happened around 5 p.m.

At this time officials believe there was only one person in the plane at the time of the crash.

The victim’s name has not been released. Officials said they are waiting to notify next-of-kin.

Several different agencies responded to the crash, including both the Holmes County Sheriff’s Office and the Jackson County Sheriff’s Office.

“We look at it like, you know if it was one of our loved ones, that was in dire need we’d want everybody coming,” Holmes County Sheriff John Tate said. “It’s better to have too many people show up than not enough.”

The Federal Aviation Administration and the National Transportation Safety Board will be investigating the cause of the crash.

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UPDATE: Pilot reported brake problem, jet veers into fence during landing at Elko airport

ARFF Working Group - Thu, 02/22/2018 - 06:14

ELKO – A vintage military aircraft that has competed at the Reno Air Races veered off the runway at Elko Regional Airport Wednesday morning and crashed into a fence.

The unusual plane was seen flying over Elko before the crash, which occurred around 10:15 a.m. under partly cloudy skies and calm weather conditions, with the temperature just below freezing.

Airport Manager Jim Foster said the lone occupant, pilot Robert McCormack, was taken to Northeastern Nevada Regional Hospital as a precaution, after complaining of lower back pain.

The aircraft appeared to be fully intact, although its nose was pressed into the chain link fence surrounding the runway.

Foster said he did not know why the plane veered off the runway, but the pilot reported having a “brake problem.” He was on his way to Utah and probably stopped in Elko for gas, Foster added.

The Soko G-2 Galeb is described as a two-seat jet trainer with a Rolls Royce engine. It was manufactured from the mid 1960s through the mid 1980s and used by the military in Yugoslavia and Libya, according to

The plane has flown in competition under the name Wildest Dreams.

An article on the Warbirds of Delaware website describes how McCormack decided to “go for the gold” at the 2017 National Championship Air Races in Reno:

“Under severe time constraints, Bob raced to find and purchase one of the four Sokos remaining in the country, get his Soko type rating, and get the plane up and running for the first time in over ten years.”

He won the bronze and was bumped up to the gold race, but was disqualified, the group reported.

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NTSB issues report on deadly Grand Canyon helicopter crash

ARFF Working Group - Thu, 02/22/2018 - 06:12

By Madelyn Reese Las Vegas Review-Journal

A sightseeing helicopter operated by a Boulder City-based tour company made at least two 360-degree turns before crashing in the Grand Canyon, according to a preliminary report released Wednesday. 

The three-page report from the National Transportation Safety Board showed that the aircraft, operated by Papillon Grand Canyon Helicopters, landed about 300 feet from the original landing site near Quartermaster Canyon on the Hualapai Nation in Arizona.

The Feb. 10 crash killed three British tourists and injured three other tourists and the pilot.

The helicopter spun toward the left twice, according to the report.

“That, to me, is the hallmark of a malfunctioning tail rotor,” longtime helicopter crash attorney Gary Robb said. Robb has litigated numerous cases involving tail rotor issues.

The main rotor on the Airbus Helicopters EC130 B4 is designed to spin in clockwise, Robb said.

“If you have tail rotor malfunction, then the helicopter will turn in the opposite direction of the main rotor rotation,” he said.

The report does not indicate whether the helicopter was equipped with a crash-resistant fuel system required by a 1994 Federal Aviation Administration regulation.

A loophole in the regulation allows manufacturers to skirt this requirement if a newly manufactured helicopter has a certificate approved before 1994. The EC130 was based on another model that received certification in 1977.

Robb said that based on the photos and videos he has seen of the wreckage in media coverage, he does not believe the aircraft was equipped with the safer fuel system. Airbus Helicopters has said the crash-resistant fuel system was not standard equipment on the model of helicopter that crashed.

A crash-resistant fuel system would not prevent a postcrash fire, Robb said, but it would provide the aircraft’s occupants an opportunity to escape if they survived the impact.

A Papillon spokeswoman did not immediately return phone calls.

The NTSB is not expected to issue a full report for more than a year.

The accident site was “compact,” and most of the wreckage was consumed in a fire except for the tail and protected tail rotor, which were separated but remained in the same general area.

The preliminary report shows wind speeds were between 12 and 19 knots, or between about 14 and 22 mph, at an observation site 2 miles from the accident. Police initially said the area saw 50 mph winds on the day of the crash.

Contact Madelyn Reese at or 702-383-0497. Follow @MadelynGReese on Twitter.

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NTSB Recommends Changes In FAA Airliner Evacuation Procedures

ARFF Working Group - Thu, 02/22/2018 - 06:10

Passengers Were Grabbing Carry-On Luggage During American Airlines Evacuation In Chicago In 2016

When an American Airlines Boeing 767 suffered an uncontained engine failure and subsequent fire on takeoff in Chicago in 2016, all of the passengers and crew were evacuated safely, with about 20 suffering minor injuries, and one 77-year-old man breaking several bones during the evacuation. 

But that evacuation was far from orderly, according to the crew of the airliner. The Chicago Tribune reports that multiple passengers failed to follow crew instructions, with several trying to retrieve their stowed carry-on baggage from the airplane.

At a meeting held Tuesday on the incident, NTSB Chairman Robert Sumwalt said that although everyone was successfully evacuated, “the investigation revealed ways that the evacuation could have been improved.”

The Board has made a series of recommendations for the FAA to revise its airline evacuation procedure. They include revising checklists for engine shutdowns, and additional training for flight attendants in similar situations. One recommendation would direct the FAA to “conduct research to (1) measure and evaluate the effects of carry-on baggage on passenger deplaning times and safety during an emergency evacuation and (2) identify effective countermeasures to reduce any determined risks, and implement the countermeasures.”

Sumwalt did have a message to the flying public in his opening statement at the meeting. “Follow your crew’s instructions. Things can be replaced. People can’t.”

The NTSB’s probable cause report cited a failure on the part of the crew to follow proper procedures during the engine shutdown and subsequent evacuation. “Contributing to the serious passenger injury was (1) the delay in shutting down the left engine and (2) a flight attendant’s deviation from company procedures, which resulted in passengers evacuating from the left overwing exit while the left engine was still operating.

“Contributing to the delay in shutting down the left engine was (1) the lack of a separate checklist procedure for Boeing 767 airplanes that specifically addressed engine fires on the ground and (2) the lack of communication between the flight and cabin crews after the airplane came to a stop,” the report states.

However, American released a statement praising the actions of its flight crew. “American is proud of the way its pilots and flight attendants handled this event,” the airline said in a statement Tuesday. “The flight attendants performed a successful evacuation of all passengers and crew, despite concerns for their own personal safety. The cabin crew’s judgment, skill, and self-discipline likely prevented significant injuries.”

(Image from NTSB report)

FMI: Original reportProbable Cause report with recommendations

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Today in History

ARFF Working Group - Thu, 02/22/2018 - 06:09

33 Years ago today: On 22 February 1985 an Air Mali Antonov 24 crashed near Tombouctou; killing 50 out of 51 occupants.

Date: Friday 22 February 1985 Type: Antonov 24B Operator: Air Mali Registration: TZ-ACT C/n / msn: 87304104 First flight: 1968 Crew: Fatalities: 6 / Occupants: 6 Passengers: Fatalities: 45 / Occupants: 46 Total: Fatalities: 51 / Occupants: 52 Airplane damage: Destroyed Airplane fate: Written off (damaged beyond repair) Location: ca 3 km from Tombouctou Airport (TOM) (   Mali) Phase: Initial climb (ICL) Nature: Domestic Non Scheduled Passenger Departure airport: Tombouctou Airport (TOM/GATB), Mali Destination airport: Mopti Airport (MZI/GAMB), Mali

An Antonov 24B passenger plane, operated by Air Mail, was destroyed in an accident near Tombouctou Airport (TOM), Mali. There were 46 passengers and six crew members on board. One passenger survived the accident.
The airplane operated on a flight from Gao Airport (GAQ) to Bamako Airport (BKO) with en route stops at Tombouctou and Mopti Airport (MZI).
An engine failure after takeoff from Tombouctou, forced the crew to return. The aircraft crashed before being able to reach the airport.

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Today is Wednesday the 21st of February, 2018

ARFF Working Group - Wed, 02/21/2018 - 08:03

Here are the stories for this Wednesday…

Be safe out there!


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Dana Aircraft Overshoots runway in Port Harcourt

ARFF Working Group - Wed, 02/21/2018 - 08:00

A Dana aircraft with registration number 5N-SRI performing a flight from Lagos to Port Harcourt has overshot the runway and ended up in the bush in the Niger Delta region of Nigeria.

Passengers on board the Dana aircraft are currently being evacuated from a nearby bush in Omagwa neighborhood where the Port Harcourt International airport is located in Rivers state. Emergency officials state that no one was injured as at the time of filing this report.

The airline which experienced a crash in 2012 killing 153 passengers in a Lagos suburb also recently witnessed a scandal where its exit door fell off upon landing in Abuja.

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No injuries when small plane lands without gear at Craig Airport

ARFF Working Group - Wed, 02/21/2018 - 07:58

By Vic Micolucci

JACKSONVILLE, Fla. – A small plane landed without landing gear Tuesday afternoon at Jacksonville Executive at Craig Airport, the Jacksonville Fire and Rescue Department said.

Both people onboard the plane were reportedly uninjured when it landed about 3:30 p.m., Fire Rescue said.

No fuel was leaked, according to JFRD.

It appeared the landing gear collapsed or didn’t deploy.

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Boeing 737 Max 9 FAA-Certified

ARFF Working Group - Wed, 02/21/2018 - 07:54

by Mary Grady

Boeing’s latest version of the 737, the Max 9, is now FAA certified and will soon start deliveries, the company announced last week. The airplane adds three additional seat rows compared to the Max 8, for a total capacity of 220 passengers. CFM International LEAP-1B engines and Advanced Technology winglets enhance efficiency and reduce noise. The jet has a range of up to 3,550 nautical miles. Boeing says the 737 Max is the fastest-selling airplane in its history, with more than 4,300 orders from 93 customers worldwide. The first delivery of the Max 9 will go to Lion Air Group, based in Indonesia.

United Airlines said on Monday it will start to operate the Max 9 jets in June from its hubs in Houston and Los Angeles, including trips to Honolulu. United will take delivery of 10 of the Max 9 jets this year. The next variant, the Max 10, will begin assembly next year, with the first deliveries expected in 2020. The Max 7, which first rolled out of the hangar earlier this month, is not expected to enter service until next year.

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Today in History

ARFF Working Group - Wed, 02/21/2018 - 07:52

45 Years ago today: On 21 February 1973 a Libyan Arab Boeing 727 was shot down by Israeli fighters near Isma’iliya, Egypt; killing 106 out of 113 occupants.

Date: Wednesday 21 February 1973 Time: 14:11 Type: Boeing 727-224 Operator: Libyan Arab Airlines Registration: 5A-DAH C/n / msn: 20244/650 First flight: 1968-10-16 (4 years 4 months) Total airframe hrs: 4526 Engines:Pratt & Whitney JT8D-9 Crew: Fatalities: 8 / Occupants: 9 Passengers: Fatalities: 100 / Occupants: 104 Total: Fatalities: 108 / Occupants: 113 Airplane damage: Destroyed Airplane fate: Written off (damaged beyond repair) Location: 35 km (21.9 mls) SE of Isma’iliya (   Egypt) Phase: En route (ENR) Nature: International Scheduled Passenger Departure airport: Benghazi-Benina International Airport (BEN/HLLB), Libya Destination airport: Cairo International Airport (CAI/HECA), Egypt Flightnumber: LN114

Libyan Arab Airlines Flight 114, a Boeing 727-200, was destroyed when it crashed after having been shot by Israeli fighter aircraft. Five of the 113 occupants survived the crash.
Flight LN114 was a scheduled service from Tripoli, Libya to Benghazi, Libya and Cairo, Egypt. The aircraft departed Benghazi at 10:40 hours UTC. Weather conditions on the route to Cairo included a low stratocumulus and 6/8 to 8/8 altocumulus up to about FL180.
The flight reported to Benghazi Approach over Labraq NDB at 10:54 hours at FL200. From there the aircraft began to drift north of the required track as it climbed to the cruising altitude of FL290. After passing the Sidi Barrani NDB it drifted to the east (left) of
the required track the angle of divergence being some 9°.
At 11:44 the copilot radioed Cairo ACC and reported a planned passage of the Qarun VOR at 11:52 hours. At 11:46 hours the pilot-in-commend observed that the Qarun VOR was behind the aircraft and that he had a bearing from Cairo different to that anticipated. While the copilot was flying the aircraft, the captain and flight engineer began discussing the navigational problems in French, a language the copilot barely understood.
The co-pilot reported as being over Qarun VOR at 11:52 hours and requested a clearance to descend. The aircraft’s actual position was some 94 miles east-south-east of Qarun approaching the Gulf of Suez. The flight was cleared to descend to FL140.
At about 11:57 hours the aircraft crossed the northern coast of the Gulf of Suez and entered the Sinai, maintaining FL140.
Since the flight was off course, the flight crew failed to capture the necessary navigational beacons for the approach to Cairo.
Meanwhile, at 11:54 hours the Israeli Defense Forces became apprehensive when they detected an unidentified aircraft (5A-DAH) approaching the Gulf of Suez on a track leading towards the Bir Gafgafa Air Base, which was operated by Israel at the time. Ground and air defense forces were alerted and two McDonnell F-4E Phantom II fighters commenced an interception in order to identify the aircraft.
The co-pilot of reported to Cairo Approach that the aircraft was 10 miles from Cairo while the actual position of 5A-DAH was approximately 15 miles southwest of Bir Gafgafa with 5A-DAH tracking in a northeasterly direction. The Boeing 727 was cleared down to 4000 feet and cleared to the LU locator which the pilot had reported approaching. Cairo was in fact some 105 miles distant and the LU locator was designed for an effective range of 20 miles.
At 12:01 hours the aircraft commenced descent at 3000 fpm and the heading which had wandered over the past 3 minutes to 010 was returned to 050 which placed the aircraft direct on track for Bir Gafgafa. At this time the two Phantom aircraft were less than 2 miles behind 5A-DAH.
Then the captain commented to the co-pilot that they were “far away” and again talked to the flight engineer to tune the radio navigation equipment. While descending through 6000 feet the copilot noticed the fighter aircraft. The aircraft was then turned from a heading of 050° to approximately 260°, the general direction of Cairo, and levelled off at about 6000 feet.
At 12:04 the Section Leader of the Phantom aircraft placed his aircraft on the starboard side of 5A-DAH so that he personally was about 12 metres from the co-pilot and by hand-signals pointed down towards Bir Gafgafa a number of times.
The co-pilot advised the captain that the Phantom pilot was trying to indicate something. The Phantom pilot then rocked his wings, indicating to follow him. The copilot commented to the captain that he did not understand this. When the Section Leader again signaled by hand to fly down to Bir Gafgafa, the copilot either waved or indicated straight-ahead; the captain and flight engineer continued operating the radio navigation equipment.
Cairo Approach Control then cleared to flight to climb to FL100. As the aircraft began to increase the rate of climb, the Phantom Section Leader fired a burst of gun-fire with tracers in front of 5A-DAH and across the flight path.
Engine power was reduced and the aircraft descended at 1000 ft/min whilst all three crew members attempted to tune in the Cairo ILS.
At about 12:08 hours the captain observed one of the Phantom aircraft returning and three short bursts of gunfire (20 mm) were directed towards the starboard wing root area. 5A-DAH was at 5000 feet at the time. The captain immediately advised Cairo Approach Control that he had “serious troubles” and that 5A-DAH had been “shot by a fighter”. A few seconds later the co-pilot identified to the captain that it was an Israeli fighter.
Over the next minute the aircraft descended at 1500-2000 feet per minute while maintaining heading. At 12:09 two engines failed or were shut down at about 3000 ft altitude.
The aircraft continued its descent apparently under control with a fire burning in the starboard wing root area and which entered the passenger cabin.
The starboard wing struck the lip of a sand ridge very heavily followed by heavy impact on the rear underside of the fuselage. The aircraft rolled inverted and skidded to a halt at 12:11 UTC (14:11 local time).

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1 dead after small plane crashes near Jacks Valley Road in Minden

ARFF Working Group - Tue, 02/20/2018 - 08:49

by Kenzie Bales

MINDEN, Nev. (News 4 & Fox 11) — 1 person is dead after a small plane crashed east of Jacks Valley Road in Minden late Monday morning, according to the Douglas County Sheriff’s Office.

Captain Terry Taylor with East Fork Fire Protection District says the aircraft was located in the area of Hobo Hot Springs Road, west of US 395 shortly before noon on February 19.

Ian Gregor with the Federal Aviation Administration says the FAA lost radar and radio with a Piper PA-34 Seneca inbound to the Minden-Tahoe Airport from Bakersfield at 11:25 a.m.

A man who identified himself as the pilot’s son tells News 4-Fox 11 that his dad, who was from the Minden area, was flying home alone from central California. Authorities have not confirmed whether or not there was anyone else on board.

Witnesses told authorities they reported seeing some kind of explosion before the plane crashed indicating that the aircraft may have experienced some type of technical malfunction.

Dan Coverley with the Douglas County Sheriff’s Office says the plane appeared to be missing a portion of the wing and tail.

The National Transportation Safety Board will take over the remainder of the investigation.

The post 1 dead after small plane crashes near Jacks Valley Road in Minden appeared first on ARFFWG | ARFF Working Group.


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