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Passengers flee smoking plane on emergency slide at Denver airport

Passengers flee smoking plane on emergency slide at Denver airport

The Age5 days ago
Passengers were forced to evacuate down an emergency slide from a smoking plane at Denver International Airport due to a possible problem with the jet's landing gear, authorities said.
American Airlines Flight 3023 reported a 'possible landing gear incident' during its departure from Denver on Sunday (AEST), the Federal Aviation Administration said. The problem involved an aircraft tyre, the airline said in a later statement.
The Boeing 737 MAX-8 carrying 173 passengers and six crew members was on its way to Miami International Airport, the airline said.
Media footage showed people sliding down the inflatable chute near the front of the plane while clutching luggage and small children. Some passengers, including at least one adult carrying a young child, tripped at the end of the slide and fell onto the concrete runway.
Passengers were then taken to the terminal by bus.
Shay Armistead, a 17-year-old from Minturn, Colorado, described a chaotic scene.
'After hearing a loud boom the plane started to violently shake, and we were drifting to the left side of the runway,' Armistead told the Associated Press.
Armistead and her teammates on a ski racing team were on their way from Colorado to Chile when it happened.
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US Army helicopter was flying too high during deadly collision
US Army helicopter was flying too high during deadly collision

9 News

time2 days ago

  • 9 News

US Army helicopter was flying too high during deadly collision

Your web browser is no longer supported. To improve your experience update it here US investigators examining the January midair collision of a passenger plane and an army helicopter over Washington that killed 67 people found the chopper was flying higher than the it should have been and the altitude readings were inaccurate. The details came out of the first day of National Transportation Safety Board (NTSB) hearings in Washington, where investigators aim to uncover insights into what caused the crash between the American Airlines plane from Wichita, Kansas, and the Black Hawk helicopter over Ronald Reagan National Airport. The board opened the three days of hearings by showing an animation and playing audio and video from the night of the collision, as well as questioning witnesses and investigators about how the Federal Aviation Administration and the Army may have contributed to the nation's deadliest plane crash since November 2001. Family members of the victims of American Airlines flight 5342 who perished in a collision with a U.S. military helicopter, react while watching a video of the moment of the crash, during the NTSB fact-finding hearing on the DCA midair collision accident, at the National Transportation and Safety Board boardroom, Wednesday, July 30, 2025, in Washington. (AP) It's likely too early for the board to identify what caused the crash. The January incident was the first in a string of crashes and near misses this year that have alarmed officials and the travelling public, despite statistics that still show flying remains the safest form of transport. The hearing opened on Wednesday with a video animation showing where the helicopter and airliner were leading up to the collision. It showed how the helicopter flew above the 61 metres altitude limit on the helicopter route along the Potomac River before colliding with the plane. Investigators said the flight data recorder showed the helicopter was actually 24 metres to 30 metres higher than the barometric altimeter the pilots relied upon showed they were flying. So the NTSB conducted tests on three other helicopters from the same unit in a flight over the same area and found similar discrepancies in their altimeters. Dan Cooper, of Sikorsky helicopters, said that when the Black Hawk helicopter involved in the crash was designed in the 1970s, it used a style of altimeter that was common at the time. Newer helicopters have air data computers that didn't exist back then that help provide more accurate altitude readings. The January collision between the passenger plane and the Blackhawk helicopter in Washington DC was captured by CCTB. (Nine) Chief Warrant Officer Kylene Lewis told the board that she wouldn't find a 24 metre to 30 metre discrepancy between the different altimeters on a helicopter alarming because at lower altitudes she would be relying more on the radar altimeter than the barometric altimeter. Below 152 metres, Lewis said she would be checking both instruments and cross referencing them. She said as long as an altimeter registers an altitude within 20 metres of the published altitude before takeoff the altimeter is considered accurate under the checklists. But previously, NTSB Chairwoman Jennifer Homendy highlighted that the published helicopter routes around Washington DC would allow planes and helicopters to routinely come within 22 metres of each other during landing. Army officials said on Wednesday that the flight manual for these older Black Hawks doesn't highlight the discrepancies in altimeters that has been documented previously, but typical flight separations are at least 150 metres around airports. Previously disclosed air traffic control audio had the helicopter pilot telling the controller twice that they saw the plane and would avoid it. The animation ended with surveillance video showing the helicopter colliding with the plane in a fiery crash. A piece of wreckage is lifted from the water onto a salvage vessel, near the site in the Potomac River of a mid-air collision between an American Airlines jet and a Black Hawk helicopter, at Ronald Reagan Washington National Airport. (AP) Investigations have already shown the FAA failed to recognise a troubling history of 85 near misses around Reagan airport in the years before the collision, and that the Army's helicopters routinely flew around the nation's capitol with a key piece of locating equipment, known as ADS-B Out, turned off. Aviation lawyer Bob Clifford, who is working to file one of the first lawsuits against the government next month, said he hopes NTSB will look beyond the immediate factors that caused this crash to highlight the bigger ongoing concerns in the crowded Washington airspace. Homendy said the hearings over the next few days will be a "fact-finding proceeding". The NTSB will also post thousands of pages of evidence from the crash investigation online. Plane Crash washington aircraft USA World aviation CONTACT US

Washington DC crash investigation shows chopper flying above altitude limit
Washington DC crash investigation shows chopper flying above altitude limit

ABC News

time2 days ago

  • ABC News

Washington DC crash investigation shows chopper flying above altitude limit

Investigators probing the January midair collision of a passenger plane and a US army helicopter over Washington that killed 67 people have found the chopper was flying higher than it should have been and its altitude readings were inaccurate. The details came out of the first day of National Transportation Safety Board hearings, chaired by Jennifer Homendy, in Washington, where investigators aim to uncover insights into what caused the crash between the American Airlines plane from Wichita, Kansas, and the Black Hawk helicopter over Ronald Reagan National Airport. The board opened the three days of hearings by showing an animation and playing audio and video from the night of the collision, as well as questioning witnesses and investigators about how the Federal Aviation Administration (FAA) and the army may have contributed to the nation's deadliest plane crash since November 2001. The board's final report will not be released until sometime next year, but it became clear on Wednesday how small a margin of error there was for helicopters flying the route the Black Hawk took the night of the nation's crash. The January night-time incident was the first in a string of crashes and near misses this year that have alarmed officials and the travelling public, despite statistics that still show flying remains the safest form of transportation. The hearing opened on Wednesday with a video animation showing where the helicopter and airliner were leading up to the collision. It showed how the helicopter flew above the 200 feet (61 metres) altitude limit on the helicopter route along the Potomac River before colliding with the plane. Investigators said the flight data recorder showed the helicopter was actually 80 to 100 feet higher than the barometric altimeter the pilots relied upon showed they were flying. So the NTSB conducted tests on three other helicopters from the same unit in a flight over the same area and found similar discrepancies in their altimeters. Sikorsky Aircraft's Dan Cooper said when the Black Hawk helicopter involved in the crash was designed in the 1970s, it used a style of altimeter that was common at the time. Newer helicopters have air data computers that did not exist back then that helped provide more accurate altitude readings. Chief Warrant Officer Kylene Lewis told the board that she would not find a 80 to 100 feet discrepancy between the different altimeters on a helicopter alarming because at lower altitudes she would be relying more on the radar altimeter than the barometric altimeter. Below 500 feet, Ms Lewis said she would be checking both instruments and cross-referencing them. She said as long as an altimeter registered an altitude within 70 feet of the published altitude before take-off, the altimeter was considered accurate under the checklists. Army officials said a discrepancy of 70 feet to 100 feet between the Black Hawk's altimeters was within the acceptable range because pilots were expected to maintain their altitude plus or minus 100 feet. The greater concern is that the FAA approved routes around Reagan airport that included such small separation distances between helicopters and planes when planes were landing. "The fact that we have less than 500 foot separation is a concern for me," said Scott Rosengren, chief engineer in the office that manages the army's utility helicopters. But Rosengren said that "if he was king for a day" he would immediately retire all the older Black Hawk models like the one involved in this crash and replace them with newer versions of the helicopters. Army officials and the head of a local medevac helicopter company that flies around Washington told the board they believed air traffic controllers would never let them fly the helicopter route involved in the crash anytime a plane was approaching the runway. Chief Warrant Officer David Van Vechten said after the crash, he talked to many of his fellow pilots and everyone had the same assumption that controllers would never allow them to fly across the path of the runway the American plane was approaching before the crash. Citing the numbers for runways, Mr Van Vetchen said that "100 per cent of the time when I was on route four and 33/15 was active" he would be instructed to hold until after the plane landed or took off from that runway. During the two minutes before the crash, one air traffic controller was directing airport traffic and helicopters in the area, a task that involved speaking to or receiving communications from several different aircraft, according to the NTSB's History of Flight Performance Study. The air traffic controller had spoken to or received communications from the Black Hawk helicopter, an airplane that was taking off, an Air Force helicopter, an airplane on the ground, a medical helicopter and an inbound flight that was not the American Airlines plane that would crash. "All aircraft could hear the controller, but helicopters could only hear other helicopters on their frequency and airplanes only other airplanes," the report stated. "This resulted in a number of stepped on transmissions as helicopters and airplanes were not aware when the other was communicating." Stepped on transmissions are those that are unheard or blocked because of other transmissions. The NTSB report provides a list of 29 separate communications between the airport tower and other aircraft during approximately the 1 minute and 57 seconds before the collision. Previously disclosed air traffic control audio had the helicopter pilot telling the controller twice that they saw the airplane and would avoid it. Officials on Wednesday also raised the use of night vision goggles, which limit the wearer's field of view, on the helicopter as a factor. The animation ended with surveillance video showing the helicopter colliding with the plane in a fiery crash. Investigations have already shown the FAA failed to recognise a troubling history of 85 near misses around Ronald Reagan National Airport in the years before the collision, and that the army's helicopters routinely flew around the nation's capital with a key piece of locating equipment, known as ADS-B Out, turned off. US senator Ted Cruz, a Republican, introduced legislation on Tuesday to require all aircraft operators to use both forms of ADS-B, or Automatic Dependent Surveillance Broadcast, the technology to broadcast aircraft location data to other planes and air traffic controllers. Most aircraft today are equipped with ADS-B Out equipment, but the airlines would have to add the more comprehensive ADS-B In technology to their planes. The legislation would revoke an exemption on ADS-B transmission requests for Department of Defense aircrafts. National Transportation Safety Board chair Ms Homendy said her agency had been recommending that move for decades after several other crashes. Transportation Secretary Sean Duffy said that while he would like to discuss "a few tweaks," the legislation was "the right approach." He also suggested that the previous administration "was asleep at the wheel" amid dozens of near-misses in the airspace around Washington's airspace. AP

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