Recent flight accidents - Japanese airlines flight 123 plane crash.
Recent Flight Accidents
- Used euphemistically to refer to an incidence of incontinence, typically by a child or an animal
- An unfortunate incident that happens unexpectedly and unintentionally, typically resulting in damage or injury
- A crash involving road or other vehicles, typically one that causes serious damage or injury
- "Accidents" is the first song and first single from Alexisonfire's 2004 album Watch Out!. The song features a chorus complete with chanting and at concerts often get the crowd to join in.
- (accident) an unfortunate mishap; especially one causing damage or injury
- (accident) anything that happens suddenly or by chance without an apparent cause; "winning the lottery was a happy accident"; "the pregnancy was a stroke of bad luck"; "it was due to an accident or fortuity"
- The Holocene epoch
- new; "recent graduates"; "a recent addition to the house"; "recent buds on the apple trees"
- Holocene: approximately the last 10,000 years
- late(a): of the immediate past or just previous to the present time; "a late development"; "their late quarrel"; "his recent trip to Africa"; "in recent months"; "a recent issue of the journal"
- (in soccer, cricket, etc.) Deliver (a ball) with well-judged trajectory and pace
- an instance of traveling by air; "flying was still an exciting adventure for him"
- a formation of aircraft in flight
- shoot a bird in flight
- Shoot (wildfowl) in flight
recent flight accidents - Aircraft Accident
Aircraft Accident Analysis: Final Reports
Fascinating and factual accounts of the world’s most recent and compelling crashes
Industry insiders James Walters and Robert Sumwalt, trained aviation accident investigators and commercial airline pilots, offer expert analyses of notable and recent aircraft accidents in this eye-opening, lesson-filled case file. Culled from final reports issued by military and foreign government investigations, as well as additional research and resources, Aircraft Accident Analysis tells the final and full tales of doomed flights that stopped the world cold in their wake.
Technical accuracy and details, presented in layman’s language, help to clarify:
• Major accidents from commercial, military, and general aviation flights
• Pilot backgrounds and flight histories
• Chronology of events leading to each accident
• Description of aviation investigation process
• Insight into NTSB, military, and foreign government findings
• Resulting recommendations, requirements, and policy changes
• Preview summaries of accidents too recent for final reports are also highlighted.
Readable, authoritative, and complete, Aircraft Accident Analysis: Final Reports is at once an important reference tool and a riveting, what-went-wrong look at air safety for everyone who flies.
Featured final and preview reports include:
U.S. Air Force, U.S Commerce Secretary Ron Brown, Dubrovnik, Croatia
Jessica Dubroff, Cheyenne, Wyoming
Valujet Airlines 592, Everglades, Florida
American Airlines 955, Cali, Columbia
John Denver, Pacific Grove, California
Atlantic Southeast Airlines, Carrollton, Georgia
US Air 427, Pittsburgh, Pennsylvania
TWA 800, Long Island, New York
Delta Air Lines, LaGuardia Airport, New York
John F. Kennedy, Jr., Martha’s Vineyard, Massachusetts
N7765N Beech E18S KFDK 20081109
NTSB Identification: ERA09LA108 14 CFR Part 91: General Aviation Accident occurred Saturday, December 27, 2008 in Fort Myers, FL Aircraft: BEECH E18S, registration: N7765N Injuries: 1 Serious. HISTORY OF FLIGHT On December 27, 2008, about 1521 eastern standard time, a Beech E18S, N7765N, was substantially damaged during a forced landing in a wooded area, shortly after takeoff from Florida Southwest International Airport (RSW), Ft. Myers, Florida. The certificated airline transport pilot was the sole occupant on board and was seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the executive/business repositioning flight from RSW to Ft. Lauderdale Executive Airport (FXE), Ft. Lauderdale, Florida. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. During a phone interview with the pilot, he stated that earlier in the day he had each main and auxiliary fuel tanks filled at FXE. The fueling would have provided him with 270 gallons of fuel; the rear tank in each wing had some fuel, but he did not use the rear tanks to supply fuel to the engines. He flew from FXE to RSW, to pick up the owner of the airplane and several passengers. After he picked up his passengers, he departed from RSW approximately 1130, destined for FXE. About 1500, the airplane returned to RSW, four passengers were unloaded and the pilot was preparing to depart on a return flight to FXE. He stated that prior to departure, he had checked the fuel quantity in each tank via the fuel gauges. The two main tanks and the two wing auxiliary tanks each registered "3/10's fuel." He departed runway 6 and after rotation, while flying at 100 feet above ground level, he raised the landing gear and reduced the engines' power from a takeoff power setting to a cruise/climb power of 30 inches manifold pressure and 2,000 rpm. He then noticed that the right engine had lost power. He attempted to feather the right propeller using the feather switch located on the right side of the instrument panel in front of the other pilot seat. He stated that the right propeller did not feather and at that time, he "had not accelerated to blue line airspeed." He switched the fuel selector from the main tank position, to the auxiliary fuel tank position, back to the right main tank position; however, he was not able to restore engine power. He further reported that "all of this occurred within one minute of take-off." The pilot was unable to maintain altitude and the airplane impacted trees. He stated that after the airplane came to a stop, he turned the magnetos and master switch to the OFF position, and exited the airplane through the main cabin entry door. According to fuel receipts from a fixed based operator located at FXE, the airplane was last fueled with 170.7 gallons of aviation gasoline on December 7, 2008. PERSONNEL INFORMATION The pilot held an airline transport pilot certificate, with ratings for airplane multiengine land, airplane multiengine sea, and instrument airplane. He held a commercial pilot certificate, with ratings for airplane single-engine land, airplane single-engine sea, and glider. His most recent Federal Aviation Administration (FAA) first-class medical certificate was issued May 8, 2008. He reported approximately 14,000 total hours of flight experience; of which, 195 hours were in the accident aircraft make and model. AIRPLANE INFORMATION The airplane had been manufactured in 1959 and had undergone an annual inspection on February 1, 2008. At that time, the airplane had accrued 9,193 total hours of flight time. The airplane was equipped with two Pratt and Whitney R-9085AN-14B engines, which had been overhauled about 1 year prior to the accident. The left engine had accrued 74 total hours since overhaul and the right engine had accrued 82 total hours since overhaul. According to the airplane's flight log, on the day of the accident, the airplane had flown three flights totaling 2.5 hours of flight time. Prior to the day of the accident, the airplane had last flown on December 7, 2008. WRECKAGE AND IMPACT INFORMATION Examination of the airplane by an FAA inspector revealed that the left engine had separated from the left wing and was located approximately 40 yards from the wreckage, near the first tree strike, and the left propeller exhibited no signs of damage. The right engine was still attached to the right wing and the right propeller exhibited signs of tip damage. The airplane had impacted a tree, rotated, and came to rest facing the opposite direction of travel. The empennage was twisted approximately 90 degrees. Control continuity was verified for all control surfaces. The left wing exhibited signs of leading edge crushing. Examination of the cockpit revealed that the throttle levers were full forward, the left propeller lever was approximately three-fourths forward and the right propeller l
Ship Rock, New Mexico
lax to ewr flights often go over this amazing structure. Geology--Shiprock is composed of fractured volcanic breccia and black dikes of igneous rock called "minette". It is the erosional remnant of the throat of a volcano, and the volcanic breccia formed in a diatreme. The exposed rock probably was originally formed 2,500-3000 feet (750-1,000 meters) below the earth's surface, but it was exposed after millions of years of erosion. Wall-like sheets of minette, known as dikes, radiate away from the central formation. Radiometric age determinations of the minette establish that these volcanic rocks solidified about 27 million years ago. Ship Rock is in the northeastern part of the Navajo Volcanic Field; the field includes intrusions and flows of minette and other unusual igneous rocks that formed about 25 million years ago. Agathla, also called El Capitan, is another prominent volcanic neck of this field.  Climbing history and legal status--Rockclimbers see Shiprock as an interesting place to climb. The first ascent was in 1939, by a Sierra Club party including David Brower. (There was a widespread rumor of a $1000 prize for climbing the peak, which inspired "dozens of attempts by the experienced and inexperienced alike.") Since then at least seven routes have been climbed on the peak, all of them of great technical difficulty. A modification of the original route is still regarded as the easiest, and it is rated at Grade IV, YDS 5.9, A1. It is not clear if recreational climbing is legal or appropriate, given the peak's importance in Navajo religion and culture. The idea of climbing Shiprock is repugnant to many Navajo people. Shiprock is governed by the Navajo Nation. Some sources report that climbing the peak was declared illegal in 1970. A report in 2000, from a person denied a climbing permit, noted that there had been a resolution passed as a result of a recent climbing accident on Shiprock encouraging the authorities not to give out permits. However it was unclear if this became law. [
recent flight accidents
Josh Michaels is worth more dead than alive. He just doesn't know it yet. He has no idea why someone would try to kill him, clearly that's exactly what happened. When an SUV forced Josh's car off the road and into a river, it might have been an accident. But when Josh looked up at the road, expecting to see the SUV's driver rushing to help him, all he saw was the driver watching him calmly...then giving him a "thumbs down" sign. That was merely the first attempt on Josh's life, all of them designed to look like accidents, and all of them very nearly fatal. With his time--and maybe his luck--running out and no one willing to believe him, Josh had better figure out who wants him dead and why...before it's too late.