ARFF Daily News

Thursday the 30th of January, 2025

The aviation and ARFF worlds are following the tragic events from last night's collision of an American Airlines/PSA CRJ-700 and a U.S Army Sikorsky UH-60 near KDCA.

Our thoughts and prayers to all involved, including all First Responders involved in the search, rescue and recovery aspects of the incident.

Here are the stories for today...

Be safe out there!

Tom

No survivors in American Airlines collision with Army helicopter, officials say

By Leslie Josephs,CNBC 

• An American Airlines regional jetliner coming from Wichita, Kansas, collided midair with a Black Hawk military helicopter near Washington D.C.'s Ronald Reagan Washington National Airport, officials said.
• The flight was carrying 64 people, the airline said.
• The air disaster was the worst on U.S. soil since 2001.

There were no survivors after an American Airlines regional jet with 64 people aboard collided with a Black Hawk military helicopter moments before the airplane was set to land at Washington D.C.'s Ronald Reagan Washington National Airport on Wednesday night, officials said. The accident was the worst air disaster on U.S. soil since 2001.

Hundreds of first responders have switched to a recovery operation from rescue efforts, Washington D.C.'s Fire and EMS Chief John Donnelly said in a press conference on Thursday morning. Donnelly said at least 28 bodies have been recovered so far: 27 from the jet and one from the helicopter.

Both aircraft plunged into the icy waters of the Potomac River. First responders including divers worked overnight to try to recover victims, battling choppy, icy waters and high winds.

Sixty passengers and four crew members were on board the American flight. Three people were on board the military helicopter, an official said.

American Eagle Flight 5342, an PSA Airlines Bombardier CRJ700 regional jetliner, was on approach into the airport's Runway 33 when it collided with a Sikorsky H-60 helicopter at around 9 p.m. ET, the FAA said. The flight was arriving from Wichita, Kansas and flying at an altitude of about 300 feet at the time of the collision, according to FlightRadar24.

PSA Airlines is an American Airlines subsidiary and one of its regional carriers. American Eagle is how the airline brands its regional flights.

Transportation Secretary Sean Duffy, two days into the job, said the American Airlines jetliner was in three sections in the Potomac.

The accident hands President Donald Trump a crisis less than two weeks into his new term as the accident ends the country's more than decade-long stretch without a deadly commercial passenger crash.

"Everyone who flies in American skies expects that we fly safely, that when you part an airport, you get to your destination," Duffy said in a press conference Thursday. "That didn't happen last night, and I know the President Trump his administration, the FAA, the DOT, you will not rest until we have answers for the family and for the flying public."

Duffy said that he thought the accident was preventable.

American Airlines CEO Robert Isom traveled to Washington, D.C., Wednesday night.

"I want to express my sincere condolences for the accident that happened last night. Were absolutely heartbroken for the family members," he said at the same press conference. "Our focus right now is to support all of those involved and also the PSA airlines team."

He said the American flight was at final approach and "at this time, we don't know why the military aircraft came into the path of the PSA aircraft."

Isom said the captain of the American Eagle flight had about six years with PSA and the first officer had about two years. The plane was on a "standard" approach, he added. "That's about all I can say."

The airline provided contact information if "you believe you may have loved ones on board Flight 5342."

American and Russian figure skaters were on board the flight, according to the countries' official groups.

Reagan Washington National was closed Wednesday night and was expected to open at 11 a.m. ET Thursday. Officials said airlines would communicate any schedule changes to passengers.

The airport says its main runway is the busiest in the country.

The U.S. has had a long stretch without fatal commercial passenger airline crashes. The last U.S. commercial passenger airline crash occurred in February 2009 when Continental Flight 3407 crashed into a house as it was arriving in Buffalo, New York, killing all 49 people aboard and one person on the ground.

The crash of that turboprop plane prompted federal regulations requiring more rest and training for pilots.

The FAA and National Transportation Safety Board are investigating Wednesday's accident.

President Donald Trump said he was briefed on the accident Wednesday.

"Thank you for the incredible work being done by our first responders," he said in a statement.

The Federal Aviation Administration does not have a permanent head. Former Administrator Mike Whitaker stepped down on Jan. 20, when Trump took office. Trump hasn't yet named a nominee.

"We are shocked and saddened by the tragic accident at DCA tonight," said the Air Line Pilots Association, a pilot union. "Our thoughts are with those affected by this tragedy and ALPA's accident investigation team is responding to assist the National Transportation Safety Board in their investigation."

https://www.nbcwashington.com/news/business/money-report/aircraft-goes-down-in-potomic-river-reagan-national-airport-closed/3829223/

Initial Aircraft Collision Fire Rescue Radio Traffic (The Secret List)

All,

Below are 2 links to the initial radio traffic at both the Airport and the DC. Our hearts go out to all affected directly, as well as the Metropolitan Washington Airports Authority (responsible for Reagan and Dulles airports), DC-FEMS and all the other area responding Firefighters as their recovery work continues today.

LINK:

AIRPORT FIRE RESCUE “ALERT 3”:

https://youtu.be/n7q9ASgystQ?si=4snHePDFh8NzXrSU

LINK:

DCFD:

Washington, DC Plane and Helicopter Midair Collision Incident Audio 1/29/25

youtu.be

Take Care. Be Careful. Pass It On.

BillyG

The Secret List 1-30-2025-0925 Hours

www.FireFighterCloseCalls.com

Small Plane Crashes Near Highway 101 in Goleta, Two Seriously Injured

By Andrew Gillies, John Palminteri, Ryder Christ

GOLETA, Calif. – A small private aircraft crashed in an open field just north of the Storke Road offramp on Highway 101 Wednesday afternoon, leaving two professional pilots with major injuries

According to the Federal Aviation Administration (FAA), the crash occurred around 2:16 p.m. near Santa Barbara Municipal Airport. The aircraft has been identified as a Cirrus SR22 with the tail number N124LZ, registered to LIMA ZULU AIRCRAFT CORP. CNN has confirmed that filmmaker Robert Zemeckis is affiliated with the company. His publicist, Michelle Bega, released a statement saying, "Two professional pilots whom Mr. Zemeckis routinely employs were flying the aircraft. There were no passengers on board."

Witnesses on Highway 101 reported seeing the plane deploying a parachute before it came nose-down into an open field between Los Carneros Road and Storke Road, on the mountainside of the freeway. Video taken by a passing motorist, Steve Epstein, shows the aircraft already on the ground and burning while bystanders and a California Highway Patrol (CHP) officer rushed over a fence to assist the pilots.

Santa Barbara County Fire Captain Scott Safechuck confirmed that the plane caught fire upon impact, igniting nearby vegetation. Firefighters attacked the flames using hoses from both the freeway and the backside of the hill, extinguishing the fire before it could spread further. Emergency crews used foam and water to suppress the fire while attempting to preserve what little remained of the aircraft for investigators.

Authorities are investigating whether the fire started before or after the crash. A photo obtained by investigators shows the plane intact on the ground before flames engulfed it.

Two occupants, a 29-year-old man and a 33-year-old woman, had exited the plane before first responders arrived. They were found just outside the burn area with major injuries and were transported to Cottage Hospital by ground ambulance, with fire personnel on board. Their identities have not yet been released. It remains unclear whether the pilots extricated themselves or were assisted by bystanders.

Flight data shows the Cirrus SR22 departed Santa Barbara Airport at 1:51 p.m., flying along the coastline before turning back toward land and appearing to prepare for a landing when it crashed near the freeway.

The FAA and the National Transportation Safety Board (NTSB) have launched an investigation into the crash.

The crash caused significant traffic delays on northbound Highway 101, with the Storke Road offramp temporarily closed as emergency crews worked the scene. As of late Wednesday afternoon, the offramp had reopened, though congestion persisted.

https://keyt.com/news/top-stories/2025/01/29/small-aircraft-crashed-off-highway-101-near-storke-road-offramp-northwest-of-santa-barbara-airport/

NTSB Prelim: Vans Aircraft RV-10 (Fullerton Accident)

Location: Fullerton, CA Accident Number: WPR25FA072
Date & Time: January 2, 2025, 14:09 Local Registration: N8757R
Aircraft: Vans Aircraft RV-10 Injuries: 2 Fatal, 8 Serious, 11 Minor
Flight Conducted Under: Part 91: General aviation - Personal

On January 2, 2025, about 1409 Pacific standard time, an experimental amateur built Vans Aircraft RV10, N8757R, was destroyed when it was involved in an accident near Fullerton, California. The pilot and passenger were fatally injured, and there were 19 ground injuries, 8 of which were serious, and 11 minor. The airplane was operated as a Title 14 Code of Federal Regulations 91 personal flight. On the day of the accident a witness, who was an acquaintance of the pilot, observed him taxi the airplane from the pilot’s hangar in the southeast corner of the airport towards the runway 24 runup area. He could see the pilot was in the front left seat, and passenger in the front right seat. Security video footage revealed that the airplane was in the runup area for about 3 minutes and during that time although the left door was in the down position, it was not flush with the fuselage. Audio recordings provided by the Federal Aviation Administration indicated that about 1402, the pilot transmitted to the Fullerton control tower that he was ready to taxi to runway 24.

The airplane was equipped with an Electronic Flight Instrument System (EFIS) that was capable of recording multiple engine, airframe, and flight parameters. According to preliminary data extracted from the system, about 1407 the airplane began the takeoff roll, and by the time it had reached the end of the runway it had climbed to about 150 ft mean sea level (msl) (about 60 ft above ground level (agl)) and was traveling at a ground speed of about 108 knots. For the next 30 seconds the airplane remained on runway heading, while accelerating and climbing to about 500 ft msl. About that time, the pilot transmitted “immediate landing required” over the control tower frequency. The tower controller asked if the pilot could make a left turn and cleared the airplane for landing on any runway. After a few exchanges, the pilot reported that he would return for landing on runway 24. About 30 seconds after the pilot’s initial call, the airplane had completed a 180° left turn, while climbing to about 950 ft msl, and decelerated to about 95 knots. The airplane continued on the left downwind leg, and about 40 seconds later it passed the runway 24 threshold, having now descended to 435 ft msl and slowed to 85 knots. 

The airplane then began a left turn, and about that time an unintelligible transmission was heard. The airplane continued to descend until it impacted the roof of a furniture manufacturing facility about 1,500 ft short of the approach end of runway 24.

A witness, who was located on the airport ramp on the south side of runway 24, about 850 ft short of the departure end, observed the airplane fly by him after takeoff. It passed from right to left at what he considered to be a high speed, but at a lower altitude than he would have expected considering its distance down the runway. Once the airplane had departed the runway environment, and was about 100 ft agl he realized its left door was open and up. He then saw an arm reach up and pull the door down.

By this time the airplane was far enough away that he could no longer discern what was happening, and he assumed the pilot was able to rectify the situation. 

Multiple witnesses, who were all pilots, observed the airplane during the final stages of the flight, in the left downwind leg of the traffic pattern. They all provided similar observations of it flying lower than normal and banking aggressively left as it made the transition from downwind to base. Three witnesses then saw the airplane roll aggressively again to the left for what they assumed was a turn to final, all stating that they could almost see the full wing profile, and were concerned it may stall. The airplane then rolled right as its nose dropped, and dove towards the warehouse where it collided in a fireball.

The witnesses all stated that just before impact they saw a white piece fall from the airplane. They described the piece as panel-like, and that it “floated” or “fluttered” to the ground. A witness provided video recorded on a dashcam in a car located about 500 ft south of the accident site. The airplane came into view about 1 second before impact, and the engine could be heard operating.

Within the furniture manufacturing facility, the airplane had struck a series of warehouse pallet rack frames loaded with foam and wood furniture material. The fuselage came to rest upright on a heading of about 330°, about 6 ft above the ground on a deformed pallet rack. The forward cabin and most of both wings were consumed by fire, and the empennage was mostly intact. The entire engine, firewall, and instrument panel assembly was located about 40 ft beyond the main wreckage and was crushed and twisted but otherwise free of fire damage. The two-blade propeller and hub remained attached to the engine, and the blades exhibited chordwise scratches and leading edge nicks. The spinner was crushed and exhibited spiral scratches to its forward surface.

All primary airframe components and flight control surfaces were located within the facility, except for the left main cabin door, which was found on the building’s roof about 150 ft southeast of the impact point and directly below the airplanes flight path. The RV-10 design incorporated two “gull-wing” doors on either side of the cabin. The doors were comprised primarily of composite fiberglass construction and were mounted to the roof of the cabin by two steel hinges, with extension limited by a gas strut. In the closed position, the door was secured by fore and aft tubular aluminum latch pins, that extended into UHMW polyethylene pin blocks mounted to the forward and aft pillar structure in the airframe door opening. The latch pins were connected to the door lock handle via a rotary gear assembly. To lock the door, the handle is rotated forward, which extends the latch pins into the pin blocks. The handle contains a release lever that locks the pins in place when they have reached the fully extended position. Once locked, the door handle cannot be moved to the open position until a button at the end of the release lever has been pressed.

The door included a secondary safety latch system, which was intended to clasp the door in the down position should the lock handle not be manually engaged. The system was comprised of a laminated aluminum hook assembly, mounted to the inner lower side of each cabin door. The system engages automatically and without pilot or passenger intervention when the door is lowered, as the hook locks into a plate fitting in the cabin door frame.

The airplanes primary kit components were shipped to the pilot between 2007 and 2008, and he completed construction in 2011. The secondary door latch was included as standard in all RV-10 finish kits shipped from January 4, 2010, onwards, with a retrofit kit available for all previously constructed airplanes. Its installation was recommended before further flight as described in Service Bulletin 10-1-4, published by Vans Aircraft on January 4, 2010. Records provided by Vans Aircraft indicated that the pilot was sent the retrofit safety latch kit on January 25, 2010.

Examination of the airplane wreckage revealed that the pilot had made a series of modifications to the standard door locking system including the use of solid steel locking pins rather than the kit-supplied aluminum pins, along with replacement of the UHMW polythene door blocks with chamfered aluminum blocks. Additionally, the secondary safety latch had not been installed, and the door latch indicator system had been modified.

The left cabin door located on the facility roof was largely intact and had pulled away from its roof hinges. Its window had shattered, and all the plexiglass pieces were accounted for in the immediate vicinity. The door handle was found just short of the forward closed and locked position, and because it was not fully forward, its locking button had not engaged. The lock pins were found extended about 1/2 inch out of the door ends, and when the door handle was tested by moving it forward, the pins extended a further 7/16 inch and the locking button engaged. 

The door latch indicator system supplied with the kit was comprised of four magnetic reed switches, mounted individually within each door pillar. The switches were configured to confirm via LED warning lamps on the instrument panel that each door pin was in the fully extended and locked position. On the accident airplane, it appeared that only two reed switches had been installed, with each mounted to the aft pillars of both doors. As such, the modified system would not have warned the pilot if the forward latch pins had failed to fully engage.

FMI: www.ntsb.gov

Today in History

25 Years ago today: On 30 January 2000 Kenya Airways flight 431, an Airbus A310, crashed into the sea after takeoff from Abidjan Airport, Ivory Coast, killing 169 occupants; 10 survived the accident.

Date: Sunday 30 January 2000

Time: 21:09

Type: Airbus A310-304

Owner/operator: Kenya Airways

Registration: 5Y-BEN

MSN: 426

Year of manufacture: 1986

Total airframe hrs: 58115 hours

Cycles: 15026 flights

Engine model: GE CF6-80C2A2

Fatalities: Fatalities: 169 / Occupants: 179

Other fatalities: 0

Aircraft damage: Destroyed, written off

Category: Accident

Location: 2,8 km S off Abidjan-Felix Houphouet Boigny Airport (ABJ) -   Cote d'Ivoire

Phase: Initial climb

Nature: Passenger - Scheduled

Departure airport: Abidjan-Felix Houphouet Boigny Airport (ABJ/DIAP)

Destination airport: Lagos-Murtala Muhammed International Airport (LOS/DNMM)

Investigating agency: CoI Ivory Coast

Confidence Rating:  Accident investigation report completed and information captured

Narrative:

Kenya Airways flight 431, an Airbus A310, crashed into the sea after takeoff from Abidjan Airport, Ivory Coast, killing 169 occupants; 10 survived the accident.

Flight KQ430 departed from Nairobi for a flight to Lagos and Abidjan. Due to the harmattan, a dusty seasonal wind from the deserts of north Africa, the flight continued directly to Abidjan. The aircraft, named "Harambee Star", landed there at 15:15 local time.

The Airbus was prepared for the return flight, KQ431, to Lagos and Nairobi that evening. Shortly after 21:00 the crew received clearance to taxy to runway 21 for departure. The trim was set at 0.9 nose up, slats and flaps at 15 degrees. The airplane began to taxi at 21:07, the tower controller informed the crew of the latest wind, cleared them to take off and asked the crew the call back when they reached flight level 40. At 21:08:18, the captain, who was pilot non flying, applied takeoff power and announced "thrust, SRS, and runway" then, nine seconds later "100 knots". Flight 431 took off and at 21:08:57, the copilot announced "Positive rate of climb, gear up". Less than two seconds later, at a height of around 300 feet, the stall warning sounded. The gear was not retracted. The copilot, who was the pilot flying, pushed forward on the control column in reaction to the stall warnings. At 21:09:07, the copilot asked, "What's the problem?" The aircraft descended and less than a second before passing through 100 feet in descent, the copilot ordered the aural stall warning alarm to be disconnected. The GPWS sounded briefly, followed by the CRC (Continuous Repetitive Chime), which corresponds to a master warning of over-speed with flaps extended, immediately followed by an order from the captain "Go up!". The airplane's speed at this point was at least 210 knots, the maximum speed limit for a configuration with slats/flaps at 15°/15°. At 21:09:24 the airplane contacted the sea and broke up. The wreckage came to rest on the sandy seabed at a depth of 40-50 metres.

Just ten of the 179 occupants survived the accident.

CAUSES OF THE ACCIDENT:

"The Commission of Inquiry concluded that the cause of the accident to flight KQ 431 on 30 January 2000 was a collision with the sea that resulted from the pilot flying applying one part of the procedure, by pushing forward on the control column to stop the stick shaker, following the initiation of a stall warning on rotation, while the airplane was not in a true stall situation. In fact, the FCOM used by the airline states that whenever a stall warning is encountered at low altitude (stick shaker activation), it should be considered as an immediate threat to the maintenance of a safe flight path. It specifies that at the first sign of an imminent stall or at the time of a stick shaker activation, the following actions must be undertaken simultaneously: thrust levers in TOGA position, reduction of pitch attitude, wings level, check that speed brakes are retracted. The investigation showed that the pilot flying reduced the pitch attitude but did not apply TOGA thrust on the engines. The investigation was unable to determine if the crew performed the other two actions: leveling the wings and checking that the speed brakes were retracted. The following elements contributed to the accident:

- the pilot flying's action on the control column put the airplane into a descent without the crew realizing it, despite the radio altimeter callouts;

- the GPWS warnings that could have alerted the crew to an imminent contact with the sea were masked by the priority stall and overspeed warnings, in accordance with the rules on the prioritization of warnings;

- the conditions for a takeoff performed towards the sea and at night provided no external visual references that would have allowed the crew to be aware of the direct proximity of the sea."