This apparently happened by mistake, but when you look at some of the facts, that mistake was a big one. By all accounts, it was not a dark and stormy night back on October 11 2018 at Belgium’s Florennes Air Force Base. Its located about 4 kilometres South East of the city of Florennes in the Walloon municipality.
Base authorities say a maintenance worker accidentally caused a 20mm Vulcan cannon to open fire from an F-16 jet on which he was working, destroying an F-16 parked opposite, while damaging another aircraft nearby. Miraculously no-one was hurt in the incident but one F-16 took the full brunt of the Vulcan, it caught fire and exploded as it was fully loaded with fuel awaiting an afternoon sortie.
“You can’t help thinking of what a disaster this could have been,” said Col. Didier Polome, the base commander, speaking to Belgium TV.
Two fighter squadrons operate out of the Airbase, 1 Squadron which dates back to 1917, and 350 Squadron, founded in the UK in 1942 during the Second World War.
Both units fly the F-16 Falcon.
But how could a maintenance worker mistakenly trigger a dangerous high speed cannon that fires more than 70 rounds in 0.5 seconds? That’s enough power to literally rip a wall in half. In this case it appears the cannon rounds missed a wall erected between the hangar and the apron, passing through a small gap. For more read on.
There are a few things here that need clarity. For instance, what was a fully armed F-16 jet doing inside a hangar being worked on by an engineer? Surely even in an operation environment, the jet is “made safe” before someone goes tinkering on the vehicle? Again, I try answer this below.
The 20MM Vulcan is a gatling gun, which means its not just a cannon, its a cannon with an attitude. As the 6 barrels revolve, they proceed through the different stages of the gun firing cycle, which produces an utterly terrifying firing rate of 6,600 rounds per minute.
The engineer apparently let fly for a few seconds. Maybe two seconds. That means 120 High Explosive or Armour-Piercing rounds flew out of the hangar and into the parked F-16. It blew up almost instantly according to reports.
Rules governing armed jets and maintenance
If the F-16 is to undergo light maintenance, which involves a series of checks more than anything else, only the bombs and missiles are removed from the plane. After this incident, perhaps they should consider removing the massive ammunition drum too.
There is a process to make the Vulcan 20mm Cannon safe during storage and maintenance.
It takes the following, according to the F-16 Flight Manual.
Rounds limiter switch set to ON with rounds counter set to 990. (set to OFF or ON with 510 or less on counter when hot gun needed)
Electrical safety pin installed. (Removed when hot gun needed)
Clearing sector holdback toll installed. (Removed when hot gun needed)
The really important note here is that every single step above must be taken to ensure the gun won’t fire on its own.
It takes a huge 35 horse power to actually fire this weapon, with it’s massive alloy barrell and the pressures required to move 20mm shells so quickly.
So either it needs the engine running, or a hydraulic test rig to be setup which is used to check landing gear, flight controls, brakes and the gun system.
But the bit problem is how to setup “fire on the ground” options. It goes like this
Find the GND JETT switch and switch to ENABLE.
Select gun mode (A/A or A/G)
Select Master Arm switch to arm and
Press the trigger.
So as you can see, dear friends, all of the above means someone has to have screwed up really, really badly to have managed to fire one of the most lethal cannons every designed on the ground into your own airforce.
I’m not suggesting anything like a conspiracy, just that it is a truly shocking event that fortunately ended well compared to what could have happened had these rounds missed the F-16 and hit a motorway or similar nearby.
Need I say that the Belgian Air Force is investigating?
Ethiopia is long cited as one of the two main drivers of aviation growth in Africa, the other being Kenya. But this growth has revealed a really serious safety hazard which the government of Addis Ababa may regret should it not deal with the reports properly.
Kenyan aviation authorities have already complained about an ATC strike that has apparently caused major problems at least between the Kenyans and the Ethiopians.
“There have been several incidents of loss of standard separation between aircrafts at the point of transfer between Addis Ababa and Nairobi due to wrong or no estimates from Addis Ababa,’‘ the Kenyan Air Traffic Controllers Association said in a statement.
International operations team called OpsGroup which represents pilots, Controllers, Dispatchers, Managers and Problem-solvers of International Flight Operations has warned of a dire situation which the government of Addis Ababa has reportedly tried to hush up a potentially catastrophic situation.
On the 30th August 2018 the president of Kenya Air Traffic Controllers’ Association issued a public letter revealing what he said was examples of poor management of air services. These include:
Flights inbound to Nairobi from Addis are calling Nairobi control without prior estimates.
There have been several incidents of loss of separation between aircraft at the transfer point due to incorrect or in certain instances, no estimate whatsoever from Addis.
There has been one serious close call event between B737 and B767, both maintaining FL360, with no prior co-ordination from Addis.
Addis airspace is currently manned by retired Controllers with no validation who have no understanding of current airspace procedures and who are overwhelmed.
The few estimates passed by Addis to Nairobi have included incorrect call signs and even destinations.
Aircraft are entering Kenyan airspace at flight levels different to those passed by Addis Controllers.
When the strike was imminent, Ethiopian Airlines tried to alleviate the effect by importing Air traffic controllers from other countries. It seemed like a perfectly plausible plan. Find ATC, pay them lots, fly them in and they help.
So they turned to nearby nations – like the DRC. The small team was not enough to cope, so the Ethiopian Civil Aviation Authority then requested 30 more air traffic controllers from Sudan and at least 24 from Kenya.
The Ethiopians even approached Zimbabwe and Malawi for help.
The crisis management obfuscates a real issue – ATCs need about 3 months to become acclimatised to the local circuits and operations. Anything else is just asking for trouble.
The other issues around this strike include the failure to issue NOTAMs or notices to airmen/women.
But that’s not all folks. Nine workers were arrested after apparently preventing international flights from landing at the Bole International Airport which is Ethiopia’s busiest.
The head of the ECAA, Colonel Wesenyelew Hunegnaw said the strike was over as workers had until Tuesday 4th September to return of be fired.
“Some of the employees engaged in the strike are returning back to their work. The remaining should submit a letter of apology and return to their work. They have until Tuesday (September 4),” he said.
In a statement, the airline also scotched rumours of close shaves involving aircraft.
“…all Ethiopian Airlines scheduled and unscheduled flights and other airlines operating to/from Ethiopia have been operating smoothly with high standards of flight punctuality and safety,” the airline said in an online statement.
“We would like to inform all our customers that we did not have any flight delay or cancellation caused by ATC. In fact, we are happy to announce that taxi-in, taxi-out and flight arrivals efficiency has improved significantly in the week under ATC strike.”
While we wonder what’s next, just remember that the African Union is based in Addis Ababa, and that the continents leaders constantly fly into the country along with government officials.
The negative effect of a military run society running ATC services then trying to determine the communication of a high risk scenario could lead to a severe incident should this issue not be sorted ASAP.
That’s because Ethiopian Airlines is growing at a rapid rate, operating a large fleet of more than 116 international passenger and cargo destinations across five continents and has a fifteen year strategic plan called Vision 2025 that’s going to rocket the nation into the top spot in African aviation.
Let’s hope they sort out their ATC issues or we may hear bad news from Addis.
It’s been two weeks since a classic twin engined Convair crashed near Wonderboom in Pretoria. Dramatic footage filmed from a smartphone inside the rapidly descending Convair 340 registration ZS-BRV has emerged as one of the passengers kept his phone rolling while the plane came down near Wonderboom Airport.
This is not for the faint hearted.
But its also incredible to hear the passenger, who could be one of the two engineers or other builders on board, talking normally as the aircraft lost altitude as it’s left engine spewed flames and smoke.
His calm manner is extraordinary.
While the CAA begins its investigation, we can surmise a few things.
The left (port) engine appeared to be experiencing problems.
The twin engined aircraft could not continue to fly with just one engine operating.
The problems began during the ground roll before take off.
This aircraft had an interesting history. It was registered first as a Convair C-131D-CO Samaritan, which was the military version of a 340. While the CAA crash investigators apply their minds, we live in a free country and I’m applying mine.
Initial reports (which are unverified but fit the general evidence) indicate that a fuel line fractured on the left engine carburettor during the take off ground roll. Fire then burned through the oil lines, that led to a loss of pressure which meant the propellor couldn’t be feathered.
Feathering a dead engine
That’s a lot of aviation speak. When an engine fails, the propellor needs to be feathered to reduce the drag. Think of it allowing the car wheel to continue spinning freely after the engine failing, instead of the wheel being locked or moving a lot slower than the others. What is actually going on is the blades of the propellor can be rotated parallel to the airflow to reduce drag in case of an engine failure.
This also reduces what is known as “adverse yaw” where the plane is pulled towards the dead engine.
There is an old saying in aviation – why does an aeroplane have two engines? So that when there is an engine failure, the working engine can take you to the location of the accident.
At Wonderboom, the Australian pilot then turned right downwind to avoid landing on the nearby built up area, in other words, they banked the plane towards the live engine. That is the correct technique, the incorrect is to bank against the dead engine.
They were trying to turn back to the runway, but on the base leg, lost too much height and plunged into a warehouse. The plane then broke apart after landing straight ahead, which definitely led to the saving of lives. At least 18 passengers walked out of the fuselage, almost unheard of in a crash like this.
While the two pilots survived the crash, the flight engineer who was sitting in the middle or jump seat, was thrown through the windscreen and killed.
Qantas issued a statement saying A380 captains Douglas Haywood and Ross Kelly who is retired were critically injured.
“The pair boast more than 37,000 hours’ flying experience between them and more than 30 years’ service with Qantas,” the airline said in a statement.
“This news has shocked the Qantas pilot community and everyone’s thoughts are with the families. We’ve reached out and are providing whatever support we can.”
But one of the pilots has subsequently died, bringing the death toll in this unusual accident to two.
Puerto Rico Convair Crash
In Puerto Rico, another Convair CV-340/440-38 accident has thrown into sharp relief the challenges the plane experienced when flying with one engine operative.
The Convair in question crashed in a lagoon after suffering an engine failure which followed a fire. The airline, FreshAir inc, was criticised by Safety Board officials afterwards for lax maintenance and safety standards.
That is unlikely to be the case in the Wonderboom accident, but we still await the findings there.
In the Caribbean example, the 1953 Convair CV-340 was powered by two Pratt & Whitney supercharged 18 cylinder radial engines which included full feathering props, fire detection warnings, and a fire extinguishing system for both engines.
It was being used for hauling freight in the Caribbean but pilots began to report issues. Firstly, the plane was underpowered and when empty, and experiencing an engine out, would only climb at 500 feet per minute.
They also warned that at sea level when fully loaded – the plane actually would not climb at all but only managed level flight.
In March 2012 the airplane took off from Luis Munoz Marin International Airport near San Juan in Puerto Rico after the pilots had filed a VFR or visual flight plan for the island of St.Maarten.
Minutes after takeoff, the First office told the tower they were declaring an emergency and requested to turn back to San Juan. As the pilots grappled with the plane, it appeared to lose height short of the runway and crashed into Laguna La Torrecilla.
The plane had been loaded with 12,100 pounds of wheat and bread products. The plane was then estimated to weigh around 47,710 pounds. If so, that by itself would have doomed the aircraft as its maximum allowable takeoff weight was only 40,900 pounds.
They had conducted a double engine test prior to takeoff, not unusual for an old plane. I had the glory of flying a remarkble warbird, a Focke-Wulf FWP. 149D from Rand airport to Lanseria one day, and we doubled up on all the checks because of the aircrafts’ age, and the fact that it had not been flown for six months.
The pilot in command of the FreshAir Convair CV-440 in San Juan had flown more than 9 000 hours in the Convair CV-340.
It its findings the National Transportation Safety Board said that based on the captain’s history of antidetonation injection (ADI) and autofeather nonuse and the postaccident position of the autofeather switch, the flight crew likely did not use the ADI and autofeather systems during the takeoff and as a result, the accident airplane exceeded the maximum allowable takeoff weight of 40,900 lbs.
So it crashed.
Wonderboom Investigation continues
Returning to the accident on June 10th 2018 the Convair 340 ZS-BRV had not flown much over the last nine years.
It had been moved a few times between Lanseria and Wonderboom where it had been stored.
There is a propensity for older piston engines to become US or unusable suddenly and unpredictably when they are stored for long periods, then fired up and run at full tilt.
Well no wonder that we now use the phrase flight attendant to describe those hard working folks who run about before during and after a commercial flight.
Stewardess – a ten letter word. Six more than four.
Apparently its also the longest word in English typed just with the left hand. Try it at home, kids.
Imagine a court case where two stewardesses claim the other has committed libel in 1954. A typewriter does not have copy and paste, so the cramping in the left flexor muscle would have been severe as the court scribe pounded away. Think about the extensor digitorum which is a classic antagonist to the flexor muscles and is based in the forearm.
That means when you stick the middle finger up in the air, your flexor muscle is antagonised by your extensor digitorum.
While considering this incredible fact, its time to drop another list into the plethora of listicles spreading like a pool of warm custard across the ether. Some arbitrary facts on the listicle could include:
American Airlines slashed $40,000 from costs by removing one olive from each salad served in first class.
The Wing-span of the Airbus A380 is longer than the aircraft itself. Wingspan: 80m, Length: 72.7m.
As the commercial airliner climbs, the cabin atmosphere dries out your nose and eyes and as altitude increases, around one third of your taste buds are numbed. You feel like more salt and pepper. And not just your hair.
The internet & on-line check-in was first used by Alaska Airlines in 1999.
In the 1930s The first women flight attendants were required to weigh no more than 115 pounds, be nurses and un-married. In those days they were called stewardesses.
A single window frame of a Boeing 747-400’s cockpit costs as much as a BMW.
After some thought, its also time to analyse two words, the left-hand cramping stewardess and the far more diverse, flight attendant. Here are two definitions:
A woman who performs the duties of a steward; especially: one who attends passengers (as on an airplane). Merriam-Webster 2018.
I collect dictionaries. Here are a few other definitions of stewardess.
A female waiter on shipboard . Websters Complete Dictionary 1882.
A female steward specifically a woman employed in passenger vessels to attend to the wants of female passengers. Webster’s Revised Unabridged Dictionary 1913.
A female steward, specifically a woman employed on shipboard to attend passengers, esp women and children. Webster’s New International Dictionary 1934.
B. Flight Attendant/In-flight crew member
Aperson who attends passengers on an airplane.
So not much history there – or is there?
The first the first flight attendant was a German man called Heinrich Kubis who first attended the passengers on board the DELAG Zeppelin in 1912. He also attended to the famous Hindenburg and was on board when it burst into flames and survived by jumping out a window as it dropped to the ground.
But things have changed over the years. For example, in the USA (and many others countries) in the 1950s, stewardesses had to be registered nurses or have at least two years in college behind them.
Appearance was very important and eventually the concept came to represent models in the sky. In the 1950s Stewardesses had to be female, between the ages of 21 and 26, between 5 feet 2 inches and 5 feet 6 inches tall and weigh no more than 135 pounds.
So the idea of stewardess emanated from the shipping world, where the derivation results from the international British maritime tradition dating back to the 14th century and the civilian US Merchant Marine.
So the first stewardess was actually a steward who was also a flight attendant.
Kenya is the second country in Africa to launch a Cargo Drone service after South Africa with Rwanda following shortly if officials there get their way. Ethiopia is also drafting drone regulations so things are looking up in UAV land.
Astral Aviation based in Nairobi says it wants to become the largest operator of cargo drones and as Amazon and other digital companies compete internationally in this space, entrepreneurs are lining up.
At this stage, drones are heavily used in South Africa and in Kenya along with Mauritius, but many other countries remain drone-free, at least officially.
Astral’s offering includes three drones with the largest called the FlyOx which is a $1.5m behemoth that can carry 2200kg’s more than 1,300 kilometres. That means the drone could fly cargo between Johannesburg and Cape Town.
The FlyOx is manufactured by Singular Aircraft which is designed and built in Barcelona, Spain. It’s first flight was on May 16, 2015 at the airport in Hofn, Iceland and it is now signing with aviation companies worldwide. The name FlyOx is really ironic, considering that one of the main modes of transport in the olde days was the ox wagon.
Here are the FlyOx specs.
Wing span 14 Mts
Overall lenght 11.50 Mts
Tail height 3.60 Mts
Max. weight 4,000 Kg
Landing gear retractable tail-wheeler
Landing surfaces Sea and Land
Basic empty weight 2,200 Kg
Payload 1,850 Kg
Take off roll 750 Mts
Landing roll 540 Mts
Rate of climb @ Vy 2,000 Ft/min
Rate of climb 1 engine operating 440 Ft/min
VNE 142 Kts
V. cruiser at 75% power 126 Kts
V. cruiser at 65% power 103 Kts
Max. Operational altitude 24,000 Ft
The smaller drones will carry between 5 and 10kg objects for shorter distances.
In South Africa, drone companies have been targeting mines and agriculture, but the Kenyans are planning to offer services to gas and oil companies, along with these other two sectors.
With roads and railways in Africa still grappling with major underdevelopment, the Cargo Drone is another aviation solution that could escalate quite quickly.
With a price tag that is not for the faint hearted, but given its payload, this aircraft is expected to become a standard cargo carrier operating in East Africa – if certified by the country’s aviation association.
SAA needs R20 billion to make it to 2021. That’s the amount of cash it requires for operations which is only R1bn less than Mpumalanga’s entire annual education budget. So let’s sink back into our bottom-scarring sardine-sized economy class seats and ruminate on possible SAA scenarios. If you’re South African place story over mouth and nose because your tax money is involved.
1. Business Continues
Note: This option is highly unlikely.
SAA is in the throes of proving constantly that it is a “going concern” and this doesn’t mean its going like a Boeing. No, going concern is simply having enough cash flow and dosh to continue paying workers, suppliers, international ATC and apron costs, landing fees, fuel and the large number of over paid executives who burgeoned like flies on a dying Pterodactyl courtesy of previous political deployment (PPD).
The problem is, the Auditor General has publicly warned that SAA is “not a going concern”.
Truth A: Shamble Air
SAA is technically bankrupt and had it not been a “national” airline bailed out repeatedly by politicians, it would have been shut down two years ago. Called on by parliament to explain the shocking state of affairs, former Board Chair Dudu “wake me up before you go-go” Myeni immediately disappeared into the humid air of Richards Bay like exploding methane from a hot sphincter.
I digress. Here then is the latest SAA spreadsheet:
R3.7-billion loss for the period 2016/17 which is 71% higher than the budgeted R2.2-billion loss.
Year-to-date costs were R561-million above budget
SAA is forecasting a loss of R4.8-billion for 2017-18 as well as in the 2018-19 financial year
International sales declined 9% (R816-million)‚ regional sales 2% (R91-million) and domestic sales 16% (R617-million)
Maintenance costs 19% (R580-million) above budget‚ energy 3% (R173-million) above budget & labour 2% (R79-million) above budget.
If SAA was a proper company, the thundering noise you’d be hearing would be heads rolling down OR Tambo International arrival hall as overpaid deployee’s were dispatched by Excel spreadsheet waving Financial Viking Pravin Gordhan.
On the Wednesday 2nd May Gordhan told a joint parliamentary sitting of the portfolio committee on finance and public enterprises that he plans to locate the moolah funnelled out of these State owned Entities including names, dates and receipts.
Importantly, Gordhan also will change the way boards are appointed because they’ve become willing partners in state capture he said. Myeni enveloped in her invisibility cloak and others will be watching with some disquiet.
We await the moment of rolling heads with baskets.
Truth B: Tax the poor to pay the deployed
No-one but government is willing to give this airline a few billion rands for its perennial begging bowl. So taxpayers – get ready. Most of you will never fly SAA but you’re going to be coughing up just so that some cadre deployed underdeveloped space cadet can wallow about the world pointing his/her latest hot thing at the SAA colours emblazoned upon a tail making grandiose statements like “I have an airline in Africa” and “Look Bushbuckridge unemployed are paying for my First class seat through the increase in VAT, they must be proud”.
2. Private Sale
Note: This scenario is unlikely
Who wants this debt-ridden Pterodactyl of the modern aviation marketplace?
All you get is an over staffed fat, waddling and decrepit carcass, full of angry newly entitled folks who will strike if you try deal with the debt after purchase. There are a few possible purchasers knocking about, but the government of South Africa is facing a classic ideological conundrum.
To state-own or not to state-own, that is the question.
State owned enterprises may be undergoing an operational reboot thanks to President Cyril Ramaphosa and his gifted special force financial Viking Enforcer, Pravin Gordhan the Excoriator, but its hard to remove rotten staff when they’re embedded like maggots inside the eviscerated bodies of SoEs.
Truth A: Protect staff = no sale
How much is SAA really worth?
Given its financial report: R1.
That’s because the BIG problem at SAA is its debt. So any new buyer gets a name, a few leased aircraft, and the fun of facing political overlords called NUMSA et al with their union-leader purchased BMW Z3s and 5% per worker protection racket.
No chance of reality there. So any buyer is really not getting more than some great pilots and cabin and ground crew and a few ageing airliners. And a very nice logo.
Truth B: Groans about loans
SAA says after making huge losses for the next 2 years, its long-term strategy will lead to a profit in 2021.
But what happens to all these tax payer loans? These politically inspired bits of billions poured into our symbolic national airline? Written off? Sorry taxpayer. Nix back.
The challenge of strangely structured employment contracts and onerous agreements are SAA’s millstone, but any new buyer would be forced to honour these. No go zone for proper investors.
3. Liquidate and Relaunch
Note: This is the most likely scenario
And thus, we have come to the only solution for SAA. When a company like SAA reaches the financial point of no return, an obvious option is to liquidate and relaunch. This has happened many times in recent years across the world of aviation.
Truth A: Bankrupt airlines can recover
The following airlines have been relaunched with most operations intact:
Swiss Air – liquidated then bought by Cross Air who relaunched Swiss Air Swiss International, now resold (with a profit!) to Lufthansa. Jobs saved. Well mostly.
Sabena Air – the Belgian government bailed out the national airline, then tired of this folly and let it be liquidated. Brussels Airline took over (owned by the Brussels Provincial government) made a profit and .. yes .. you guessed it .. sold to Lufthansa. Some jobs saved.
Austrian Airlines – Bankrupted in 2008 and sold by its owner, the Austrian Government. A year later, yes the big boys of Europe, the Lufthansa Group purchased the airline after the deal was scrutinised by the EU. A few jobs saved.
Truth B : Sometimes they can’t
Alitalia – Italy’s national airline. The Italian government allowed Alitalia to file for bankruptcy in May 2017. Its up for sale by auction and remains so. This is the most likely option for SAA, with a long-drawn out negotiation as the pilots leave for Emirates et al, skilled maintenance engineers phone Beijing and cabin crew and ground crew are snapped up by Emirates, Qatar, etc etc. They don’t know what to do with the jobs.
Pan American World Airways (Pan Am) – Once the symbol of commercial passenger aviation Pan Am actually helped launch the International Air Transport Association (IATA) but in the 1970s the rot set in. This was linked to deregulation and like SAA, it was a behemoth unable to cope with the lithe competitors. However it took one moment to permanently ground the airline – the 1988 Lockerbie disaster of Pan Am Flight 103, when Libyan terrorists planted a bomb that led to the deaths of all 243 passengers on board. Pan Am died in 1991. No jobs saved.
If SAA was a person, the family would be sorting out final matters and thinking about flowers and the cost of a casket. Sorry, much as I emotionally support my national airline, the reality is this beautiful story of Africa’s best Airline for well over 50 years will most likely end up being bankrupted, reconditioned and relaunched.
The other terrible truth which must be whispered is that times have changed. Kenya and Ethiopia are geographically located to steal SAA’s thunder. These two countries are placed on the lucrative East West routes meaning they can tap into trans-continental passenger and cargo routes. They can actually compete with Dubai for example, particularly Ethiopia.
Will SAA continue to dwell in the past as deployed cadres take turns through the boardroom turnstile, hustling to make a quick buck while the creditors pick apart the airline carcass, or will there be real hope and change?
Another aviation hero has emerged folks. Her name is Tammie Jo Shults and is being lauded after a Boeing 737 suffered a catastrophic un-contained engine failure as the aircraft headed west over the south side of New York at about 32,200ft doing around 850kph. Her fighter pilot training skills are believed to have helped as she and the First Officer fought to stabilise the plane as it lurched in the sky and then landed at Philadelphia International Airport.
Captain Shults was one of the first women fighter pilots in the US Navy and had the skill to land the lurchy F-18 fighter jet at over 300kph on the deck of a pitching aircraft carrier.
Her calmness and her ability to deal with the emergency really settled the passengers down while the cabin crew apparently were panicking. She came over the tannoy to soothe passengers and after the touch done, walked around the cabin making all her pax feel better.
When Tammie Jo Shults wanted to learn to fly she was told that the Air Force didn’t accept girl pilots. But she fought this perception and initially studied medicine while continuing to apply at the Air Force, then the US Navy. Eventually she was welcomed into the flying programme and became one of the first female F-18 pilots.
She went on to become an instructor before leaving the Navy in 1993 and joining Southwest.
When the Southwest Airlines flight 1380 lost its port engine, she immediately told ATC that part of the plane was missing and she was making an emergency landing at Philadelphia Airport.
“So we have a part of the aircraft missing so we’re going to need to slow down a bit,” was her understated comment.
Here is the audio recording of the conversation she had with ATC which indicates just what a cool character Ms Shults is.
Unfortunately the bits of engine shattered a window and a passenger was partially dragged out before other passengers grabbed her and pulled her back into the cabin.
The passenger has been named as Jennifer Riordan who died as a result of injuries sustained. Seven other passengers were also injured. Riordan was seated in 14A which is just forward of the wing trailing edge.
What is being questioned now is why the reinforced ring around the engine which is supposed to contain bits of titanium alloy fan when the turbine destroys itself did not work effectively.
Its not the first South West Airlines event attributed to what looks like metal fatigue of the fan blade root. But its nice to know that should this happen again, pilots like Tammie Jo Shults are in the front of the plane.
“They’re in the simulator and practice emergency descents … and losing an engine … They did the job that professional airline pilots are trained to do,” National Transportation Safety Board chairman Robert Sumwalt is quoted as saying.
The airline says it has now ordered inspections of all similar engines.
“The accelerated inspections are being performed out of an abundance of caution and are expected to be completed over the next 30 days. The accelerated checks are ultrasonic inspections of fan blades of the CFM56 engines,” it said in a statement.