ARFF (Airport Rescue and Fire Fighting)

Today in History

ARFF Working Group - Fri, 11/03/2017 - 08:05

67 Years ago today: On 3 November 1950 an Air-India Lockheed Constellation struck Mont Blanc, killing all 48 occupants.

Date: Friday 3 November 1950 Time: 09:43 Type: Lockheed L-749 Constellation Operator: Air-India Registration: VT-CQP C/n / msn: 2506 First flight: 1948 Crew: Fatalities: 8 / Occupants: 8 Passengers: Fatalities: 40 / Occupants: 40 Total: Fatalities: 48 / Occupants: 48 Airplane damage: Destroyed Airplane fate: Written off (damaged beyond repair) Location: Mont Blanc (   France) Crash site elevation: 4572 m (15000 feet) amsl Phase: En route (ENR) Nature: International Scheduled Passenger Departure airport: Cairo (unknown airport), Egypt Destination airport: Genève-Cointrin Airport (GVA/LSGG), Switzerland Flightnumber: 245

Narrative:
Air-India flight 245 departed Bombay on a flight to London with several intermediate stops. While descending towards Geneva, the airplane flew into the side of Mont Blanc at an elevation of 15.000 feet.
The wreckage was located November 5.

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Ex-Sikorsky Exec Pushed WW II Fighter Beyond Its Limits In Crash That Killed Him

ARFF Working Group - Thu, 11/02/2017 - 08:30

Christine Negroni 

The former president of Sikorsky, Jeffrey Pino, appears to have mishandled his WW II-era fighter plane by doing acrobatics, leading to a fatal crash in February 2016. The details are included in the factual report released by the National Transportation Safety Board as part of its investigation into the accident.

Pino, 61, who served as the president of the Connecticut-based helicopter company for six years until retiring in 2012, was flying with a fellow pilot and friend Nick Tramontano, in the restored P-51, dubbed “Big Beautiful Doll,” near Maricopa, Arizona. 

Witnesses said they saw the aircraft do a loop and then descend nose down.

Richard Terry Brown, a private pilot in Arizona, said he saw the plane performing an acrobatic maneuver he described as a “regular loop.” The airplane never came out of the turn. Brown was one of three men who gave similar accounts of the P-51’s last minutes flying.

The NTSB’s analysis of airport surveillance radar, suggests in the minutes before the crash, the airplane climbed for 14 seconds at a rate of speed as high as 8,000 feet per minute.

In the flight handbook for the single engine 51D, which was written for the Air Force pilots who would fly the airplane and is part of the NTSB report, pilots are specifically warned not to do the kind of abrupt pull up required for loops, with more than 25 gallons of fuel or about 150 pounds in the fuselage tank. This creates a “tail heavy” condition, the handbook says, that could “cause a reversal of control stick forces.”

In Pino’s airplane, the tank had been replaced by a second seat which was occupied by Tramontano, who weighed considerably more than 150 pounds. In addition to the restriction on abrupt pull ups, acrobatics are prohibited with any weight in the tank.

It looks like a “terrible, a gross disregard, a flagrant disregard of the flight handbook,” I was told by an experienced pilot who read through the report and the P-51 handbook before talking to me. He asked that I not identify him by name.

While Pino was an experienced helicopter pilot with 6,700 hours of flight time in both helicopters and fixed wing aircraft, he was reportedly new to the P-51, having purchased the plane two years earlier. The 73 year old Tramontano, had 26,000 hours in his log book.

The report says the plane belonged to and was operated by Pino, however, each of the tandem seats had working flight controls. A spokesman for the NTSB said on Monday, “it’s not possible for us to definitely determine who was manipulating the controls.”

The factual report suggests that the handling of the airplane will probably be cited as a factor leading to the crash when the final report is released sometime in the next two months.

https://www.forbes.com/sites/christinenegroni/2017/11/02/pilot-pushed-plane-beyond-its-limits-in-crash-that-killed-retired-sikorsky-exec/2/#7fe7328b14e2

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TSB to release report on deadly cargo aircraft crash near Vancouver

ARFF Working Group - Thu, 11/02/2017 - 08:27

The Canadian Press

VANCOUVER – The Transportation Safety Board of Canada will be releasing a report today on a cargo aircraft crash near Vancouver that killed two pilots.

The Swearingen operated by Carson Air crashed on April 13, 2015, in the mountains north of Vancouver en route to Prince George, B.C.

The BC Coroners Service had said toxicology tests found pilot Robert Brandt had a blood-alcohol level of 0.24 per cent, or three times the legal limit for driving.

Brandt, 34, was captain of the twin-engine plane when it crashed, also killing 32-year-old first officer Kevin Wang, who did not have any drugs or alcohol in his system.

The TSB had said following the crash that the crew did not declare an emergency before the aircraft dropped from 2,400 metres to 900 metres altitude in less than 20 seconds.

Kathy Fox, chair of the TSB, is holding a news conference in Vancouver this morning to discuss the findings of the investigation into the crash.

http://www.ctvnews.ca/canada/tsb-to-release-report-on-deadly-cargo-aircraft-crash-near-vancouver-1.3660042

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F-16 Crash Caused By Bad Maintenance

ARFF Working Group - Thu, 11/02/2017 - 08:26

By Geoff Rapoport

The F-16C that crashed on April 5, 2017, shortly after departure from Joint Base Andrews, was brought down by faulty reassembly of the main engine control (MEC) unit during overhaul, according to the Air Force Accident Investigation Board assigned to the mishap. The absence of a retaining ring and associated anti-rotation pin led to malfunction of a pilot valve, which caused a massive excess of fuel to be delivered to the engine. The excess fuel first manifested as uncommanded acceleration, but rapidly progressed to engine overspeed and “a severe in-flight engine fire that extended 20 to 30 feet aft of the aircraft,” according to the Air Force. No one was killed in the accident. The pilot ejected at 2000 feet after pointing the aircraft toward a wooded area 4 miles southwest of the departure airport.

This was the first flight for the single-engine fighter following installation of the overhauled MEC, which was conducted at the Air Force 552d Commodities Maintenance Squadron, Oklahoma City. During disassembly of the MEC, Air Force forensic specialists found two pieces missing, which led to the failure, along with an extra backing ring found lodged against a sealing gasket. An O-ring made of a material other than the one specified was also found in the MEC. The extra part and incorrect O-ring did not contribute to the accident, but were further evidence of a lack of parts control in the overhaul shop, according to the board. Air Force Col. David Cochran, who was the president of the Accident Investigation Board, wrote, “It is critically important to ensure that all small washers, shims, pins, clips, and retaining rings are accounted for during the MEC overhaul process, in accordance with the applicable technical order guidance. Omitting or improperly installing any of these items, as stated in the technical order, did result in failure of the MEC and aircraft loss.”

https://www.avweb.com/avwebflash/news/F-16-Crash-Caused-by-Bad-Maintenance-229854-1.html

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Today in History

ARFF Working Group - Thu, 11/02/2017 - 08:24

29 Years ago today: On 2 November 1988 a LOT Antonov 24 made a forced landing follwing engine problems near Rzeszow, killing 1 out of 29 occupants.

Date: Wednesday 2 November 1988 Type: Antonov 24B Operator: LOT Polskie Linie Lotnicze Registration: SP-LTD C/n / msn: 67302209 First flight: 1966 Engines:Ivchenko AI-24 Crew: Fatalities: 0 / Occupants: 4 Passengers: Fatalities: 1 / Occupants: 25 Total: Fatalities: 1 / Occupants: 29 Airplane damage: Damaged beyond repair Location: near Rzeszów (   Poland) Phase: Approach (APR) Nature: Domestic Scheduled Passenger Departure airport: Warszawa-Okecie Airport (WAW/EPWA), Poland Destination airport: Rzeszów Airport (RZE/EPRZ), Poland Flightnumber: 703

Narrative:
Engine failure forced the crew to make an emergency landing on a field. The aircraft struck a ditch and caught fire.

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Today is Wednesday the 1st of November, 2017

ARFF Working Group - Wed, 11/01/2017 - 09:55

We start the new month with the following stories…

Be safe out there!

Tom

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Pilot dies in Tuesday morning plane crash near airport

ARFF Working Group - Wed, 11/01/2017 - 09:53

by Jenny Clore

A Rhode Island man died at the controls of his airplane this morning near Columbus Regional Airport.

The N.C. Highway Patrol said George Howard Charteress III, flying a single-engine Beechcraft, left a Florida airport shortly before 8 a.m. heading for Rhode Island with one passenger, Richard Shawn.

Officials said Charteress was heading in to land when the plane lost power and crashed 400 yards short of the runway, about 20 yards short of a field near the end of the runway.

Shawn, 58, also of Rhode Island, suffered minor injuries. He called 911 after the plane crashed, and rescuers used his GPS coordinates to find the crash site, which was not visible from the airport or nearby Pleasant Plains Church Road. Shawn was outside the aircraft when the first rescuers arrived, and walked out of the thickly vegetated area to board an ambulance.

The Federal Aviation Administration is investigating the crash.

The Columbus airport is a popular stop for many private pilots due to lower fuel prices here than at many larger airfields.

Brunswick Fire, Whiteville Rescue, Whiteville Heavy Rescue, the Highway Patrol and the sheriff’s office responded to the crash.

11:30 a.m. report

The pilot of a small single engine airplane died in a crash just west of the runway at Columbus County Airport at about 10:00 a.m. Tuesday morning. A passenger in the plane survived and was able to walk out of the wooded area where the plane crashed. He was taken to Columbus Regional Healthcare for minor injuries by Whiteville Rescue.

Sammy Jacobs, a salvage yard operator, heard the radio call and offered to guide several of his workers to the scene. The workers were volunteers of Brunswick Fire Department. Jacobs heard the passenger of the plane calling for help and made his way through a densely wooded area to the scene. He returned to Pleasant Plains Church Road and flagged down first responders.
The pilot is from out of state. He will be identified pending notification of kin.

Pilot dies in Tuesday morning plane crash near airport

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Ukraine International Airlines B-737 Hits Catering Truck in Kiev

ARFF Working Group - Wed, 11/01/2017 - 09:52
Date: 31-OCT-2017 Time: Type: Boeing 737-8AS (WL) Owner/operator: Ukraine International Airlines Registration: UR-PSV C/n / msn: 35017/3052 Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Airplane damage: Minor Location: Kiev-Borispol Airport (KBP/UKBB) –    Ukraine Phase: Taxi Nature: Domestic Scheduled Passenger Departure airport: Kiev-Borispol Airport (KBP/UKBB) Destination airport: Kharkov Airport (HRK/UKHH)

Narrative:
Right wing hit a truck when taxiing from stand. Leading edge slat damaged. Passengers taken to destination on UR-PST.

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Akron sues flight company and co-pilots over cleanup from 2015 plane crash

ARFF Working Group - Wed, 11/01/2017 - 09:50

AKRON, Ohio – The City of Akron is suing a private jet company and the estates of two now-deceased pilots for the cleanup associated with a plane crash in 2015 that killed 9 people and destroyed an apartment building.

The city sued the estates of co-pilots Oscar Andres Chavez and Renato Marchese, who died in the crash, as well as the company that owned the plane and the company that leased the plane.

It is asking for $18,283.56 for cleanup, alleging that the defendants “failed to pay the necessary and reasonable, additional or extraordinary costs Plaintiff incurred in investigating, mitigating, minimizing, removing or abating the unauthorized spill, release, or discharge or contamination.”

Chavez and Marchese both died when the plane crashed into an Akron apartment building on Nov. 10, 2015. Seven passengers also died.

The National Transportation Safety Board said a “litany of failures” led to the crash.

http://www.news5cleveland.com/news/local-news/akron-canton-news/akron-sues-flight-company-and-co-pilots-over-cleanup-from-2015-plane-crash

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Korea holds drill on simulated plane crash at airport

ARFF Working Group - Wed, 11/01/2017 - 09:49

By Yonhap

Hundreds of South Korean firefighters, emergency crews and other officials on Wednesday staged a simulated fire on a plane in the latest drill to enhance readiness in case of an airport accident.

In the simulated drill, a plane — which lost communication with air traffic controllers — collided with a small aircraft on the runway as it was landing at Gimpo International Airport in western Seoul amid thunder and lightning.

The officials scrambled to the scene to rescue passengers and put out the burning planes using fire engines with a helicopter flying overhead.

There have been no major crashes between airplanes in South Korean airports, according to the transport ministry. (Yonhap)

http://www.koreaherald.com/view.php?ud=20171101000912

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Today in History

ARFF Working Group - Wed, 11/01/2017 - 09:48

68 Years ago today: On 1 November 1949 an Eastern Airlines Douglas C-54 collided with a Bolivian Air Force P-38 on approach to Washington-National, killing all 55 occupants.

Date: Tuesday 1 November 1949 Time: 11:46 Type: Douglas C-54B-10-DO (DC-4) Operator: Eastern Air Lines Registration: N88727 C/n / msn: 18365 First flight: 1944 Total airframe hrs: 12161 Crew: Fatalities: 4 / Occupants: 4 Passengers: Fatalities: 51 / Occupants: 51 Total: Fatalities: 55 / Occupants: 55 Airplane damage: Damaged beyond repair Location: 0,8 km (0.5 mls) SW of Washington-National Airport, DC (DCA) (   United States of America) Phase: Approach (APR) Nature: Domestic Scheduled Passenger Departure airport: New York-La Guardia Airport, NY (LGA/KLGA), United States of America Destination airport: Washington-National Airport, DC (DCA/KDCA), United States of America Flightnumber: EA537

Narrative:
At 11:37 A Bolivian Air Force Lockheed P-38 Lightning fighter (NX26927) took off from runway 03 at Washington-National Airport, DC (DCA). The pilot was carrying out an acceptance test flight. Because of erratic operation of the right hand engine, the pilot decided to land as soon as possible.
When abeam runway 36 the pilot transmitted, “Washington Tower, this is Bolivian P-38. I got engine trouble request landing instructions.” Waiting for instructions he circled the field. When he was between Bolling Field and the National Airport and at about 3,500 feet altitude, the tower asked, “Bolivian P-38, you were asking landing instructions?” The Bolivian pilot answered, “Yes, I have engine trouble. I am in a hurry,” and that the tower at that time responded, “Bolivian P-38 cleared to land number two on runway 3.”
Number one on the approach was Eastern Air Lines flight 537, a Douglas C-54. Because the P-38 was descending above and behind the C-54, it was then told to enter the left traffic pattern and to land behind the C-54. This message was never confirmed, nor complied with. The tower then switched to the Eastern aircraft and told it to turn left. When turning left, half a mile short of the runway at an altitude of 300 feet, both aircraft collided and crashed. The pilot of the P-38 survived with serious injuries.

Probable Cause:

PROBABLE CAUSE: “The execution of a straight-in final approach by the P-38 pilot without obtaining proper clearance to land and without exercising necessary vigilance.”

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Today is Tuesday the 31st of October, 2017 – Happy Halloween!

ARFF Working Group - Tue, 10/31/2017 - 08:56

Here are the stories for today…

Be safe out there, and take it easy on stealing the kids candy tonight!

Tom

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Airplane crash lands at Atlanta Motorsports Park

ARFF Working Group - Tue, 10/31/2017 - 08:40

By: Deidra Dukes

DAWSONVILLE, Ga. – An airplane made a crash landing at Atlanta Motorsports Park in Dawsonville, according to the FAA. The aircraft is a Piper P32R-300. 

“Experienced some mechanical issues in flight. Stated that the cockpit filled up with smoke and so basically he was looking for a place to land,” said Deputy Chief Tim Satterfield, Dawson County Emergency Services.

The crash occurred around 8:30 a.m. Monday morning. The aircraft departed from Lee Gilmer Memorial Airport in Gainesville, Georgia and was going to the Gary/Chicago International Airport in Gary, Indiana.

“He saw this area with a lot of asphalt and he tried to put it down there and had a crash landing,” the deputy chief said.

The pilot was the only person on board, and the plane was having a mechanical issue that led to the emergency landing, according to Satterfield.

“The pilot did self-extricate himself we transported him via helicopter to Northeast Georgia Medical Center,” said Satterfield. 

The pilot was flown to the hospital in serious but stable condition, according to officials.

Satterfield said the plane came to rest on the Go-Kart track. No one on the ground was injured. Satterfield credits luck and pilot skill knowing the crash could’ve been a lot worse.

“Oh, yes! A lot worse especially with the rural area too. If he had gotten into the woods or a mountainous area, it could’ve been a lot worse,” said Satterfield.

The plane can hold up to seven passengers.

http://www.fox5atlanta.com/news/airplane-crashes-at-atlanta-motorsports-park

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Small plane crashes in vineyard west of Selma; no initial word on how many on board

ARFF Working Group - Tue, 10/31/2017 - 08:38

BY BRIANNA CALIX 

A small private plane crashed Monday in rural Fresno County.

The California Highway Patrol responded to the incident before 2:30 p.m. west of Selma on Cedar Avenue.

An ambulance was not requested, but Cal Fire was called out for a fuel leak.

A pilot was the only person on the plane when it lost power at an altitude of 4,000 feet. He was headed to the Selma airport. The plane overturned when it clipped vines as he tried to land the craft, a sheriff’s spokesman said.

The plane was a Vans RV-6, the FAA said

http://www.fresnobee.com/news/local/article181776056.html

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ALPA Commends FAA’s Stance On Lithium Batteries

ARFF Working Group - Tue, 10/31/2017 - 08:36

Agency Has Called For Such Batteries To Be Banned From Checked Baggage

The Air Line Pilots Association, Int’l (ALPA), the world’s largest non-governmental aviation safety organization, applauded the FAA’s recent proposal to prohibit lithium batteries installed in certain electronic equipment from checked baggage on passenger aircraft. The FAA issued its recommendations to the International Civil Aviation Organization (ICAO) Dangerous Goods Panel after internal tests repeatedly demonstrated substantial fire concerns.

“ALPA has long called for international organizations to address the significant hazards associated with the safe transport of lithium batteries on passenger and cargo aircraft. We commend the FAA for their thoroughness in demonstrating the risks these batteries present when unmonitored and call on ICAO to implement these recommendations,” said Tim Canoll, ALPA president.

In addition, ALPA issued a letter to Transportation Secretary Elaine Chao expressing concerns regarding the recent decision to replace the FAA as the lead U.S. representative on ICAO’s Dangerous Goods Panel, which is considering the proposed ban at their current meeting.

“It is inappropriate to have an agency that is not responsible for the regulatory oversight of aviation to lead the delegation that is making recommendations to improve the safety of that sector of transportation,” wrote Capt. Canoll.

As the FAA was continuing their charge of promoting aviation safety, Secretary Chao indicated that the Pipeline and Hazardous Materials Safety Administration (PHMSA) would take over as the lead for U.S. negotiations on the regulation of dangerous goods at future ICAO meetings.

(Source: ALPA news release)

FMI: www.alpa.org

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ICAO considers checked baggage laptop ban over fire concern

ARFF Working Group - Tue, 10/31/2017 - 08:35

Aaron Karp

ICAO is considering amending its dangerous goods instructions to largely ban large personal electronic devices (PEDs) from checked baggage after US FAA’s Fire Safety Branch reported “troubling” results from tests conducted on potential fire risks to commercial aircraft from laptops in checked baggage.

Results of FAA’s testing, conducted over the summer and previously made public in an “Information for Operators” bulletin issued by the agency in July, were included in a report released during a meeting of ICAO’s Dangerous Goods Panel (DGP) that concluded Oct. 27 in Montreal.

The FAA test results have led to the drafting of language by DGP that would amend ICAO’s dangerous goods instructions to ban large PEDs from checked baggage.

Exceptions would include “operator approval for the unique passenger circumstances that may arise for the carriage of PEDs larger than a cell/smartphone in checked baggage” and the placement of large PEDs in checked baggage with “lithium battery(ies) … removed from the device and stowed in the cabin,” according to the DGP report.

Otherwise, there would be little leeway—FAA and DGP believe crafting detailed rules that would give individual passengers or airlines discretion could too easily lead to unnecessary fire risk. Also, an airline choosing to ban large PEDs from checked baggage could unknowingly carry them in passenger baggage cargo holds if bags originally checked with another airline are transferred on codeshare or interline flights.

“As such, requiring the large PEDs to be carried only in the cabin is the simplest, most effective and most efficient option for addressing this identified safety risk,” the DGP report stated.

The FAA tests were initiated following the “laptop ban” issued in March by the US Department of Homeland Security (DHS), which for four months prohibited passengers flying nonstop to the US from 10 airports in the Middle East and Africa from carrying large PEDs aboard aircraft. This meant more laptops were being checked, and DGP realized there was little data available on the fire risks large PEDs in checked baggage posed. So FAA’s Fire Safety Branch agreed to conduct tests on fully charged laptop computers inside suitcases.

“The suitcases varied in construction and in the density and types of items inside, as well as the construction of the outer case,” the DGP report stated. “A heater was placed against a lithium ion cell in the battery of a laptop to force it into thermal runaway. For the first five tests, the suitcases were filled with clothes, shoes, etc., but no other currently permitted dangerous goods. In four of those tests, the fire was contained and eventually self-extinguished, and the suitcases were not breached. In one test … the resulting fire burned out of the suitcase and fully consumed it.”

Those test results did not raise significant alarm, but FAA also conducted a test “of this same scenario” in which “an eight-ounce aerosol can of dry shampoo [was] strapped to the laptop battery and added to the suitcase contents,” the DGP report explained, noting that “dry shampoo is currently permitted to be carried in checked baggage.”

The test including the shampoo “yielded the most troubling result,” the DGP report stated. “Fire was observed almost immediately after thermal runaway was initiated. The fire rapidly grew, and within 40 seconds, the aerosol can of shampoo exploded with the resulting fire rapidly consuming the bag and its contents. This test showed that, given the rapid progression of the fire, a Halon fire suppression system cannot dispense Halon quickly enough to reach a sufficient concentration to suppress the fire and prevent the explosion.”

FAA then conducted four additional tests in which the dry shampoo remained and other items were added to the suitcases, including nail polish remover, hand sanitizer and a bottle of rubbing alcohol. “Three of those tests resulted in the can or bottle containing the dangerous goods bursting, leading to a large fire,” the DGP report stated. “In only one test was the fire contained within the case.”

The DGP said the tests indicate “that large PEDs in checked baggage mixed with an aerosol can produce an explosion and fire that the aircraft cargo fire suppression system … may not be able to safely manage. Globally, there are aircraft in the commercial fleet that do not have the same level of cargo fire suppression in the cargo hold, which places passengers in greater jeopardy if a PED catches fire in checked baggage.”

The Air Line Pilots Association (ALPA) praised the proposed ban on large PEDs in checked baggage. “ALPA has long called for international organizations to address the significant hazards associated with the safe transport of lithium batteries on passenger and cargo aircraft,” ALPA president Tim Canoll said in a statement. “We commend the FAA for their thoroughness in demonstrating the risks these batteries present when unmonitored and call on ICAO to implement these recommendations.”

Aaron Karp aaron.karp@penton.com

http://atwonline.com/security/icao-considers-checked-baggage-laptop-ban-over-fire-concern?NL=ATW-04&Issue=ATW-04_20171030_ATW-04_285&sfvc4enews=42&cl=article_2&utm_rid=CPEN1000000997368&utm_campaign=12332&utm_medium=email&elq2=0736982840bf448386730d72ee8f8727

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Today in History

ARFF Working Group - Tue, 10/31/2017 - 08:33

23 Years ago today: On 31 October 1994 an American Eagle ATR-72 crashed out of control in icing conditions near Roselawn, IN, USA, killing all 68 occupants.

Date: Monday 31 October 1994 Time: 15:59 Type: ATR 72-212 Operated by: Simmons Airlines On behalf of: American Eagle Registration: N401AM C/n / msn: 401 First flight: 1994 Total airframe hrs: 1352 Cycles: 1671 Engines:Pratt & Whitney Canada PW127 Crew: Fatalities: 4 / Occupants: 4 Passengers: Fatalities: 64 / Occupants: 64 Total: Fatalities: 68 / Occupants: 68 Airplane damage: Destroyed Airplane fate: Written off (damaged beyond repair) Location: near Roselawn, IN (   United States of America) Phase: Approach (APR) Nature: Domestic Scheduled Passenger Departure airport: Indianapolis International Airport, IN (IND/KIND), United States of America Destination airport: Chicago-O’Hare International Airport, IL (ORD/KORD), United States of America Flightnumber: 4184

Narrative:
American Eagle Flight 4184 was scheduled to depart the gate in Indianapolis at 14:10; however, due to a change in the traffic flow because of deteriorating weather conditions at destination Chicago-O’Hare, the flight left the gate at 14:14 and was held on the ground for 42 minutes before receiving an IFR clearance to O’Hare. At 14:55, the controller cleared flight 4184 for takeoff. The aircraft climbed to an enroute altitude of 16,300 feet. At 15:13, flight 4184 began the descent to 10,000 feet. During the descent, the FDR recorded the activation of the Level III airframe de-icing system. At 15:18, shortly after flight 4184 leveled off at 10,000 feet, the crew received a clearance to enter a holding pattern near the LUCIT intersection and they were told to expect further clearance at 15:45, which was revised to 16:00 at 15:38. Three minutes later the Level III airframe de-icing system activated again. At 15:56, the controller contacted flight 4184 and instructed the flight crew to descend to 8,000 feet. The engine power was reduced to the flight idle position, the propeller speed was 86 percent, and the autopilot remained engaged in the vertical speed (VS) and heading select (HDG SEL) modes. At 15:57:21, as the airplane was descending in a 15-degree right-wing-down attitude at 186 KIAS, the sound of the flap overspeed warning was recorded on the CVR. The crew selected flaps from 15 to zero degrees and the AOA and pitch attitude began to increase. At 15:57:33, as the airplane was descending through 9,130 feet, the AOA increased through 5 degrees, and the ailerons began deflecting to a right-wing-down position. About 1/2 second later, the ailerons rapidly deflected to 13:43 degrees right-wing-down, the autopilot disconnected. The airplane rolled rapidly to the right, and the pitch attitude and AOA began to decrease. Within several seconds of the initial aileron and roll excursion, the AOA decreased through 3.5 degrees, the ailerons moved to a nearly neutral position, and the airplane stopped rolling at 77 degrees right-wing-down. The airplane then began to roll to the left toward a wings-level attitude, the elevator began moving in a nose-up direction, the AOA began increasing, and the pitch attitude stopped at approximately 15 degrees nose down. At 15:57:38, as the airplane rolled back to the left through 59 degrees right-wing-down (towards wings level), the AOA increased again through 5 degrees and the ailerons again deflected rapidly to a right-wing-down position. The captain’s nose-up control column force exceeded 22 pounds, and the airplane rolled rapidly to the right, at a rate in excess of 50 degrees per second. The captain’s nose-up control column force decreased below 22 pounds as the airplane rolled through 120 degrees, and the first officer’s nose-up control column force exceeded 22 pounds just after the airplane rolled through the inverted position (180 degrees). Nose-up elevator inputs were indicated on the FDR throughout the roll, and the AOA increased when nose-up elevator increased. At 15:57:45 the airplane rolled through the wings-level attitude (completion of first full roll). The nose-up elevator and AOA then decreased rapidly, the ailerons immediately deflected to 6 degrees left-wing-down and then stabilized at about 1 degree right-wing-down, and the airplane stopped rolling at 144 degrees right wing down. At 15:57:48, as the airplane began rolling left, back towards wings level, the airspeed increased through 260 knots, the pitch attitude decreased through 60 degrees nose down, normal acceleration fluctuated between 2.0 and 2.5 G, and the altitude decreased through 6,000 feet. At 15:57:51, as the roll attitude passed through 90 degrees, continuing towards wings level, the captain applied more than 22 pounds of nose-up control column force, the elevator position increased to about 3 degrees nose up, pitch attitude stopped decreasing at 73 degrees nose down, the airspeed increased through 300 KIAS, normal acceleration remained above 2 G, and the altitude decreased through 4,900 feet. At 15:57:53, as the captain’s nose-up control column force decreased below 22 pounds, the first officer’s nose-up control column force again exceeded 22 pounds and the captain made the statement “nice and easy.” At 15:57:55, the normal acceleration increased to over 3.0 G. Approximately 1.7 seconds later, as the altitude decreased through 1,700 feet, the elevator position and vertical acceleration began to increase rapidly. The last recorded data on the FDR occurred at an altitude of 1,682 feet (vertical speed of approximately 500 feet per second), and indicated that the airplane was at an airspeed of 375 KIAS, a pitch attitude of 38 degrees nose down with 5 degrees of nose-up elevator, and was experiencing a vertical acceleration of 3.6 G. The airplane impacted a wet soybean field partially inverted, in a nose down, left-wing-low attitude.
Based on petitions filed for reconsideration of the probable cause, the NTSB on September 2002 updated it’s findings.

Probable Cause:

PROBABLE CAUSE: “The loss of control, attributed to a sudden and unexpected aileron hinge moment reversal, that occurred after a ridge of ice accreted beyond the deice boots while the airplane was in a holding pattern during which it intermittently encountered supercooled cloud and drizzle/rain drops, the size and water content of which exceeded those described in the icing certification envelope. The airplane was susceptible to this loss of control, and the crew was unable to recover. Contributing to the accident were 1) the French Directorate General for Civil Aviation’s (DGAC’s) inadequate oversight of the ATR 42 and 72, and its failure to take the necessary corrective action to ensure continued airworthiness in icing conditions; 2) the DGAC’s failure to provide the FAA with timely airworthiness information developed from previous ATR incidents and accidents in icing conditions, 3) the Federal Aviation Administration’s (FAA’s) failure to ensure that aircraft icing certification requirements, operational requirements for flight into icing conditions, and FAA published aircraft icing information adequately accounted for the hazards that can result from flight in freezing rain, 4) the FAA’s inadequate oversight of the ATR 42 and 72 to ensure continued airworthiness in icing conditions; and 5) ATR’s inadequate response to the continued occurrence of ATR 42 icing/roll upsets which, in conjunction with information learned about aileron control difficulties during the certification and development of the ATR 42 and 72, should have prompted additional research, and the creation of updated airplane flight manuals, flightcrew operating manuals and training programs related to operation of the ATR 42 and 72 in such icing conditions.”

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Today is Monday the 30th of October, 2017

ARFF Working Group - Mon, 10/30/2017 - 09:47

We start the new week off with the sad news of the loss of one of the most respected, finest, kindest guys that I’ve ever known in the ARFF profession. Roger Hamilton, retired Assistant Chief from KCVG – Cincinnati/Northern Kentucky International Airport passed away Saturday. Along with his work at CVG, he was also an Air Force veteran, KY Colonel, Certified Master Firefighter, life member of N. KY Firefighter’s Association, board member of C. & O. Credit Union and a long time member of the ARFF Working Group.

Our thoughts and prayers go out to Roger’s wife Linda, and his two sons Josh and Brandon and their families as well as his extended Fire Department and ARFF families. Roger will be sorely missed, may he rest in peace…

Here are the stories for today…

Be safe out there!

Tom

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Assistant Chief (Retired) Roger Hamilton, KCVG – R.I.P

ARFF Working Group - Mon, 10/30/2017 - 09:25

Roger Hamilton, 64, of Covington, went to be with the Lord on Saturday, October 28, 2017 at University of Cincinnati Medical Center.

Roger was a retired assistant fire chief for Cincinnati-Northern Kentucky Airport Fire Department, an Air Force veteran, KY Colonel, certified Master Firefighter, life member of N. KY Firefighter’s Association and board member of C. & O. Credit Union.

His many hobbies included; golf, his 64 ½ Ford Mustang, woodworking and coaching youth baseball and basketball for 35 years.

Roger spent his life saving others, first as a firefighter, then as a CPR instructor for NKEMS and then teaching Sunday school at his church, Latonia Baptist Church, where he was a longtime active member.

He graduated from Holmes High School class of 1971, and obtained an Associate’s Degree from NKU and received a Bachelors in Fire Science from UC.

Survivors include his wife of 45 years Linda (nee Reed) Hamilton; sons Josh (Brittany) Hamilton of Erlanger, Brandon (Vanessa) Hamilton of Independence and brother James Hamilton of Sparta.

Visitation 4-8 PM Wednesday, November 1, 2017 and funeral 10 AM Thursday, November 2nd all at Latonia Baptist Church. Interment at Floral Hills Cemetery with military honors.

Memorials to Latonia Baptist Church, 3800 Church St., Latonia, KY 41015 or to N. KY Firefighters, P.O. Box 6694, Florence, KY 41042.

SWINDLER & CURRIN FUNERAL HOME – LATONIA is serving the family.

For private online condolences visit swindler-currinfh.com

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