It all happened before – Passenger Jets in Jeopardy – by Clyde Duncan

IT ALL HAPPENED BEFORE – PASSENGER JETS IN JEOPARDY

By Clyde Duncan

  • February, 1973: Libyan Arab Airlines Flight 114 – shot down by Israeli fighters
  • September, 1978: Air Rhodesia Flight RH-825 – shot down by Zimbabwe rebels
  • June, 1980: Itavia Flight 870 – shot down by a missile in Italy [undetermined origin]
  • September, 1983: Korean Airlines Flight 007 – shot down by Soviet fighters
  • June, 1985: Air India Flight 182 – internal explosion off the coast of Ireland
  • December, 1985: Arrow Air Flight 1285 – internal explosion off Newfoundland [undetermined origin]
  • July, 1988: Iran Air Flight 655 – shot down by USS Vincennes
  • December, 1988: Pan Am Flight 103 – internal explosion [terrorist]  
  • September, 1993: Transair Georgia – 3-consecutive days – 3-Tupolev aircraft shot down by rebels
  • July, 1996: TWA Flight 800 – internal explosion or missile strike in USA [undetermined]
  • September, 1998: Lionair Flight LN-602 – DISAPPEARED off the coast of Sri Lanka
  • [allegedly shot down: found/recovered 14-years later [2012] by Sri Lankan Navy]
  • October 2001: Siberian Airlines 1812 – shot down by Ukraine military

The foregoing list is incomplete and only intended to lend balance to speculation and hyperbole in discussions of recent events. I recall vividly writing an email to Godfrey Chin [God rest the dead] a few days after the vandalism in New York on 9/11, that on that same date in 1973 Salvador Allende died in Chile. Here we have it happening again where TWA Flight 800 went down in New York on 17 July 1996 as a result of an explosion; and Malaysia Airlines MH-17 went down in Ukraine on 17 July 2014 as a result of an explosion.

This has all happened before: For example, Lionair LN-602 DISAPPEARED off the coast of Sri Lanka in September 1998 and was not located and recovered until 14-years later [October 2012]. Actually, the recovery was successfully completed in May 2013. All of the current holier-than-thou actors are all guilty of any of the foregoing and other incidents involving scheduled and charter flights, either directly or by proxy – such as sponsoring, supplying armaments and training rebels.

There is no evidence to connect or convict anyone to the two recent Malaysia Airlines  incidents, except they involve the same scheduled airline. I believe this airline will eventually go the way of Pan Am and TWA. I suppose we could put it down to coincidence. I do not believe in coincidence, however. Someone did say that ‘coincidence’ if traced far enough into the past would bring you to the realization that it was inevitable.

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Comments

  • Clyde Duncan  On July 26, 2014 at 10:47 pm

    …. and for those of us who may be interested in aircraft incidents – any incident: http://www.airsafe.com/events/last_15.htm

  • gigi  On July 27, 2014 at 1:15 am

    And how about this one…the plane that “hijackers” supposedly took down in PA around the same time as 9/11. Except there were no bodies and no plane wreckage – just a big gaping hole and a lot of patriotic rhetoric afterwards.

    The trouble with manufactured crises and false flag operations is that those behind it are convinced of their exaggerated intelligence and secure in their knowledge of the ignorance of the masses.

  • Clyde Duncan  On July 27, 2014 at 2:32 am

    This guy Kyu Sakamoto died in the deadliest aircraft crash EVER in 1985.
    520-dead – 4-survivors – JAL

    The very interesting part of this incident is that the pilots kept this aircraft aloft
    for 32-minutes after it broke up shortly after take-off; and no crew in a simulator could replicate this activity for the 32-minutes.

    *Sorry to be sharing this with you all after 3-plane crashes within the past week or so, but …. RIP passengers of flights over Ukraine; Taiwan; Mali, Africa

    Sukiyaki has nothing to do with the content of the song, except the publishers rightly believed that Anglophones would not speak or remember the original Japanese title: http://www.youtube.com/watch?v=_zpOc9n7dlI

  • Clyde Duncan  On July 27, 2014 at 7:23 am

    I omitted the date of the deadliest aircraft crash EVER: 12 August 1985

  • Rosaliene Bacchus  On July 27, 2014 at 7:25 pm

    Disastrously, the Malaysian commercial aircraft brought down over war-torn Ukraine airspace by a Russian-made missile is being used to rally European support for even more severe sanctions against Russia. More human suffering await the Russian people.

  • Rosaliene Bacchus  On July 27, 2014 at 8:32 pm

    Just read this article, “The New Cold War,” which provides details from Russian officials about the airline ‘accident.’
    http://kielarowski.net/2014/07/26/the-new-cold-war/

  • Clyde Duncan  On July 27, 2014 at 8:33 pm

    If the sanctions are a result of the appalling manner in which the crash site was desecrated by the rebels, that would be understandable; but if it is because the aircraft was shot down by a Russian missile, that would be the epitome of absurdity, to say the least.

  • Clyde Duncan  On July 27, 2014 at 9:43 pm

    This link provided by Rosaliene is dynamite! The author posed a question: “Now why on earth should we not believe this [Russian Federation] presentation, backed by facts, images and concrete analyses?”

    And an observation: “In Indonesia, theories vary. Some are far, remote from the war in Ukraine. Mr. Agus Suhartono, a former aeronautical engineer at PT. Dirgantara Indonesia, thinks that Malaysia has been punished for creating an alternative banking system for the Muslim world:

    “I think it is a bit strange. How could a plane at an altitude of more than 30,000 ft be a mistaken missile target? At that altitude, the plane identification should be very clear. Whoever fired knew perfectly well what he was doing. The question should be why MAS (Malaysia Airlines) again? Did they rub somebody the wrong way? Why was Malaysia the target twice in a row? I think maybe because the financial turnover of the Arab world is centered in Kuala Lumpur. Malaysia is the gate. The sharia gate of the Arab financial world.”…”

  • Clyde Duncan  On July 28, 2014 at 8:16 pm

    Ha! Ha! You mean like killing 2-birds with one stone? Shoot down the airline and impose sanctions on the other bird [because “we” said they did it]?? … whether there is any evidence or not??

  • Clyde Duncan  On July 29, 2014 at 4:30 am

    After sending the most recent response, I thought that I should have written, “Shoot down the iron bird and impose sanctions on the other bird …” – they called this delayed intelligence.

  • Clyde Duncan  On July 30, 2014 at 2:18 pm

    If I may add: That’s for giving the USA and the West, “the Bird”!! I don’t know if this is too much information, but if you’re part of Guyanese Online, you are part of a learning experience, I say. In Canada, giving someone “the Bird” is showing them the middle finger – Say no more!!

  • Clyde Duncan  On August 2, 2014 at 7:28 am

    Check out this link to Pepe Escobar: Western Plutocracy Goes Bear Hunting http://www.atimes.com/atimes/Central_Asia/CEN-02-010814.html

    • Rosaliene Bacchus  On August 2, 2014 at 4:48 pm

      Thanks for sharing that link, Clyde.
      The future of our species grows bleaker by the day.

  • Clyde Duncan  On August 3, 2014 at 5:36 am

    As sure as we are breathing, there will be another war – just another form of population control, they say.

  • Clyde Duncan  On March 6, 2015 at 7:19 pm

    You all may be pleased to know that Guyanese Online does get around. Check it out – I received this link from a Health & Safety Officer in the Government of Canada. First Air in Canada has the most advanced tracking system: http://www.cnn.com/2015/03/04/world/malaysia-flight-370-tracking-technology/index.html

  • Clyde Duncan  On March 15, 2015 at 1:26 pm

    Airline Ratings: http://www.airlineratings.com/

  • Clyde Duncan  On May 21, 2015 at 3:37 pm

    UPDATE: Conspiracy Theories as discussed today in 5-Minute Forecast –

    “Bin Laden Bookshelf Shows Taste for Conspiracy Theories,” sniffs this morning’s Financial Times.

    As you might have heard, the federal government has released a stack of documents seized during the raid on Osama bin Laden’s quarters in 2011 — plus a list of books and magazines he kept there.

    The motley collection included Bob Woodward’s Obama’s Wars and Yale historian Paul Kennedy’s magisterial The Rise and Fall of the Great Powers.

    But those aren’t “conspiratorial” titles in the eyes of the mainstream. Among those that are…

    Confessions of an Economic Hit Man — in which author John Perkins recounted his days carrying out threats and/or regime change in various countries on behalf of the U.S. government and major corporations

    Secrets of the Federal Reserve by Eustace Mullins. Hmmm… There are far better exposes about the Fed, by authors who don’t carry the taint of Holocaust denial

    The Best Enemy Money Could Buy — one of several titles by historian Antony Sutton meticulously documenting how U.S. corporations built — and U.S. taxpayers funded — much of the Soviet Union’s technological and manufacturing base.

    “Next thing we’ll hear OBL [O-bin-Laden] subscribed to one of our newsletters,” quips colleague Peter Coyne, managing editor of The Daily Reckoning.

    A spokesman for the Office of the Director of National Intelligence said the documents and reading list were being released now in the interest of greater government “transparency.”

    Puh-leeze. The only thing “transparent” about this disclosure is the attempt to divert attention from reporter Seymour Hersh’s bombshell about the bin Laden raid.

    Shiny object! Squirrel!

    Of course, Hersh has been dismissed as a “conspiracy theorist,” too.

    In case you missed it, Hersh published a massive expose in the London Review of Books 10 days ago, demolishing the official version of bin Laden’s last years and ultimate demise.

    He wasn’t hiding out in Abbottabad, Pakistan — he’d been imprisoned there since 2006, his upkeep paid for by Saudi Arabia. It wasn’t brilliant work by U.S. intelligence (with a little help from torture) that uncovered his whereabouts — it was a retired Pakistani intelligence officer motivated by a $25 million U.S. bounty. Nor was there a firefight when bin Laden met his maker — the Americans were the only ones shooting.

    Nearly every article trashing Hersh’s expose followed the same script — acknowledging Hersh is a legend for his reporting on My Lai and Abu Ghraib, then playing the conspiracy card. “Hersh’s story reads like a fantasia of clandestine intrigue and deception,” says a typical smear piece.

    “Barrels of ink have been spilled ripping apart Hersh’s character,” writes Trevor Timm in the Columbia Journalism Review, “while barely any follow-up reporting has been done to corroborate or refute his claims — even though there’s no doubt that the Obama administration has repeatedly misinformed and misled the public about the incident.”

    Hersh, now 78 years old, will likely be vindicated in the end… but not until after he’s gone.

    That’s how it went for Gary Webb, the reporter who blew the lid off the relationship between the CIA and the drug trade.

    Webb documented how the agency turned a blind eye to drug dealing by the CIA-backed Contra rebels of Nicaragua during the 1980s. Large amounts of Contra cocaine wound up on the streets of Los Angeles.

    Webb’s 1996 series in the San Jose Mercury News was ripped to shreds by more “respectable” newspapers like The Washington Post and Los Angeles Times. As with Hersh, the “conspiracy theory” trope was pulled out. Successfully, too: It wasn’t long before Webb’s editors threw him under the proverbial bus. He ended up killing himself in 2004.

    Only with the release last fall of the thriller flick Kill the Messenger, based on Webb’s story, is the mainstream acknowledging that while Webb might have flubbed a few minor details, he basically got the story right. Of the smear campaign, “It was a really kind of tawdry exercise,” recalls Jesse Katz — who wrote some of the L.A. Times’ most egregious hit pieces.

    Maybe there’s an unspoken two-decade moratorium on the truth being acknowledged. In addition to the destruction of Webb’s career, two other episodes from the mid-1990s come to mind…

    It is no longer “conspiracy theory” to say the feds missed obvious clues before the Oklahoma City bombing in 1995. Nor is it kooky to wonder whether people other than Timothy McVeigh and Terry Nichols were involved in the plot.

    Both matters are tackled forthrightly in the 2012 book Oklahoma City: What the Investigation Missed — and Why It Still Matters. It won considerable mainstream praise.

    But it didn’t break particularly new ground. Much of the territory the authors cover was trod by the newsletter Strategic Investment only months after the bombing.

    It is also no longer “conspiracy theory” to question the official story about the midair explosion of TWA Flight 800 off Long Island in 1996.

    Last month, a veteran pilot whose assignments included flying Obama’s campaign plane in 2008 was given space in the New York Daily News. Wrote Andrew Danziger: “There’s hardly an airline pilot among the hundreds I know who buys the official explanation — that it was a fuel-tank explosion — offered by the National Transportation Safety Board.”

    “After the explosion, more than three dozen witnesses reported they’d seen contrails going up into the sky toward the plane; 18 of those people said they saw something coming up from the water, rising to meet the plane…

    “The FBI only summarized the interviews in its reports; the witnesses weren’t permitted to see what was written or to review the reports, and the NTSB only received summary reports in which all personal information was redacted. And maybe most importantly, the witnesses — there were more than 700 of them — weren’t permitted to testify.”

    Danziger won’t venture whether it was a terrorist attack or a U.S. military training exercise gone wrong. “But as an experienced commercial pilot,” he concluded, “I know this much: Planes do not blow up by themselves. I firmly believe that this plane was shot down.”

  • Clyde Duncan  On November 2, 2015 at 12:06 pm

    UPDATE: About this most recent crash of Metrojet Flight 9268 from Sharm el-Sheikh to St Petersburg on Saturday morning when it disappeared from radar over the Sinai Peninsula.

    Egyptian officials said the pilot radioed to report technical difficulties and planned an emergency landing at the nearest airport before losing contact with air traffic controllers.

    Analysts have speculated about a possible link to a tail-strike accident the plane had in 2001, which caused another air disaster that killed more than 500 people in 1985 [see above], but Metrojet said the aircraft had been fully repaired and was in “good condition”.

    The aircraft that crashed was an 18-year-old Airbus A321-231, serial number 663. It was delivered to Middle East Airlines in May 1997 with the registry as F-OHMP. It later served for Onur Air and Saudi Arabian Airlines as TC-OAE, until October 2011. In April 2012 Kolavia acquired the plane with registry number EI-ETJ and transferred it to Kogalymavia in May. The aircraft was powered by two IAE V2533 engines and configured to carry 220 passengers in an economy configuration. At the time of the crash, it was owned by Dublin-based AerCap and leased to Kolavia. The aircraft had accumulated 56,000 flight hours on nearly 21,000 flights.

    On 16 November 2001, while operating for Middle East Airlines as F-OHMP, the aircraft suffered a tail-strike landing in Cairo. It was repaired and went back into service with the airline in 2002.

    http://aviation-safety.net/database/record.php?id=20011116-0

    The foregoing article [in part] referred to the JAL aircraft that suffered the same fate in August 1985, which killed the singer of Sukiyaki. That aircraft also suffered a tail-strike that was repaired and returned to service. In the end, the repair was a failure. – Independent UK

  • Clyde Duncan  On November 5, 2015 at 11:17 am

    OPINION: After the best part of a week and the recovery of the two black boxes, there is still no definitive explanation for the crash of the Russian Airbus in the Sinai desert last Saturday.

    While international opinion seems to be converging on the theory of a bomb on board, Russian and Egyptian expert opinion remains cautious. The Kremlin spokesman Dmitri Peskov specifically warned that it was premature to conclude that there was a bomb, saying “theories about what happened and the causes of the incident can only be pronounced by the investigation”.

    It is tempting to regard such warnings from Russia and Egypt as self-serving. If there was a bomb, that would reflect poorly on Egyptian security and threaten what remains of the country’s post-Arab spring tourist trade. For Russia, the bomb explanation could prompt public opinion to link the disaster with Moscow’s air campaign in Syria, detracting from what has been a generally popular intervention and perhaps denting President Vladimir Putin’s near-90% approval ratings.

    Given the political rhetoric generated by the MH-17 incident, the whole tone of this crash in Egypt has been quite different. The wife of one of the pilots relayed her husband’s complaints about the plane’s maintenance in the Russian media. Western reports graphically showed the shock and grief of relatives in St Petersburg. Russian aviation safety was discussed in an analytical way, not in political terms. For their part, Vladimir Putin and other officials have stressed the human tragedy rather than rushing immediately to judge.

    One reason for the difference might be that because the crash happened in Egypt, the “narrative” was out of Russia’s control before its media managers could seize hold of it. Another, not unrelated, might be the effect of social media: Yes, Russia has social media too, and it is not censored. And a third, the most obvious, would be that MH-17 fitted neatly into a western story that cast Russia as the out-and-out villain in Ukraine and prompted Russia to respond in even more outrageously propagandistic terms.

    Just maybe, though, for once a disaster is being treated by east and west as a disaster, and a human tragedy is being treated as a human tragedy. Perhaps the cause really is proving harder to establish than whatever the black boxes have so far divulged.

    If it was a bomb, there will be time for Russia to consider whether this might have had any connection with its military intervention in Syria and what the downsides of such intervention might be. For the time being, the avoidance of political point-scoring and propaganda is a change that should be welcomed – and maintained.

    By Mary Dejevsky – Guardian UK

  • Albert  On November 5, 2015 at 11:51 am

    Someone on this blog admire how Putin was so decisve in Syria. Wont call name. Others think it was a bone head move with Russia having all kinds of Arab related problems with their large population. Now he really has a problem with his 1930’s country.

  • Clyde Duncan  On December 27, 2015 at 6:46 pm

    UPDATE: This latest Malaysia Airlines Kerfuffle on Christmas Day 2015 is not helpful ….Here is the report by Chris Jenkins – The Sydney Morning Herald:

    Beleaguered Malaysia Airlines suffered fresh embarrassment over the weekend after it was revealed a Christmas Day flight from Auckland to Kuala Lumpur flew in the wrong direction for eight minutes after air traffic controllers were given the wrong flight plan.

    The New Zealand Herald reported the pilot of flight MH132 queried the route his Airbus A330 was taking after he noticed it was headed further south than expected.

    Malaysia Airlines confirmed in a statement that there had been a mix up with the early-morning service’s flight plans.

    “On December 24th 2015 our flight MH132 from Auckland to Kuala Lumpur was given the latest flight plan by the airline’s Operations Dispatch Centre,” the statement says.

    “Auckland’s Air Traffic Control (ATC) was inadvertently given an earlier flight plan.”

    “Both routes were following an approved flight path and the aircraft had enough fuel for both routes. The safety of both passengers and crew were never compromised at any time.”

    The airline said it was investigating the incident.

    A spokeswoman for New Zealand’s Airways Corporation said the incident would be investigated by its internal team. “The flight plan the airline filed with us was going to Kuala Lumpur but via a slightly different route than the pilot was expecting,” she told the New Zealand Herald.

    Malaysia Airlines’ horror run began in March 2014 when flight MH370 disappeared en route from Kuala Lumpur to Beijing with 239 passengers and crew on board.

    Just over four months later flight MH17 was shot down over Ukraine while flying from Amsterdam to Kuala Lumpur.

    Earlier this year Malaysia Airlines appointed German airline executive Christoph Mueller as chief executive, tasking him with rebuilding the airline after the string of disasters.

    Meanwhile, back in June 2015 – International Business Times reported:

    The troubled Malaysia Airlines has begun handing over termination letters to 20,000 staff as part of a major restructuring programme.

    However, about 14,000 of the staff are expected to be inducted into the newly-established Malaysia Airlines Bhd group (MAS Bhd) effectively leaving 6,000 jobless.

    “They [MAS staff] don’t really have a basis to complain because other companies that have done retrenchment, like banks and telecommunication companies, the level of compensation that they provide is so much less than what Malaysia Airlines employees are getting right now,” Maybank Research aviation analyst Mohsin Aziz told the Singapore-based Channel News Asia.

    “The full one-and-a-half months’ salary for every year of service, that’s already top-scale. And in addition they get medical insurance, coverage, benefits and all the perks for one year.”

    “And thirdly, a three-month grace period before they’re being let go even those who are not surviving will be able to stay until 31 Aug to do a proper handover and farewell.”

  • Clyde Duncan  On May 19, 2016 at 5:54 pm

    UPDATE: – TIMELINE: A Look at Plane Incidents and Disasters Involving Egypt
    The disappearance of an EgyptAir flight, the third plane incident involving Egypt in eight months, renews security concerns surrounding Egyptian planes and airports.

    The Associated Press

    The disappearance of an EgyptAir flight Thursday, 19 May 2016, from Paris to Cairo with 66 passengers and crew on board has renewed security concerns surrounding Egyptian planes and airports.

    It’s the third plane incident involving Egypt in eight months. Last October, a Russian passenger plane crashed in Sinai, killing all 224 people on board.

    Here is a look at some past disasters and incidents in Egypt involving planes:

    — March 29, 2016: EgyptAir Flight 181 from Alexandria to Cairo carrying 81 people on board is hijacked by Egyptian national Seif El-Din Mustafa. All crew members and passengers were released safely at a Cyprus airport.

    — October 31, 2015: Russian Metrojet plane is downed over the Sinai Peninsula with a bomb that was placed on the aircraft, killing all 224 people on board. Egypt’s ISIS affiliate claims responsibility for the downing.

    — May 7, 2002: EgyptAir Flight 843 Boeing 737 from to Cairo to Tunis crashes into a hill near Carthage, killing 18 of the 62 people on board.

    — February 23, 2000: EgyptAir flight Boeing 767 from Johannesburg to Cairo crash-lands in Zimbabwe Harare airport during a stop-over. All 76 passengers survive the crash.

    — October 31, 1999: EgyptAir Flight 990 crashes into the Atlantic near the Massachusetts island of Nantucket, killing all 217 people aboard. U.S.A. investigators conclude the co-pilot had pointed the Boeing 767 downward while Egyptian officials reject notion of suicide.

    — June 10, 1986: An Air Sinai flight from Cairo to Sharm el-Sheikh crashes, killing 22 of the 25 people on board.

    — November 23, 1985: Three gunmen hijack an EgyptAir plane Boeing 717 flying from Athens to Cairo. The plane, carrying 100 passengers, lands in Malta before 58 are killed when Egyptian forces raid the plane.

  • Clyde Duncan  On May 23, 2016 at 11:00 pm

    Playing with Fire: Undeclared Dangerous Goods
    October 2011 – by: Marie-Louise Morley

    September 2011, -˜FAA slams MIT for lithium battery shipping error’; July 2011, -˜Lithium batteries among cargo on crashed Asiana 747-400F’; and October 2010, -˜FAA issues safety alert on lithium batteries after UPS crash’ -“all headlines pointing to the growing problem of UNDECLARED DANGEROUS GOODS.

    These headlines also sum up the concern being felt within the air cargo industry over the illegal shipment of potentially lethal products. Marie-Louise Morley examines the difficult environment surrounding this critical issue. Despite the dramatic rise of battery-related freight and baggage fires over the last 20 years, the shipment of lithium batteries is simply one example of the thousands of potentially dangerous goods that are shipped without properly being identified.

    A stark illustration of how dangerous goods can cause a catastrophe if they are not prepared for transport in accordance with strict International Civil Aviation Organization (ICAO) regulations occurred in May 1996 when a Valujet flight crashed killing all 105 passengers and 5 crew on board. This time it was not lithium batteries that caused the crash, but the improper carriage in the cargo hold of chemical oxygen generators, the devices used in the passenger cabin to provide oxygen in the event of depressurization. While they do not pose a danger when fitted to the aircraft in normal usage, if the generator comes into contact with any combustible material, such as packaging, it can (and did) ignite.

    A GROWING RISK

    Unfortunately the risk of such a fire has grown considerably in recent years due to the SURGE IN SHIPMENT OF UNDECLARED DANGEROUS GOODS that constitute potential fire hazards.

    These include new and used electronic products containing lithium batteries, smokeless cigarettes, fireworks, gunpowder and even model rocket engines.

    Sold via online auction and retail web-sites such as eBay, the concern with shipping such items lies in the fact that frequently neither the seller nor the buyer has any understanding that these are considered dangerous goods.

    As they are not declared as dangerous goods, these potentially incendiary devices are not properly identified, and so are not safely packaged and positioned in the aircraft in accordance with dangerous goods regulations.

    Today, these goods represent the biggest risk of fire in air cargo transportation, a risk that is increasing year-on-year as the popularity of Internet trading grows.

    IATA’s head of dangerous goods, David Brennan, described this worrying trend as – the Wild West of Dangerous Goods.- Perhaps most disconcerting of all, is his admission at this year’s IATA’s World Cargo Symposium that there is very little the industry can do about it.

    Geoff Leach, manager of the dangerous goods office at the UK’s Civil Aviation Authority comments: -The fact of the matter is nobody knows the real size of the problem. In the UK we receive around 1000 Dangerous Goods Occurrence Reports from airlines and their handling agents, the majority of which involve undeclared dangerous goods. What we don’t know, of course, is the number of undeclared dangerous goods which reach their destination without being detected.

    Just another bump in the road on your flight: Undeclared Dangerous Goods??

    ==============================================================
    Aircraft Accidents & Serious Incidents involving Dangerous Goods which Resulted in a Fire – Some of it UNDECLARED DANGEROUS GOODS

    • B738, Dubai UAE, 2013 (On 6 December 2013, a Boeing 737-800 passenger aircraft was flown from Amman to Dubai out of revenue service with a quantity of ‘live’ boxed chemical oxygen generators on board as cargo WITHOUT the awareness of the aircraft commander. The subsequent Investigation found that this was possible because of a wholesale failure of the aircraft operator to effectively oversee operational risk implicit in sub-contracting heavy maintenance. As a result of the investigation, a previously unreported flight by the same operator in revenue service which had also carried live oxygen generators was disclosed.)

    • B744, en-route, East China Sea, 2011 (On 28 July 2011, 50 minutes after take off from Incheon, the crew of an Asiana Boeing 747-400F declared an emergency advising a main deck fire and an intention to divert to Jeju. The effects of the rapidly escalating fire eventually made it impossible to retain control and the aircraft crashed into the sea. The Investigation concluded that the origin of the fire was two adjacent pallets towards the rear of the main deck which contained Dangerous Goods shipments including Lithium ion batteries and flammable substances and that the AIRCRAFT HAD BROKEN APART in mid-air following the loss of control.)

    • B744, vicinity Dubai UAE, 2010 (On 3 September 2010, a UPS Boeing 747-400 freighter flight crew became aware of a main deck cargo fire 22 minutes after take off from Dubai. An emergency was declared and an air turn back commenced but a rapid build up of smoke on the flight deck made it increasingly difficult to see on the flight deck and to control the aircraft. An unsuccessful attempt to land at Dubai was followed by complete loss of flight control authority due to fire damage and terrain impact followed. The fire was attributed to auto-ignition of UNDECLARED Dangerous Goods originally loaded in Hong Kong.)

    • DC10, Newburgh NY USA, 1996 (On 5 September 1996, a DC10 operated by Fedex, was destroyed by fire shortly after landing at Newburgh, USA, following a fire in the cargo compartment.)

    • DC87, Philadelphia USA, 2006 (On 7 February 2006, a DC8 aircraft operated by UPS was destroyed following an in-flight fire which began in one of the cargo containers.)

    • DC93, en-route, north west of Miami USA, 1996 (On 11 May 1996, the crew of a ValuJet DC9-30 were unable to keep control of their aircraft after fire broke out. The origin of the fire was found to have been live chemical oxygen generators loaded contrary to regulations. The Investigation concluded that, whilst the root cause was poor practices at SabreTech (the maintenance contractor which handed over oxygen generators in an unsafe condition), the context for this was oversight failure at successive levels – Valujet over SabreTech and the FAA over Valujet. Failure of the FAA to require fire suppression in Class ‘D’ cargo holds was also cited.)

    • L101, vicinity Riyadh Saudi Arabia, 1980 (On 19 August 1980, a Lockheed L1011 operated by Saudi Arabian Airlines took off from Riyadh, Saudi Arabia – seven minutes later an aural warning indicated a smoke in the aft cargo compartment. DESPITE SUCCESSFUL LANDING all 301 persons on board perished due toxic fumes inhalation and uncontrolled fire.)

  • Clyde Duncan  On August 6, 2016 at 8:55 pm

    Air Algerie Flight to Marseilles Disappears From Radar – Local Media Report Passengers Safe and the plane returned to Algiers due to a malfunction.

    Haaretz
    Aug 06, 2016 6:20 PM

    An Air Algerie flight from Algiers to Marseilles disappeared from the radar on Saturday, 06 August 2016; according to tracking site Flightradar24. Local media reported the passengers were safe after the plane returned to Algiers due to a malfunction.

    Flight AH1020 took off at 1:30 P.M. local time and was meant to land in France at 4:05 P.M., but around 4 P.M. its status was defined as “unknown.”

    According to the flight tracking site, the plane had reached the island of Majorca before turning around and heading back toward Algeria. It then disappeared from the radar.

    Shortly after, local media reported that the plane returned to Algiers after experiencing a malfunction, landing safely.

    This a developing story – HAARETZ

  • Clyde Duncan  On July 12, 2018 at 5:34 pm

  • Clyde Duncan  On March 4, 2019 at 1:30 am

  • Clyde Duncan  On March 27, 2019 at 10:45 am

    Crashed Boeing 737s lacked upgrades that could have warned pilots

    Donna Lu | Technology

    More details have emerged about the Ethiopian Airlines Boeing 737 Max 8 jet that crashed on 10 March, killing all 157 people on board.

    Investigators are still examining black box recordings, and while the exact cause of the crash isn’t yet known, they have found “clear similarities” to Lion Air flight JT610, which crashed last October in the ocean off Indonesia shortly after take-off.

    Last week, the US Federal Aviation Authority (FAA) released satellite data showing that the flight track of the Ethiopian Airlines jet was similar to the Lion Air plane, prompting their choice to ground all 737 Max 8 jets in the US temporarily.

    The decision came days after the jets were grounded internationally by other regulatory bodies.

    Implicated in the crashes is the Max’s automatic flight control system, called the Maneuvering Characteristics Augmentation System (MCAS).

    MCAS was introduced because the plane’s larger engines alter its lift and increase the likelihood of its nose pitching upwards in the air. It takes readings from two angle-of-attack sensors, which measure how air flows over the wings.

    If the system detects that the plane is pointing too far upwards, suggesting a dangerously sharp ascent, MCAS automatically swivels the plane’s horizontal tail, which pushes the nose down to prevent a mid-air stall.

    A report on the Lion Air crash suggested that a faulty angle-of-attack sensor pitched the plane into a nose dive 26 times. The pilots struggled for 10 minutes, pulling its nose up each time before ultimately losing control.

    A part recovered from the Ethiopian Airlines flight indicated that the jet’s horizontal tail was in an unusual position, pointing to MCAS as a possible cause.

    Lacking safety features?

    Both planes lacked two optional safety upgrades that could have warned the pilots of problems contributing to the crashes, neither of which were mandated by the FAA, The New York Times reported on Thursday.

    One of the optional safety features absent in both the Ethiopian Airlines and Lion Air jets was an angle-of-attack indicator, which displays the readings from the two sensors. The other was a warning light that switches on if the two readings differ, suggesting a sensor error.

    Boeing will reportedly roll out the warning light as a standard safety feature as part of an update to MCAS software, but the angle-of-attack indicator will remain an optional upgrade.

    In addition, the original safety analysis that Boeing delivered to the FAA on MCAS – a report used to certify the plane as safe to fly – had several crucial flaws, reported The Seattle Times on 17 March.

    It raises concerns about the regulatory body, which has in recent years delegated increasing responsibility to Boeing TO CERTIFY THE SAFETY OF ITS OWN PLANES.

    Official reports about the cause of the Ethiopian Airlines crash will not be released for several months.

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