ARFF Working Group - Fri, 12/29/2017 - 11:02


The NFPA released their latest edition of its “U.S. Firefighter Injuries” 2016 report. The statistics were collected from fire departments responding to NFPA’s annual U.S. Fire Experience survey.


There were 62,085 U.S. firefighter injuries in 2016, reflecting an 8.8 percent decrease from 2015, making this the lowest rate of injury since 1981, when NFPA began analyzing firefighter injury data. Of those injuries, 19,050 (30.6 percent) resulted in lost time. Note below also at the significant amount of EXPOSURES Firefighters experienced. 

Interestingly, according to the USFA, the 2016 LODD’s were as follows:


==TOTAL: 89 Firefighters (56 volunteer, 23 career and 10 wildland) died while on duty in 2016.

Activities related to emergency incidents resulted in the deaths of 36 firefighters.
==17 Firefighters died while engaging in activities at the scene of a fire.

==10 Firefighters died while responding to emergency incidents.
==19 Firefighters died as the result of vehicle crashes.
==40 Firefighters died from heart attacks-the most frequent nature of fatal injury.
==9 firefighters died while they were engaged in training activities.

*Cancer is not currently nationally recognized as an LODD.

The leading injury types in 2016 were: 

==Strains, sprains and/or muscular pains (52.6 percent), and wounds, cuts, bleeding, and bruising (15.2 percent)
Firefighters were more likely to be injured on the fireground resulting in 24,325 (39.2 percent) of the firefighter injuries. The leading cause of injury during fireground operations was overexertion and strain (27.1 percent). Injuries also occurred off the fireground. Other types of duty that resulted in firefighter injury were:
==Non-fire emergency incidents (20.6 percent)
==Other on-duty activities (18.2 percent)
==Training activities (13.7 percent)
While responding to or returning from an incident an estimated 15,425 collisions occurred involving fire department emergency vehicles resulting in 700 firefighter injuries (8.4 percent).


There were also 9,275 documented exposures to infectious diseases (e.g., hepatitis, meningitis, and HIV) in 2016, along with an estimated 36,475 documented exposures to hazardous conditions (e.g., asbestos, chemicals, fumes, and radioactive materials). The documented exposures to hazardous conditions represents a 34 percent increase as compared to 2015.

Take Care. Be Careful. Pass It On.


The Secret List 12/11/2017-1700 Hours

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Today in History

ARFF Working Group - Fri, 12/29/2017 - 10:56

45 Years ago today: On 29 December 1972 an Eastern Airlines Lockheed TriStar crashed into the Everglades while approaching Miami (Flight 401; killing 99 out of 176 occupants.

Date: Friday 29 December 1972 Time: 23:42 Type: Lockheed L-1011-385-1 TriStar 1 Operator: Eastern Air Lines Registration: N310EA C/n / msn: 1011 First flight: 1972 Total airframe hrs: 986 Cycles: 502 Engines:Rolls-Royce RB211-22C Crew: Fatalities: 5 / Occupants: 13 Passengers: Fatalities: 96 / Occupants: 163 Total: Fatalities: 101 / Occupants: 176 Airplane damage: Destroyed Airplane fate: Written off (damaged beyond repair) Location: Everglades, FL (   United States of America) Phase: Approach (APR) Nature: Domestic Scheduled Passenger Departure airport: New York-John F. Kennedy International Airport, NY (JFK/KJFK), United States of America Destination airport: Miami International Airport, FL (MIA/KMIA), United States of America Flightnumber: EA401

Flight EA401 departed New York-JFK at 21:20 EST for a flight to Miami. The flight was uneventful until the approach to Miami. After selecting gear down, the nosegear light didn’t indicate ‘down and locked’. Even after recycling the gear, the light still didn’t illuminate. At 23:34 the crew called Miami Tower and were advised to climb to 2000 feet and hold. At 23:37 the captain instructed the second officer to enter the forward electronics bay, below the flight deck, to check visually the alignment of the nose gear indices. Meanwhile, the flight crew continued their attempts to free the nosegear position light lens from its retainer, without success. The second officer was directed to descend into the electronics bay again at 23:38 and the captain and first officer continued discussing the gear position light lens assembly and how it might have been reinserted incorrectly. At 23:40:38 a half-second C-chord sounded in the cockpit, indicating a +/- 250 feet deviation from the selected altitude. None of the crewmembers commented on the warning and no action was taken. A little later the Eastern Airlines maintenance specialist, occupying the forward observer seat went into the electronics bay to assist the second officer with the operation of the nose wheel well light. 
At 23:41:40 Miami approach contacted the flight and granted the crew’s request to turn around by clearing him for a left turn heading 180 degrees. At 23:42:05 the first officer suddenly realized that the altitude had dropped. Just seven seconds afterwards, while in a left bank of 28deg, the TriStar’s no. 1 engine struck the ground, followed by the left main gear. The aircraft disintegrated, scattering wreckage over an area of flat marshland, covering a 1600 feet x 300 feet area.
Five crew members and 94 passengers died in the accident. Two passengers died more than seven days after the accident as a result of their injuries.

Probable Cause:

PROBABLE CAUSE: “The failure of the fight crew to monitor the flight instruments during the final 4 minutes of flight, and to detect an unexpected descent soon enough to prevent impact with the ground. Preoccupation with a malfunction of the nose landing gear position indicating system distracted the crew’s attention from the instruments and allowed the descent to go unnoticed.”

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Air France A380 flight #AF66 to LAX suffered a new engine problem

ARFF Working Group - Thu, 12/28/2017 - 11:54

Another Air France A380 suffered a new engine problem in flight to LAX.

The Airbus A380 (reg. F-HPJG) landed at Los Angeles LAX airport after engine #2 shut down in flight.

UPDATE Air France confirmed to AIRLIVE the engine was shut down in flight due to low oil pressure. The flight safely continued to LAX with 3 engines running.

Flight #AF66 departed Paris CDG at 10:18 UTC and landed at 20:55 UTC.

The runway 25L was inspected for debris after landing.

Return flight #AF65 to Paris CDG is cancelled as Air France is confirming “technical issue”.

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Greenville police, firefighters called to scene of emergency plane landing

ARFF Working Group - Thu, 12/28/2017 - 11:53

By Amanda Shaw


The Greenville Police Department was called to the Greenville Downtown Airport on Wednesday.

Officers said the aircraft was experiencing an issue with its landing gear. Greenville City firefighters were also called to the scene.

Just before 4 p.m., officers said the pilot had landed. Joe Frasher, director of the Greenville Downtown Airport, said the pilot had problems extending the main gear on a Piper Arrow.

The pilot elected to land in the grass to minimize damage.

The aircraft suffered minor damage in the emergency landing but no one was injured, Frasher said.

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Distress call from cargo plane prompts landing at Dayton airport

ARFF Working Group - Thu, 12/28/2017 - 11:40


A FexEx cargo plane safely landed at Dayton International Airport following a report of a fire on board the plane, according to an airport spokeswoman.

Fire crews received a distress call from the plane around 9:20 a.m. reporting their was a fire on the plane, Dayton airport spokeswoman Linda Hughes said.

The flight landed without incident just before 10 a.m. The incident no longer involves airport fire crews and is under investigation by FedEx, Hughes said.

It was not known if the flight originated at Dayton International Airport, or if the airport was the intended destination.

Additional details were not available.

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Malta: Plane blown into airport building by strong winds

ARFF Working Group - Thu, 12/28/2017 - 11:39

A plane crashed into the side of a building after it was blown from its parking space by strong winds in Malta. 

The nose of the privately owned aircraft hit an adjacent building at Malta International Airport, near Valletta.

Emergency services were called to the scene, however no injuries were reported.

There was nobody on board the plane at the time of the crash.

Maltese media say the plane belongs to Michael Ashcroft, a major donor to the UK’s ruling Conservative party.

However, a spokesperson for Lord Ashcroft declined to confirm this to the BBC.

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Woman waited an hour for ambulance after fall from aircraft

ARFF Working Group - Thu, 12/28/2017 - 11:37

Passenger disembarking from Australia flight sustained injuries at Cork Airport

A woman had to wait almost an hour for an ambulance after suffering head, shoulder and knee injuries when she fell from the top of an aircraft stairs at Cork Airport, according to a report by the Air Accident Investigation Unit.

The incident occurred just before 6pm on May 26th following a scheduled flight from Manchester.

The report says a police officer from the Airport Police Fire Service saw the woman lose balance at the top of the aircraft steps, fall and land on the ground below at 5.58pm. He immediately called for an ambulance and assistance from colleagues in the service and an initial assessment was carried out.

“Due to the passenger’s injuries a decision was taken not to move her until she had been assessed by ambulance personnel,” the report states. “The APFS then tried to make the passenger comfortable and monitored her condition until the ambulance arrived at 6.50pm. The APFS officer understood that the passenger had travelled to Ireland from Australia.”

‘Serious injuries’

The report said while the services were on the scene immediately and were monitoring the woman, “the investigation considers that an hour is a significant time for a person with potentially serious injuries to be lying on the ground at an international airport”.

The Health Information and Quality Authority sets out that in cases where patients have serious but not life-threatening conditions – which require an immediate response – the target is to have a patient-carrying vehicle at the scene within 19 minutes.

Management at Cork Airport informed the accident investigation unit that the ambulance response time for this particular incident was not in line with their experience and that the normal response time is “significantly shorter”.

The passenger recalled that while leaving the aircraft she fell from the top of the steps and attempted to grab the handrail to prevent the fall.

Broken shoulder

“She did not recall any trip or stumble which may have initiated the fall. At the time she was holding two pieces of hand luggage and was wearing ‘deck’ type shoes,” the report states.

The woman recounted injuries including a broken shoulder, badly bruised left knee, hip and head injury, which has caused persistent headaches and dizziness.

The accident investigation unit said the annual number of reported occurrences on aircraft steps is “relatively small” as are the number of other passenger injuries such as scalding with hot liquids.

“The time that an individual passenger spends on steps is also very small, typically a minute or less, compared to the amount of time the passenger spends on the aircraft for the rest of their flight, typically 90 minutes or more,” said the accident investigation unit.

“Consequently, on a pro-rata basis, the time a passenger spends on the steps is a time of higher risk of injury, than the remainder of their flight.”

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NTSB Releases Preliminary Report From October Accident In NC

ARFF Working Group - Thu, 12/28/2017 - 11:35

Investigation Points To Possible Issue With Fuel Gauges

The NTSB has released a preliminary report from an accident which occurred in October which fatally injured the pilot of the Beech Debonair. A pilot-rated passenger received minor injuries from the accident. 

According to the report, the  Beech 35-C33, N293GC, was substantially damaged when it impacted trees and terrain after a loss of engine power during approach to Columbus County Municipal Airport (CPC), Whiteville, North Carolina. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight which departed from Cannon Creek Airport (15FL), Lake City, Florida about 0735.

According to the pilot-rated passenger, the private pilot told him that the engine on the accident airplane would consume about 11.5 gallons per hour in cruise flight. On the morning of the accident, during the preflight inspection of the airplane they noticed that the fuel level was about ½ inch above the tabs in both fuel tanks. They initially intended to fly from 15FL to Lake City Gateway Airport (LCQ), Lake City, Florida for fuel, but the fixed-base-operator was closed, so they decided to refuel at CPC, on their way to their final destination of Westerly State Airport (WST), Westerly, Rhode Island.

After departing 15FL, they flew with the fuel selector in the right tank position for 1 hour and 25 minutes. When they were about 40 minutes from CPC, the private pilot switched the fuel selector to the left tank position.

During the final approach to runway 6 at CPC, when the airplane was about 700 ft above mean sea level, the private pilot switched the fuel selector to the right tank, as the landing checklist required the selector to be selected to the fullest tank for approach and landing. The pilot-rated passenger noticed that the left fuel tank gauge was showing ¼ full, and the right fuel tank gauge was showing ½ full. He then advised the private pilot that that could not be correct, as they had been operating on the right tank for most of the flight. The nose of the airplane then dropped, and the pilot-rated passenger advised the private pilot that the airplane had lost engine power. The pilot-rated passenger then noticed the private pilot twisting the vernier type throttle, and he told him again that the engine was not producing any power.

The private pilot then reached down, and switched the fuel selector to the left tank. The pilot-rated passenger noticed that as the private pilot leaned forward against the throw-over control wheel assembly, the airplane pitched sharply downward. The pilot-rated passenger then saw that the airplane was approaching trees, and he yelled at the private pilot who then looked up just as the airplane’s left wing struck a tree. The pilot-rated passenger then put his arms in front of him to brace himself. He subsequently egressed from the airplane and called 911.

Examination of the accident site revealed that the airplane came to rest in a heavily wooded area about 2,000 ft from the approach end of runway 6. The airplane came to rest upright, in a 38° nose down attitude, facing the opposite direction of travel.

Examination of the airplane revealed that it had been substantially damaged during the impact sequence with the outboard left wing sustaining significant impact damage near the flap/aileron junction.

The throttle was in the full throttle position, the propeller control was in the high rpm (fine pitch) position, the mixture control was in the full rich position, and the fuel boost pump switch was on. The wing flaps were in the 30° extended position and the landing gear was down. The fuel selector valve was in the “LH TANK” position.

The left fuel tank contained about 16 gallons of fuel, and the right fuel tank contained about 0.5 gallons of fuel. Both left fuel tank and right fuel tank quantity transmitters were checked with an Ohmmeter; the resistance levels were variable and moved in concert with the floats. When electrical power was applied to the electrical system, the left fuel tank quantity gauge indicted about ½ full and the right fuel tank quantity gauge indicated about ¾ full.

When the left fuel tank quantity transmitters were actuated to full (up), the left fuel tank quantity gauge responded accordingly. When the left fuel tank quantity transmitters were actuated to empty (down), the left fuel tank quantity gauge responded accordingly.

When the right fuel tank quantity transmitters were actuated to full (up), the right fuel tank quantity gauge responded accordingly. When the right fuel tank quantity transmitters were actuated to empty (down), the right fuel tank quantity gauge still indicated approximately ¾ full.

The engine did not exhibit physical impact damage. Oil was present in the oil sump, galleries, and rocker boxes. The engine oil dipstick indicated that the oil sump contained about 5.5 quarts of oil. All six upper spark plugs exhibited normal wear patterns, were dry, and exhibited a light color consistent with a lean combustion mixture. Examination of the piston domes, cylinder walls, exhaust valves, and intake valves with a lighted borescope, did not reveal any anomalies. Continuity was established with the cockpit engine controls and the associated engine components. The throttle and mixture control arms remained attached and secured. The mufflers and tailpipes were impact damaged.

Drivetrain continuity was established, thumb compression and suction were achieved on all six cylinders, and rocker arm motion was observed on all valves. Spark was produced by the magnetos to each ignition lead, and the impulse couplers were heard to release. The fuel control inlet screen was clean, and the engine driven fuel pump gear and drive coupling were intact. The fuel pump rotated smoothly, and fuel was expelled when manually rotated. The oil pump appeared normal, and the vacuum pump drive coupling was intact.

Examination of the two-bladed propeller revealed that one propeller blade exhibited S-bending, twisting, and leading-edge paint erosion, with smearing of the red paint that was on the blade tip. The other blade was bent aft around the left side of the engine; the blade was twisted, and the tip was curled aft. Freshly cut sections of tree limbs, about 5 inches in diameter and approximately 15 inches long were observed at the accident site.. One section exhibited a red paint transfer mark.

According to Federal Aviation Administration (FAA) airman and pilot records, the pilot held a private pilot certificate with ratings for airplane single-engine land, and rotorcraft-helicopter. His most recent FAA third-class medical certificate was issued on February 22, 2016. He had accrued about 3,797 total hours of flight experience, about 2,403 hours of which, were in single engine airplanes.

According to FAA airman records, the pilot-rated passenger, held a private pilot certificate with ratings for airplane single-engine land, and instrument-airplane. His most recent FAA third-class medical certificate was issued on September 19, 2016. He reported on that date, that he had accrued about 1,330 total hours of flight experience.

According to FAA airworthiness and maintenance records, the airplane was manufactured in 1966. Its most recent annual inspection was completed on March 4, 2017. At the time of the Accident, the airplane had accrued about 5,812 total hours of operation.

The wreckage was retained for further examination.

(Image from file. Not accident airplane)


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NTSB Releases Accident Statistics From Calendar Year 2015

ARFF Working Group - Thu, 12/28/2017 - 11:33

Another Year With No Fatalities For Part 121 Carriers

The NTSB has released a summary of aviation accidents for Calendar Year 2015 which shows another year of no fatalities aboard aircraft operated by Part 121 carriers. 

The NTSB’s Summary of US Civil Aviation Accidents for Calendar Year (CY) 2015 reviews all civil aviation accidents that occurred between January 1, 2015, and December 31, 2015. This summary combines accidents involving air carriers (regulated by Title 14 Code of Federal Regulations [CFR] Part 121), commuter and on-demand carriers (regulated by 14 CFR Part 135), and general aviation (regulated by 14 CFR Part 91).

Civil aviation in the United States encompasses a broad variety of aircraft and pilots, flying for many different purposes. These operations can range from light-sport and private flights to commercial air carrier operations. The safety of civil aviation in the United States is regulated by the Federal Aviation Administration (FAA). The FAA distinguishes between commercial and general aviation operations. Commercial operations generally involve carriers that operate aircraft in revenue service, for the purpose of either passenger or cargo transport. These carriers are regulated by Parts 121 and 135.

Most air carriers regulated by Part 121 fly large, transport-category aircraft for the purpose of passenger travel. However, some carriers operating under Part 121 transport cargo only. Both passenger and all-cargo Part 121 carriers normally conduct operations in controlled airspace and at specific, uncontrolled airports that are able to provide certain weather, maintenance, and operational equipment and support.

Part 135 applies to commuter and on-demand operations, which may involve takeoffs and landings at airports that do not have the services required by Part 121. Part 135 contains different regulatory requirements than those for Part 121 operators.
Part 121 and Part 135 operations can be further classified into scheduled and non-scheduled services. Scheduled operators offer set departure locations, departure times, and arrival locations in advance of each flight’s departure. Non-scheduled operators, or on-demand operators, do not operate from set locations at set times, but instead rely on their customers to determine the departure and arrival locations and times. Examples of non-scheduled operations include some Part 121 cargo operations, Part 135 air taxi operations, and certain emergency medical transport operations.

In contrast, general aviation operations encompass those not covered by Part 121 or Part 135 (or those covered by Part 129, which applies to foreign carriers operating in US airspace). Whereas Parts 121 and 135 apply to specific types of operations, general aviation encompasses a wide variety of operations, involving an even wider array of aircraft. General aviation includes all non-commercial operations, including flying for pleasure and business, along with very specific commercial operations, such as flight training and banner- or glider-towing.

According to the board, there were 1,282 total aviation accidents in 2015. Of those, 1,210 involved GA airplanes and resulted in 378 fatalities from 230 accidents. There were 43 accidents involving Part 135 Commuter and On-Demand carriers. Twenty-eight people were fatally injured in eight of those accident.

Part 121 Air Carriers were involved in 30 incidents, but none of those resulted in any fatal injury.

Some of the statistical summaries presented here use accident categories that were developed by the Commercial Aviation Safety Team (CAST)/International Civil Aviation Organization (ICAO) Common Taxonomy Team (CICTT). CICTT category development focuses on coding aircraft accident occurrences and phases of flight in a standardized and logical manner.

(Source: NTSB. Image provided)


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Today in History

ARFF Working Group - Thu, 12/28/2017 - 11:31

3 Years ago today: On 28 December 2014 an Indonesia AirAsia Airbus A320 crashed in the Karimata Strait, Indonesia, killing all 162 occupants.

Date: Sunday 28 December 2014 Time: 06:18 Type: Airbus A320-216 Operator: Indonesia AirAsia Registration: PK-AXC C/n / msn: 3648 First flight: 2008-09-25 (6 years 3 months) Total airframe hrs: 23039 Cycles: 13610 Engines:CFMI CFM56-5B6/3 Crew: Fatalities: 6 / Occupants: 6 Passengers: Fatalities: 156 / Occupants: 156 Total: Fatalities: 162 / Occupants: 162 Airplane damage: Destroyed Airplane fate: Written off (damaged beyond repair) Location: Karimata Strait (   Indonesia) Phase: En route (ENR) Nature: International Scheduled Passenger Departure airport: Surabaya-Juanda Airport (SUB/WARR), Indonesia Destination airport: Singapore-Changi International Airport (SIN/WSSS), Singapore Flightnumber: QZ8501

An Indonesia AirAsia Airbus A320-216, performing flight QZ8501, was destroyed when it impacted the water of the Java Sea between Surabaya and Singapore. All 156 passengers and six crew members on board were killed.
The flight took off from runway 10 at Surabaya-Juanda Airport (SUB) at 05:35 hours local time (22:35 UTC). The airplane turned left, tracking 329° over the Java Sea. The planned cruising altitude of FL320 was reached about 05:49. At 06:00 the Electronic Centralized Aircraft Monitoring (ECAM) amber advisory AUTO FLT RUD TRV LIM 1 appeared. One minute later a failure on both Rudder Travel Limiter Units triggered a chime and master caution light. The ECAM message showed “AUTO FLT RUD TRV LIM SYS” (Auto Flight Rudder Travel Limiter System). The pilot in command read and performed the ECAM action to set the Flight Augmentation Computer (FAC) 1 and 2 push-buttons on the overhead panel to OFF then to ON one by one. Both Rudder Travel Limiter Units returned to function normally.
Upon entering the Jakarta Flight Information Region (FIR) over the TAVIP waypoint at 06:11 the flight contacted Jakarta ACC. The flight stated that they were deviating to the left of their planned route along airway M635 to avoid clouds and requested a climb to FL380. The requested climb was not possible due to other traffic but the flight was cleared to climb to FL340.
At 06:13, a single chime sounded and the amber ECAM message “AUTO FLT RUD TRV LIM SYS” was again displayed. This was the third failure on both Rudder Travel Limiter Units on this flight. The pilots performed the ECAM actions and the system returned to function normally.
At 06:15, the fourth failure on both Rudder Travel Limiter Units occurred and triggered ECAM message “AUTO FLT RUD TRV LIM SYS”, chime and master caution light.
At 06:16 the flight was cleared by Jakarta Radar to climb to FL340 but there was no reply. The Jakarta Radar controller then called the pilot for several times but received no reply.
Meanwhile on the flight deck, the pilot in command decided not to follow the same ECAM actions as before to rectify the failure. He had recently observed a ground engineer resetting the FAC Circuit Breakers (CB) to rectify the rudder travel limiter failure and assumed he could use the same method in flight. This action however was not allowed in flight. The consequences of resetting FAC CBs in flight are not described in Airbus documents. It requires good understanding of the aircraft system to be aware of the consequences.
Following a reset of the circuit breakers, several master cautions were triggered in relation to FAC’s 1 and 2.
After electrical interruption the autopilot and the auto-thrust then disengaged. Flight control law reverted from Normal Law to Alternate Law. The aircraft started to roll to the left up to 54° angle of bank. Nine seconds after the autopilot disengaged, the right side-stick activated. The delayed response of the pilot flying was likely due to his attention not being directed to the PFD as many events occurred at this time. He may have been startled when he realized the unusual attitude of the aircraft.
After the right side-stick activated, the aircraft roll angle reduced to 9° left. This rapid right rolling movement might cause an excessive roll sensation to the right. The pilot flying may have experienced spatial disorientation and over-corrected by shifting the side stick to the left which caused the aircraft rolled back to the left up to 50°
The input on his side-stick was mostly pitch up and the aircraft climbed up to approximately 38,000 feet with a climb rate of up to 11,000 feet per minute.
The aircraft pitch reached 24° up. The pilot in command then stated: “pull down…pull down” however the input on the pilot flying’s side stick was backward and increased resulting in the AOA increasing up to a maximum of 48° up.
At 06:17:17 the stall warning activated and continued until the end of the CVR recording.
In a response the pilot in command applied nose down commands with his side stick while the pilot flying’s side stick input was mostly at maximum pitch up until the end of the recording
At 06:17:41 the aircraft reached the highest altitude of 38,500 feet and the largest roll angle of 104° to the left. The aircraft then lost altitude with a descent rate of up to 20,000 feet per minute.
At approximately 29,000 feet the aircraft attitude was wings level with pitch and roll angles of approximately zero with the airspeed varied between 100 and 160 knots. The Angle of Attack (AOA) was almost constant at approximately 40° up. The aircraft then lost altitude with an average rate of 12,000 feet per minute until the aircraft impacted the sea.

On December 30 pieces of debris and bodies were recovered from the sea. On January 12 and 13, 2015 the Flight Data Recorder (FDR) and Cockpit Voice Recorder (CVR) were retrieved. On January 14 the main fuselage was located by a Singapore Navy ship.

Probable Cause:

Contributing factors:
– The cracking of a solder joint of both channel A and B resulted in loss of electrical continuity and led to RTLU failure.
– The existing maintenance data analysis led to unresolved repetitive faults occurring with shorter intervals. The same fault occurred 4 times during the flight.
– The flight crew action to the first 3 faults in accordance with the ECAM messages. Following the fourth fault, the FDR recorded different signatures that were similar to the FAC CB’s being reset resulting in electrical interruption to the FAC’s.
– The electrical interruption to the FAC caused the autopilot to disengage and the flight control logic to change from Normal Law to Alternate Law, the rudder deflecting 2° to the left resulting the aircraft rolling up to 54° angle of bank.
– Subsequent flight crew action leading to inability to control the aircraft in the
– Alternate Law resulted in the aircraft departing from the normal flight envelope and entering prolonged stall condition that was beyond the capability of the flight crew to recover.

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UPDATE: Plane overshoots runway, skids into field near Michigan City Municipal Airport

ARFF Working Group - Wed, 12/27/2017 - 09:50

Sarah Reese

MICHIGAN CITY — Two people suffered minor injuries early Wednesday after a small private jet crashed while attempting to land at the Michigan City Municipal Airport, officials said. 

The pilot overshot the runway, hit a fence in the area of U.S. 20 and U.S. 35, skidded across a highway, took out a guardrail and continued about 300 yards into a field, said Tony Drzewiecki, spokesman for the Michigan City Fire Department.

Emergency personnel arrived and found the pilot and a passenger already had exited the twin-engine jet. They were treated for minor injuries by LaPorte County Emergency Medical Services.

The aircraft sustained heavy damage, Drzewiecki said.

It was unclear whether the weather was a factor.

The National Transportation Safety Board was notified, officials said.

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Westchester: Plane lands safely following emergency

ARFF Working Group - Wed, 12/27/2017 - 09:48

Kimberly Redmond

A private jet landed safely at Westchester County airport after one of its engines failed Tuesday afternoon.

Those on board were prepared for a crash landing but the pilot was able to land the plane without incident, Kieran O’Leary, a spokesman for Westchester County police, said.

After the pilot reported the jet’s left engine failed, police, fire and emergency services descended upon the airport around 2 p.m. in preparation for a possible crash.

Sixteen people were on board the plane, which was inbound from the Bahamas.

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Burnt Bagel Forces St. Louis Airport Evacuation On Freezing Night

ARFF Working Group - Wed, 12/27/2017 - 09:46

The evacuation was quick but quirky.

Travelers at St. Louis Lambert International Airport were forced to evacuate into the chilly night Tuesday after a bagel got a little too toasty.

Airport officials evacuated Terminal 2 of the St. Louis airport because an employee burned a bagel at a restaurant in the terminal about 6 p.m., according to local news station KMOV.

Travelers had to wait outside in 11-degree cold, but they were kept there for less than 10 minutes. When the evacuation was lifted, travelers had to go through security checkpoints a second time, according to Jacob Long, a Boston-based news anchor who was at the airport.

Long said there were “hundreds” of travelers walking on the tarmac beneath jet bridges as they were evacuated. In a series of tweets, Long said that many people and airport officials were confused about what was going on.

“We’re all outside in the freezing cold walking under the jet bridges,” Long tweeted. “No idea where we are going or why. Hundreds of passengers.”

Long was amused when he learned why the airport was evacuated.

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AF Selects Locations For Next 2 ANG F-35 Bases

ARFF Working Group - Wed, 12/27/2017 - 09:42

Facilities In Wisconsin And Alabama Are The Preferred Sites

The Air Force has selected Truax Field Air National Guard Base, Wisconsin and Dannelly Field, Alabama as the preferred locations for the next two Air National Guard F-35A bases.

“Selecting Truax Field and Dannelly Field will increase Air National Guard F-35A units providing 5th Generation airpower around the world,” said Secretary of the Air Force Heather Wilson. “As F-35As arrive at these locations, we will use the existing aircraft at these fields to replace the aging F-16s at other Air National Guard units.”

F-35As will eventually replace many of the 4th generation Air Force aircraft. However, the Air Force will continue to fly a mix of 5th and 4th generation fighters into the 2040s, in order to maintain enough fighters to meet combatant commander requirements, provide required training and allow a reasonable deployment tempo for the force. “Putting F-35s at these two Air National Guard bases continues our transition into the next generation of air superiority,” said Air Force Chief of Staff Gen. David L. Goldfein. “It helps ensure we can always offer the Commander-in-Chief air power options and be ready to penetrate any enemy air defenses, hold any target at risk and go when and where the president tells us to go. We’re the options folks. The F-35 is critical to the family of systems we need to accomplish this mission for the nation now and in the future.”

At this time, the Air Force expects the F-35As to begin arriving at Truax Field in early 2023 and at Dannelly Field later that year. These locations remain preferred alternatives until the secretary of the Air Force makes the final basing decisions after the requisite environmental analysis is complete.

The Air Force also evaluated Gowen Field ANGB, Idaho, Selfridge ANGB, Michigan and Jacksonville Air Guard Station, Florida in this round of decisions. Those bases were reasonable alternatives, but not preferred.

Previously, the secretary of the Air Force selected three active duty operational locations and one Air National Guard location—Hill AFB, Utah, RAF Lakenheath, England, Eielson AFB, Alaska and Burlington AGS, Vermont.

Additionally, the Air Force announced Naval Air Station Joint Reserve Base Fort Worth, Texas as the preferred alternative for the first Air Force Reserve base.

(Image provided with USAF news release)


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Today in History

ARFF Working Group - Wed, 12/27/2017 - 09:41

26 Years ago today: On 27 December 1991 a SAS MD-81 made a forced landing in a field following a double engine flame-out after takeoff from Stockholm, Sweden; all 129 occupants survived.

Date: Friday 27 December 1991 Time: 08:51 Type: McDonnell Douglas DC-9-81 (MD-81) Operator: Scandinavian Airlines System – SAS Registration: OY-KHO C/n / msn: 53003/1844 First flight: 1991 Total airframe hrs: 1608 Cycles: 1272 Engines:Pratt & Whitney JT8D-217C Crew: Fatalities: 0 / Occupants: 7 Passengers: Fatalities: 0 / Occupants: 122 Total: Fatalities: 0 / Occupants: 129 Airplane damage: Damaged beyond repair Location: near Gottröra (   Sweden) Phase: Initial climb (ICL) Nature: International Scheduled Passenger Departure airport: Stockholm-Arlanda Airport (ARN/ESSA), Sweden Destination airport: København-Kastrup Airport (CPH/EKCH), Denmark Flightnumber: SK751

The MD-81 arrived from Zurich at 22:09 and was parked at gate 2 overnight with temperatures of around +1 deg. C. Approx. 2550 kg of fuel remained in each wing tank. The aircraft was scheduled to leave Stockholm for Copenhagen at 08:30 and the temperature had dropped to -0 deg C in the early morning. During the night and in the early morning clear ice had formed on the upper side of the wings, but this was not detected by the ground crew member who checked the forward part of the wing. The aircraft was fuelled with 1400 kg of fuel and was ready for de-icing at 08:30, which was done using 850l of Type I fluid. After de-icing the mechanic didn’t check whether there was any clear ice on the upper side of the wings, since he had previously found none. The flight was then cleared to taxi to runway 08 and the aircraft took off at 08:47. After 25 seconds (at 1124 feet height) bangs, vibrations and jerks were perceived in the aircraft. This was caused by a no. 2 engine surge. The engine was throttled down a little, but throttle control simultaneously changed to an automatic mode which increased throttle setting with altitude (Automatic Thrust Restoration – ATR). This in turn increased the intensity of the surging. The no. 1 engine surged 39 seconds later, but this was not noticed by the flight crew. An attempt to switch on the autopilot at 2616 feet failed. At 76 resp. 78 seconds into the flight both the no. 2 and no. 1 engine failed after breakup of the stage 1 stators of both engines (initiated by high loads from the surges). The aircraft was climbing through 3206 feet at that moment with a 196 KIAS. A no. 1 engine fire warning at 91 seconds into the flight made the crew activate the fire extinguishing system. A SAS captain traveling the passenger cabin realized that there were problems and hurried to the cockpit to assist the flight crew. The aircraft was in a gliding left turn at that moment. When descending through 420 m, still in the clouds, the assisting captain gradually extended the flaps. The flaps were fully extended at 1100 feet (340 m) and the plane broke through the clouds at 980-820 feet. A field in the direction of flight was chosen for an emergency landing. The wheels were selected down and Stockholm control was informed about the imminent crash-landing. The MD-81 contacted trees at 121 knots and a major portion of the right wing broke off. The plane then struck sloping ground tail-first and slid along the ground for 110 m. The fuselage was broken into three pieces, but there was no fire.

Probable Cause:

CAUSES OF THE ACCIDENT: “The accident was caused by SAS’ instructions and routines being inadequate to ensure that clear ice was removed from the wings of the aircraft prior to takeoff. Hence the aircraft took off with clear ice on the wings. In connection with lift-off, the clear ice loosened and was ingested by the engines. The ice caused damage to the engine fan stages, which led to engine surges. The surges destroyed the engines.
Contributory causes were: The pilots were not trained to identify and eliminate engine surging; ATR-which was unknown within SAS – was activated and increased the engine power without the pilot’s knowledge.”

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Today is Tuesday the 26th of December, 2017

ARFF Working Group - Tue, 12/26/2017 - 11:30

I hope everyone enjoyed their Christmas!

Here are the stories to kick off the last week of 2017…

Be safe out there!


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Plane goes off the taxiway at Boston’s Logan Airport

ARFF Working Group - Tue, 12/26/2017 - 11:27

A JetBlue plane went off the taxiway at Boston’s Logan Airport on Christmas night, the airline confirmed to CBS News. There were no injuries, JetBlue said.

According to JetBlue, Flight 50 from Savannah to Boston went off of a taxiway shortly after landing at approximately 7:15 p.m.

Buses transported customers from the aircraft to the terminal, JetBlue said.

Earlier Monday, a nasty winter storm hit New England that temporarily shut down runways at Logan Airport. A Massport spokesman told CBS Boston airport crews were not able to keep up with the snow and were not departing or landing aircraft as of 10 a.m. About an hour later, one runway was able to open but delays were expected throughout the day.

A combination of high wind gusts and heavy snow/ice on wires could lead to power outages in the region. There were about 11,000 reported outages in the state as of 2 p.m., mostly on Cape Cod.

CBS Boston meteorologist Dave Epstein recommended clearing out any snow and slush because temperatures will not be above freezing for the rest of the week.

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5 killed after plane attempted takeoff at airport ‘socked in with fog’

ARFF Working Group - Tue, 12/26/2017 - 11:25


Five people died after a twin-engine plane trying to take off in heavy fog crashed at the end of a runway at an airport in Central Florida, causing a “huge fire,” authorities said.

Polk County Sheriff Grady Judd said there were “no survivors” of the crash at Bartow Municipal Airport in Bartow, Florida. 

“I have reviewed some footage, and clearly no one should have tried to a takeoff from this airport at 7:15 this morning,” Judd said during a press conference this morning. “The airport was totally socked in with fog.”

In a statement, officials tentatively identified the five killed as: John Shannon, 70, the plane’s pilot; Shannon’s daugters, Olivia Shannon, 24, and Victoria Shannon Worthington, 26; Worthington’s husband, Peter Worthington Jr., 27; and family friend Krista Clayton, 32.

Autopsies will be conducted later this week to determine the official causes of death.

Judd called the crash “a horrific tragedy” in a statement Sunday afternoon.

“Our thoughts and prayers are with the Shannon, Worthington, and Clayton families. This is a tragedy any time, but it is so much worse because it happened on Christmas Eve. We are providing all of our resources to assist them with anything they need to help them get through this horrific tragedy,” the statement reads.

Judd said earlier that he personally knew at least one person on the plane.

“I have known him for years and years and years,” he said.

The NTSB and the FAA are investigating the crash.

As Polk County Fire and Rescue personnel headed to the crash site they had trouble spotting the wreckage, according to radio transcriptions reviewed by ABC News.

In one dispatch, a firefighter described the limited visibility.

“Engine 461, Battalion 4, we’re on scene now at the air base … it’s really foggy. We’re unable to see it from our location, I’m going to try to make it out onto the airfield,” the first responder radioed.

Once Polk County Fire and Rescue members found the plane wreckage, they reported the plane was “fully engulfed” in flames.

The airport once served as the Bartow Army Air Field during World War II, according to its museum’s website.

After the war, the complex functioned as a “flight school training cadets for military service” before it was turned over to the city of Bartow, the website says.

ABC News’ Brendan Rand contributed to this report.

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