Episodit
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Flight Safety Detectives host John Goglia will be inducted into the National Aviation Hall of Fame, a rare accomplishment in aviation. John is the first person whose career was focused on aviation maintenance to be selected. John Goglia and Todd Curtis talk about the honor before diving into a recent drone accident in Boston that injured two people.
The drone crash occurred in downtown Boston during the taping of the TNT show "Inside the NBA." The drone crashed into a pole and fell, injuring people in the crowd. The drone flight would likely have had a FAA exemption to allow a flight both near crowds of people and close to Boston's Logan Airport.
Todd and John also discuss John's recent visit to the NBAA (National Business Aviation Association) exhibition in Las Vegas. John saw many of the companies and technologies behind the vertical takeoff and landing aircraft associated with advanced air mobility (AAM) companies like Joby. The FAA has just released regulations related to the commercial use of such aircraft.
Todd and John talk about the potential for AAM operations in the U.S. They discuss several possible issues might slow adoption.Donât miss whatâs to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.
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A fatal Piper PA-28-300 plane crash was caused by a loose fuel line that should never have been installed on the aircraft. The NTSB investigation of the fatal May 2018 crash shows that a fuel line that was not approved for use on that aircraft led to an engine fire.
Todd Curtis and John Goglia examine the details. Although the fuel line used was an approved aviation part, it was not approved for use in this aircraft. The NTSB could not determine who installed the part or when it was installed.
Approved parts used in unapproved ways is an ongoing issue in aviation. Some individuals in the general aviation community even promote the use of auto parts instead of more expensive approved aviation parts.
John, who worked on FAA committees on the issue of unapproved parts in the 1980s, has seen many unapproved part issues with several major airlines. The FAA began requiring more documentation for aircraft parts in the 1990s, but the problem persists.
The accident pilot was aware that the engine had issues. Before the flight, the pilot told a CFI that he would perform an engine runup and take off only if the runup was successful.
This accident involved pilot decision-making under uncertainty concerning whether to take off with an engine problem. This kind of issue happens at all levels of aviation. The fatal crash of an Alaska Airlines MD83 in 2000 is just another example.
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Puuttuva jakso?
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Another flight training accident, another lacking NTSB report. Todd Curtis, Greg Feith, and John Goglia discuss the NTSB report of a fatal June 2021 flight training accident near Indianapolis that lacks useful details or analysis.
The accident aircraft was Diamond DA40 with an instructor and student on board. The instructor had received a CFI certification about nine weeks before the accident. Most of the instructor's 329 hours of flight experience were with the same make and model of aircraft.
The accident sequence began with a stall that turned into a spin. A certified CFI must demonstrate the ability to recover from a spin. The airplane flight manual included specific instructions for spin recovery.
The NTSB recreated the accident sequence using a data card from the airplane and it showed that proper spin recovery techniques were not used. What was much less clear was how the CFI reacted in the situation.
The NTSB did not investigate the training of the CFI, the procedures used by the flight training organization, or the experience other students had with the CFI. There are not enough facts or insights in the report to make it useful to the aviation community.Donât miss whatâs to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.
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Aviation around the world changed as a result of the fatal accident involving Air Canada Flight 797. The investigation led to massive changes to the materials inside the cabins of commercial aircraft.
On June 2, 1983, the DC9-32 on a routine flight from Dallas to Toronto had an inflight smoke event that led to an emergency landing in Cincinnati. As the passengers and crew began evacuating the aircraft, a flash fire in the cabin created heat and toxic smoke that killed 23 of the 46 occupants.
The NTSB investigation revealed that the fire caused the release of dangerous levels of toxic chemicals and gases from the materials used inside the cabin. This finding led to a systematic transition to new fire-blocking materials. John Goglia shares his role in replacing materials on aircraft he maintained.
This accident also led to the requirement for smoke detectors in lavatories. It also led to the use of air-driven flush motors in lavatories, rather than electrical flush motors.
Related documents are available at the Flight Safety Detectives website.
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Two recent Cirrus accidents killed a total of seven people. Greg Feith, John Goglia and Todd Curtis have some advice for Cirrus pilots to avoid similar tragedies. They caution newer technology supports, but is not a replacement for, good planning and pilot decision-making.
One accident at Kill Devil Hills airport in North Carolina, killed four adults and one child. Another, in Provo, Utah airport killed both occupants.
The Kill Devil Hills aircraft apparently had the maximum possible number of occupants. Todd shares his experiences flying with a heavily loaded aircraft and how weight impacts safe flight practices.
Kill Devil Hills Airport has a relatively short runway. Planning and maintaining a stabilized approach, making adjustments for trees and towers, and factoring in weather conditions all need consideration when planning to take off and land there.
Accident investigators are urged to look into the specific training the pilot had for this Cirrus model.
In the Utah flight, the aircraft may have entered an accelerated stall and crashed during a second approach shortly after turning from the downwind leg to the base leg.
Like the first accident, ADS-B data indicated that the accident aircraft did not recently land at the accident airport. The pilotâs lack of familiarity and planning may be key factors in the crash.
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Fight instructor-related accidents and check ride failures at all levels of certificates and ratings are on the rise. Why? Insights are hard to come by.
The report on a February 24, 2024 fatal training flight in South Africa that killed the student pilot and the instructor does nothing to help that issue. The Flight Safety Detectivesâ analysis of the document finds a lack of any insightful analysis of the factors that led to the fatal crash.
There are no useful insights or lessons that could benefit aviation safety. Any accident investigation has to provide some kind of aviation safety benefit, and this investigation did not meet that standard.
The flight involved a pre-solo student. The training manual may have included things not normally taught to a pre-solo student. Based on eyewitness testimony, the aircraft had a low and fast approach, followed by a wingover maneuver. The report does not answer the basic question of whether it was the student or instructor at the controls.
Greg Feith points out key factual evidence not analyzed or explained in the report. Todd Curtis calls for more details about the flight instructor and the flight school. John Goglia surmises that the report was written by someone without an aviation operations background.
Greg, who sits on the National Association of Flight Instructors (NAFI) board of directors, encourages the audience to attend the upcoming NAFI national safety summit, https://nafisummit.org/. The summit will address concerns over the quality of flight training.
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A second-in-command pilot left the cockpit and either jumped or fell out of an open rear cargo door of a CASA 212 aircraft flying over North Carolina. Digging into the details reveals he was self-medicating for anxiety and he may have been overcome by agitation during flight.
In this 2022 event, the main landing gear was damaged when the plane that was supporting sky diving tried to land. The crew diverted to a larger airport for a second landing attempt. During that diversion, the second in command was visibly upset. He left the cockpit and either intentionally or accidentally left the aircraft, falling to his death.
During the investigation, the NTSB found that this pilot was known to be a perfectionist who was hard on himself regarding his performance as a pilot.
The toxicological tests indicated that the pilot who died has mitragynine in his system, which is associated with the drug Kratom. The Food and Drug Administration has not approved Kratom for any use, and the Drug Enforcement Agency has identified Kratom as a drug of concern. Internal FAA policy considers its use disqualifying for pilots.
The probable cause for this event does not say anything about the role of Kratom or mental health issues. Addressing mental health in aviation is part of a larger societal problem that should be addressed. Aviation professionals don't have the incentive to get treatment for mental health issues because coming forward could end their career.
Related documents are available at the Flight Safety Detectives website.
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The preliminary accident report on the August 9, 2024 crash of a Voepass ATR72 near Sao Paolo, Brazil has just been issued. John Goglia, Todd Curtis and Greg Feith apply their expertise to examine the findings and critical aviation safety issues.
The report has detailed facts, including a summary of the flight, but several key pieces of information are missing. One big issue â no detailed transcript of what was said in the cockpit during the flight.
The report focuses on the aircraft's deicing and anti-icing systems, including its apparent malfunctions. This system was first activated after the crew received an alert from the aircraft's ice detection system, and was turned off less than a minute later.
The crew did not react appropriately after turning off the deicing system warning. Rather than leaving the altitude where the icing was occurring or disengaging the autopilot, the crew did neither.
Based on the portions of the crew's conversation during the flight in the report, John concludes that the crew was not paying enough attention to flying the airplane. They did not address warnings from the aircraft.
There is a potential conflict of interest that may impede getting all the details of this accident. The Brazilian Air Force runs CENIPA, the aviation accident investigative authority, and the Brazilian air traffic control organization. Greg and John share their firsthand experiences with investigators dealing with outside influences using the example of the 1994 Roselawn, Indiana ATR72 accident.
Key takeaway here: pilots, especially professional pilots, need to educate themselves about how icing affects their aircraft.Related documents are available at the Flight Safety Detectives website.
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In March, a Mooney airplane door opened in flight, causing a loss of control and two fatalities. Todd and John examine this incident and three other Mooney events. Instead of a fault with Mooney aircraft, they find a pattern of very experienced pilots having issues and crashing when a passenger or baggage door opens in flight.
Doors open in flight often. The outcome depends on pilot action.
The pilot in the most recent crash had commercial and instrument ratings and nearly 800 hours of experience. Besides the door opening in flight, the NTSB found no other issues with the aircraft. The door alone should not have caused the plane crash.
In the earlier cases they discuss, all the pilots had at least a hundred hours of flight experience and there were no issues with the aircraft other than the doors opening in flight. One of those accidents had an instructor pilot on board, and between the student and instructor, they had over 9,000 hours of flight experience.
Todd shares an early similar flight experience when an oil access door came open during the takeoff roll. He aborted the takeoff. His current process during his flight training focuses on flying the aircraft and assessing the situation before taking any other action.Related documents are available at the Flight Safety Detectives website.
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Get the highlights of the Experimental Aircraft Association's AirVenture 2024 in Oshkosh, Wisconsin!
Hundreds of thousands of attendees attended the multi-day event. All sectors of aviation were represented, from the military to general aviation, from exotic and experimental aircraft to flight demonstrations by military and civilian aircraft.
John Goglia attended once again this year and chatted with pilots, mechanics, elected officials, and aviation enthusiasts of every age. He met several people who regularly listen to the podcast, including some who offered ideas for future shows.
AirVenture is a unique airshow experience, but there are opportunities to visit other airshows around the country. Many local airports also offer opportunities for the general public, to see airplanes up close and speak to local pilots, flight schools, and others involved in aviation.Donât miss whatâs to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.
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What led to the deadly crash of a Voepass Linhas Aereas in August? Video of the flight's final moments show the aircraft rapidly descending in a flat spin. Early reports on the accident mention that icing conditions were present in the area at the time of the crash.
Recovering from a spin in a large airliner is a significant challenge for pilots. Understanding how to avoid situations that lead to stalls and spins is the best way to avoid these tragedies.
Flight training typically does not require pilots to experience actual spins. Even full-motion simulators do not provide the full range of physical experience on an actual airplane. Pilots need to understand their aircraft's stall and spin characteristics and the situations that make an aircraft's wings more prone to stalling.
John Goglia shares his experience as an NTSB Board member investigating a 1994 icing-related crash of an ATR72. That investigation included an FAA test involving another ATR72 in controlled icing conditions, which revealed that certain icing conditions could result in icing that the ATR72's deicing system could not control.Todd Curtis and John also delve into an incident at Boston Logan Airport where the pilot of a Brazil-registered Embraer Phenom 300E who had difficulties communicating with an air traffic controller. The pilot could not follow several ATC requests, resulting in altitude and speed deviations during a landing approach.
English is the language used by ATC at international airports, but pilots from countries where English is not the language used to communicate can have difficulties. The English used for air traffic control is not the same English used in normal conversations. Even native English speakers have challenges when communicating with ATC, particularly those performing a single-pilot IFR flight.
Related documents are available at the Fight Safety Detectives website.
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NASA's Aviation Safety Reporting System (ASRS) can be used by pilots, mechanics, flight attendants, and others in the aviation safety community to report UAP or UFO encounters without revealing their identity or the identity of their employers.
Todd Curtis discussed this in a June 2024 presentation at the Contact in the Desert Conference in Palm Springs, California. In this episode, he and John Goglia dig deeper into the issue of reporting of these encounters in the aviation community. While neither of them has seen an incident report that mentioned a UFO or UAP, that it does not mean that they have never happened.
Based on his experience in both industry and academia, Curtis believes that if he had come across this kind of information, he would not have included that fact in any report because it would not have been well received by his colleagues.
UAP and UFOs are legitimate risk concerns, but civilian organizations like the FAA have not formally started to collect this kind of data. Todd and John share the factors that they think are barriers to such data collection.NASA's ASRS database already has at least 13 UAP events, each involving an unidentified phenomenon, an aerospace vehicle with unconventional capabilities, or a conventional aerospace vehicle in an unconventional location or situation. Todd and John discuss the most unusual report, involving an aerospace vehicle that was too small to carry a pilot and that exhibited extraordinary speed and maneuverability.
Anyone with an aviation-related UAP encounter should submit a report to the ASRS to help the aviation community better understand UAP risks.Donât miss whatâs to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.
Donât miss whatâs to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.
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Issues from the NTSB investigation of a 2023 railroad accident are used to discuss the voluntary party system. The system is designed to encourage cooperative efforts in an investigation, which does not always work.
In the party system, an organization or an individual with relevant expertise or information is invited to participate directly in an NTSB investigation. These parties are required to follow basic rules. They are expected to provide the NTSB information or expertise that helps the investigation and limit discussing details with the media and others not involved in the investigation.
In the NTSB investigation of a 2023 rail accident involving a Norfolk Southern train in Ohio, Norfolk Southern was a designated party. Late in the investigation, Norfolk Southern submitted information that the NTSB rejected because of how and when it was submitted.
Based on statements in the final report and in the public docket, Norfolk Southern did not operate properly as a party to the investigation. They conducted an independent investigation and held information that should have been given to the NTSB.
Should inappropriately late submissions be included in an NTSB investigation? The NTSB did not state if this late submission had critical information. Greg Feith and John Goglia favor analyzing all information to determine whether it helps the investigation.Related documents are available at the Flight Safety Detectives website.
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A YouTube video showing fireworks fired from a low-flying helicopter at a speeding Lamborghini has led to federal charges for the creator.
Suk Min Choi was charged in June by the U.S. Department of Justice with one count of causing the placement of an explosive or incendiary device on an aircraft. At least four other people were involved, including two or three people in an apparent Robinson R44 helicopter and the drivers of two vehicles.
Replicating a sequence from a video game, Choi presses a âfire missilesâ button while people in the helicopter shoot fireworks at the Lamborghini. In the video posted to YouTube, it appeared that there were cameras in the helicopter, the Lamborghini, and a second vehicle on the ground.In addition to law-breaking activities, this event has scary aviation safety risks. The helicopter pilot may have violated one or more FAA regulations concerning flying for commercial purposes. And, the helicopter was clearly flown in a hazardous manner. The pilot may have problems finding employment if their involvement becomes public.
Even stunts in the air need to follow appropriate laws, regulations, and safety procedures and should be done after consulting with partners like insurance providers, the FAA, and other appropriate authorities.Donât miss whatâs to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.
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A fatal midair collision involving a Cessna 172 illustrates several aviation safety concerns related to pilot training in and around airports with commercial operations. The incident involved a student and instructor on board performing touch-and-go landings and a Dash 8 departing on a passenger flight.
While the event happened in Kenya, the circumstances that led to this accident could happen in any location where airliners and small training aircraft operate out of the same airport. In this case, the midair collision occurred only about 500 feet above the ground and 1500 feet below a broken cloud layer in an area with over 10 km of visibility.
The Cessna 172 was performing touch-and-go landings on from one of the airport's runways. Shortly after the Dash 8 departed from an intersecting runway, the stabilizer of the airliner collided with the Cessna. The Cessna crashed, killing both on board. Todd Curtis and John Goglia analyze the preliminary report, which came out three months after the accident.They examine the transcript of ATC communications around the time of the accident. Anyone who operates aircraft in similar circumstances could learn something useful from studying this event.
Immediately after the collision, the transcript of the ATC communications stated that during 97 seconds, there was "unrelated transmission from other traffic." Any transmissions to or from aircraft near the collision could provide useful clues into what was known or not known by ATC and aircraft crews in the vicinity.
Related document is available at the Flight Safety Detectives website.Donât miss whatâs to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.
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Boeing should use a third-party organization that would act on behalf of the FAA to monitor the design and production of its aircraft. Thatâs the proposal of special guest and Kilroy Aviation CEO Mike Borfitz published in a June 28, 2024 editorial in Aviation Daily.
This kind of oversight had been provided in the past by Boeing employees who acted as the eyes and ears of the FAA. The process is based on FAA regulations created in 2005 that allowed manufacturers to create Organization Designation Authorizations (ODAs), groups of employees who were paid by the manufacturer and who worked for the FAA.
The effectiveness of this organizational setup for Boeing was questioned in the wake of the 737 MAX crashes in 2018 and 2019. Borfitz's proposal would address the weaknesses of the previous setup by having a third-party organization outside of Boeing's control act as Boeing's ODA. This would make it more likely that concerning issues would be brought to the attention of the FAA.
This episode includes a wide-ranging discussion of how aircraft are certified to FAA standards. Todd Curtis and Borfitz, both of whom worked for Boeing when the company merged with McDonnell Douglas, relate that the merger led high-level Boeing managers to focus more on shareholder value.
Borfitz expresses his belief that the current Department of Justice sanctions against Boeing that require an independent monitor to oversee compliance and safety for three years would be ineffective because it allows Boeing to return to its previous management policies in three years.Donât miss whatâs to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.
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Hypoxia is a significant danger in aviation and an insidious killer of passengers and pilots. Special guest Miles O'Brien hosts a discussion with aviation experts Todd Curtis, Greg Feith, and John Goglia that covers how hypoxia impacts all forms of aviation. They discuss personal experiences with hypoxia and share insights from several hypoxia-related accidents.
Hypoxia is a condition where the human body is deprived of oxygen which can reduce mental function. Hypoxia can be particularly hazardous for pilots because someone experiencing hypoxia may not be aware of its symptoms or its effects on their performance.
One high-profile incident in 1999 took the life to golfer Payne Stewart. He was a passenger in a Learjet 35 that took off from Orlando Executive Airport and became non-responsive to air traffic control. Fighter jets intercepted the plane and determined the crew was unconscious. After 1500 miles the jet ran out of fuel and crashed over South Dakota.
Greg, Todd, Miles, and John have all experienced hypoxia in controlled altitude chambers. They share their experiences, which include feelings of euphoria, reduced mental capacity, reduced physical performance, and even a case of high-altitude bends.
Key to understanding hypoxia is the concept of time of useful consciousness, which is the amount of time a person can spend at altitude without feeling the effects of hypoxia. That period of time gets smaller as altitude increases. Age, stress, and other factors may shorten those times.
Related documents are at the Flight Safety Detectives website.
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Planes that experience turbulence in flight are getting a lot of headline attention lately. During one widely covered incident of turbulence in May 2024 a passenger aboard a Singapore Airlines flight was killed.
Serious turbulence leading to injuries is not uncommon. Todd Curtis and John Goglia discuss several notable in-flight turbulence events, including the death of 1950s era test pilot Scott Crossfield.
Specific and useful information about turbulence conditions is often not readily available. However, pilots can avoid turbulence, either by adjusting the planned flight to miss major areas of turbulence or by deciding not to take off if the risks are high.
Airline passengers also have a role in dealing with turbulence dangers. Seatbelts and keeping items stowed in flight minimize the risks in bumpy conditions.
Donât miss whatâs to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.
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As Boeing continues to be the subject of investigations and congressional hearings the concept of criminalization has come to the forefront. This could have a devastating impact on aviation safety in the U.S. Special guest and aviation attorney Mark Dombroff focuses on efforts to criminalize the investigation of aviation accidents and incidents.
The effort to use criminal prosecutions to address aviation safety issues in the U.S. would dramatically impact the process of getting to the facts, including making witnesses more reluctant to come forward with details. Criminalizing will make the safety investigation process more difficult and less effective.
While some in the legal community favor criminalization, it is not the approach used in most of the world. Aviation accident investigation focuses on understanding what happened and how to prevent similar events in the future. A criminal investigation would shift the goals to assigning blame and handing out punishment.
Several notable past investigations came up during the discussion, including a fatal 2006 midair collision in Brazil involving a 737 and a corporate jet. The corporate jet pilots were detained in Brazil for several months and threatened with prosecution for almost 18 years. When TWA Flight 800 crashed, there was tension over whether the FBI or the NTSB would conduct the investigation.
Donât miss whatâs to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.
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Missing equipment and inexperience led to a plane crash that killed 3. Precipitation, turbulence, and icing were factors in the crash of a Piper PA-30 Comanche in Oklahoma. The pilot did not have an instrument certification and was not able to handle the conditions.
The pilot had a private pilot and multiengine rating but did not have instrument training. Todd Curtis, Miles OâBrien, and John Goglia discuss what may have driven the pilot to fly into deteriorating weather. âGetting thereâ seems to have been the focus rather than planning and preparation.
The pilot was cruising at about 8,500 feet and climbed to as high as 16,500 feet. While the aircraft could provide supplemental oxygen, the equipment to use that system was not on board.
The pilot likely climbed to escape a storm. He flew to an altitude where supplemental oxygen was required. The plane crashed and all 3 people on board were killed.Related Documents are available at the Flight Safety Detectives website.
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