1 missing, 1 rescued after small cargo plane crashes off Haulover Inlet

08.02.2019/ 12:16 EST
Atlantic Ocean about 32 miles east of

Miami-Opa Locka Executive Airport (OPF), Miami, FL

Report: NTSB Identification: ERA19LA096

On February 8, 2019, at 12:16 EST, a General Dynamics Convair 340 (C-131B), N145GT, was destroyed during a ditching in the Atlantic Ocean about 32 miles east of Miami-Opa Locka Executive Airport (OPF), Miami, Florida. The captain Robert Hopkins, 68, of Coconut Creek, was fatally injured, and the first officer Rolland Silva, 28, was seriously injured. The airplane was registered to and operated by Conquest Air, Inc., as a cargo flight. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed. The flight departed Lynden Pindling International Airport (MYNN), Nassau, Bahamas, at 11:13. The accident occurred during a return trip to OPF. The cargo plane started to lose altitude at about 4,600 feet and some 10 minutes later - at 1,200 feet - it ditched into the ocean. It appeared the aircraft broke up after it hit the water during an attempted water landing. Investigators determined the aircraft was damaged beyond repair. 

Iran cargo plane crash

'leaves 15 dead' near Tehran
 

14.01.2019/ 08:30 LT
Fath airport in Karaj, 40km (25 miles) west of Tehran

 
A cargo plane crash near the Iranian capital, Tehran, has killed 15 people, Iran's army says.
The Boeing 707 (EP-CPP) came off the runway and hit a residential area while trying to land at Fath airport in Karaj, 40km (25 miles) west of Tehran, in poor weather.
Only a flight engineer of the 16 people on board was found alive, with no-one reportedly killed on the ground.
The plane's "black box" voice recorder has been found at the crash site. The plane belonged to the air company Saha Air, and all those on board were Iranian citizens.
Fath airport belongs to Iran's elite Revolutionary Guards Corps, and is located in the central Iranian province of Alborz.
The cargo aircraft was transporting meat from the Kyrgyz capital, Bishkek.
Its wreckage was found smouldering among houses in a residential area between Fath and another airport, Payam International Airport. The houses were empty at the time of the crash.

Four people killed in Agusta Westland AW119 helicopter crash in Russian Siberian city of Ulan-Ude

30.12.2018/ 10:38 LT
Russia/ Eastern Siberia/ 18km NE of Ulan-Ude
 
Four people were killed after the private Agusta Westland AW119 helicopter (RA-01908) crashed near Ulan-Ude, the capital of Siberia’s Buryatia republic.
The department of the Russian Emergencies Ministry in the republic of Buryatia confirmed the information. The helicopter belonged to a local businessman.
Rescuers extinguished the fire of the helicopter, which broke out after the accident.

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Lion Air flight JT610 crash, 189 killed

29.10.2018/ 06:33 LT
Indonesia/ near Kerawang

According to Indonesian NTSB Preliminary report and other sources:
On 28 October 2018, a Boeing 737-8 (MAX) aircraft registered PK-LQP was being operated by PT. Lion Mentari Airlines (Lion Air) as a scheduled passenger flight from I Gusti Ngurah Rai International Airport (WADD), Denpasar to Jakarta as LNI043. During pre-flight check, the PIC discussed with the engineer of the maintenance actions that had been performed including replacement of the AoA (Angle of Attack) sensor and had been tested accordingly.
The aircraft departed at 1420 UTC (2220 LT) at night time, the DFDR showed the stick shaker activated during the rotation and remained active throughout the flight. About 400 feet, the PIC (Pilot in Command) noticed on the PFD (Primary Flight Display) the IAS DISAGREE warning appeared. The PIC handed over control to the SIC and cross checked the PFDs with the standby instrument and determined that the left PFD had the problem. The PIC noticed the aircraft was automatically trimming AND (Aircraft Nose Down). The PIC moved the STAB TRIM switches to CUT OUT and the SIC (Second in Command) continued the flight with manual trim without auto-pilot until the end of the flight.
The PIC declared “PAN PAN” to the Denpasar Approach controller due to instrument failure and requested to maintain runway heading. The PIC performed three Non-Normal Checklists and none contained the instruction “Plan to land at the nearest suitable airport”.
The remainder of the flight was uneventful and the aircraft landed Jakarta about 1556 UTC. After parking, the PIC informed the engineer about the aircraft problem and entered IAS and ALT Disagree and FEEL DIFF PRESS problem on the AFML.
The engineer performed flushing the left Pitot Air Data Module (ADM) and static ADM to rectify the IAS and ALT disagree followed by operation test on ground and found satisfied. The Feel Differential Pressure was rectified by performed cleaned electrical connector plug of elevator feel computer. The test on ground found the problem had been solved.
At 2320 UTC, (0620 on 29 October 2018 LT), the aircraft departed from Jakarta with intended destination of Pangkal Pinang. The DFDR (Digital Flight Data Recorder) recorded a difference between left and right AoA of about 20° and continued until the end of recording. During rotation the left control column stick shaker activated and continued for most of the flight.
During the flight the SIC asked the controller to confirm the altitude of the aircraft and later also asked the speed as shown on the controller radar display. The SIC reported experienced „flight control problem‟.
After the flaps retracted, the DFDR recorded automatic AND trim active followed by flight crew commanded ANU trim. The automatic AND trim stopped when the flaps extended. When the flaps retracted to 0, the automatic AND trim and flight crew commanded ANU trim began again and continued for the remainder of the flight. At 23:31:54 UTC, the DFDR stopped recording.
The plane went down in waters about 30 meters to 35 meters (98 to 115 ft) deep. On 01 November 2018 the DFDR was recovered and its data downloaded. In the middle of January 2019 divers from the Indonesian navy have recovered the second "black box" - the cockpit voice recorder.
According to the plane's flight data recorder, a new anti-stall system known as "MCAS" kept automatically pushing the nose of the plane down. During the aproximatley 13-minute flight, the pilots fought the downward tilt more than two dozen times until finally losing control and crashing into the Java Sea at 450 mph.
All 189 people on board were killed.

List of crew and passengers || Photos

Aeronautical engineer Peter Lemme reviewed the data from the investigator's preliminary report.
"This is a situation where they're flying the plane manually, they don't expect this kind of motion, so that definitely threw them off," he said.
Investigators believe a faulty sensor on the outside of the aircraft caused the MCAS system to malfunction. They also found the plane experienced incorrect readings on its three previous flights. The sensor was replaced, but the problem continued.
The pilots made attempts to regain control of the aircraft, but investigators said they did not hit two cutoff switches that would have deactivated the automated system - as was done by pilots on the plane's previous flight.
An erroneous angle-of-attack reading while pilots are flying manually can cause the plane’s flight computers to command the Max models to dive, Boeing said in the bulletin to airlines. While planes like the Max fly mostly on autopilot, pilots can fly manually if they’re dealing with unusual situations like the malfunctions that occurred on the Lion Air flight. Pilots can override the nose-down movement by pushing a switch on their control yoke, but the plane’s computers will resume trying to dive as soon as they release the switch, the manufacturer said.
Pilots should follow a separate procedure to halt the potentially dangerous action by the plane, the bulletin said. Flight crews are taught to handle “uncommanded nose-down stabilizer trim” by memorizing a procedure to disengage the angle-of-attack inputs to the plane’s computer system.
That angle-of-attack sensor is intended to measure the direction of air flow over wings so that they maintain lift. If the flow is disrupted by a plane going too slow or climbing too steeply, that can cause an aerodynamic stall and a plane will plummet. However, if the sensor malfunctions, it can cause the plane’s computers to erroneously think it is in a stall - which can then command the aircraft to abruptly dive.
 
History of the Flight JT610