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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
26-06-2025
- Politics
- Yahoo
Families of Flight 3407 say meeting with Sean Duffy was ‘encouraging'
BUFFALO, N.Y. (WIVB) — The families of Flight 3407 were in Washington on Wednesday continuing their fight to keep air travel safe. They met with the U.S. Secretary of Transportation Sean Duffy to announce their opposition to FAA nominee Bryan Bedford. During a news conference after the meeting, families said they left feeling slightly more encouraged than how they felt after Bedford's hearing earlier this month. 'He listened to us and said he will hold Bedford accountable,' said Karen Eckert, who lost her sister Beverly in the Flight 3407 crash. 'We will hold Secretary Duffy accountable too, that he does hold the line on safety.' 'We will continue to vigilantly watch the FAA and secretary Duffy to make sure that he does what he says, and be assured that the families of Flight 3407 will not go away,' said Marilyn Kausner, who lost her daughter Elly in the crash. In 2009, Continental Colgan Air Flight 3407 crashed in a home in Clarence Center, killing all 49 people on board and one person on the ground. Investigators determined the cause of the crash was pilot error. For over 16 years, families have worked with lawmakers to pass stricter FAA regulations with pilot training and fatigue. In 2010, the Airline Safety Act was passed, which requires a minimum of 1,500 flight hours before becoming a pilot. Families said Bedford has a history of advocating for fewer training hours. If he's at the head of the FAA, families are worried he can reverse everything they have worked for. Duffy told the families that he is Bedford's boss and has no plans to change the rule. 'Our meeting today was essentially the beginning, hopefully of an open dialogue with the current administration and there clearly were some welcoming signs, but the door has been left open and that does give us reason to have pause,' said Scott Maurer, who lost his daughter in the crash. Jennifer West and her daughter Summer were among the families who talked to Duffy. Summer lost her father, Ernie, in the crash. Summer read a letter to Duffy. It read in part, 'growing up without him wasn't just sad, it was confusing and isolating.' She went on to say in the letter, 'if weakening this law means another child loses their parent the way I lost mine, it's not worth it.' Senator Chuck Schumer and Congressman Tim Kennedy also met with the families on Wednesday in Washington to assure them that they will continue to fight with them for air safety. Sarah Minkewicz is an Emmy-nominated reporter and Buffalo native who has been a part of the News 4 team since 2019. Follow Sarah on Twitter @SarahMinkewicz and click here to see more of her work. Copyright 2025 Nexstar Media, Inc. All rights reserved. This material may not be published, broadcast, rewritten, or redistributed.
Yahoo
11-06-2025
- Politics
- Yahoo
Families of 3407 express concerns about FAA administrator nomination
CLARENCE CENTER N.Y. (WIVB) — Families brought together by the crash of flight 3407 have new concerns about the future of air travel. The Trump administration is nominating Bryan Bedford, CEO of Republic Airways, to lead the FAA. Families worry his oversight could threaten more than a decade of sacrifice. Marylin Kausner lost her 24-year-old daughter Ellyce in 2009 when Continental Colgan Air Flight 3407 crashed in Clarence Center, killing 49 people on board and one on the ground. The crash was determined to be caused by pilot error. Since the crash, families have worked tirelessly to make the skies safer. Working with lawmakers, they helped pass stricter FAA regulations focusing on pilot training and fatigue. This includes requiring pilots to have at least 1,500 hours in the cockpit. Kausner told News 4 that a big concern she has with Bedford is that he will put company policy over public safety. 'As the FAA administrator, he has the one position in the U.S. that will have the authority to roll back those hours,' Kausner said. 'So all that we have done, everything we have fought for is at risk with this nomination.' In a statement, the families said that Bedford sought an exemption that would have allowed pilots with Republic to receive their Airline Transport Pilot (ATP) certificate with only 750 hours of flight experience. 'Our families fought to establish the 1,500-hour rule because we saw firsthand the devastating consequences of inadequate training in the cockpit,' said Scott Maurer, who lost his 30-year-old daughter Lorin in the crash of Flight 3407. 'It is deeply troubling that Mr. Bedford attempted to create a backdoor around these proven safety standards for his own airline.' 'The aviation industry has experienced a troubling series of incidents in recent months, and this is not the time to introduce new risks into a system that has worked remarkably well,' said Karen Eckert, whose sister and 9/11 activist Beverly Eckert died in the crash. 'If anything, these events are a reminder that we need to strengthen—not relax—the safety standards currently in place. We hope that, if confirmed, Mr. Bedford will put safety above convenience or cost and commit to preserving the hard-won reforms that have protected millions of passengers since 2010.' 'The lessons of Flight 3407 were learned through unimaginable loss, and we refuse to let them be forgotten,' Maurer added. 'We expect Mr. Bedford, if approved, to put safety first, and we will hold him accountable to that standard.' Congressman Nick Langworthy (NY-23) released a statement regarding the importance of the 1,500-hour in-flight pilot training requirement. 'If confirmed, I strongly urge Mr. Bedford to enforce the law as written,' the statement read. 'We must ensure that our progress never comes at the cost of passenger safety, and I will fight every day to make sure we do.' Sarah Minkewicz is an Emmy-nominated reporter and Buffalo native who has been a part of the News 4 team since 2019. Follow Sarah on Twitter @SarahMinkewicz and click here to see more of her work. Copyright 2025 Nexstar Media, Inc. All rights reserved. This material may not be published, broadcast, rewritten, or redistributed.
Yahoo
10-06-2025
- Politics
- Yahoo
Trump's nominee to lead the FAA was critical of the agency's safety performance, questionnaire shows
The Trump administration's nominee to lead the embattled Federal Aviation Administration says there is a 'profound lack of trust' in the agency and it 'fails to carry out its safety mission.' The sharp criticism by airline executive Bryan Bedford is written in a questionnaire, obtained by CNN, which was submitted to top senators ahead of his first nomination hearing Wednesday. 'The root cause of FAA's inability to complete its mission to modernize air traffic systems and effectively manage safety is the lack of strategic vision and competent leadership,' Bedford said in the document, first reported by Reuters. 'After the horrific accident on January 29, 2025, those of us who are passionate about aviation can no longer afford to sit on the sidelines as FAA fails to carry out its safety mission,' Bedford wrote in the memo to the Senate Committee on Commerce, Science, and Transportation. 'I only needed one reason to say yes to President Trump: I firmly believe in his vision for building a new, modernized air traffic control system, not just incremental changes.' The FAA is facing major challenges as it grapples with repeat air traffic control systems failures at the approach control facility for Newark Liberty International Airport; aging air traffic control infrastructure nationwide; and a shortage of 3,000 air traffic controllers. The families of those killed in a 2009 plane crash expressed 'serious concerns' about Bedford's nomination, specifically citing an effort to circumvent a pilot training requirement while he was CEO of Republic Airways. The National Transportation Safety Board found pilot error was to blame for the crash of Continental Connection Flight 3407 near Buffalo, New York, which left 50 people dead. 'We saw firsthand the devastating consequences of inadequate training in the cockpit,' Scott Maurer, whose daughter Lorin was killed in the crash, said in a statement. Inadequate pilot training was among the problems exposed by the crash, the NTSB found. 'The lessons of Flight 3407 were learned through unimaginable loss, and we refuse to let them be forgotten,' Maurer added. Bedford's Wednesday hearing is scheduled before the same Senate Committee that on Monday called for an independent review of the January midair collision in Washington. 'There is a profound lack of trust with and within the agency,' Bedford wrote in the questionnaire. 'Part of this is due to an unwieldy organizational structure with unnecessary spans, layers, and silos which makes responsibility opaque and accountability difficult at best.'
