Latest news with #ColganAir
Daily Record
21-07-2025
- General
- Daily Record
Pilot's chilling premonition minutes before horror crash killed all board
All 49 people on board the Colgan Air Flight 3407 perished, as did one person on the ground, after the plane crashed into a house on February 12, 2009 in Buffalo, New York When Colgan Air Flight 3407 departed from Newark, New Jersey bound for Buffalo, New York, the 49 passengers on board were oblivious to the tragic fate that awaited them. On 12 February 2009, the Colgan Air aircraft went into an aerodynamic stall and crashed into a house, resulting in the death of all 49 individuals on board and one person on the ground. A cockpit voice recorder transcript released by the National Transportation Safety Board reveals the chilling final words of Captain Marvin Renslow, followed by a scream from his co-pilot, First Officer Rebecca Shaw, recorded just seconds before the fatal crash. In the moments leading up to the catastrophic accident, as they neared Buffalo Niagara International Airport, Renslow and Shaw can be heard discussing the First Officer's career and expressing their concerns about flying in icy weather conditions. Shortly thereafter, the twin-engine turboprop Dash 8-Q400 Bombardier experienced an aerodynamic stall and plummeted into a house, causing devastating destruction and loss of life, reports the Express. In the cockpit transcript made public by the Safety Board, Renslow and Shaw are first heard discussing the amount of ice accumulating on their wings. This conversation took place less than seven minutes prior to the crash, as their plane descended from 6,000 to 4,000 feet while approaching Buffalo on a frosty night. Shaw observed, "it's lots of ice," prompting Renslow to respond, "Oh yeah that's the most I've seen, most ice I've seen on the leading edges in a long time, in a while anyway I should say." Renslow then mentioned he'd clocked up roughly 625 hours flying in the area prior to joining Colgan Air. Shaw replied: "I really wouldn't mind going through a winter in the Northeast before I have to upgrade to captain. I've never seen icing conditions. I've never de-iced. I've never seen any. I've never experienced any of that. I don't want to have to experience that and make those kinds of calls. You know I would've freaked out. I would've like seen this much ice and thought, 'Oh my gosh, we were going to crash.'". Addressing Shaw's concerns, Renslow responded: "I would've been fine. I would have survived it. There wasn't, we never had to make decisions that I wouldn't have been able to make but.. now I'm more comfortable." As the crew deploys the undercarriage and modifies the flaps, a noise resembling the flap handle's operation is captured at precisely 10:16.26 pm, with Shaw audibly uttering, "Uhhh." Within a fraction of a second, the cockpit records sounds matching the stick shaker - an alert delivered via the control stick indicating the aircraft is nearing an aerodynamic stall. The warning persisted for a duration of 6.7 seconds, and was soon followed by the distinct sound of a horn, signalling that the autopilot had been disconnected. This tone carried on without interruption for the rest of the cockpit recording. Approximately three seconds after the stick shaker was activated, a clicking noise was heard, along with a noticeable increase in engine power. At precisely 10:16.34. 8 pm, Captain Renslow's voice is captured as he exclaims, "Jesus Christ." Subsequently, First Officer Shaw communicates that she has retracted the flaps and queries whether to raise the landing gear too, eliciting Renslow's response: "Gear up, oh (expletive)." Amid escalating sounds and commotion within the cockpit, Renslow declares: "We're down." This is followed by a thud, and Shaw utters "we" - her words cut off by a harrowing scream. The transcript concludes at this point, at 10:16.52 pm. Further insights were provided by documents from the Safety Board, which disclosed that a training instructor had described Renslow as initially "was slow learning" the Dash 8 aircraft, but noted an improvement towards the end of his training. The same instructor also mentioned that Renslow had faced challenges in familiarising himself with the flight management system of this specific model and had difficulties adapting to the different control positions, which were contrary to what he had been accustomed to on another type of aircraft. Nevertheless, the instructor spoke highly of Renslow's decision-making capabilities, labelling them as very good. Cogan Air was compelled to admit Renslow's training on the aircraft did not cover simulations or demonstrations of the plane's stick-pusher system. A stick-pusher is designed to automatically activate when an aircraft is on the verge of stalling, pushing the nose down into a dive to gain speed and enable the pilot to safely recover control. However, during Flight 3407's descent towards Buffalo Niagara International Airport, Renslow contravened standard procedure by pulling back on the control column as the stick-pusher activated, in an attempt to lift the nose and halt the dive. The correct response would have been to push forward to increase speed. The National Transportation Safety Board concluded that pilot error and inadequate training were the primary causes of the catastrophic crash. It was determined that the pilots had responded "inappropriately" to stall warnings, leading to disrupted airflow over the wings and a swift drop in altitude. As a result, the pilot lost command of the aircraft, which crashed into a house merely five miles from the end of the runway. This calamity prompted the grieving families of those who perished to take decisive steps, culminating in the introduction of new safety measures in the commercial aviation industry. The legislation enacted in 2010 brought about more stringent crew rest requirements, limitations on duty time, and required airlines to disclose the operator of each flight. Moreover, a database has been set up to guarantee that pilots amass over 1,500 flying hours before they are certified to fly an aircraft.
Daily Mirror
21-07-2025
- General
- Daily Mirror
Pilot's two horrifying final words before plane crash killed all on board
The Colgan Air Flight 3407 crash took the lives of 49 people on board, as well as one person on the ground - now, the pilot's chilling last words have been revealed When Colgan Air Flight 3407 departed from Newark, New Jersey bound for Buffalo, New York, the 49 passengers on board were oblivious to the tragic fate that awaited them. On February 12, 2009, the Colgan Air aircraft entered an aerodynamic stall and plummeted into a house, claiming the lives of all 49 people on board and one individual on the ground. A cockpit voice recorder transcript released by the National Transportation Safety Board reveals Captain Marvin Renslow's haunting final words, followed by a terrified scream from his co-pilot, First Officer Rebecca Shaw, recorded just seconds before the catastrophic crash. In the moments preceding the fatal accident, as they neared Buffalo Niagara International Airport, Renslow and Shaw can be heard discussing the First Officer's career and expressing their apprehension about flying in icy conditions. Shortly after, the twin-engine turboprop Dash 8-Q400 Bombardier experienced an aerodynamic stall and crashed into a house, resulting in devastating destruction and loss of life, reports the Express. In the cockpit transcript provided by the Safety Board, Renslow and Shaw are first heard discussing the amount of ice accumulating on their wings. This conversation occurred less than seven minutes prior to the crash, as their plane descended from 6,000 to 4,000 feet on its approach to Buffalo on a frosty night. Shaw observed, "it's lots of ice," prompting Renslow to respond, "Oh yeah that's the most I've seen, most ice I've seen on the leading edges in a long time, in a while anyway I should say." Renslow then mentioned he'd clocked up roughly 625 hours flying in the area prior to joining Colgan Air. Shaw replied: "I really wouldn't mind going through a winter in the Northeast before I have to upgrade to captain. I've never seen icing conditions. I've never de-iced. I've never seen any. I've never experienced any of that. I don't want to have to experience that and make those kinds of calls. You know I would've freaked out. I would've like seen this much ice and thought, 'Oh my gosh, we were going to crash.'". Renslow then addressed Shaw's concerns: "I would've been fine. I would have survived it. There wasn't, we never had to make decisions that I wouldn't have been able to make but.. now I'm more comfortable." As the crew deployed the landing gear and modified the flaps, a noise similar to the flap handle's movement was captured at precisely 10:16.26 pm, with Shaw audibly saying, "Uhhh." Within a second, the cockpit registered sounds matching the stick shaker - an alert sent through the control stick indicating the aircraft was nearing an aerodynamic stall. The warning persisted for 6.7 seconds before a distinct horn signalled the autopilot's disengagement, with the tone carrying on throughout the cockpit recording. A mere three seconds after the stick shaker was activated, a click and the engines' thrust increasing were audible. At 10:16.34. 8 pm, Captain Renslow is heard exclaiming, "Jesus Christ." Subsequently, First Officer Shaw reports that she has raised the flaps and queries whether to retract the landing gear, to which Renslow urgently replies: "Gear up, oh (expletive)." Amid escalating sounds and noise in the cockpit, Renslow declares: "We're down." This is followed by a thump, and Shaw utters "we" before a harrowing scream cuts through. The transcript concludes at 10:16.52 pm. Safety Board documents also disclosed insights from a training instructor who noted that initially, Renslow "was slow learning" the Dash 8 but later showed improvement. The instructor mentioned Renslow's challenges with the aircraft's flight management system and his adjustment to switch positions, contrasting with his experience on another type of aircraft. Nevertheless, the instructor commended Renslow's decision-making skills as very good. Cogan Air was also compelled to admit that Renslow's aircraft training hadn't covered a simulation or demonstration of the plane's stick-pusher mechanism. A stick-pusher automatically kicks in when an aircraft approaches a stall, pushing the plane's nose downward into a dive so it can gain sufficient speed for the pilot to steer it towards a safe recovery. However, during Flight 3407's descent to Buffalo Niagara International Airport, Renslow defied correct protocol and yanked back on the control column when the stick-pusher activated, allegedly attempting to lift the nose and halt the dive. The proper procedure involves pushing forward to increase speed. The National Transportation Safety Board concluded that pilot error and inadequate training caused the devastating crash. The pilots were found to have responded "inappropriately" to stall alerts, which created turbulent airflow across the wing and a swift loss of height. As a result, the pilot lost command and the aircraft crashed into a house merely five miles from the runway's edge. The disaster prompted grieving families of the casualties to take determined action, leading to the introduction of fresh safety rules in the commercial aviation industry. The 2010 law brought in tougher crew rest demands, duty time restrictions, and required airlines to disclose the operator of each flight. Moreover, a database was set up to guarantee that pilots rack up over 1,500 flying hours before they're deemed qualified to fly an aircraft.
Yahoo
09-07-2025
- Politics
- Yahoo
Senate confirms Bryan Bedford as FAA administrator
The Senate on Wednesday confirmed Bryan Bedford as FAA administrator, putting a former airline executive in charge of the agency responsible for ensuring the safety and efficiency of the nation's air travel. The final vote was 53-43. Bedford, who previously served as CEO of Republic Airways, retired from the position last week after leading the airline for more than 25 years. During his tenure, Republic became one of the largest regional carriers in the nation. His nomination narrowly cleared the Senate Committee on Commerce, Science, and Transportation vote by 15-13, with all Republican senators voting in favor and all Democrats against. While Bedford's nomination has received widespread support from across the aviation industry, he has faced criticism over his position on the FAA's 1,500-hour flight training rule. The FAA rule requires pilots have 1,500 hours experience in the cockpit before they can fly for a commercial airline. The rule was implemented in 2013, in response to the 2009 Colgan Air crash, after an NTSB investigation cited the flight crews's inadequate training and qualifications as a key safety issue. In 2022, the FAA rejected a petition from Republic Airways seeking an exemption for its pilots from the 1500-hour rule -- calling for it to be brought down to 750 flying hours if the pilots met certain other requirements. The FAA denied the request, saying "if a reduction in hours was appropriate, an exemption is not the appropriate vehicle with which to make such a determination." During his nomination hearing, senators questioned Bedford about his position on the 1,500-hour rule and whether he'd try to change it once becoming FAA administrator. Illinois Democratic Sen. Duckworth pressed Bedford multiple times over his commitment to the 1500-hour rule. Bedford never answered the question, saying he does not "believe safety is static" since pilot training has changed over time, but reiterated that safety is a priority. "I will not roll back safety," Bedford told the committee. "There won't be safety loopholes. I commit to you. We will never do anything to reduce the safety and competency of our pilots." Washington Sen. Maria Cantwell, the panel's top Democrat, notably voted against advancing Bedford's nomination out of committee. Prior to the committee vote, Cantwell released a statement opposing his confirmation, saying Bedford "repeatedly refused to commit to upholding the 1500-hour rule and refused to recuse himself for his full term from granting his own company an exemption from this critical safety requirement." Scrutiny over Bedford's position on the rule comes at a pivotal moment for aviation safety which has been in the spotlight since January's mid-air collision between an American Airlines flight and a U.S. Army Black Hawk helicopter that killed everyone onboard both aircraft. Following Bedford's confirmation, the pilots union released a statement congratulating Bedford and expressing a commitment to working with him, while also reiterating concerns over his position on the pilot training requirements. "We have concerns about his past efforts to lower pilot training requirements, and we will continue to bring the line pilot's perspective to any discussions about changing these life-saving measures and hold him to his word that safety is his top priority," Capt. Jason Ambrosi, president of the Air Line Pilots Association said in a statement. "Maintaining rigorous training requirements and keeping two pilots on the flight deck at all times remain top priorities for ALPA." Airlines for America and the National Air Traffic Controllers Association also released statements congratulating Bedford and reiterating their commitment to working with him to ensure aviation safety and to overhaul and modernize the nation's air traffic control systems and facilities.
CNBC
09-07-2025
- Politics
- CNBC
Senate confirms new FAA administrator Bryan Bedford at a time of rising concern about air safety
The Senate on Wednesday confirmed Bryan Bedford to lead the Federal Aviation Administration, putting him in charge of the federal agency at a precarious time for the airline industry after recent accidents, including the January collision near Washington, D.C. that killed 67 people. Bedford was confirmed on a near party-line vote, 53-43. Republicans and industry leaders lauded President Donald Trump's choice of Bedford, citing his experience as CEO of regional airline Republic Airways since 1999. Sen. Ted Cruz, the chairman of the Senate Commerce Committee, called Bedford a "steady leader with executive experience." But Democrats and flight safety advocates opposed his nomination, citing Bedford's lack of commitment to the 1,500-hour training requirement for pilots that was put in place by Congress after a 2009 plane crash near Buffalo. Bedford declined during his confirmation hearing to commit to upholding a rule requiring 1,500 hours of training for pilots, saying only that he would not "have anything that will reduce safety." Sen. Maria Cantwell, the top Democrat on the Commerce panel, accused Bedford of wanting "to roll back safety reforms and unravel the regulatory framework that made the United States the gold standard" in aviation safety. Congress implemented the 1,500-hour rule for pilot training and other safety precautions after the 2009 Colgan Air crash in Buffalo, New York. In that flight, the pilot had not been trained on how to recover from a stall in the aircraft. His actions caused the plane carrying 49 people to fall from the sky and crash into a house, where another man was killed. Families of the victims of the Colgan crash pushed for the the stricter training requirements and remain vocal advocates for airline safety. They joined Senate Democratic leader Chuck Schumer at a press conference at the U.S. Capitol to express concern about Bedford's nomination. Marilyn Kausner, the mother of a passenger on the 3407 flight, said she and other families requested a meeting with Transportation Secretary Sean Duffy after Bedford's confirmation hearing. Her husband, she said, was "discouraged" after hearing what Bedford had to say at his hearing Pilot Chesley "Sully" Sullenberger, made famous for safely landing a plane in the Hudson River, also opposed Trump's pick, posting on social media that "with the nomination of Bryan Bedford to be FAA Administration, my life's work could be undone." Republican Sen. Todd Young, who is also on the committee, called the 1,500-hour rule an "emotional topic" but maintained that Bedford's approach to safety is clearly "analytical," prioritizing what "we ascertain leads to the best safety for passengers." "All you have to do is look at his credentials and his testimony to be persuaded that he's the right person for the job," Young said. Bedford has support from much of the industry. The air traffic controllers union noted his commitment to modernize the outdated system. Airlines for America, a trade association for major airlines, called Bedford a "superb choice." And United Airlines CEO Scott Kirby said, having worked with Bedford, he had "total confidence in his ability to lead the FAA."
The Hill
09-07-2025
- Politics
- The Hill
Senate confirms new FAA administrator at a time of rising concern about air safety
WASHINGTON (AP) — The U.S. Senate on Wednesday confirmed Bryan Bedford to lead the Federal Aviation Administration, putting him in charge of the federal agency at a precarious time for the airline industry after recent accidents, including the January collision near Washington, D.C. that killed 67 people. Bedford was confirmed on a near party-line vote, 53-43. Republicans and industry leaders lauded President Donald Trump's choice of Bedford, citing his experience as CEO of regional airline Republic Airways since 1999. Sen. Ted Cruz, the chairman of the Senate Commerce Committee, called Bedford a 'steady leader with executive experience.' But Democrats and flight safety advocates opposed his nomination, citing Bedford's lack of commitment to the 1,500-hour training requirement for pilots that was put in place by Congress after a 2009 plane crash near Buffalo. Bedford declined during his confirmation hearing to commit to upholding a rule requiring 1,500 hours of training for pilots, saying only that he would not 'have anything that will reduce safety.' Sen. Maria Cantwell, the top Democrat on the Commerce panel, accused Bedford of wanting 'to roll back safety reforms and unravel the regulatory framework that made the United States the gold standard' in aviation safety. Congress implemented the 1,500-hour rule for pilot training and other safety precautions after the 2009 Colgan Air crash in Buffalo, New York. In that flight, the pilot had not been trained on how to recover from a stall in the aircraft. His actions caused the plane carrying 49 people to fall from the sky and crash into a house, where another man was killed. Families of the victims of the Colgan crash pushed for the the stricter training requirements and remain vocal advocates for airline safety. They joined Senate Democratic leader Chuck Schumer at a press conference at the U.S. Capitol to express concern about Bedford's nomination. Marilyn Kausner, the mother of a passenger on the 3407 flight, said she and other families requested a meeting with Transportation Secretary Sean Duffy after Bedford's confirmation hearing. Her husband, she said, was 'discouraged' after hearing what Bedford had to say at his hearing Pilot Chesley 'Sully' Sullenberger, made famous for safely landing a plane in the Hudson River, also opposed Trump's pick, posting on social media that 'with the nomination of Bryan Bedford to be FAA Administration, my life's work could be undone.' Republican Sen. Todd Young, who is also on the committee, called the 1,500-hour rule an 'emotional topic' but maintained that Bedford's approach to safety is clearly 'analytical,' prioritizing what 'we ascertain leads to the best safety for passengers.' 'All you have to do is look at his credentials and his testimony to be persuaded that he's the right person for the job,' Young said. Bedford has support from much of the industry. The air traffic controllers union noted his commitment to modernize the outdated system. Airlines for America, a trade association for major airlines, called Bedford a 'superb choice.' And United Airlines CEO Scott Kirby said, having worked with Bedford, he had 'total confidence in his ability to lead the FAA.'
