This second update from AirSafe.com, first published on 25 January 2008, is based on information released by the AAIB on 23 January 2008. The links below will take you to the several audio and video versions of the podcast that summarizes the most recent interim findings. The link to the 777 page will take you to a written synopsis of this update.
Podcast Links
Audio: MP3 | Video: iPod/MP4 | WMV | Google Video | YouTube
These other links will take you to additional related resources.
Other Podcasts: http://podcast.airsafe.orgg
Other Accident Resources: http://777.airsafe.org
Post Accident Checklist: http://airsafe.com/analyze/checklst.htm
26 January 2008
24 January 2008
Investigation Update for the British Airways 777 Crash of 17 January 2008
The Air Accidents Investigations Branch (AAIB), the UK organization responsible for investigating the 17 January 2008 crash of a British Airways 777 jet at London's Heathrow Airport, released a brief statement about the progress of the investigation the day after the accident. The links below will take you to the several audio and video versions of the podcast that summarizes the interim findings, and that also describes likely issues that may come up in this investigation.
Podcast Links
Audio: MP3 | Video: iPod/MP4 | WMV | Google Video | YouTube
These other links will take you to additional related resources.
Other Podcasts: http://podcast.airsafe.org
Other Accident Resources: http://777.airsafe.org
Post Accident Checklist: http://airsafe.com/analyze/checklst.htm
Podcast Links
Audio: MP3 | Video: iPod/MP4 | WMV | Google Video | YouTube
These other links will take you to additional related resources.
Other Podcasts: http://podcast.airsafe.org
Other Accident Resources: http://777.airsafe.org
Post Accident Checklist: http://airsafe.com/analyze/checklst.htm
17 January 2008
British Airways 777 Crashes in London on 17 January 2008
The aircraft touched down about 1000 feet short of runway 27L at London's Heathrow Airport. The aircraft skidded just over 1000 feet, tearing off its landing gear and coming to rest on the tarmac just to the right of the end of the runway. This was a scheduled international flight that was arriving from Beijing, China. Early reports indicate that the aircraft experienced a loss of engine thrust and electrical power shortly before landing. There were at least two serious injuries, a broken leg and a concussion, but no fatalities among the 16 crew members and 136 passengers. This was the first serious accident for the 777 since it began commercial service in 1995.
Podcast (MP3): http://www.airsafe.com/podcasts/show35_ba777.mp3
Podcast (MP3): http://www.airsafe.com/podcasts/show35_ba777.mp3
16 January 2008
Senator Barack Obama Involved in Aircraft Mishap on 12 January 2008
United States Senator and presidential candidate Barack Obama was a passenger in a Gulfstream 2 aircraft that collided with another aircraft on the ground at Midway Airport in Chicago. Senator Obama, members of his campaign staff, and Secret Service agents had just flown in from Nevada, where he had been campaigning. The left wingtip of the Gulfstream hit the right wingtip of a parked and unoccupied Cessna 208 aircraft.The impact was so minor that no one on the plane noticed any damage until later.
While the incident caused no injuries and only minor aircraft damage, it does bring up a potential public policy issue. Specifically, the issue of what should be considered an acceptable air transportation risk for presidential candidates. A comparison can be made with the policy on Secret Service protection for presidential candidates. Prior to the assassination of the presidential candidate Senator Robert F. Kennedy in 1968, there were no clear standards or legal requirements for physical security of presidential candidates. Security decisions were largely left up to local law enforcement and to the candidates' campaign staffs. After the assassination, the US Congress authorized protection of major presidential and vice presidential candidates and nominees.
The nature of the US presidential electoral process demands that candidates have to travel a great deal during the months leading up to the election. The candidates typically use a variety of air travel options, from scheduled commercial airliners to privately chartered aircraft. While there are risks with any type of air travel, the risks are higher for some kinds of flights. Senator Obama's aircraft was operating as a nonscheduled air carrier flight under Part 135 of the Federal Aviation Regulations, which are less strict than the Part 121 regulations for larger air carrier aircraft, and more strict than the Part 91 regulations for general aviation. Historically, the accident risk has been highest for Part 91 flight operations, significantly lower for Part 135 operations, and lower still for Part 121 operations. For example, in 2006 the NTSB estimated that the accident rate for general aviation flights was about four times greater than the Part 135 accident rate, and about 50 times greater than the rate for Part 121 air carrier flights.
The potential policy issue is whether exposure to air travel risks faced by presidential candidates should be limited by requiring that flights taken by candidates meet some minimum standard. A realistic limitation could take many forms, such as use of only approved aircraft operators or airlines, or perhaps requiring that candidates use government or military air transportation. The reasons for even considering such a a policy are the potentially negative political and social impacts of having a candidate seriously injured or killed during a campaign, especially from managable risks such as those associated with air travel.
Fortunately, Senator Obama was not injured in his aircraft mishap. However, given the risks that he and the other candidates will continue to face, it seems reasonable to consider some kind of risk reduction policy now, and by doing so perhaps preventing a catastrophic disruption to the political process.
Related Resources
Selected Fatal Events Involving US Political Figures
NTSB Accident Rate Estimates for 2006
While the incident caused no injuries and only minor aircraft damage, it does bring up a potential public policy issue. Specifically, the issue of what should be considered an acceptable air transportation risk for presidential candidates. A comparison can be made with the policy on Secret Service protection for presidential candidates. Prior to the assassination of the presidential candidate Senator Robert F. Kennedy in 1968, there were no clear standards or legal requirements for physical security of presidential candidates. Security decisions were largely left up to local law enforcement and to the candidates' campaign staffs. After the assassination, the US Congress authorized protection of major presidential and vice presidential candidates and nominees.
The nature of the US presidential electoral process demands that candidates have to travel a great deal during the months leading up to the election. The candidates typically use a variety of air travel options, from scheduled commercial airliners to privately chartered aircraft. While there are risks with any type of air travel, the risks are higher for some kinds of flights. Senator Obama's aircraft was operating as a nonscheduled air carrier flight under Part 135 of the Federal Aviation Regulations, which are less strict than the Part 121 regulations for larger air carrier aircraft, and more strict than the Part 91 regulations for general aviation. Historically, the accident risk has been highest for Part 91 flight operations, significantly lower for Part 135 operations, and lower still for Part 121 operations. For example, in 2006 the NTSB estimated that the accident rate for general aviation flights was about four times greater than the Part 135 accident rate, and about 50 times greater than the rate for Part 121 air carrier flights.
The potential policy issue is whether exposure to air travel risks faced by presidential candidates should be limited by requiring that flights taken by candidates meet some minimum standard. A realistic limitation could take many forms, such as use of only approved aircraft operators or airlines, or perhaps requiring that candidates use government or military air transportation. The reasons for even considering such a a policy are the potentially negative political and social impacts of having a candidate seriously injured or killed during a campaign, especially from managable risks such as those associated with air travel.
Fortunately, Senator Obama was not injured in his aircraft mishap. However, given the risks that he and the other candidates will continue to face, it seems reasonable to consider some kind of risk reduction policy now, and by doing so perhaps preventing a catastrophic disruption to the political process.
Related Resources
Selected Fatal Events Involving US Political Figures
NTSB Accident Rate Estimates for 2006
13 January 2008
Turbulence Event on an Air Canada A319 Flight on 10 January 2008
The aircraft was on a scheduled domestic flight from Victoria, BC to Toronto, ON. The aircraft had a possible encounter with moderate to severe turbulence while in the vicinity of the Canadian Rockies. The crew diverted to Calgary, where injured passengers and crew members were treated for minor injuries. The aircraft was not seriously damaged, and there were no fatalities among the five crew members or 83 passengers.
For further details, please choose one of the podcast options below:
Audio: MP3 | Video: iPod/MP4 | WMV | Google Video | YouTube
To download a copy of the MP3 audio file or one of the MP4 or WMV video files, visit the AirSafe.com podcast home page at http://podcast.airsafe.org.
Related Resources: Turbulence Risks http://www.airsafe.com/cabin/turb.htm
To obtain a PDF file or PowerPoint presentation of the contents of this podcast, please contact AirSafe.com at http://feedback.airsafe.org/.
For further details, please choose one of the podcast options below:
Audio: MP3 | Video: iPod/MP4 | WMV | Google Video | YouTube
To download a copy of the MP3 audio file or one of the MP4 or WMV video files, visit the AirSafe.com podcast home page at http://podcast.airsafe.org.
Related Resources: Turbulence Risks http://www.airsafe.com/cabin/turb.htm
To obtain a PDF file or PowerPoint presentation of the contents of this podcast, please contact AirSafe.com at http://feedback.airsafe.org/.
07 January 2008
Accident Updates for Events in Venezuela and Iran
There have been two significant airline safety events in just the first few days of 2008. The first on 2 January 2004 was a nonfatal takeoff accident involving an Iran Air Fokker 100. The second was occurred two days later when a Transaven Let 410 crashed near the Los Roques archipelago near Venezuela.
For further details, please choose one of the podcast options below:
Audio: MP3 | Video: iPod/MP4 | WMV | Google Video | YouTube
To download a copy of the MP3 audio file or one of the MP4 or WMV video files, visit the AirSafe.com podcast home page at http://podcast.airsafe.org.
Related Resources: A list of fatal events involving Iran Air is available at http://www.airsafe.com/events/irlines/iranair.htm
To obtain a PDF file or PowerPoint presentation of the contents of this podcast, please contact AirSafe.com at http://www.airsafe.com/contact.htm.
For further details, please choose one of the podcast options below:
Audio: MP3 | Video: iPod/MP4 | WMV | Google Video | YouTube
To download a copy of the MP3 audio file or one of the MP4 or WMV video files, visit the AirSafe.com podcast home page at http://podcast.airsafe.org.
Related Resources: A list of fatal events involving Iran Air is available at http://www.airsafe.com/events/irlines/iranair.htm
To obtain a PDF file or PowerPoint presentation of the contents of this podcast, please contact AirSafe.com at http://www.airsafe.com/contact.htm.
03 January 2008
Review of Fatal Airline Events of 2007
Seattle, WA - January 4, 2008 - AirSafe.com has released its annual review of fatal airline events of 2007. There were a total of eight fatal events in 2007, including four that resulted in the deaths of everyone on board. While there were no events in North America, there were three in Asia, two each in Africa and Europe, and one in South America. The eight fatal events of 2007 is the lowest number of fatal events tracked by AirSafe.com in the last decade, a number also equaled in 2006 and 2003. For the 10 year period 1998-2007, AirSafe.com has listed 111 fatal airline events from around the world.
This annual review is available as a podcast episode in several formats:
Audio: MP3 | Video: iPod/MP4 | WMV | Google Video | YouTube
To download the audio file or one of the video files, visit the AirSafe.com home page at http://www.airsafe.com, or follow the link from the AirSafe.com Foundation at http://podcast.airsafe.org.
The videos are also available on YouTube at www.youtube.com and Google Video at video.google.com. You can find video links and download instructions at http://podcast.airsafe.org.
A printed list of the eight fatal events of 2007, along with several other noteworthy aviation safety events from last year, is available at http://www.airsafe.com/events/fatal07.htm
To obtain a PDF file or PowerPoint presentation of this annual review, please contact AirSafe.com at http://www.airsafe.com/contact.htm.
This annual review is available as a podcast episode in several formats:
Audio: MP3 | Video: iPod/MP4 | WMV | Google Video | YouTube
To download the audio file or one of the video files, visit the AirSafe.com home page at http://www.airsafe.com, or follow the link from the AirSafe.com Foundation at http://podcast.airsafe.org.
The videos are also available on YouTube at www.youtube.com and Google Video at video.google.com. You can find video links and download instructions at http://podcast.airsafe.org.
A printed list of the eight fatal events of 2007, along with several other noteworthy aviation safety events from last year, is available at http://www.airsafe.com/events/fatal07.htm
To obtain a PDF file or PowerPoint presentation of this annual review, please contact AirSafe.com at http://www.airsafe.com/contact.htm.
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