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A midair collision between a private drone and an aircraft fighting the Los Angeles area fires caused damage to the plane and an evacuation of all firefighting aircraft from the area. John Goglia and Todd Curtis explore the tragic effect on firefighting as well as the violations of aviation rules.
This event was a major setback in firefighting efforts. The FAA had taken steps to restrict flying around the fire area that were not followed. They expect federal action to be taken against the drone pilot.
The collision with the DJI Mini 4 Pro drone punched a hole in the leading edge of the left wing and grounded the Canadair CL-415 SuperScooper amphibious aircraft for several days. The FBI recovered the drone wreckage from inside the wing and is looking for the pilot.
The Canadair SuperScooper amphibious aircraft is designed to pick up about 1,600 gallons of water from lakes or oceans and drop it on large fires. It was one of the largest aircraft types operating over the fires in California.
Most drone operators have no certification and are unaware of the FAA regulations restricting where and when drones can fly. Todd and John highlight the basics. Drone operators must educate themselves on FAA regulations and follow the rules.
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Sailplane pilot Bob Pett had a close encounter with an unidentified aerial phenomenon (UAP) that exhibited extraordinary speed and maneuverability. Bob shares the experience with John Goglia and Todd Curtis in his first public statement about the encounter.
While the first UAP flew in close formation off his left wing during the encounter, two similar UAPs descended from a cloud and joined up with the first. Seeing the next two UAPs approach raised the hair on the back of Bob’s neck.
Bob and his passenger documented what they saw on August 9, 2015, including sketches of the event. Richard Haines of the National Aviation Reporting Center on Anomalous Phenomena (NARCAP) later published a detailed report of the encounter. Bob was not identified by name in the report.
Several aspects of this encounter, including pilot decision-making under stress, reporting hazardous events to the appropriate authorities, and the lingering effects of experiencing a potentially catastrophic event in the air, are relevant to aviation safety with or without the involvement of a UAP.
The aviation industry has not taken the UAP issue seriously. Despite the increased acceptance of the issue at the highest level of government, resistance to discussing the issue remains.
UAP-related aviation safety issues should be reported by pilots, mechanics, flight attendants, other aviation professionals, and passengers. NASA's Aviation Safety Reporting System (ASRS) is an excellent and anonymous reporting system that ensures that anyone reporting a UAP event will not be identified.
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A wave of drone sightings are being reported throughout New Jersey and metropolitan New York, including flights over military installations and critical infrastructure. Drones are now part of battlefields. Are we under attack?
Todd Curtis and John Goglia look at the facts of the recent drone sightings. Some video clearly shows airplanes in flight. However, others appear to show drones.
The federal government's response has been lacking, with government spokespersons offering few insights into who or what is behind the drone flights or whether there is a national security issue.
Russia, China, Iran or private companies testing advanced technology are not likely behind the drone flights since being caught performing such flights would not be in their best interests. There also does not seem to be any attempt to hide the activity.
Todd shares the FAA requirements for drone flights at night, including use of remote ID.
The government has added dozens of flight restrictions in New Jersey and New York. These may not be effective because there may not be enough resources in place to identify drone activity in all those areas.
Todd and John discuss their work as instructors at Vaughn College in New York, describing how the students there create drones using 3-D printing. Todd, a commercial drone pilot since 2016, discusses the drone class he teaches and how he incorporates drone developments, such as the innovations in the use of drones in the war in Ukraine, into the course.
More to come on drones as Todd and John examine a sailplane encounter with a UAP in the next episode.
Don’t miss what’s to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.
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Fire and smoke led to the crash of a Douglas DC3 that killed signer Ricky Nelson and six others. To this day, rumors surround this 1985 deadly crash. Todd Curtis and John Goglia dig in to analyze the known facts.
Among the rumors they explore is one that suggests that Ricky Nelson and other passengers may have caused a fire while using drugs in the passenger cabin. Although the NTSB report was inconclusive about the cause of the fire, the crew had reported issues starting the cabin heating system.
For John, this aviation disaster illustrates his larger concern about maintenance and operation of charter aircraft. He feels strongly that anyone who charters aircraft should check out the potential supplier of services to ensure they follow FAA requirements for operating their aircraft.
Don’t miss what’s to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.
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Is Qantas Airlines safe? Two recent events have led the Australian media and others to raise that question.
The first safety issue was in November 2024. A tool was left in the engine of a Qantas A380 for nearly a month before it was discovered. A few days later, a Qantas 737 had an engine failure while taking off from Sydney.
The Australian media covered these events extensively, raising concerns about Qantas’ safety. The Flight Safety Detectives look at whether these events establish a pattern of concern.
One factor here is that the Australian Transport Safety Bureau (ATSB) investigates events that would likely not generate a detailed report if they happened on an aircraft registered in the U.S. or elsewhere.
John Goglia and Todd Curtis also discuss a 2020 fuel dumping event over Los Angeles that resulted in many school children being exposed to fuel. The FAA issued a report that stated that fuel dumping is relatively rare in the U.S., averaging about 15 events per year from 2015 to 2020. Hear how and why these events occur.Don’t miss what’s to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.
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The first fatal HondaJet accident just occurred. Greg Feith and John Goglia go over the known facts of the air crash in Mesa, Arizona on November 5.
The jet ran off the runway and struck a car on a nearby road, killing the driver and four of the five people on board the jet. They draw similarities with a 2014 takeoff accident involving a Gulfstream jet near Boston.
Poor preflight preparation may be the biggest contributor to this deadly event. Greg and John share the simple tests and steps that can be the difference between a successful and a fatal flight.
Greg and John also discuss Greg's recent recognition from the National Aeronautic Association. Greg was named a 2023 Distinguished Statesmen of Aviation.
Greg and John finished the episode with a discussion of the show's newest advertiser, Piston Power, and how their various options for managing routine and non-routine repairs may benefit an aircraft owner.
They also welcome a new sponsor - PistonPower™. The company offers general aviation’s first and only Unscheduled and Power-by-the-Hour programs for piston aircraft. Designed by aviation pros who’ve designed and built similar programs for turbine engines, PistonPower™ brings stability to your maintenance budget and peace of mind to your business and personal flying.
No Risk. No Surprises. Stabilize Your Maintenance Budget!
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A U.S. Army UH-1 Huey helicopter survived the perils of Vietnam but came to a disastrous end in West Virginia. The 1962 helicopter crashed after its engine failed, killing the pilot and five passengers.
The 2022 crash happened during an annual event that offers visitors an opportunity to fly either as passengers or as a second pilot. This helicopter was a warbird--a former military aircraft operating as a civil aircraft. It was operated under a special airworthiness certificate in the experimental category.
Although the pilot in command had flown this same helicopter at the annual event in the previous two years, he had logged only 21 hours of flying experience in that helicopter. One of the five passengers was a helicopter pilot who had paid to operate the helicopter during the flight.About 15 minutes into the flight, the engine failed. The helicopter struck power lines and a rock face before crashing and catching fire. The NTSB could not determine if the pilot in command or the helicopter-rated passenger attempted the emergency landing.
Despite the number of people killed in warbird crashes, it is unlikely the FAA will make major changes in how it oversees operators of these types of flights because of the relatively small number of operators. John and Todd share thoughts on what these operators can do to ensure safety.Don’t miss what’s to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.
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Flight Safety Detectives host John Goglia will be inducted into the National Aviation Hall of Fame, a rare accomplishment in aviation. John is the first person whose career was focused on aviation maintenance to be selected. John Goglia and Todd Curtis talk about the honor before diving into a recent drone accident in Boston that injured two people.
The drone crash occurred in downtown Boston during the taping of the TNT show "Inside the NBA." The drone crashed into a pole and fell, injuring people in the crowd. The drone flight would likely have had a FAA exemption to allow a flight both near crowds of people and close to Boston's Logan Airport.
Todd and John also discuss John's recent visit to the NBAA (National Business Aviation Association) exhibition in Las Vegas. John saw many of the companies and technologies behind the vertical takeoff and landing aircraft associated with advanced air mobility (AAM) companies like Joby. The FAA has just released regulations related to the commercial use of such aircraft.
Todd and John talk about the potential for AAM operations in the U.S. They discuss several possible issues might slow adoption.Don’t miss what’s to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.
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A fatal Piper PA-28-300 plane crash was caused by a loose fuel line that should never have been installed on the aircraft. The NTSB investigation of the fatal May 2018 crash shows that a fuel line that was not approved for use on that aircraft led to an engine fire.
Todd Curtis and John Goglia examine the details. Although the fuel line used was an approved aviation part, it was not approved for use in this aircraft. The NTSB could not determine who installed the part or when it was installed.
Approved parts used in unapproved ways is an ongoing issue in aviation. Some individuals in the general aviation community even promote the use of auto parts instead of more expensive approved aviation parts.
John, who worked on FAA committees on the issue of unapproved parts in the 1980s, has seen many unapproved part issues with several major airlines. The FAA began requiring more documentation for aircraft parts in the 1990s, but the problem persists.
The accident pilot was aware that the engine had issues. Before the flight, the pilot told a CFI that he would perform an engine runup and take off only if the runup was successful.
This accident involved pilot decision-making under uncertainty concerning whether to take off with an engine problem. This kind of issue happens at all levels of aviation. The fatal crash of an Alaska Airlines MD83 in 2000 is just another example.
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Another flight training accident, another lacking NTSB report. Todd Curtis, Greg Feith, and John Goglia discuss the NTSB report of a fatal June 2021 flight training accident near Indianapolis that lacks useful details or analysis.
The accident aircraft was Diamond DA40 with an instructor and student on board. The instructor had received a CFI certification about nine weeks before the accident. Most of the instructor's 329 hours of flight experience were with the same make and model of aircraft.
The accident sequence began with a stall that turned into a spin. A certified CFI must demonstrate the ability to recover from a spin. The airplane flight manual included specific instructions for spin recovery.
The NTSB recreated the accident sequence using a data card from the airplane and it showed that proper spin recovery techniques were not used. What was much less clear was how the CFI reacted in the situation.
The NTSB did not investigate the training of the CFI, the procedures used by the flight training organization, or the experience other students had with the CFI. There are not enough facts or insights in the report to make it useful to the aviation community.Don’t miss what’s to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.
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Aviation around the world changed as a result of the fatal accident involving Air Canada Flight 797. The investigation led to massive changes to the materials inside the cabins of commercial aircraft.
On June 2, 1983, the DC9-32 on a routine flight from Dallas to Toronto had an inflight smoke event that led to an emergency landing in Cincinnati. As the passengers and crew began evacuating the aircraft, a flash fire in the cabin created heat and toxic smoke that killed 23 of the 46 occupants.
The NTSB investigation revealed that the fire caused the release of dangerous levels of toxic chemicals and gases from the materials used inside the cabin. This finding led to a systematic transition to new fire-blocking materials. John Goglia shares his role in replacing materials on aircraft he maintained.
This accident also led to the requirement for smoke detectors in lavatories. It also led to the use of air-driven flush motors in lavatories, rather than electrical flush motors.
Related documents are available at the Flight Safety Detectives website.
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Two recent Cirrus accidents killed a total of seven people. Greg Feith, John Goglia and Todd Curtis have some advice for Cirrus pilots to avoid similar tragedies. They caution newer technology supports, but is not a replacement for, good planning and pilot decision-making.
One accident at Kill Devil Hills airport in North Carolina, killed four adults and one child. Another, in Provo, Utah airport killed both occupants.
The Kill Devil Hills aircraft apparently had the maximum possible number of occupants. Todd shares his experiences flying with a heavily loaded aircraft and how weight impacts safe flight practices.
Kill Devil Hills Airport has a relatively short runway. Planning and maintaining a stabilized approach, making adjustments for trees and towers, and factoring in weather conditions all need consideration when planning to take off and land there.
Accident investigators are urged to look into the specific training the pilot had for this Cirrus model.
In the Utah flight, the aircraft may have entered an accelerated stall and crashed during a second approach shortly after turning from the downwind leg to the base leg.
Like the first accident, ADS-B data indicated that the accident aircraft did not recently land at the accident airport. The pilot’s lack of familiarity and planning may be key factors in the crash.
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Fight instructor-related accidents and check ride failures at all levels of certificates and ratings are on the rise. Why? Insights are hard to come by.
The report on a February 24, 2024 fatal training flight in South Africa that killed the student pilot and the instructor does nothing to help that issue. The Flight Safety Detectives’ analysis of the document finds a lack of any insightful analysis of the factors that led to the fatal crash.
There are no useful insights or lessons that could benefit aviation safety. Any accident investigation has to provide some kind of aviation safety benefit, and this investigation did not meet that standard.
The flight involved a pre-solo student. The training manual may have included things not normally taught to a pre-solo student. Based on eyewitness testimony, the aircraft had a low and fast approach, followed by a wingover maneuver. The report does not answer the basic question of whether it was the student or instructor at the controls.
Greg Feith points out key factual evidence not analyzed or explained in the report. Todd Curtis calls for more details about the flight instructor and the flight school. John Goglia surmises that the report was written by someone without an aviation operations background.
Greg, who sits on the National Association of Flight Instructors (NAFI) board of directors, encourages the audience to attend the upcoming NAFI national safety summit, https://nafisummit.org/. The summit will address concerns over the quality of flight training.
Don’t miss what’s to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.
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A second-in-command pilot left the cockpit and either jumped or fell out of an open rear cargo door of a CASA 212 aircraft flying over North Carolina. Digging into the details reveals he was self-medicating for anxiety and he may have been overcome by agitation during flight.
In this 2022 event, the main landing gear was damaged when the plane that was supporting sky diving tried to land. The crew diverted to a larger airport for a second landing attempt. During that diversion, the second in command was visibly upset. He left the cockpit and either intentionally or accidentally left the aircraft, falling to his death.
During the investigation, the NTSB found that this pilot was known to be a perfectionist who was hard on himself regarding his performance as a pilot.
The toxicological tests indicated that the pilot who died has mitragynine in his system, which is associated with the drug Kratom. The Food and Drug Administration has not approved Kratom for any use, and the Drug Enforcement Agency has identified Kratom as a drug of concern. Internal FAA policy considers its use disqualifying for pilots.
The probable cause for this event does not say anything about the role of Kratom or mental health issues. Addressing mental health in aviation is part of a larger societal problem that should be addressed. Aviation professionals don't have the incentive to get treatment for mental health issues because coming forward could end their career.
Related documents are available at the Flight Safety Detectives website.
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The preliminary accident report on the August 9, 2024 crash of a Voepass ATR72 near Sao Paolo, Brazil has just been issued. John Goglia, Todd Curtis and Greg Feith apply their expertise to examine the findings and critical aviation safety issues.
The report has detailed facts, including a summary of the flight, but several key pieces of information are missing. One big issue – no detailed transcript of what was said in the cockpit during the flight.
The report focuses on the aircraft's deicing and anti-icing systems, including its apparent malfunctions. This system was first activated after the crew received an alert from the aircraft's ice detection system, and was turned off less than a minute later.
The crew did not react appropriately after turning off the deicing system warning. Rather than leaving the altitude where the icing was occurring or disengaging the autopilot, the crew did neither.
Based on the portions of the crew's conversation during the flight in the report, John concludes that the crew was not paying enough attention to flying the airplane. They did not address warnings from the aircraft.
There is a potential conflict of interest that may impede getting all the details of this accident. The Brazilian Air Force runs CENIPA, the aviation accident investigative authority, and the Brazilian air traffic control organization. Greg and John share their firsthand experiences with investigators dealing with outside influences using the example of the 1994 Roselawn, Indiana ATR72 accident.
Key takeaway here: pilots, especially professional pilots, need to educate themselves about how icing affects their aircraft.Related documents are available at the Flight Safety Detectives website.
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In March, a Mooney airplane door opened in flight, causing a loss of control and two fatalities. Todd and John examine this incident and three other Mooney events. Instead of a fault with Mooney aircraft, they find a pattern of very experienced pilots having issues and crashing when a passenger or baggage door opens in flight.
Doors open in flight often. The outcome depends on pilot action.
The pilot in the most recent crash had commercial and instrument ratings and nearly 800 hours of experience. Besides the door opening in flight, the NTSB found no other issues with the aircraft. The door alone should not have caused the plane crash.
In the earlier cases they discuss, all the pilots had at least a hundred hours of flight experience and there were no issues with the aircraft other than the doors opening in flight. One of those accidents had an instructor pilot on board, and between the student and instructor, they had over 9,000 hours of flight experience.
Todd shares an early similar flight experience when an oil access door came open during the takeoff roll. He aborted the takeoff. His current process during his flight training focuses on flying the aircraft and assessing the situation before taking any other action.Related documents are available at the Flight Safety Detectives website.
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Get the highlights of the Experimental Aircraft Association's AirVenture 2024 in Oshkosh, Wisconsin!
Hundreds of thousands of attendees attended the multi-day event. All sectors of aviation were represented, from the military to general aviation, from exotic and experimental aircraft to flight demonstrations by military and civilian aircraft.
John Goglia attended once again this year and chatted with pilots, mechanics, elected officials, and aviation enthusiasts of every age. He met several people who regularly listen to the podcast, including some who offered ideas for future shows.
AirVenture is a unique airshow experience, but there are opportunities to visit other airshows around the country. Many local airports also offer opportunities for the general public, to see airplanes up close and speak to local pilots, flight schools, and others involved in aviation.Don’t miss what’s to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.
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What led to the deadly crash of a Voepass Linhas Aereas in August? Video of the flight's final moments show the aircraft rapidly descending in a flat spin. Early reports on the accident mention that icing conditions were present in the area at the time of the crash.
Recovering from a spin in a large airliner is a significant challenge for pilots. Understanding how to avoid situations that lead to stalls and spins is the best way to avoid these tragedies.
Flight training typically does not require pilots to experience actual spins. Even full-motion simulators do not provide the full range of physical experience on an actual airplane. Pilots need to understand their aircraft's stall and spin characteristics and the situations that make an aircraft's wings more prone to stalling.
John Goglia shares his experience as an NTSB Board member investigating a 1994 icing-related crash of an ATR72. That investigation included an FAA test involving another ATR72 in controlled icing conditions, which revealed that certain icing conditions could result in icing that the ATR72's deicing system could not control.Todd Curtis and John also delve into an incident at Boston Logan Airport where the pilot of a Brazil-registered Embraer Phenom 300E who had difficulties communicating with an air traffic controller. The pilot could not follow several ATC requests, resulting in altitude and speed deviations during a landing approach.
English is the language used by ATC at international airports, but pilots from countries where English is not the language used to communicate can have difficulties. The English used for air traffic control is not the same English used in normal conversations. Even native English speakers have challenges when communicating with ATC, particularly those performing a single-pilot IFR flight.
Related documents are available at the Fight Safety Detectives website.
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Don’t miss what’s to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.
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NASA's Aviation Safety Reporting System (ASRS) can be used by pilots, mechanics, flight attendants, and others in the aviation safety community to report UAP or UFO encounters without revealing their identity or the identity of their employers.
Todd Curtis discussed this in a June 2024 presentation at the Contact in the Desert Conference in Palm Springs, California. In this episode, he and John Goglia dig deeper into the issue of reporting of these encounters in the aviation community. While neither of them has seen an incident report that mentioned a UFO or UAP, that it does not mean that they have never happened.
Based on his experience in both industry and academia, Curtis believes that if he had come across this kind of information, he would not have included that fact in any report because it would not have been well received by his colleagues.
UAP and UFOs are legitimate risk concerns, but civilian organizations like the FAA have not formally started to collect this kind of data. Todd and John share the factors that they think are barriers to such data collection.NASA's ASRS database already has at least 13 UAP events, each involving an unidentified phenomenon, an aerospace vehicle with unconventional capabilities, or a conventional aerospace vehicle in an unconventional location or situation. Todd and John discuss the most unusual report, involving an aerospace vehicle that was too small to carry a pilot and that exhibited extraordinary speed and maneuverability.
Anyone with an aviation-related UAP encounter should submit a report to the ASRS to help the aviation community better understand UAP risks.Don’t miss what’s to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.
Don’t miss what’s to come from the Flight Safety Detectives - subscribe to the Flight Safety Detectives YouTube channel, listen at your favorite podcast service and visit the Flight Safety Detectives website.
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Issues from the NTSB investigation of a 2023 railroad accident are used to discuss the voluntary party system. The system is designed to encourage cooperative efforts in an investigation, which does not always work.
In the party system, an organization or an individual with relevant expertise or information is invited to participate directly in an NTSB investigation. These parties are required to follow basic rules. They are expected to provide the NTSB information or expertise that helps the investigation and limit discussing details with the media and others not involved in the investigation.
In the NTSB investigation of a 2023 rail accident involving a Norfolk Southern train in Ohio, Norfolk Southern was a designated party. Late in the investigation, Norfolk Southern submitted information that the NTSB rejected because of how and when it was submitted.
Based on statements in the final report and in the public docket, Norfolk Southern did not operate properly as a party to the investigation. They conducted an independent investigation and held information that should have been given to the NTSB.
Should inappropriately late submissions be included in an NTSB investigation? The NTSB did not state if this late submission had critical information. Greg Feith and John Goglia favor analyzing all information to determine whether it helps the investigation.Related documents are available at the Flight Safety Detectives website.
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