ARFF (Airport Rescue and Fire Fighting)

Pilot walks away after plane crashes on I-90 near Lookout Pass

ARFF Working Group - Wed, 05/23/2018 - 07:24

SPOKANE – A plane crashed on Interstate 90 at Lookout Pass on Tuesday afternoon near the Idaho/Montana state line, officials confirmed.

A witness said he watched an experimental airplane glide down onto the highway around 2 p.m. on Tuesday.

Tim Halbert said he was the one of the first people on the scene and waited with the pilot for emergency responders. He said the pilot was experiencing some back pain and had a few bumps and bruises but walked away from the crash.

“A sheriff’s deputy that was there told him to go buy a lottery ticket,” Halbert said.

Halbert said the pilot told him he had caught a downdraft and his engine quit. Halbert said the pilot told him he couldn’t get the engine going again and glided for a long while looking for a place to put the plane down.

“I knew he was in trouble because he was so low,” Halbert recalled. “He just kept getting lower and lower and sure enough, he just crashed.”

Mineral County Sheriff’s Office confirmed they were responding to the incident, but did not have any further detail.

Montana Department of Transit sent out a notification the eastbound lanes at Lookout Pass on the Montana side are blocked but traffic is able to get through the median. After speaking with a witness, it appears the road closures are as a result of the plane crash.

KREM 2 is still waiting to hear from officials on the pilot’s injuries, but a Halbert said he appeared to be OK.

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Bees delay plane at Shreveport airport

ARFF Working Group - Wed, 05/23/2018 - 07:22

By Eric Pointer, Digital Content Producer/Reporter


Crews had to work to remove bees from a plane at Shreveport Regional Airport Monday morning.

A passenger told KSLA News 12 that the Atlanta bound plane tried to do a high-speed taxi to knock the bees off. But when that didn’t work they turned around on the runway and could not take off.

Airport spokesman Mark Crawford says firefighters sprayed down the wing to try and remove the bees.

According to the airport’s flight status website, the plane was delayed over an hour and a half. It finally took after just before noon.

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Today in History

ARFF Working Group - Wed, 05/23/2018 - 07:20

47 Years ago today: On 23 May 1971 an Aviogenex Tupolev 134A crashed on landing at Rijeka; killing 78 out of 83 occupants.

Date: Sunday 23 May 1971 Time: ca 20:00 Type: Tupolev 134A Operator: Aviogenex Registration: YU-AHZ C/n / msn: 1351205 First flight: 1971 Total airframe hrs: 111 Cycles: 47 Engines:Soloviev D-30-II Crew: Fatalities: 3 / Occupants: 7 Passengers: Fatalities: 75 / Occupants: 76 Total: Fatalities: 78 / Occupants: 83 Airplane damage: Damaged beyond repair Location: Rijeka Airport (RJK) (   Croatia) Phase: Landing (LDG) Nature: Int’l Non Scheduled Passenger Departure airport: London-Gatwick Airport (LGW/EGKK), United Kingdom Destination airport: Rijeka Airport (RJK/LDRI), Croatia Flightnumber: 130

The Tu-134 approached Rijeka (RJK) in poor weather with heavy cumulo-nimbus, heavy rainfall and severe turbulence about 4 km from the runway threshold. As the aircraft passed through the area, it was carried upwards and rolled to the right. The aircraft was now above the ILS glide path. Some 800 m short of the runway, at a height of 60 m the crew decided to continue the approach. Power was reduced and the angle of descent increased to 10 degrees. The aircraft struck the runway with the right main gear at an airspeed of 160 km/h with 4g deceleration force. The right wing detached and the plane rolled on its back. The remaining stub of wing folded to block the overwing emergency exit. The aircraft slid for 700 m and caught fire.

Probable Cause:

It is considered that the probable main cause of the accident of the TU-134A aircraft, registration marks YU-AHZ, which occurred on the 23rd May, 1971, at “Rijeka” airport was a heavy landing on the right leg of the main landing gear, emphasised by an irregular position of the wheels and 0.7% slope up of the runway at the point of touchdown.
The Commission consider that the described deviation from the flight tehnique in itself, did not cause the crash of the aircraft, but that loading which resulted from the conditions under which the landing was performed made a greater contribution to the crash.
However, non-adequate handling of controls of the aircraft and engines could be explained only by false perceptions (illusions) of the crew concerning the aircraft position in respect to the runway.
The last minute of the flight was analysed on the basis of:
– flight recorder oscillogram
– results obtained during the investigation on the flight on board of the same type of aircraft.
– study of aerodynamic characteristics and stability of TU-134A – analysis of meteorological situation
– analysis of crew members’ statement
According to the opinion of the Commission this was an exceptional and complex case of many unfavourable circumstances which resulted in this catastrophe.

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Today is Tuesday the 22nd of May, 2018

ARFF Working Group - Tue, 05/22/2018 - 08:55

Here are the stories for today…

Be safe out there!


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Saudia Airbus A330-200 makes emergency landing at Jeddah Airport

ARFF Working Group - Tue, 05/22/2018 - 08:53

JEDDAH: Saudi Arabian Airlines flight SV3818, which was travelling from Medinah to Dhaka, had to be diverted to Jeddah after suffering a malfunction with the nose landing gear.

Saudia Airbus A330-200 – leased from Onur Air (reg. TC-OCH) – made an emergency landing at Jeddah’s King Abdulaziz Airport with the nose gear retracted.

The aircraft had circled Jeddah for several hours and was forced to make two low passes until it was allowed to land on runway 34R at around 22:00 local time.

The Airbus 330 suffered considerable damage, but passengers were evacuated via emergency slides and no injuries have been reported so far.

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Plane catches fire after emergency landing at Edmonton-area airport

ARFF Working Group - Tue, 05/22/2018 - 08:51

By Caley Ramsay

A pilot suffered minor burns to his hands after he was forced to make an emergency landing at an Edmonton-area airport on Monday afternoon. 

The pilot was flying the aircraft, a 10-550 Super Sealane, in the south Cooking Lake area on Monday afternoon when he noticed smoke in the cabin, according to Strathcona County Fire deputy chief Devin Capcara.

The pilot was forced to make an emergency landing at Cooking Lake Airport, just southeast of the city.

Capcara said the pilot was able to land the small plane and get out of the cockpit before the fire broke out.

Fire crews were able to quickly put out the fire but the plane was destroyed. The cause of the fire is now under investigation.

Cooking Lake Airport remained closed late Monday afternoon as crews worked to clean up the site.

Cooking Lake Airport is located just minutes outside of Edmonton’s southeast limits.

Plane catches fire after emergency landing at Edmonton-area airport

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Close shave for passengers as plane with 70 on board overshoots Shirdi runway

ARFF Working Group - Tue, 05/22/2018 - 08:49

A major disaster was averted when an Alliance Air plane overshot the runway by 50 metres while landing at Shirdi airport, before pilots managed to grind it to a halt. No one was injured.

Press Trust of India, Mumbai

As many as 70 passengers on board an Alliance Air flight had a narrow escape after the ATR aircraft carrying them from Mumbai overshot the runway by 50 meters during landing at the Shirdi airport on Monday. 

All the passengers are safe and there is no damage to aircraft too, an Air India official said. Alliance Air is the regional arm of the national carrier Air India.

“At round 5.29 pm, the Alliance Air flight arriving from Mumbai overshot the runway by 50 meters during landing at the Shirdi airport,” the official said.

There were 70 passengers on board the ATR aircraft,” he said adding, “airline will probe the causes of the incident.”

Aviation regulator Directorate General of Civil Aviation (DGCA) will also investigate the incident of the aircraft overshooting the runway separately, he added.

In May 2010, 152 people were killed when the pilot of the Air India Express flight from Dubai overshot the runway during landing at Mangaluru.

Constructed at an investment of around Rs 350 crore, Shirdi airport was inaugurated by President Ram Nath Kovind on October 1 last year.

With a 2,500 meter-long runway, the temple-town airport is capable of handling single narrow-body aircraft, such as Airbus A320 and Boeing 737s.

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Airport delays for hundreds of passengers after Chinese business jet skids off runway

ARFF Working Group - Tue, 05/22/2018 - 08:47

Plane’s owner says pilot had been undergoing training after aircraft veers off course during landing, resulting in overnight closure of airport

A business jet veered off a runway in eastern China on Sunday afternoon, causing 700 passengers to be delayed.

The plane, carrying four people, ended up nearly 70 metres from Yangzhou Taizhou airport runway in Jiangsu province at around 3pm after it attempted to land during pilot training, according to Xinhua.

A video on Weibo, China’s Twitter, shows the plane skidding to the left before veering back across the tarmac and finally coming to a halt.

A photograph posted below the video shows the aircraft body intact but the landing gear and wings damaged.

The incident caused the fuel tank to burst, reported China News Service, but no passengers were injured.

It remains unclear what caused the plane to skid off the runway, the airport said in a statement. An investigation is under way.

The airport closed following the incident, resulting in delays for 700 passengers, reported state newspaper People’s Daily. By 6:30am on Monday, operations had returned to normal, the airport confirmed.

The plane was owned by Shanghai-based Star Jet, which confirmed it was carrying out pilot training at the time. In a statement published on its website, it “deeply apologised” for the incident and to those it affected.

Yangzhou Taizhou airport opened in 2012 and serves most major Chinese cities and a few other locations in Southeast Asia. In 2015 it received more than 870,000 passengers.

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Today in History

ARFF Working Group - Tue, 05/22/2018 - 08:46

8 Years ago today: On 22 May 2010 an Air India Express Boeing 737-800 overran the runway and went down a ravine at Mangalore, India, killing 158.

Date: Saturday 22 May 2010 Time: 06:05 Type: Boeing 737-8HG (WL) Operator: Air India Express Registration: VT-AXV C/n / msn: 36333/2481 First flight: 2007-12-20 (2 years 5 months) Total airframe hrs: 7199 Cycles: 2833 Engines:CFMI CFM56-7B27/3 Crew: Fatalities: 6 / Occupants: 6 Passengers: Fatalities: 152 / Occupants: 160 Total: Fatalities: 158 / Occupants: 166 Airplane damage: Destroyed Airplane fate: Written off (damaged beyond repair) Location: Mangalore-Bajpe Airport (IXE) (   India) Crash site elevation: 103 m (338 feet) amsl Phase: Landing (LDG) Nature: International Scheduled Passenger Departure airport: Dubai Airport (DXB/OMDB), United Arab Emirates Destination airport: Mangalore-Bajpe Airport (IXE/VOML), India Flightnumber: IX812

Air India Express flight IX-811/812 is a daily round trip between Mangalore and Dubai. The outbound flight IX-811 was uneventful and landed at Dubai at 23:44 hours Local Time. The airplane was serviced and refuelled. The same flight crew operated the return leg, flight IX-812.
The airplane taxied out for departure at 01:06 LT (02:36 IST). The takeoff, climb and cruise were uneventful. There was no conversation between the two pilots for about 1 hour and 40 minutes because the captain was asleep. The First Officer was making all the radio calls.
The aircraft reported position at IGAMA at 05:33 hours IST and the First Officer was told to expect an ILS DME Arc approach to Mangalore. At about 130 miles from Mangalore, the First Officer requested descent clearance. This was, however, denied by the ATC Controller, who was using standard procedural control, to ensure safe separation with other air traffic. At 05:46 IST, the flight reported its position when it was at 80 DME as instructed by Mangalore Area Control. The aircraft was cleared to 7000 ft and commenced descent at 77 DME from Mangalore at 05:47 IST. The visibility reported was 6 km. Mangalore airport has a table top runway. As the AIP India states “Aerodrome located on hilltop. Valleys 200ft to 250ft immediately beyond paved surface of Runway.” Owing to the surrounding terrain, Air India Express had made a special qualification requirement that only the PIC shall carry out the take off and landing. The captain on the accident flight had made a total of 16 landings in the past at this airport and the First Officer had operated as a Co-pilot on 66 flights at this airport.
While the aircraft had commenced descent, there was no recorded conversation regarding the mandatory preparation for descent and landing briefing as stipulated in the SOP. After the aircraft was at about 50 miles and descending out of FL295, the conversation between the two pilots indicated that an incomplete approach briefing had been carried out.
At about 25 nm from DME and descending through FL184, the Mangalore Area Controller cleared the aircraft to continue descent to 2900 ft. At this stage, the First Officer requested, if they could proceed directly to Radial 338 and join the 10 DME Arc. Throughout the descent profile and DME Arc Approach for ILS 24, the aircraft was much higher than normally expected altitudes.
The aircraft was handed over by the Mangalore Area Controller to ATC Tower at 05:52 IST. The Tower controller, thereafter, asked the aircraft to report having established on 10 DME Arc for ILS Runway 24.
Considering that this flight was operating in WOCL (Window Of Circadian Low), by this time the First Officer had also shown signs of tiredness. This was indicated by the sounds of yawning heard on the CVR.
On having reported 10 DME Arc, the ATC Tower had asked aircraft to report when established on ILS. It appears that the captain had realised that the aircraft altitude was higher than normal and had selected Landing Gear ‘DOWN’ at an altitude of approximately 8,500 ft with speed brakes still deployed in Flight Detent position, so as to increase the rate of descent. As indicated by the DFDR, the aircraft continued to be high and did not follow the standard procedure of intercepting the ILS Glide Path at the correct intercept altitude. This incorrect procedure led to the aircraft being at almost twice the altitude as compared to a Standard ILS Approach.
During approach, the CVR indicated that the captain had selected Flaps 40 degrees and completed the Landing Check List. At 06:03 hours IST at about 2.5 DME, the Radio Altimeter had alerted an altitude of 2500 ft. This was immediately followed by the First Officer saying “It is too high” and “Runway straight down”. In reply, the captain had exclaimed “Oh my god”. At this moment, the captain had disconnected the Auto Pilot and simultaneously increased the rate of descent considerably to establish on the desired approach path. At this stage, the First Officer had queried “Go around?”
To this query from the First Officer, the captain had called out “Wrong loc .. … localiser .. … glide path”.
The First Officer had given a second call to the captain for “Go around” followed by “Unstabilised”. However, the First Officer did not appear to take any action, to initiate a Go Around. Having acquired the runway visually and to execute a landing, it appears that the captain had increased the rate of descent to almost 4000 ft per minute. Due to this, there were numerous warnings from EGPWS for ‘SINK RATE’ and ‘PULL UP’. On their own, the pilots did not report having established on ILS Approach.
Instead, the ATC Tower had queried the same. To this call, the captain had forcefully prompted the First Officer to give a call of “Affirmative”. The Tower controller gave landing clearance thereafter and also indicated “Winds calm”.
The aircraft was high on approach and touched down on the runway, much farther than normal. The aircraft had crossed the threshold at about 200 ft altitude with indicated speed in excess of 160 kt, as compared to 50 ft with target speed of 144 kt for the landing weight.
Despite the EGPWS warnings and calls from the First Officer to go around, the captain had persisted with the approach in unstabilised conditions. Short of touchdown, there was yet another (Third) call from the First Officer, “Go around captain…We don’t have runway left”. However, the captain had continued with the landing and the final touchdown was about 5200 ft from the threshold of runway 24, leaving approximately 2800 ft of remaining paved surface.
The captain had selected Thrust Reversers soon after touchdown. Within 6 seconds of applying brakes, the captain had initiated a ‘Go Around’, in contravention of Boeing SOP. The aircraft overshot the runway including the strip of 60 metres. After overshooting the runway and strip, the aircraft continued into the Runway End Safety Area (RESA) of 90 metres. Soon after which the right wing impacted the localiser antenna structure located further at 85 metres from the end of RESA. Thereafter, the aircraft hit the boundary fence and fell into a gorge.

Probable Cause:

Direct Causes:
The Court of Inquiry determines that the cause of this accident was Captain’s failure to discontinue the ‘unstabilised approach’ and his persistence in continuing with the landing, despite three calls from the First Officer to ‘go around’ and a number of warnings from EGPWS.
Contributing Factors to the Accident:
1. In spite of availability of adequate rest period prior to the flight, the Captain was in prolonged sleep during flight, which could have led to sleep inertia.
As a resu lt of relatively short period of time between his awakening and the approach, it possibly led to impaired judgment. This aspect might have got accentuated while flying in the Window of Circadian Low (WOCL).
2. In the absence of Mangalore Area Control Radar (MSSR), due to unserviceability, the aircraft was given descent at a shorter distance on DME as compared to the normal. However, the flight crew did not plan the descent profile properly, resulting in remaining high on approach.
3. Probably in view of ambiguity in various instructions empowering the ‘copilot’ to initiate a ‘go around ‘, the First Officer gave repeated calls to this effect, but did not take over the controls to actually discontinue the ill-fated approach.

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