Colgan Air Flight 3407 , marketed as Continental Connection under a codeshare agreement with Continental Airlines, is a scheduled passenger flight from Newark, New Jersey, to Buffalo, New York, which falls on February 12, 2009. The aircraft , Bombardier Dash-8 Q400, entered a non-recovered aerodynamic kiosk and rammed home at Clarence Center, New York at 10:17 AM EST (03:17 UTC), killing all 49 passengers and crew, as well as one person in the house.
It was the first fatal plane crash in the US since the Comair Flight 5191 crash in August 2006, with 49 casualties.
The National Transportation Safety Agency conducted an accident investigation and published its final report on February 2, 2010, which found possible causes to be an inappropriate pilot response to kiosk warnings.
Families of casualties lobbied the US Congress to impose stricter regulations for regional operators, and to improve the oversight of safe operating procedures and pilot working conditions. Although it does nothing to address the specific cause of the accident - improper kiosk restoration techniques and pilot fatigue - Airline Security and the Federal Aviation Administration Administration Act of 2010 (Public Law 111-216) require some changes to this rule.
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The Colgan 3407 (9L/CJC 3407) Air Flight is marketed as Continental Continental Flight 3407. Postponed two hours, departing at 9:18. Eastern Standard Time (EST: 02:18 UTC), en route from Newark International Airport Liberty to Buffalo International Airport Niagara.
Double-engined Turbocher Bombardier Dash 8 Q400, registration FAA N200WQ, produced in 2008 for Colgan.
This is the first fatal accident for Colgan Air passenger flights since the company was founded in 1991. One previous ferry flight (no passengers) crashed off the coast of Massachusetts in August 2003, killing both crew members. The only previous accident involving the Colgan Air passenger flight occurred at LaGuardia Airport, when another plane collided with Colgan's plane during a taxi, resulting in minor injuries to a flight attendant.
Captain Marvin Renslow, 47, from Lutz, Florida, was a pilot in command, and Rebecca Lynne Shaw, 24, of Maple Valley, Washington, served as first officer. There were two flight attendants: Matilda Quintero and Donna Prisco.
Captain Renslow was hired in September 2005 and has collected 3,379 hours of total flying, with 111 hours as captain in Q400. Shaw's first officer was employed in January 2008, and had 2,244 hours, 774 of them on turbine planes including Q400.
There are 2 Canadians, 1 Chinese, and 1 Israeli passenger on board. The rest, 41 including crew members, are Americans.
Maps Colgan Air Flight 3407
Crash
Shortly after the flight cleared to 23 runway system landing systems approach to Buffalo Niagara International Airport, it disappeared from the radar. Weather consists of light snow and fog with winds of 15 knots (28 km/h, 17 mph). The de-icing system has been turned on 11 minutes after takeoff. Shortly before the crash, the pilot discussed significant ice accumulation on the plane's wings and windscreen. Two other aircraft reported icing conditions around the time of the crash.
The last radio transmission of the flight occurred when the first officer acknowledged a routine instruction to change the frequency of the tower. The plane was 4.8 km (4.8 km) northeast of the KLUMP beacon radio (see diagram) at that time. The accident happened 41 seconds after the last transmission. Because the ATC approach controls could not elicit further response from the flight, assistance from Delta Air Lines Flight 1998 and US Airways Flight 1452 were requested. Can not see the missing plane.
Following permission for the final approach, landing gear and flaps (5 degrees) are extended. The flight data recorder (FDR) shows the airspeed has slowed to 145 knots (269 km/h). The captain then called the cover to be increased to 15 degrees. Air velocity continues to slow to 135 knots (250 km/h). Six seconds later, the flying sticker was activated, warning that there would be an upcoming kiosk as the speed continued to slow to 131 knots (243 km/h). The captain responded by suddenly pulling back on the control column, followed by an increase in thrust to 75%, instead of lowering the nose and applying full force, which is a proper kiosk restoration technique. The improper action raises the nose even further, increasing the load g and the speed of the handlebar. The pusher stick is activated ("The Q400 stick pusher implements the nose-to-down control aircraft control input to reduce the wing-of-attack angle [AOA] after an aerodynamic stall"), but the captain outperforms the pusher stick and keeps pulling back in the control column. The first officer removed the flap without consulting the captain, making the recovery more difficult.
In his final moments, the aircraft rose 31 degrees, then dropped 25 degrees, then rolled to the left 46 degrees and banged his right back at 105 degrees. Experienced boaters are estimated to be nearly twice that of gravity. The crew did not make an emergency declaration as they quickly lost the altitude and crashed into a private home on 6038 Long Street, about 5 miles (8.0 km) from the end of the runway, with a nose pointing away from the airport. The plane caught fire when the fuel tank broke out in a collision, destroying Douglas and Karen Wielinski's home, and most of the aircraft. Douglas was killed; his wife Karen and their daughter Jill managed to escape with minor injuries. There is little damage to the surrounding houses, although many in the area are only 60 feet (18.3 meters) wide. The house is close to the Clarence Center Fire Company, so emergency personnel can respond quickly. Two firefighters were wounded. Twelve nearby houses were evacuated.
Victim
A total of 50 people were killed, including 49 passengers and crew on board when the plane was destroyed, and one house resident was beaten. There were four cuts on the ground, including two others in the house at the time of the accident. Among the dead are:
- Alison Des Forges, human rights investigator and Rwandan genocide expert. Beverly Eckert, who co-chaired the 9/11 Family Steering Committee and the 11 September Sound leader after her husband Sean Rooney was killed in the September 11 attacks. She was on her way to Buffalo to celebrate her husband's 58th birthday and award a scholarship in her memory at Kanisius High School.
- Gerry Niewood and Coleman Mellett, jazz musicians who are on their way to a concert with Chuck Mangione and the Buffalo Philharmonic Orchestra.
- Susan Wehle, the first Jewish American Jewish Renewal singer.
Reaction
- Colgan Air set up phone numbers for the families and friends of those affected to call on February 13, and the family help center opened at Cheektowaga Senior Center in Cheektowaga CDP, Cheektowaga Town, New York. The American Red Cross also opens a reception center in Buffalo and Newark where family members can receive support from mental and spiritual health care workers.
- In the afternoon, the US House of Representatives held a moment of silence for the victims and their families.
- Buffalo's professional ice hockey team, Buffalo Sabers, held silence before the scheduled game the following night against the San Jose Sharks.
- The University of Buffalo (UB), who lost 11 passengers who were former employees, lecturers or alumni, and 12 who were family members of the faculty, employees, students or alumni in the accident, also held a warning service on February 17, 2009. Bands with flight numbers are imposed on UB uniforms for the rest of the basketball season.
- The 11th President of Buffalo State College Muriel Howard issued a statement about six missing alumni at Flight 3407. Beverly Eckert is a 1975 graduate from the State of Buffalo.
- On March 4, 2009, New York Governor David Paterson proposed the establishment of a scholarship fund to help children and financial dependents from 50 casualties. The Flight 3407 Memorial Scholarship will cover up to four years of undergraduate study at SUNY or CUNY schools, or private universities or universities in New York State.
- The accident was the basis for an episode of PBS Frontline on the regional aviation industry. Discussed in the episode are issues relating to regional airline regulations, training requirements, safety, and working conditions. Also discussed are the principles of regional airline operations and agreements between regional airlines and major airlines.
Investigation
The US National Transportation Safety Council (NTSB) began their investigation on February 13, with a team of 14 investigators. Flight data recorder (FDR) and cockpit voice recorder (CVR) are found and analyzed in Washington, D.C.
The data extracted from FDR revealed the aircraft through heavy pitch and roll oscillations shortly after the extension of flap and landing gear, followed by the activation of the stick shaker kiosk warning system. The plane crashed 800 feet (240 m) and then fell on an northeast title, the exact opposite of the approach to the airport. Occupants experience an increase in G-force, estimated to be twice that of gravity, before impact.
The freezing temperatures make it difficult to access the wreckage of accidents. Portable heaters are used to melt the remaining ice in the middle of a fire extinguisher. The human body was carefully removed, and finally identified, for several weeks. The cockpit has withstood the greatest impact force, while the main cabin is largely destroyed by the next fireball. The passengers on the back were still tied in their seats.
The autopilot is in control until it automatically disconnects when the stick warning stick activator is activated. The NTSB found no evidence of severe icing conditions, which would require the pilot to fly manually. Colgan recommends flying pilots manually under icing conditions, and requires them to do so under severe icing conditions. In December 2008, the NTSB issued a security bulletin about the dangers of keeping the autopilot involved during the icing conditions. Manually flying a plane is essential to ensure the pilot will be able to detect changes in handling characteristics of the aircraft, which is a warning sign of ice accumulation.
After the captain reacts improperly to the wand stick warning, the pusher stick is activated. As designed, it pushes the nose down when it feels like a tavern is close, but the captain reacts incorrectly and overrides the extra safety device by pulling back on the control column, causing the plane to jam and fall. Bill Voss, president of the Aviation Safety Foundation, told USA Today that it sounded like the plane was in a "deep kiosk situation".
On May 11, 2009, information was released about Capt. Renslow's training record. According to an article in the Wall Street Journal before joining Colgan, he had failed on three "check rides", including some in the Gulfstream International training program, and "people close to the investigation" suggested that he may not have been adequately trained to respond to emergencies that cause fatal plane descent. Researchers examined the possibility of fatigue crew. The captain appeared to have been at Newark airport overnight, before the departure day at 9:18 pm from a flight accident. The first officer commuted from Seattle to Newark on an overnight flight. These findings during the investigation led to the FAA issuing a "Call to Action" for improvement in the practice of regional operators.
In response to a question from the NTSB, Colgan Air officials acknowledged the two pilots did not seem to pay attention to aircraft instruments and did not follow the airline's procedures for handling the upcoming kiosk. "I believe Capt. Renslow does have the intention to land safely in Buffalo, as well as Shaw's first officer, but clearly in the last few... aviation instruments are not monitored, and that's an indication of a lack of situational awareness," said John Barrett, director of aviation standards Colgan.
The official transcript of aircraft crew communication, obtained from CVR, as well as depiction of accident animation, built using data from the FDR, was made available to the public on May 12, 2009. Some crew communications violated federal rules forbid unimportant conversations.
On June 3, 2009, the New York Times published an article detailing complaints about Colgan's operations from the FAA inspectors who observed test flights in January 2008. As in previous FAA incidents that addressed other inspector complaints, Complaint Complaints Colgan was suspended and the inspector was demoted. This incident is under investigation by the Office of the Special Advisers, the agency responsible for complaints of federal governmental whistle-blowers.
End report
On February 2, 2010, NTSB issued a final report, explaining the details of his investigation which led to 46 special conclusions.
Among these conclusions is the fact that both the Captain and the first officers responded to the kiosk warning in a way contrary to their training. The NTSB can not explain why the first officer removed the flap and suggested that the landing gear should also be withdrawn, although it found that the current stall-approach training is inadequate:
The airline's approach-to-stall training currently does not fully prepare the crew for an unexpected stall in Q400 and does not handle the measures needed to recover from a fully developed kiosk.
The findings were immediately followed by the Council's "Possible Cause" statement:
Captain's inappropriate response to the activation of the shaker stick, which caused the aerodynamic stalls from which the aircraft did not recover. Contribution to the accident was (1) crew failure to monitor air velocity due to increased low-velocity signaling position, (2) crew failure to comply with sterile cockpit procedure, (3) captain failure to effectively manage flight, and (4) Colgan Air's inadequate procedures for the selection of airspace and management during the approach under icing conditions.
NTSB Chairman Deborah Hersman, while conspiring, explained that he considers fatigue as a contributing factor. He compared twenty years that fatigue remained on the list of NTSB transport safety improvements Most sought after, without getting substantial action on this issue from the regulator, for a change of tolerance for alcohol over the same time period, noting that the impact of fatigue and alcohol performance was similar.
However, Christopher A. Hart and Robert L. Sumwalt, III members disagree on the inclusion of fatigue as a contributing factor, arguing that there is not enough evidence to support such a conclusion. It has been noted that the same type of pilot error and violation of standard operating procedures have been found in other accidents where fatigue is not a factor.
- To state that fatigue is a contributing factor, and thus part of a possible cause, would be inconsistent with the above findings would, therefore, disrupt this logic flow. I do not feel, therefore - nor the majority of the Council - that we have enough information or evidence to conclude that fatigue should be part of the probable cause of this accident.
Legacy
The FAA has proposed or implemented some rule changes as a result of Flight 3407 accidents, in areas ranging from pilot fatigue to Airline Transport Pilot Certificate (ATP) qualifications up to 1500 hours of pre-employment experience. One of the most significant changes has had an effect, changing the way the class check checker in the flight simulator during a stall.
The researchers also examined the Practical Test Standards (PTS) for ATP certification, which allowed a height loss of no more than 100 feet (30 m) at the simulation kiosk. NTSB theorizes that because of this low tolerance in a tested simulation environment, the pilot may be afraid of losing altitude at a kiosk and thus its main focus is preventing such losses, even the loss of recovery from the kiosk itself. The new standards issued by the FAA eliminate certain height loss requirements, and call for a "decrease in minimum height" in a store. One tester has told an airline magazine that he is not allowed to fail any applicant for losing altitude in the simulation kiosk, provided the pilot can regain its original height.
Karen Wielinski, whose husband Doug Wielinski died when Flight 3407 crashed into their home, published a book about the day of the accident, and her struggle with guilt for the survivors. The One on the Ground Book was published on March 6, 2017.
The Colgan 3407 Air Flight is the newest commercial flight of US carriers that resulted in deaths on US soil until the failure of Western Flight Flight 1380 engine led to the death of passengers on April 17, 2018.
In popular culture
The Discovery Channel Canada/National Geographic TV series Mayday displays an incident in Season 10 episode titled Dead Tired .
See also
- Atlantic Coast Airlines Flight 6291
- China Airlines Flight 140Ã, - similar accidents caused by aerodynamic kiosks
- Icing conditions in flight
References
External links
- Cockpit Voice Recorder Transcript and crash summary
- Flight 3407 Information - Colgan Air (archive)
- The website is created and maintained by family members and close friends of the victims killed on flight 3407
- NTSB Computer Simulation last 2 minutes from flight 3407, National Transportation Safety Board
- NTSB Public Hearing, May 12-14, 2009. (Includes complete hearing webcast and links to folders with all relevant documents, including Flight Data Record data and Cockpit Voice Recorder transcript)
- Flight path for CJC3407 in 3D/Google Earth at flightwise.com
- Flight path data for Continental Connection 3407 flight in flightwise.com
- Flight Information 3407 - Continental Airlines
- Flight tracker and Track Log
- Flickr photo from collision
- Images of aircraft taken in late 2008.
- After September 11, 'She Wants Me To Live a Life' (about Beverly Eckert's victims) from NPR radio
- Crash Buffalo Puts Focus on Regional Airline from NPR radio
- Frontline (US TV series) Ã, - Cheap Fly - February 9, 2010. One year after the accidental crash of Continental 3407, FRONTLINE investigates security issues associated with regional airlines.
- Track logs for Continental Connection 3407 flight (CJC3407) on flightwise.com
Source of the article : Wikipedia
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