Latest news with #Guzzetti
Yahoo
08-08-2025
- General
- Yahoo
Medical community heartbroken after fatal plane crash on Navajo Nation
Deadly Plane Crash Arizona ALBUQUERQUE, N.M. (AP) — Federal investigators on Wednesday were trying to piece together what caused a medical transport plane to crash on the Navajo Nation in northern Arizona, killing the four people on board and leaving the medical community in neighboring New Mexico heartbroken. The two pilots, flight nurse and paramedic who were onboard were based out of Albuquerque and had worked with hospitals throughout the area. While authorities had yet to release their names, colleagues and friends shared condolences and prayers on social media. Many shared details about the crew's dedication to patients and the incredible void left by the tragedy. The crew was on its way to pick up a patient from the federal Indian Health Service hospital in Chinle when the plane crashed near the airport there, Navajo authorities said. The plan was to return to Albuquerque. The Beechcraft King Air 300 was owned by CSI Aviation, which said in a statement it was devastated and that the four were more than just colleagues. 'Their courage, care, and dedication will never be forgotten,' the company said. 'Our hearts are with their families, friends, and loved ones.' According to CSI Aviation's website, the nationally accredited carrier never had an accident or incident and never had any FAA sanctions. It provides medical flights in Texas, New Mexico, Arizona, Colorado and South Dakota. Medical transports by air from the Navajo Nation are common because most hospitals are small and do not offer advanced or trauma care. The Chinle airport is one of a handful of airports that the tribe owns and operates on the vast 27,000-square-mile (70,000-square-kilometer) reservation that stretches into Arizona, New Mexico and Utah — the largest land base of any Native American tribe. Aviation safety consultant Jeff Guzzetti, who is a former NTSB and FAA crash investigator, said it is difficult to say what caused this crash in a remote area like Chinle because so few details are readily available. The high altitude of Chinle, which sits just over 5,500 feet above sea level, and the high temperatures Tuesday around 95 degrees can make it harder for a plane to get the lift it needs to fly. But Guzzetti said that is usually more of an issue at takeoff — rather than landing — and this kind of Beechcraft Super King Air plane has plenty of power with its twin turboprop engines. The plane also shouldn't have been overweight because it had already burned off fuel during its flight and hadn't yet picked up the patient. At the time the plane was trying to land, the wind was gusting up to 28 knots, which could have made landing difficult at the Chinle airport, which has a narrow, 60-foot-wide runway. 'Gusting crosswinds to 28 knots can make things a little bit challenging,' Guzzetti said. 'The winds might have been an issue.' Aside from examining the wreckage, NTSB investigators will be reviewing flight data, any air traffic control communications, aircraft maintenance records and weather conditions at the time as they try to determine what caused the crash. Investigators have recovered the cockpit voice recorder and will send it to NTSB headquarters in Washington for analysis. ___ AP Transportation Writer Josh Funk reported from Omaha, Nebraska.
Winnipeg Free Press
06-08-2025
- Health
- Winnipeg Free Press
Medical community heartbroken after fatal plane crash on Navajo Nation
ALBUQUERQE, N.M. (AP) — Federal investigators on Wednesday were trying to piece together what caused a medical transport plane to crash on the Navajo Nation in northern Arizona, killing the four people on board and leaving the medical community in neighboring New Mexico heartbroken. The two pilots, flight nurse and paramedic who were onboard were based out of Albuquerque and had worked with hospitals throughout the area. While authorities had yet to release their names, colleagues and friends shared condolences and prayers on social media. Many shared details about the crew's dedication to patients and the incredible void left by the tragedy. The crew was on its way to pick up a patient from the federal Indian Health Service hospital in Chinle when the plane crashed near the airport there, Navajo authorities said. The plan was to return to Albuquerque. The Beechcraft King Air 300 was owned by CSI Aviation. The company said in a statement that it was devastated and that the four were more than just colleagues. 'Their courage, care, and dedication will never be forgotten,' the company said. 'Our hearts are with their families, friends, and loved ones.' According to CSI Aviation's website, the nationally accredited carrier never had an accident or incident and never had any FAA sanctions. It provides medical flights in Texas, New Mexico, Arizona, Colorado and South Dakota. Medical transports by air from the Navajo Nation are common because most hospitals are small and do not offer advanced or trauma care. The Chinle airport is one of a handful of airports that the tribe owns and operates on the vast 27,000-square-mile (70,000-square-kilometer) reservation that stretches into Arizona, New Mexico and Utah — the largest land base of any Native American tribe. Aviation safety consultant Jeff Guzzetti, who is a former NTSB and FAA crash investigator, said it's difficult to say what caused this crash in a remote area like Chinle because so few details are readily available. The high altitude of Chinle, which sits just over 5,500 feet above sea level, and the high temperatures Tuesday around 95 degrees can make it harder for a plane to get the lift it needs to fly, but Guzzetti said that is usually more of an issue at takeoff — rather than landing — and this kind of Beechcraft Super King Air plane has plenty of power with its twin turboprop engines. The plane also shouldn't have been overweight because it had already burned off fuel during its flight and hadn't yet picked up the patient. At the time the plane was trying to land, the wind was gusting up to 28 knots, which could have made landing difficult at the Chinle airport, which has a narrow, 60-foot-wide runway. 'Gusting crosswinds to 28 knots can make things a little bit challenging,' Guzzetti said. 'The winds might have been an issue.' Aside from examining the wreckage, NTSB investigators will be reviewing flight data, any air traffic control communications, aircraft maintenance records and weather conditions at the time as they try to determine what caused the crash. ___ AP Transportation Writer Josh Funk reported from Omaha, Nebraska.
Hamilton Spectator
23-07-2025
- General
- Hamilton Spectator
Close call between a B-52 bomber and a commercial jet over North Dakota puts focus on small airports
The evasive action an airline pilot took to avoid a B-52 bomber in the skies over North Dakota has focused attention on the way small airport towers are often run by private companies without their own radars. Neither one of the pilots of the bomber or of the Delta Air Lines jet seemed to know the other plane was there before the airline pilot saw the B-52 looming in its path. The incident last Friday is still under investigation. But the Air Force has said the controller at the Minot airport didn't let the bomber's crew know about the airliner, and the SkyWest pilot flying the Delta flight told passengers he was surprised. Passengers were alarmed by the sharp turn and dive the pilot of Delta Flight 3788 executed to avoid the bomber that had just completed a flyover at the State Fair in Minot, and a video shot aboard the plane captured the pilot's explanation afterward. 'Sorry about the aggressive maneuver. It caught me by surprise,' the pilot can be heard saying on the video posted on social media. 'This is not normal at all. I don't know why they didn't give us a heads-up.' This close call is just the latest incident to raise questions about aviation safety in the wake of January's midair collision over Washington, D.C., that killed 67 people. Here's more about the way small airports like Minot operate: Many small airports lack radar It is common for small airports across the country to operate without their own radar systems because it would be too costly to install them at every airport. But there generally aren't many problems with that. The controllers at small airports are able to guide planes in to land visually with binoculars and radios as long as the weather is clear. Aviation safety consultant Jeff Guzzetti, who used to investigate crashes for both the National Transportation Safety Board and Federal Aviation Administration, said if the weather is bad, a regional FAA radar facility may be able to help, but ultimately planes simply won't land if the weather is too bad. Sometimes small airport towers do have a video feed that gives controllers a view of a radar screen at an FAA facility miles away. Because the radar is so far away the display may not be as detailed about planes flying close to the ground, but the system does give controllers more information. It's not clear if the Minot tower has one of those systems because the company that runs it, Midwest Air Traffic Control Inc., hasn't responded to questions since the incident. The overlapping network of FAA radar facilities across the country also keeps track of planes flying between airports, and an approach control radar center in Minneapolis helps direct planes in and out of Minot before controllers at the airport take over once they see the planes. The Minot airport typically handles between 18 and 24 flights a day. That's how it works at many small airports. 'Most times it works just fine,' Guzzetti said. Some of these small airports could gain radar as part of a massive overhaul of the air traffic control system, but that will depend on how busy the airports are and how much funding Congress ultimately approves for the multibillion-dollar project. So far, $12.5 billion was included in President Trump's overall budget bill. Private companies operate the towers The FAA says that 265 airport towers nationwide are operated by companies as part of the contract system. The Transportation Department's Inspector General has said the contract towers that handle more than one quarter of the nation's flights are more cost effective than comparable FAA towers and have similar safety records. In some cases, local governments help pay the costs of contract towers. The program began in 1982 at five less busy towers that had closed because of the air traffic controller strike the previous year, and it has expanded significantly over the years because it has been so successful. Most of the airports with contract towers would have no controllers without the program. 'Common sense would tell you that having an extra set of eyes controlling the local traffic — especially in good weather — would be safer than having no controller and just having the pilots talking to each other,' Guzzetti said. That's exactly how it works at the vast majority of the 5,100 public airports nationwide that are smaller than Minot. Pilots at those uncontrolled airports use their radios to coordinate takeoffs and landings with other planes in the area. Only about 10% of all airports have towers. The FAA says it works closely with the companies that run contract towers to ensure their controllers are properly trained. It is easier to get certified at a contract tower because they handle fewer flights than FAA towers even though controllers are held to the same standard. More controllers are needed nationwide The ongoing shortage of air traffic controllers has persisted for years partly because it takes so long to train and certify new controllers. The FAA has said that it is roughly 3,000 short of the number of controllers it should have at its facilities. The staffing situation at private towers is similar because they hire from the same pool of candidates. All the roughly 1,400 controllers at these smaller airports have to meet the same qualification and training requirements. But contract towers also have the ability to hire controllers who retired from an FAA tower before the mandatory retirement age of 56. The contract towers don't have a retirement age. The FAA has been working for a long time to hire more air traffic controllers to replace retiring workers and handle growing air traffic. But it can be hard to find good candidates for the stressful positions who can complete the rigorous training. Transportation Secretary Sean Duffy has announced several efforts to hire and retain more controllers. The FAA is trying to shorten the time it takes between when someone applies to the air traffic controller academy in Oklahoma City and when they start training, and the agency is also trying to improve the graduation rate there by offering more support to the students. The candidates with the highest scores on the entrance exam are also getting top priority. The FAA is also offering bonuses to experienced controllers if they opt not to retire early and continue working to help ease the shortage. Error! Sorry, there was an error processing your request. There was a problem with the recaptcha. Please try again. You may unsubscribe at any time. By signing up, you agree to our terms of use and privacy policy . This site is protected by reCAPTCHA and the Google privacy policy and terms of service apply. Want more of the latest from us? Sign up for more at our newsletter page .
Winnipeg Free Press
23-07-2025
- General
- Winnipeg Free Press
Close call between a B-52 bomber and a commercial jet over North Dakota puts focus on small airports
The evasive action an airline pilot took to avoid a B-52 bomber in the skies over North Dakota has focused attention on the way small airport towers are often run by private companies without their own radars. Neither one of the pilots of the bomber or of the Delta Air Lines jet seemed to know the other plane was there before the airline pilot saw the B-52 looming in its path. The incident last Friday is still under investigation. But the Air Force has said the controller at the Minot airport didn't let the bomber's crew know about the airliner, and the SkyWest pilot flying the Delta flight told passengers he was surprised. Passengers were alarmed by the sharp turn and dive the pilot of Delta Flight 3788 executed to avoid the bomber that had just completed a flyover at the State Fair in Minot, and a video shot aboard the plane captured the pilot's explanation afterward. 'Sorry about the aggressive maneuver. It caught me by surprise,' the pilot can be heard saying on the video posted on social media. 'This is not normal at all. I don't know why they didn't give us a heads-up.' This close call is just the latest incident to raise questions about aviation safety in the wake of January's midair collision over Washington, D.C., that killed 67 people. Here's more about the way small airports like Minot operate: Many small airports lack radar It is common for small airports across the country to operate without their own radar systems because it would be too costly to install them at every airport. But there generally aren't many problems with that. The controllers at small airports are able to guide planes in to land visually with binoculars and radios as long as the weather is clear. Aviation safety consultant Jeff Guzzetti, who used to investigate crashes for both the National Transportation Safety Board and Federal Aviation Administration, said if the weather is bad, a regional FAA radar facility may be able to help, but ultimately planes simply won't land if the weather is too bad. Sometimes small airport towers do have a video feed that gives controllers a view of a radar screen at an FAA facility miles away. Because the radar is so far away the display may not be as detailed about planes flying close to the ground, but the system does give controllers more information. It's not clear if the Minot tower has one of those systems because the company that runs it, Midwest Air Traffic Control Inc., hasn't responded to questions since the incident. The overlapping network of FAA radar facilities across the country also keeps track of planes flying between airports, and an approach control radar center in Minneapolis helps direct planes in and out of Minot before controllers at the airport take over once they see the planes. The Minot airport typically handles between 18 and 24 flights a day. That's how it works at many small airports. 'Most times it works just fine,' Guzzetti said. Some of these small airports could gain radar as part of a massive overhaul of the air traffic control system, but that will depend on how busy the airports are and how much funding Congress ultimately approves for the multibillion-dollar project. So far, $12.5 billion was included in President Trump's overall budget bill. Private companies operate the towers The FAA says that 265 airport towers nationwide are operated by companies as part of the contract system. The Transportation Department's Inspector General has said the contract towers that handle more than one quarter of the nation's flights are more cost effective than comparable FAA towers and have similar safety records. In some cases, local governments help pay the costs of contract towers. The program began in 1982 at five less busy towers that had closed because of the air traffic controller strike the previous year, and it has expanded significantly over the years because it has been so successful. Most of the airports with contract towers would have no controllers without the program. 'Common sense would tell you that having an extra set of eyes controlling the local traffic — especially in good weather — would be safer than having no controller and just having the pilots talking to each other,' Guzzetti said. That's exactly how it works at the vast majority of the 5,100 public airports nationwide that are smaller than Minot. Pilots at those uncontrolled airports use their radios to coordinate takeoffs and landings with other planes in the area. Only about 10% of all airports have towers. The FAA says it works closely with the companies that run contract towers to ensure their controllers are properly trained. It is easier to get certified at a contract tower because they handle fewer flights than FAA towers even though controllers are held to the same standard. More controllers are needed nationwide The ongoing shortage of air traffic controllers has persisted for years partly because it takes so long to train and certify new controllers. The FAA has said that it is roughly 3,000 short of the number of controllers it should have at its facilities. The staffing situation at private towers is similar because they hire from the same pool of candidates. All the roughly 1,400 controllers at these smaller airports have to meet the same qualification and training requirements. But contract towers also have the ability to hire controllers who retired from an FAA tower before the mandatory retirement age of 56. The contract towers don't have a retirement age. The FAA has been working for a long time to hire more air traffic controllers to replace retiring workers and handle growing air traffic. But it can be hard to find good candidates for the stressful positions who can complete the rigorous training. Transportation Secretary Sean Duffy has announced several efforts to hire and retain more controllers. The FAA is trying to shorten the time it takes between when someone applies to the air traffic controller academy in Oklahoma City and when they start training, and the agency is also trying to improve the graduation rate there by offering more support to the students. The candidates with the highest scores on the entrance exam are also getting top priority. The FAA is also offering bonuses to experienced controllers if they opt not to retire early and continue working to help ease the shortage.
Boston Globe
11-07-2025
- General
- Boston Globe
Unexpected fuel cutoff preceded Air India plane crash, preliminary report says
Audio from the cockpit suggests both pilots were confused over the change to the switch setting. 'In the cockpit voice recording, one of the pilots is heard asking the other why did he cutoff,' write the report's authors. 'The other pilot responded that he did not do so.' Advertisement The switches have safeguards designed to stop them from being inadvertently moved. 'Each switch has a mechanical lock where you have lift the switch up and then move it, so it's highly unlikely for switches like this to be inadvertently moved absent some mechanical failure,' said Jeff Guzzetti, the former director of the Federal Aviation Administration's Accident Investigation Division. It is also unusual that both switches inadvertently moved to the cutoff position 'one right after another, one second apart,' Guzzetti added. Guzzetti did not rule out the possibility the switches may have been intentionally moved, citing the need to also investigate the pilots. The preliminary report was released around 1 a.m. local time Saturday. The investigation is still in its early stages and is not likely to be completed for more than a year. Advertisement The Boeing 787 took off from Ahmedabad airport in western India before crashing down into a dormitory at a medical college, causing a massive fireball. All but one of the 242 people on the plane were killed, as were 19 people on the ground. One passenger made a miraculous escape from the doomed jet. The airliner was bound for London's Gatwick Airport. The plane appeared to roll down the runway and take off normally, according to experts who have reviewed videos from the scene. But after just a few seconds in the air, the jet stopped climbing. The pilots transmitted a mayday call 23 seconds after the first switch flipped into the cutoff position, according to the report. The plane's landing gear remained down and video and audio suggests an emergency device known as a ram air turbine, or RAT, had deployed on the plane, experts have said, potentially evidence of a rare double engine failure. The device drops from the bottom of an aircraft, spinning as it moves through the air to provide emergency power. But in the weeks since the crash, it has remained unclear what might have ultimately caused the plane to crash. Aviation news site, The Air Current, reported this week that investigators were focusing on the movement of fuel switches on the flight deck, citing people familiar with the probe. The switches are typically used to control the flow of fuel when starting and stopping the engine, but they can also be used if an engine needs to be restarted in flight. The findings issued Friday are required under international standards governing crash investigations. But they are a summary of facts available to investigators and do not include conclusions about why the crash happened. It is likely to take investigators a year or more to complete their work. The US National Transportation Safety Board is leading a team of Americans aiding the probe, but responsibility for releasing information remains with Indian officials. Advertisement The report's authors note that they make no recommendations to Boeing, the manufacturer of the plane, or General Electric, the maker of the engine. Authorities typically provide regular briefings to the public immediately after serious crashes, but in the case of the Air India crash, little official information had been shared. That left a void filled in some cases by misinformation, and it stoked concern among international safety experts that the lack of transparency would make it difficult for other airlines to know whether any broader safety risks needed to be urgently addressed. The investigation got off to a slow start. The plane's black boxes, which record conversations between the pilots and log data from the jet's systems, were recovered from the wreckage in the days after the crash, but investigators did not begin to analyze data from them until June 24 at a lab in Delhi. The information in the boxes will be vital to investigators as they piece together what went wrong.
