ALASKA AIRLINES’ DOOR DEPARTURE CAME WITHIN 5 MINUTES OF A CATASTROPHE

Brand-new-Alaska-Airlines-Boeing-737-Max-suffers-BLOWOUT-through-1583465972 BY: nybreaking.comTwo things by coincidence prevented loss of life. First no one was sitting in Row 24, and second the airplane was only at 16,000 feet. Five minutes more and the aircraft would have been at 24,000 feet or higher where “max diff” between cabin pressure and outside pressure would have occurred.

Loss of the door at that altitude or higher would have emptied the airplane of anything not strapped down and regardless row 24 would have left the airplane with any passengers seated there and maybe some other adjacent rows as well.

The NTSB is looking for the door but examination of the retaining features which are still on the airplane will reveal a lot. Examining the drawings and any production variations of that component may tell investigators if the problem is one of design, manufacture, or both.

The politics of this will be to blame it on a manufacturing error so the airplane does not stay grounded and the FAA lack of oversight gets off the hook.

The problem with this incessant stretching of a seventy-year-old design is that things like doors or emergency escape hatches keep getting relocated and its expensive to engineer structure to close the opening so a plug is used to build the airplane faster, cheaper and be able to change the configuration if required or desirable in the future. The problem is a plug is not a door. It is not as robust as a door and if it were in fact a plug it could never have left the airplane the way it did because cabin pressure would have increased its rigidity in place not blow it off the airplane.

Therefore, a serious investigation must be made of the “plug” design and it must be redesigned and certified if it turns out to be a patch instead.

The Boeing 737 went from being a 100 passenger 120,000 lb. little airplane variation of the Boeing 707, in 1963, to a behemoth carrying 225 people and weighing in at 200,000 lbs. There is a limit to stretching a design and it looks like the Max has exceeded it. Too many accidents, too many problems and the airplanes are still new. Similar capacity airliners weigh 100,000 lbs. more so where is the weight saving, structure and materials. The Max is cheap to buy and lightweight, relatively, so it is fuel efficient and airlines are falling all over themselves to buy it. They have forgotten there is no free lunch in aviation.

If nothing is found to explain the failure of the patch, then someone needs to look at how much flexing the fuselage of this extended length airplane, if any, may have contributed to this incident.

Today, it was revealed that a pressurization warning appeared several times before this flight and the airplane was restricted by Alaska Airlines from flying long flights over water. Rule Number One in aviation is that airplanes do not fix themselves. That airplane should have been grounded until the problem was found and it was fixed. Every flight exposed all those passengers to potential injury and death. That is just plain wrong. The question remaining is whether Alaska maintenance contacted Boeing technical support for a solution. I’m very concerned that restricting an airliner from flying part of its FAA certified flight envelope without FAA concurrence is even legal irrespective of how reckless it may have been.

Finally, it is reported that no data was able to be downloaded from the cockpit voice recorder. Really? That component retains the recordings for the last 2 hours of flight and maybe even more. There is a regulatory proposal to extend that to 24 hours like the rest of the world. This is odd because in years past the CVR recorded continuously the last 24 hours of cockpit discussions but for some reason the FAA allowed that to be reduced to only 2 hours.

Boeing, Alaska Airlines and the FAA should breathe a sigh of relief that no one was killed either in the air or on the ground but this lack of FAA enforcement of its own regulations and worse the NTSB’s lack of collective experience in aircraft accident investigation makes the likelihood of finding the right reason for this near catastrophe very unlikely in my experience.

 

Arthur Alan Wolk

January 7. 2024

Photo by Nybreaking.com

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JAPANESE AIRBUS A-350 CRASH REVEALS DANGERS OF COMPOSITE AIRPLANES

JAPANESE AIRBUS A-350 CRASH REVEALS DANGERS OF COMPOSITE AIRPLANESThe Japan Airlines Airbus A-350, the latest of the Airbus family and made primarily of composites burned like a tinder box after colliding with another aircraft on landing. It should have just smoldered.

The conflagration was stunning in its intensity and appeared to be fueled by the widespread use of composite materials in that aircraft. One would have thought that regulators would have required some measure of fire retarding materials be utilized but whatever was required clearly wasn’t enough.

Other composite aircraft are in service like the Boeing 787 and more are on the way.

Another shocking observation was the lack of effective fire fighting and fire suppression from the fire fighting vehicles at the airport. It was only by pure luck and no doubt a skillful cabin crew that all passengers and crew made it out of the aircraft safely.

This accident without loss of life aboard the Airbus is an early warning that something has to be done to protect passengers from fire in composite aircraft in otherwise survivable accidents.

Doubtless nothing will be done until a planeload of passengers and crew die a fiery death because that’s the way the system works. Government officials responsible to protect the flying public will offer their thoughts and prayers and ten years or so later they will change the rules but not for aircraft in service.

Composite aircraft are a welcome advancement in aircraft construction because they are so light and are very strong allowing for large increases in economies of operation. The unknowns are fire resistance, the effects of free radicals changing the properties of the composites over time and damage tolerance.

The industry got a free pass on this accident.

Arthur Alan Wolk

January 2, 2024

See Video Below

JAPANESE AIRBUS A-350 CRASH REVEALS DANGERS OF COMPOSITE AIRPLANES
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ARTHUR ALAN WOLK DONATES ANIMATRONIC GENERAL BENJAMIN O. DAVIS, JR. COMMANDER OF THE TUSKEGEE AIRMEN, TO THE SAN DIEGO AIR AND SPACE MUSEUM

Arthur Alan Wolk is pleased to announce that continuing with his lifelong commitment to the civil rights of all persons, he conceived of and donated an animatronic General Benjamin O. Davis, Jr. to the San Diego Air and Space Museum. General Davis will stand next to the red tail P-51 Mustang fighter as flown by the Tuskegee Airmen of World War II fame.

General Davis was the leader of the Tuskegee Airmen and distinguished himself after the war becoming the highest ranking general of color in the United States Air Force. He was the son of the first general of color in the United States Army and represents one of the finest achievements of any person regardless of race in the military of the United States.

The Tuskegee Airmen were an inspiration to youth everywhere that regardless of your circumstances, you can achieve anything you set out to do and overcome all adversity to become the best that you can be.

I am especially pleased to have been able to honor an icon who represents the brave warriors of the America we love.

Arthur Alan Wolk

Video to follow

October 6th, 2023

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CHARLOTTESVILLE STATE POLICE HELICOPTER CRASH-NTSB NEVER OBTAINED THE RIGHT VIDEO – LITTLE WONDER WHY THEY GOT IT ALL WRONG

The National Transportation Safety Board gets to investigate all fatal airplane crashes. So, when a Virginia State Police helicopter went down in Charlottesville while tending to the demonstrations there, it jumped right in to investigate.

Whom did it invite to help? Bell, the maker of the helicopter, the Virginia State Police, Rolls Royce, the engine make and another component manufacturer. No one from the families of the two dead pilots were allowed to participate, and the NTSB and the Virginia State Police retained the wreckage for years not permitting anyone for the families to examine it.

In the NTSB Factual Report, the Board attached a video taken from miles away that shows the crash as a little moving dot. That video is attached.

But in truth there was another video, taken by someone who used her cell phone and was much closer. That video is attached.

Some still photos were taken by another bystander before the crash dynamics fully developed and they too were distant.

Well in my preparation for the trial of this case to start July 17th, I enlarged the video taken by the cell phone and it too is attached. What is plainly visible is that instead of this accident being from a Vortex Ring State, it was nothing of the kind. The helicopter was toppling end over end from a severed tail rotor drive shaft due to its spinning from a tail rotor pedal limiter that malfunctioned.

The enlarged video side by side with a vortex ring state video shows without any doubt that the NTSB aided by all its manufacturer friends got it all wrong.

Instead of gathering and considering all the evidence the NTSB once again helped to hide the real cause of the accident which is why more accidents will be caused for the same reason as this one just like others that have occurred in the past.

Shame on them for not doing their job! Aviation safety depends on it!

Please see the video below.

Arthur Alan Wolk

July 4th, 2023

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See The Side by Side Video Below

Witness Video

Vulchard Video

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VIRGINIA CITATION V CRASH- DON’T JUMP TO CONCLUSIONS

The sad crash of a Citation V private jet is widely concluded by the media as a hypoxia event. That means loss of cabin pressure that resulted in loss of consciousness of the pilot.

First, loss of cabin pressure is a trained for event in all jets and includes the recognition of a pressurization warning, a quick donning oxygen mask readily available to the pilot and a rapid descent even though passengers will also have oxygen available.

For some reason, this pilot was rendered unconscious or unable to operate this aircraft at 34,000 feet even though he would have had a minute of useful consciousness in the event of loss of pressurization.

That just doesn’t make sense. It takes only a couple of seconds to put on the oxygen mask.

So long as the oxygen bottle was full and the mask functional this accident doesn’t happen due to hypoxia.

So, what else is a possible scenario? The pilot could have become incapacitated for reasons other than hypoxia in which event the autopilot would have flown the airplane along the flight planned route and then if nothing was done at or before the destination turned the aircraft back on its route if that’s how the autopilot is programmed until it ran out of fuel.

As the aircraft descended, the pilot would have regained consciousness quickly as the air became more dense. It usually takes at least 18,000 feet above sea level before consciousness is regained but descent while on autopilot even with no power is fairly benign.

What is unusual about this accident is the report that the final descent was 20,000 feet per minute. No intact airplane descends that fast in one piece which leads me to believe that something or someone overstressed the airplane during its descent especially with both engines dead from no fuel.

What could have occurred is both engines quit from fuel starvation, the autopilot tried to maintain level flight time and time again but could not and at some point, the autopilot disconnected, the airplane suffered an aerodynamic stall fell off on one wing and descended rapidly and the 20,000 feet per minute is an interpretation based upon initial descent rate. It is also possible as well that as the aircraft descended more and more rapidly, it broke apart which would account for the rapid descent as it was no longer intact. That would be similar to another Citation accident in Utah which due to an icing encounter, aerodynamically stalled, and broke apart at about 16,000 feet during the rapid descent in the stall.

Some new jets, like the HondaJet and the Cirrus Jet have a button. If the pilot is incapacitated, a passenger can push the button, the airplane announces its emergency, picks a suitable airport and lands by itself. This is the latest technology that does not exist in the Citation V or most other aircraft.

This is a sad day for the families of those who lost their lives. May their memories be a blessing.

Arthur Alan Wolk

June 6, 2023

Arthur Alan Wolk

January 22, 2023

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Air Traffic Control Communications With The Pilot

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ANOTHER NEEDLESS ENGINE FAILURE, ANOTHER TWO NEEDLESS DEATHS, MORE FAMILIES AND CHILDREN GRIEVING

A Beechcraft A-36 Bonanza departed JFK Airport in New York on a rainy night returning home to Cleveland where their families awaited their return.

The pilot, Boruch Taub and his passenger Binyamin Chafetz took off on a routine flight when all of a sudden, the aircraft lost its climb rate and on-board diagnostics revealed that power in at least one cylinder was lost and oil pressure was decreasing.

Air Traffic Control afforded magnificent assistance to this pilot trying to give him radar vectors and reassurance to the Westchester New York Airport nearby but the workload and the loss of engine power was just too much to make the Instrument landing System to Runway 16  at the airport.

The pilot was cool, calm and followed directions in this most highly stressful environment but sadly the aircraft crashed into trees near the airport and both occupants were killed.

The engine in this model aircraft has failed and failed again in service. In fact, in one popular model, the primary source of accidents is the failed engine of similar make and model as this one.

I owned a similar aircraft many years ago and once I became aware of and the victim of its litany of engine problems never owned one again.

Here is the problem with reciprocating aircraft engines. They are old designs. They fail catastrophically too often. Failed cylinders are epidemic, this engine likely had a rod put through the cylinder wall or crankcase causing loss of oil pressure and the loss of power in the entire engine. There is no current alternative but anyone who flies a reciprocating engine powered aircraft is risking a catastrophe every takeoff. But the industry has been slick by misrepresenting the frequency of failures, near failures and potential failures so pilots think it will never happen to them. It does and it will.

I attach the air traffic control communications which is instructive. First it teaches us that ATC can be of invaluable assistance in an emergency. It teaches us that some pilots make us proud to be in that community because of their professionalism, even in fear of death. You can read more in the article in The Stamford Advocate.

Be prepared to cry, the knowledge that no matter how hard these men tried to save each other, it was not enough will break your heart.

May the memories of Boruch Taub and Benyamin Chafetz be a blessing to their families.

Arthur Alan Wolk

January 22, 2023

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Air Traffic Control Communications With The Pilot

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NEPALESE ATR-500 CRASH APPEARS TO BE LEFT ENGINE FAILURE

The tragic loss of life in this crash is appalling and appears to be due to a loss of power on the left engine.

The airplane was approaching the airport slowly and as it slowed further it appears that it rolled into the left engine and went down knife edge into a ravine.

The video is a typical engine failure scenario where if one engine fails and power is applied with the remaining engine the aircraft will want to roll into the dead engine.

For that to happen the aircraft has to be slower than VMCA, the minimum control airspeed with engine failure and the good engine at takeoff (not landing) power.

What happens is that when surprised by engine failure or loss of power the crew may swimming in glue in the cockpit unable to address the airplane’s abnormal flying characteristics quickly enough to prevent it from going out of control.

Other potential causes are propeller failure which adds drag on the left side or just a stall (aerodynamic not engine) from getting too slow on the approach. One would hope with all the built in safeguards an inadvertent stall is the lowest likelihood on the list.

Lastly, every airliner today takes off overloaded. The weights of the typical passenger are much higher than the weights that are computed when the airplane is certified for both men and women (just look around you)and baggage is much heavier as well. This makes an engine failure even worse and stall speeds even higher than published.

The cockpit voice recorder and flight data recorders will be important as well as the experience and training of the crew. It would be important to see what speed the airplane was flying on this approach as it appears slow and that may well be a factor as control was lost.

May the memories of all aboard be a blessing to their families.

Arthur Alan Wolk

January 15, 2023

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Arthur Wolk presented with the Wilbur and Orville Wright Master Pilot Award

The Federal Aviation Administration presented the founder of The Wolk Law Firm, Arthur Alan Wolk, with the coveted Master Pilot Award.

It is reserved for those pilots who have dedicated themselves to aviation safety for fifty years.

The Wolk Law Firm is unique in that its founder holds multiple Type Ratings in jet aircraft, is airshow qualified for aerobatics down to 400 feet AGL and is airshow formation qualified.

He is also an Airline Transport Pilot for both single-engine and multi-engine land and sea airplanes.

The Wolk Law Firm is proud to acknowledge this achievement, demonstrating compelling reasons for it to be considered the standard against which all other aviation law firms are measured.

 

November 16, 2022

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DALLAS AIRSHOW MID-AIR COLLISION A COMPLETELY UNNECESSARY ACCIDENT

The tragic accident that took the lives of so many skilled pilots and crew members at the airshow in Dallas was totally preventable and the video is disturbing because of the clarity it brings to the cause.

YOU NEVER GO BELLY UP TO THE LEADER  As a former airshow pilot myself that admonition was drilled into my head by some of the best airshow and military trained pilots led by John Ellis who strictly enforced that and other airshow rules so there were no accidents. The CAT Flight which flew formation with multiple aircraft types of which I was a member as CAT 5 never had an accident even though 6 different aircraft joined up several times during the shows.

The formation training of the P-63 fighter pilot is unknown to me at this hour but the video clearly shows that his aircraft was belly up to the B-17 with which it appears he was attempting to join.

The reason for the rule is you lose sight of your leader and thus cannot judge distance, location speed or anything else. The risk of collision is very high when you cannot see whom you are supposed to be in formation with and that kind of join up is not permitted.

I am not blaming anyone and to the greatest extent possible airshows, the pilots and the aircraft that fly in them are safe. Airshows are one of the largest spectator events in America and it is rare that a tragedy like this occurs.

What can we learn? Training, training, training, discipline, discipline and more training.

Formation flying is not easy but to do it safely you must do it frequently or practice extensively before doing it in an airshow setting. The other rule about airshow safety is to take your time, do nothing you haven’t practiced before and never violate the airshow briefing and do only what is briefed. That way expectations from all pilots are the same and no deviations are expected.

Be careful what these “putative” ex Government experts are saying because they have never flown airshows or a vintage military aircraft for that matter.

For the most part, the aircraft are well maintained, expertly flown and care is taken to make sure that our national heritage of military aviation is displayed safely.

May the memories of those lost be a blessing to their families.

Watch the video below.

Arthur Alan Wolk

arthurwolk@airlaw.com

November 13, 2022

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Watch the Video

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WHAT TO ASK WHEN PICKING AN AVIATION ACCIDENT LAWYER

There are many lawyers who claim aviation accident experience but who have little or none but may be successful in other fields.

Here are a few important questions to ask.

  1. How many aviation accident cases have you handled?
  2. How many aviation accident cases have you tried to verdict?
  3. What were the verdicts in those cases?
  4. Are you a pilot?
  5. How long have you been a pilot?
  6. Have you personally flown the aircraft involved in this accident?
  7. Did you personally investigate this accident before I called you?
  8. What do you think happened?
  9. Do you personally know the management of the aircraft manufacturer?
  10. Do you personally know the management of the engine manufacturer?
  11. Have you settled cases with the insurers for the aircraft or engine?
  12. Are you one of the world’s recognized experts in the field of aviation accidents?

If the answer to any of these questions is no or you get responses that don’t make sense, you need The Wolk Law Firm.

Contact us, we can give you the answers you need. We are the acknowledged world’s experts in this field.

Arthur Alan Wolk
arthurwolk@airlaw.com

November 1, 2022

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