Speaking of midair collisions -
Via Youtube:
Via Foxnews:
Quote:Dallas airshow disaster caught on video as planes collide in mid-air
A Boeing B-17 Flying Fortress and a Bell P-63 Kingcobra collided and crashed to the ground
Two planes collided in midair at the Wings Ove Dallas Airshow at the Dallas Executive Airport on Saturday afternoon.
The accident took place during the Wings Over Dallas World War II Airshow at 1:25 p.m.
"A Boeing B-17 Flying Fortress and a Bell P-63 Kingcobra collided and crashed at the Wings Over Dallas Airshow at Dallas Executive Airport in Texas around 1:20 p.m. local time Saturday," the Federal Aviation Administration said. "At this time, it is unknown how many people were on both aircraft."
I wonder if the NTSB will be refusing to investigate this one??
Answer:
Quote:The FAA and the National Transportation Safety Board said that they will investigate the incident.
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Metro (with 56 dogs) ace's Western Lakes Golf Club (par 4) 3rd hole -
Good news story for a change...
Quote:Airplane carrying 56 rescue dogs crash-lands on golf course, Wisconsin officials say
An airplane carrying precious cargo crashed on a Wisconsin golf course, officials said. Deputies with the Waukesha County Sheriff’s Office responded to the scene shortly after 9 a.m. on Nov. 15, the office said in a news release. There were three people and 56 rescue dogs aboard the flight, which crash-landed and came to rest on the third hole of the Western Lakes Golf Course, according to the sheriff’s office. The plane took “significant damage.” As the plane descended, its wings were clipped off by trees and the fuselage scraped belly-first across the green, officials told WDJT. Over 300 gallons of jet fuel leaked from the wreckage and the state Department of Natural Resources was on the scene. Despite the dangerous landing, all people and puppies survived with some sustaining minor injuries, the sheriff’s office said.
Read more at: https://www.newsobserver.com/news/nation...rylink=cpy
Ref:
https://westernlakes.com/
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NTSB v Ethiopian Flight ET 302 FR: Part II
Courtesy Hessel W. van der Maten, via Linkedin:
Hessel W. van der Maten
Aside from everybody’s opinion on responsibility, liability and accountability for the accident, this communication from the NTSB provides some good insight into an important part of the investigative process: draft report review.
ICAO Annex 13 stipulates who may participate in the investigation. While the State of Occurrence (here: Ethiopia) is in charge of the investigation, many accredited representatives provide information that could find its way into the final report. A draft of the final report is normally sent to those involved to collect feedback on factual accuracy. To maximize transparency, the investigative authority sometimes publishes this feedback, with their commentary on why this was or was not incorporated into the final report. This way, the reader can determine the objectivity, veracity and thoroughness of the investigation.
The NTSB decided to publish their feedback and I have no doubt this decision was not taken lightly. Investigative authorities are not supposed to apportion blame and this release only aims to increase transparency so that we can improve our learning and attempt to prevent reoccurrence.
Quote:
NTSB Releases Comments on Ethiopia’s Investigation of the Boeing 737 Max Accident
12/27/2022
WASHINGTON (December 27, 2022) — The National Transportation Safety Board published Tuesday the comments it provided to the Ethiopian government on their draft accident investigation report into the 2019 crash in Ethiopia of a Boeing 737 Max airplane.
The NTSB took the unusual step of publishing the comments on its website after Ethiopia’s Aircraft Accident Investigation Bureau (EAIB) failed to include the NTSB’s comments in its final report on its investigation into the March 10, 2019, crash of Ethiopian Airlines flight 302, a Boeing 737-800 MAX. The NTSB received the EAIB final accident report on December 27.
In accordance with the provisions of the International Civil Aviation Organization Annex 13, countries participating in the investigation are provided the opportunity to review the draft report and provide comments to the investigative authority. If the investigating authority disagrees with the comments or declines to integrate them into the accident report, participating countries are entitled to request that their comments be appended to the final report.
The EAIB provided the NTSB with its first draft of the report last year. The NTSB reviewed the report and provided comments on several aspects of the accident the NTSB believed were insufficiently addressed in the draft report. The comments primarily were focused on areas related to human factors.
After the EAIB reviewed the comments, it provided the NTSB with a revised draft report for its review. The NTSB determined the revised report failed to sufficiently address its comments. As provided by the ICAO Annex 13 process, the NTSB provided the EAIB with more expansive and detailed comments.
Instead of incorporating the most recent and expanded comments into their report, or appending them as had been requested, the EAIB included a hyperlink in their final report to an earlier and now outdated version of the NTSB’s comments.
The NTSB also noted that the final report included significant changes from the last draft the EAIB provided the NTSB. As a result, the NTSB is in the process of carefully reviewing the EAIB final report to determine if there are any other comments that may be necessary.
The NTSB’s comments are available online.
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Wings over Dallas Midair collision; Airboss audio and transcript released under FOI -
Courtesy CBS DFW, via Youtube:
Quote:
A comment from cornishcactus which IMO absolutely nails it...
Quote:cornishcactus
5 days ago (edited)
The Airboss allowed the aircraft to all fly at the same height, he also kept the bombers further out from the crowd at the 1000' line while letting the fighters on the closer line.
As the bombers were making larger turns in the circuit this put the fighters on the inside of the turns so they had to cross the bombers paths to get to that closer crowd line.
This also increased their speed as they had to overtake and worse bank sharper which lowered their visibility.
There's no reason they couldn't have flown two separate circuits with the fighters on the outside at all times as their higher speed would allow them to fly the larger circuit quicker to get the over the flighline timings correct and keep everything together. This also affords the fighters the best view possible of the bombers at all times in turns as they appear above in the canopy and aren't obstructed by the engine, wing or sometimes thicker portion of the canopy hoop frame.
Or you have them separated by half a circuit at all times regardless. . .
Maybe the 'Airboss' (ATC) radio phraseology is standard for warbird air displays in the US but IMO it is nothing more than confusing gobbledygook and as blancoliro, in his summary presentation, states this is the 'smoking gun' in this NTSB AAI..
Plus a couple of comments, which again IMHO absolutely NAILS IT!
Quote:leokimvideo
5 days ago (edited)
Totally shocking hearing the cowboy Airboss controlling the aircraft. Explains why this incident happened. Incredibly chilling to hear the confusion building up before the collision. Surely the pilots flying this mayhem had a feeling it was all getting out of control. Sure the show must go on, but look what happens when it's allowed to. Criss cross flying pattern also caused the double helicopter crash in Australia at Sea World.
Jim Immler
5 days ago
I am a pilot with what I believe are good radio and situational awareness skills. After listening to that three times I can only hope that I would have exited that pattern asap. Very chaotic situation. Somehow all parties got sucked into a very unrealistic situation with the potential for multiple points of failure. Very sad. As pilots we always need to evaluate and refuse a sketchy situation before going up. I hope this never happens again and becomes a catalyst for future training. My sincerest condolences to all families affected by this.
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NTSB release FR into LA Augusta chopper prang -
Very graphic video footage, courtesy Aviation Accidents/This day in history, via Youtube:
Quote:On November 6, 2020, about 1500 Pacific daylight time, an Agusta (Leonardo) A109S helicopter, N109EX, was substantially damaged when it was involved in an accident at the University of Southern California, Keck Medical Center, Los Angeles, California. The pilot and one passenger sustained serious injuries, and one passenger were uninjured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 135 helicopter air ambulance flight.
The pilot established the helicopter in an approach to land on a rooftop helipad. During the approach, as the helicopter was about 40 ft above the helipad, the helicopter began to yaw to the right despite the pilot’s control inputs. As the pilot continued the approach, he experienced a loss of tail rotor control and attempted to land on the helipad as the helicopter’s right yaw increased. A witness videoed the accident sequence which showed the helicopter rotating clockwise about the vertical axis and rolling to the left before it impacted the helipad. Postaccident examination of the helicopter revealed that the ring nut for the tail rotor duplex bearing was backed out of the sleeve, which resulted in the loss of tail rotor control.
During the investigation, the manufacturer provided historical records of four previous cases that involved ring nut failures. These cases resulted in the manufacturer developing changes to maintenance practices, issuance of European Union Aviation Safety Agency Emergency Airworthiness Directive 2012-0195E in September 2012, and the issuance of Federal Aviation Administration Airworthiness Directive (AD) 2014-02-08, in March 2014, which was superseded by AD 2015-11-08, in June 2015, as a result of a fourth occurrence. The AD added, in part, a daily pilot check to enhance detection of an impending failure of a tail rotor duplex bearing ring nut installation.
The accident pilot and the previous pilot who was assigned to the helicopter reported visually inspecting the two locking wires and signing off on the inspection.
Probable Cause: The loss of tail rotor control due to the separation of the tail rotor duplex bearing ring nut from the thrust sleeve, which resulted in the loss of helicopter control.
Very lucky the chopper came to rest on the rooftop helipad, literally centimetres from falling off the edge of the building...coming to a vertiport near you??
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TAIC NZ request ATSB lab rat assistance with B777 runway excursion -
Via Popinjay central:
Quote:Investigation number AE-2023-001
Occurrence date 27/01/2023
Location Auckland, New Zealand
State International
Report status Pending
Investigation type External Investigation
Investigation phase Evidence collection
Investigation status Active
Anticipated completion Q1 2023
Summary
On 27 January 2023 a Boeing 777 aircraft registered ZK-OKN, was conducting a scheduled passenger flight from Melbourne, Australia to Auckland, New Zealand. Shortly after touchdown at Auckland airport, the aircraft briefly lost directional control and the aircraft veered away from the runway centreline. There was damage reported to six runway edge lights and to the aircraft’s undercarriage assembly, including deflation of one tyre, there were no injuries to passengers or crew.
The Transport Accident Investigation Commission (TAIC) has requested assistance from the Australian Transport Safety Bureau (ATSB) to download the aircraft’s cockpit voice recorder (CVR) and flight data recorder (FDR) to assist their investigation.
To facilitate this support and to provide the appropriate protections for the information, the ATSB appointed an accredited representative in accordance with paragraph 5.23 of ICAO Annex 13 and commenced an investigation under the Australian Transport Safety Investigation Act 2003.
Hmm..27th of January...flooded runway perhaps??
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FSD review Yeti Air Crash preliminary report -
Courtesy FSD, via Youtube:
Quote:Yeti Air Crash Preliminary Report – Episode 157
The Flight Safety Detectives examine the preliminary accident report from the fatal January 2023 Yeti air crash. They discuss professionalism and crew resource management as the central cause.
“Pilots needs to execute with purpose,” Greg Feith says. “That means that before you do or touch anything in the cockpit you have to be clear about your purpose.”
Greg, Todd Curtis, and John Goglia share possible reasons why the Yeti Airlines ATR 72 flight crew made fundamental errors that allowed the aircraft to stall and crash shortly before landing. For them, the Yeti air crash may become a great case study for the importance of paying attention and professionalism.
The flight crew included a captain getting familiarization training with a new airport and a training captain. John highlights the many tasks being covered by the training captain and makes a case for the need for a third crew member in the cockpit.
The preliminary report shows that the training captain grabbed the wrong levers during approach. Neither pilot reacted well to the resulting flight issues. Human factors and poor communication are large contributors to the resulting crash.
Related documents:
This episode also includes discussion of the acting FAA administrator’s effort to put together a panel to study aviation safety. John, Greg and Todd talk about the types of people who need to participate to get an accurate picture of what is happening with aviation safety.
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NTSB final report for SA226TC and Cirrus SR22 midair!! -
Via Avweb:
Quote:NTSB Says Midair Pilot Overshot Pattern Turns
By Russ Niles -Published: April 1, 2023 Updated: April 2, 2023
The NTSB has cited airmanship and an air traffic control failure in the midair collision of a Cirrus SR22 and a Key Lime Air Swearingen SA226TC at Centennial Airport in Englewood, Colorado on May 12, 2021. The board found that the Cirrus pilot was going at least 50 knots over the recommended speed as he prepared to land. As a result, he overshot his turns from downwind to base to final by so much he ended up crossing the extended centerline of the adjacent parallel runway. That’s exactly where the Swearingen happened to be, and the Cirrus sliced through the twin’s fuselage. The Cirrus pilot activated the Cirrus Airframe Parachute System (CAPS) and settled about three miles from the airport while the cargo plane, missing a big chunk of its fuselage, landed “uneventfully,” according to the report. There were no injuries.
The report also says the Swearingen pilot had no idea the Cirrus was a factor because ATC didn’t advise him as is required when parallel runways are in operation. The two aircraft were being handled by different controllers on separate frequencies and the controller working the Cirrus did issue the required advisory “Had the controller issued an advisory, the pilot of the Swearingen may have been able to identify the conflict and maneuver his airplane to avoid the collision,” the report said.
Final report, via the NTSB:
https://data.ntsb.gov/carol-repgen/api/A...103073/pdf & the Docket:
https://data.ntsb.gov/Docket?ProjectID=103073
Media report from at the time:
And from blancolirio channel:
Also the FSD review the fatal PC12 inflight breakup NTSB prelim report:
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CHALK & CHEESE - TSBC v ATSB?
Via the TSBC:
Quote:News release
Investigation report: Collision with terrain at Goose Bay Airport, Newfoundland and Labrador
Dartmouth (Nova Scotia), 21 September 2023 — Today, the Transportation Safety Board of Canada (TSB) released its investigation report (A22A0067) into the 14 December 2022 collision with terrain involving a privately registered Piper PA-46-350P aircraft at Goose Bay Airport, Newfoundland and Labrador.
The TSB conducted a limited-scope, class 4 investigation into this occurrence to advance transportation safety through greater awareness of potential safety issues. See the Policy on Occurrence Classification for more information.
The TSB is an independent agency that investigates air, marine, pipeline, and rail transportation occurrences. Its sole aim is the advancement of transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability.
For more information, contact:
Transportation Safety Board of Canada
Media Relations
Telephone: 819-360-4376
Email: media@tsb.gc.ca
Definition Class 4 investigation:
Quote:Class 4 occurrence
A class 4 occurrence may have some important consequences. It may involve fatalities or serious injuries. There may be a small release of dangerous goods. There is moderate to minor damage to property and/or the environment. The occurrence attracts public interest within the immediate region or province/territory. The likelihood of identifying new safety lessons and of advancing transportation safety by reducing risks to persons, property, or the environment is low.
Basically this is the equivalent of an ATSB 'short' investigation.
To begin, this TSBC investigation took 9 months and 7 days to complete. Read the investigation webpage -
HERE.
Quote:Investigator-in-charge
Murray Hamm joined the TSB in 2010 as a Regional Senior Technical Investigator in the Air Investigations Branch at the Dartmouth office, Nova Scotia. Prior to that, he worked as a contracted employee for the 3 Canadian Forces Flying Training School (3 CFFTS) at the Southport Aerospace Centre located near Portage La Prairie, Manitoba, and held the position of Fixed Wing Chief Engineer.
Mr. Hamm has more than 25 years of aviation experience working for several fixed wing and rotary wing operations as a licensed Aircraft Maintenance Engineer. He has also enjoyed recreational flying as a private pilot, and as a glider student pilot.
The accompanying news release is short and to the point, relying totally on the professionalism of the IIC (above) to compose an excellent final report with solid lessons to be learnt - see
HERE.
Compare that to this load of Popinjay inflicted bollocks...
:
POPINJAY TO THE RESCUE!!??
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