An Iranian airliner crashed on Wednesday, killing all 168 passengers and crew. According to a security official, the Capsian airlines plane, a three-engine Russian Tupolev Tu-154M, disintegrated into pieces. The aircraft crashed near the village of Jannatabad near Qazvin at 11:33 a.m (2:03 a.m. ET). The plane was heading from Tehran to Yerevan, Armenia.
“The aircraft all of a sudden fell out of the sky and exploded on impact, where you see the crater,” a witness told Press TV from the crash site.
The crash was at least the fifth major airline accident in the world this year, following crashes of planes flown by Colgan Air, Turkish Airlines, Air France and Yemenia Airways. A US Airways pilot managed to land his plane safely on the Hudson river in New York City in January, with no major injuries, after the plane lost power.
Our hearts are with the families and friends of the victims.
{ 14 comments… read them below or add one }
it’s enough crashes for this year… god bless all…
The main cause of the AF 447 crash was due to the icing of the pitot tubes, as argued by the investigators. Air France Airbus fleet was ready to replace the same. What about other major airlines that use the same pitot tubes? Will they prefer to risk the lives of thousands of passengers until a mishap occurs again. It is high time to take action. Prevention is better than cure.
That’s right hey, except unfortunately as with most major businesses in the world, they put safety behind profit
Jonathan,
Has the search ended for the black boxes? Can’t see anything on the news anymore. It is so sad that people move on, no-one talks about 447 now.
Marcus
The latest I’ve heard is that last week, I think, they have started another wave of searching. However I don’t think they’ll have that good sub anymore. Even though the black boxes would provide a good key to the discovery of what went wrong, I think the wreckage could provide just as much, if not more, valuable clues as to what happened, so I reckon they’ll focus on getting as much wreckage as possible, seeing as though the beacons would be completely dead by now. Although stranger things have happened-a black box of an aircraft in the 90s’ was found a YEAR after it went down (in the Atlantic too)
Third search ?
http://edition.cnn.com/2009/TECH/science/07/31/airbus.speed.search/
There’s also 177 bodies that need to be found out there as well.I’d assume that they were probably tied to their seats and sank along with most of the plane.
You’d almost feel glad to have a friend or relative found, so they can be buried. Imagine never finding the body of someone you knew
The French helped to design it.
The French helped to build it.
THe French flew and broke it.
The French looked for it and couldn’t find it (so they say).
What is the common thread ?
As a frequent AF flyer, I am concerned with what measures are being taken by the authorities to ensure such accidents with SOPHISTICATED aircrafts (any other airlines) do not occur again.
Do we need more trained pilots who can fly thru thunderstorms; or to what extent does aeronautical engineers should go to ensure passengers safety.
Hi “uxk”
Have you read the “translation” of the maintenance transmissions by the computers on AF 447 ? They show very clearly 2 things. First and most important, the computerized systems all shut down when they did not understand what was happening to the aircraft as a direct result of the false air speed indications from the pitot tubes (Airbus told all operators to replace them with pitot tubes with 50% more heating) resulting in a situation where it was impossible for any pilot to know which was was up or down, too fast or too slow, that would absolutely result in a crash. Period. No questions. DEAD.
And secondly, with only software changes, these maintenance broadcast could have had the GPS lat/long of where each event happened resulting in very close locations for the search teams to look for the plane.
Also uxk,
I think there was a link on this website to a study NASA is doing on developing more high-tech software in detecting thunderstorms
Why there is no news anymore?They started phase 3 but nothing at all yet?We didn’t have any kind of news for more than a month…
Air France Flight 447 Typified Why The Black Box Data Should Be Telemetered To The Ground
For the last ten years there hasn’t been a technical reason why the digital flight recorder data isn’t securely sent in real-time to the ground for storage (see the BBC/Equinox video “The BOX”, 4/2000, A look at the shortcomings found in black box flight recorders). During this ten year interval both the US and Europe have had the capability of implementing remote aircraft flight recording if only they had the will to do so. Using a remote aircraft flight recorder, within a couple of seconds, you have the planes position/location, its attitude, velocity, etc. safely stored on the ground and used for flight safety, aviation security and cost reduction. The data used in real-time could have also prevented 9/11 (see http://www.safelander.com).
On June 4, 2009 the Los Angeles Times put following information that I wrote into their LETTERS section: “There is no technical reason why digital flight recorder data are not sent in real-time to the ground. We have the technology to do this. Then, within a couple of seconds, we would have a plane’s position, altitude and velocity safely stored on the ground. This information could be used for flight safety, aviation security and cost reduction. We don’t know what went wrong on Air France Flight 447, but we would sure know where the plane went down, why it went down and possibly could have saved lives.” Getting to the crash site early may save lives, getting the DFDR can prevent recurring fatal crashes. It’s not just position that’s needed, it’s all of the data sent to the recorder that is critical to ascertaining the root cause of a crash and should be available to prevent some of the crashes from occurring.
The real-time use of the data recorders will save a substantial amount of lives, make our country safer and reduce the cost of flying. Telemetering the already digitized flight data to the ground in real-time would assure that we have the data. In some crashes the flight data isn’t recovered (e.g. 9/11, et al) or has errors in it since no one is looking at it, or using it in real-time to find malfunctions. Yet, this valuable digital flight recorder data (DFDR) data has been essentially left to the autopsy mode for post mortem simulations and not utilized proactively in real-time to save lives on cargo and carrier aircraft. We got the astronauts back from the moon by ground personnel monitoring the data in real-time. It was the ground personnel that found the problem and relayed back to the capsule the safe solution that saved the astronauts lives. It is now time to utilize this proven methodology for the good of the public.
A year prior to 9/11 at the International Aviation Safety Association meeting in New York, methods for preventing crashes like golfer Payne Stewart’s decompression crash were proposed. None of these methods were implemented by the aviation industry and we got 9/11 (hijacking is about ten percent of aviation fatalities) and the 2005, 100 fatality, Helios decompression crash. When a plane deviates from its approved flight plan, we now have the ability to securely take remote control of it and land it safely at a designated airfield. We presently have remote pilot vehicles (RPVs) flying over Afghanistan that are controlled/piloted from continental United States (CONUS). Currently we are utilizing secure high bandwidth communication networks (for our RPVs, submarines, AWACS planes, etc.) and there isn’t a logical reason for not making that technology available for cargo and carrier aircraft. The cost of 9/11 alone is ten times the cost of putting in a safe system and yet nothing has intentionally been done.
When a plane decompresses there is a good possibility that if we remotely bring it down in altitude to a point where there is sufficient oxygen and fly it remotely for 15 minutes, the pilot and passengers may regain consciousness. At that time the control of the aircraft could be returned to the pilot or remotely landing it to save the lives of the people who are onboard. This would have saved the lives of those aboard Helios.
Billions of dollars are wasted on unnecessary airport runway expansion and insufficient data programs to reduce fatal ground incursions. The lack of data has caused excessive verbal communication between the pilots and the controllers that is prone to errors. These ground incursions wouldn’t even occur if the flight data was shared so pilots and air traffic control had better visibility. But because the digital data isn’t shared automatically the pilot sees only a fraction of the information necessary to prevent a crash and the same holds true for the air traffic controllers (ATCs). Crashes such as Tenerife (583 fatalities), Comair (49 fatalities), etc. are directly caused by the lack of visibility due to not sharing the DFDR, ATC and airport runway data in real-time. Too many crashes are listed as pilot error when they are a direct result of a lack of visibility brought on by not sharing the digital flight data/Black Box in real-time to provide the necessary situation awareness. Many of the fatal in-air crashes fall into the same category. For example there was a crash where a plane ran out of fuel over JFK. The controller thought the pilot had more fuel left and the pilot who said his fuel was low didn’t use the correct emergency verbiage. Since the fuel supply is another black box input there is no reason why a red light, similar to the one on everyone’s car, doesn’t light up on the ATC display. The red low fuel light would reduce the controller’s work load and increase his situation awareness so that the people aboard a flight similar to the one that crashed would now live. Using the Black Box data decreases the work load of the pilot the air traffic controller as well as increases their situation awareness. By the lack of sharing the already digitized data in real-time we have egregiously curtailed the use of automation and expert systems technology for the prevention of crashes, increased the cost of flying and jeopardized our national security. The real-time use and sharing of the DFDR data to prevent crashes is more important then its present post mortem autopsy mode of operation.
The already digitized data used in real-time allows the use of automated expert systems to check many of an aircraft’s sensors prior to, and during, a flight to assure that everything is functioning correctly without having a person in the loop. When a malfunction is detected it can automatically inform the pilot and ATC as to the best way to work a round a malfunction. Using cross checks and correlation most of the sensors can be checked and work a round’s provided to the flight deck crew for safe transportation. It will also automatically notify the ground operational center of expected malfunctions and the safest work a round’s using a history file that should be followed. By so doing, the pilot’s work load will be reduced and his performance enhanced.
While pinpointing specific causes of a crash via the autopsy mode has merit it doesn’t address the broad generic systemic cause of most crashes namely not sharing the already digitized Black Box data in real-time for crash prevention. Piloting errors and mechanical failures will always occur but that is not a sufficient reason for the passengers to die. The fundamental reason for too many of the crashes is because the Black Box data has been denied from being utilized in real-time by the aviation industry out of fear for liability. We have operated commercial aviation in a dark age’s methodology. The aviation industry even fought against Black Boxes for many years. The Black Box technology came out of Australia and it was years later when it was embraced by the US aviation industry. Even when the US aviation industry embraced Black Box technology they severely limited the number of points that were allowed to be monitored. The net result we had recurring crashes such as the horrific USAIR, Flight 427, Aliquippa PA crash that was solved by using British QAR (Quick Access Recorder) data. QARs weren’t utilized by US carrier aircraft. We must eliminate this liability fear and enter into a new age of aviation enlightenment by utilizing the black box data in real-time to prevent crashes. The Black Box data should not be suppressed under the cover of industry private and parsed out begrudgingly. The Black Box data belongs to the public since it is necessary for their safety.
The Air France flight 447 crash is just the latest example of horrific crashes that possibly could have been prevented or saved lives. Using the Black Box data safely stored on the ground we surely would be able to minimize the anguish of the passenger’s families and recurring crashes. Ground storage eliminates the cost, time and risks associated with recorder recovery. The flight data used in real-time: reduces the cost of flying; prevents recurring fatal crashes; prevents a host of fatal crashes that aren’t directly related to Air France Flight 447, and keeps nations safe and secure. For the good of nation and its citizens, not only the flying public, we must utilize the Black Box data in real time.
Sy Levine
sylevine1@sbcglobal.net
(310) 559-2965
levines@wlac.edu
http://www.safelander.com
Remote Aircraft Flight Recorder and Advisory System (RAFT) patent #5,890,079, 3/30/1999