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Possible but there should have been some clues. - Not hearing the two RJs on the CTAF that had pushed back and were moving toward active runways. - If transmitting required surface movements on the wrong frequency (e.g., Boston Center), SWA should have received a reply about being on the wrong...

SWA departed a few minutes before KPWM tower opened. With the caveat that LiveATC has considerable limitations, there is no evidence from LiveATC archives that SWA was using CTAF unlike other departing airliners (which used runway 36). Appears it was airport ops attempting to contact/warn SWA...

Preliminary weather observations from satellite imagery depicted cloudy conditions across the accident region from the surface to above 30,000 ft. Weather data also identified the potential for rime and mixed icing from 12,000 ft to 25,000 ft. NTSB Aviation Investigation Preliminary Report - N690BM

Liquid EMAS

This video captures some of the relevant ZDC comms. If IMC at 20K cruise, a request to climb out of IMC would make sense in response to a failed autopilot. N690BM

63-year-old pilot and 73-year-old passenger identified. Nose gear visible in VSP photo. Unclear if gear extended by pilot or just ended up in that position due to impact.

KHEF 051256Z 00000KT 10SM OVC006 13/13 A3016 RMK AO2 KHEF 051156Z 36004KT 8SM -RA OVC006 12/12 A3016 RMK AO2 Comms with HEF tower sounded routine. Pilot voice sounded like an older male. Quick IFR release. Departed 16L using ARSNL5 SID. Search of LIveATC for Potomac and ZDC yielded either quiet...

But the flight crew never did stow the spoilers. From FDR data, spoilers were deployed around 500 ft AGL and remained deployed. The aircraft departed controlled flight at 174 ft AGL. The NTSB noted that the stick shaker/stick pusher operated per spec, accommodating the increased stall speed with...

The quest for Fahrvergnügen takes many forms…

I don’t think the video was specifically tailored to the text article. Given that the #1 purpose of videos embedded in news articles is to generate ad revenue, the video served its purpose. Regarding the suggestion to allow computers to do the separating, here’s a couple of points. KDCA has...

Agree but at the time of its introduction in the early 2000s, the SR20 considerably outperformed anything available in the trainer or entry-level market. My description as “high performance” was in that context and not by FAR definition. It is unclear whether Lidle’s CFI was providing...

The Lidle and Munson accidents were related to their profession, but not due to that specific profession. Both were well-paid professional athletes, giving them the financial resources that allowed both to fast-track to operating and owning high-performance aircraft. Lidle went from PPL to...

Page 20 the accident report states “[T]he Heyburn Police Department report, along with a copy of the YouTube video are included in the public docket.” Which of the 43 docket items contains the above? I’ve looked without success.

UAL public relations trying to make lemonade out of lemons; i.e., our flight crew was unprofessional, unsafe, and negligent only during an inherently safe phase flight.

I don’t see anything in 121.547 and 121.587 that would authorize what occurred. Even if allowed by the FARs, UAL has stated that this violated company policy.

Additional info from docket: Student pilot was the owner of the accident aircraft. The Narrative History of Flight for the NTSB 6120.1 is written entirely in passive voice, which makes attriibutinig specific actions to either student or instructor impossible. According to FAA interview of the...

I think you’re confusing responsibility (blame) with cause (action). A passenger (or student pilot) can certainly cause an aircraft accident even though the PIC retains responsibility for the safe conduct of the flight. In this accident, it was the student pilot’s omission of operating an...

Flight crew initially thought problem was an inboard slat separation because both engines were running OK so I don’t think it was a FBO event that triggered the engine cowl separation.

NTSB Prelim Rpt - N1125A

Not many surprises here. NTSB Aviation Accident Preliminary Report - N27290