CIA Agent Vaughn CrawfordPosted on June 4, 2014 by Cryptocomb Vaughn Jack Crawford is a pilot and has been a CIA agent since 2002. He has been the lead pilot on many CIA rendition flights.Below are a few CIA proprietaries that have provided a cover for Vaughn Crawford.Altius AvaitionCoyne International Enterprises, Inc.Photo welcomed.Source Sends -FAA recognizes Vaughn Jack Crawford116 Robbins LnDe Witt, NY 13214

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Top of FormALTUS AVIATION LLC113 TUSKEGEE RD. SYRACUSE, NY 13211 INFO@ALTIUSAVIATIONGROUP.COM

http://www.altiusaviationgroup.com/Updated September 18, 2013, 11:01 a.m. ETFAA recognizes Vaughn Jack CrawfordSyracuse-based pilot sets positive exampleBy STAFF REPORTS

The FAA hopes new pilot training standards will enhance airline safetyThe Federal Aviation Administration (FAA) is recognizing Vaughn Jack Crawford with inclusion in the prestigious FAA Airmen Certification Database.The database, which appears on the agency's website at www.faa.gov, names Crawford and other certified pilots who have met or exceeded the high educational, licensing and medical standards established by the FAA.Pilot certification standards have evolved over time in an attempt to reduce pilot errors that lead to fatal crashes. FAA standards, which are set in consultation with the aviation industry and the public, are among the highest in the world.Transportation safety experts strongly recommend against flying with an uncertified pilot. FAA pilot certification can be the difference between a safe flight and one that ends in tragedy.The FAA recently announced that is it increasing the qualification requirements for co-pilots who fly for U.S. passenger and cargo airlines. These requirements mandate additional minimum flight time and training, as well as aircraft specific training."Safety will be my overriding priority as Secretary, so I am especially pleased to mark my first week by announcing a rule that will help us maintain our unparalleled safety record," said Transportation Secretary Anthony Foxx in a press release. "We owe it to the traveling public to have only the most qualified and best trained pilots."According to the FAA, the new regulations stem in part from the crash of Colgan Air 3407 in February 2009. An investigation of the crash revealed that pilot Renslow, had failed three "check rides" (the flying equivalent of driver proficiency tests) and may not have had adequate training to respond to the emergency leading up to the crash.The FAA offers a variety of pilots licenses and certificates, each with a different set of privileges. These levels include Student, Recreational, Sport, Private, Commercial And Airline Transport Pilot.Pilots with a student pilot certification are not permitted to fly solo and are barred from carrying passengers. Sport pilot certificate holders can not carry more than one passenger and are permitted to only fly light-sport aircraft during the daytime.The highest level of certification is the Airline Transport Pilot Certificate (ATP), which is required to fly a commercial airliner.To obtain Airline Transport Pilot Certificate, pilots must possess a commercial pilot license, have more than 1500 hours of experience in aircraft and be at least 21 years old. However, pilots with an aviation degree can qualify for the certificate with just 1,000 hours.Pilots obtaining an Airline Transport Pilot Certificate must also pass an exam covering air law, general aircraft knowledge, flight planning, meteorology, navigation, instrumentation and other important topics.Pilots are required to pass a physical examination administered by a FAA-authorized medical examiner.There are a number of medical conditions that the FAA considers disqualifying, such as Bipolar disease, cardiac valve replacement, coronary heart disease, diabetes mellitus requiring hypoglycemic medications, disturbance of consciousness without satisfactory explanation of cause, epilepsy, heart replacement, Myocardial infarction, permanent cardiac pacemaker, personality disorder that is severe enough to have repeatedly manifested itself by overt acts, psychosis, substance abuse, substance dependence, transient loss of control of nervous system function(s) without satisfactory explanation of cause.Pilots are required to report to the FAA's Security and Investigations Division any alcohol-related vehicle actions, such as an arrest, administrative action, driver license suspension.The FAA has reason to be concerned in general about alcohol use by pilots. Recently, a 48 year-old American Eagle pilot was forced from the aircraft cockpit after airline employees smells alcohol on him. The pilot, Kolbjorn Jarle Kristiansen , subsequently failed a breathalyzer test and was arrested.The Federal Aviation Administration's Airmen Certification Database contains the following listing:UniqueID: A0400122FirstName: Vaughn JackLastName: CrawfordStreet1:116 Robbins Ln Street2:City: SyracuseState: NYZip: 13214-1834Country: USARegion: EaMedClass: MedDate: http://www.primarypost.com/pilots/A0400122/Vaughn-Jack-Crawford

Colgan Air Flight 3407From Wikipedia, the free encyclopediaJump to: navigation, search Colgan Air Flight 3407

A Dash-8 Q400 similar to the aircraft involved.

Accident summary

DateFebruary 12, 2009(2009-02-12)

SummaryAircraft stalled due to "inappropriate inputs", possible fatigue

SiteClarence Center, New York, USA

Passengers45

Crew4

Injuries (non-fatal)4 (all on the ground)

Fatalities50 (1 on ground)

Survivors0

AircrafttypeBombardier DHC8-402 Q400

OperatorColgan Airas Continental Connection

RegistrationN200WQ

Flight originNewark Liberty International Airport, Newark, NJ

DestinationBuffalo Niagara International Airport, Buffalo, NY

Colgan Air Flight 3407, marketed as Continental Connection under a codeshare agreement with Continental Airlines, was a Bombardier Dash-8 Q400, registration number N200WQ, on a scheduled regional airline flight from Newark, New Jersey, to Buffalo, New York. On February 12, 2009, at 10:17 p.m. EST, the plane crashed into a house in Clarence Center, New York, after experiencing an aerodynamic stall.[1] All 49 people on board were killed, along with one person in the house.The accident, which triggered a wave of inquiries over the operations of regional airlines in the United States, was the first fatal accident of a commercial airliner in the U.S. since the August 2006 crash of Comair Flight 191, and was the most recent until the crash of Asiana Airlines Flight 214 on July 6, 2013, in San Francisco.[2] It remains the most recent fatal crash of a U.S.-based commercial airline. Families of the accident's victims lobbied the U.S. Congress to enact more stringent regulations over regional carriers, and apply greater scrutiny to safe operating procedures and the working conditions of pilots. The Airline Safety and Federal Aviation Administrative Extension Act of 2010 required some of these regulation changes.The accident was investigated by the National Transportation Safety Board (NTSB), with a final report issued on February 2, 2010. The NTSB determined that the accident was caused by the pilots' inability to respond properly to the stall warnings.[3]Contents[hide] 1 Flight details 2 Crash 2.1 Victims 3 Reactions 4 Investigation 5 Legacy 6 Dramatization 7 See also 8 References 9 External linksFlight details[edit]Colgan Air Flight 3407 (9L/CJC 3407) was marketed as Continental Connection Flight 3407. The flight made a delayed departure at 9:20 p.m. EST,[4] en route from Newark Liberty International Airport to Buffalo Niagara International Airport. The flight was one of seven Continental flights bound for Buffalo Niagara that day, out of a total of 110 incoming and departing flights across all carriers at Buffalo.[5]The aircraft was a 74-seat Bombardier Dash 8 Q400, registered N200WQ. The two-engine turboprop was owned and operated by Colgan Air. N200WQ was registered with the Federal Aviation Administration in April 2008[6] and entered service later that month.[7]The Q400 model has been involved in 13 incidents, but the crash of Flight 3407 was the first resulting in fatalities.[7] This crash was also the first fatality on a Colgan Air passenger flight since the company was founded in 1991; there was a previous fatal accident (not involving passengers) in August 2003 when a repositioning flight crashed offshore of Massachusetts, killing both crew members. The only prior aviation incident on a Colgan Air passenger flight occurred at LaGuardia Airport, when another plane collided with the Colgan aircraft while taxiing, resulting in minor injuries to a flight attendant.[8]The crew of four was led by Captain Marvin Renslow, age 47, of Lutz, Florida, who was hired by Colgan in 2005 and had flown 3,263hours. 110 of these hours were on the Dash-8 Q400 (all 110 as captain).[9][10] First Officer Rebecca Lynne Shaw, age 24, of Maple Valley, Washington,[11][12][13] was hired by Colgan in January 2008, and had flown 2,200 hours, 772 of them in the Q400 (colloquially stated in aviation as "time in type").[10] Flight attendants Matilda Quintero and Donna Prisco both joined Colgan in May 2008. Captain Joseph Zuffoletto, an off-duty crew member aboard Flight 3407, was hired by Colgan in September 2005.[14][15]Crash[edit]

Planform view of a Q400 showing the high aspect ratio (long, narrow) wings

FAA ILS/LOC approach plate to runway 23 at Buffalo Niagara International Airport (KBUF). The flight crashed (marked in red) near the locator outer marker (LOM) (identifier: "KLUMP") about five nautical miles from the threshold of Rwy 23.The Q400 had been cleared for the ILS runway 23 approach to Buffalo Niagara International Airport when it disappeared from radar. Weather conditions were a wintry mix in the area, with light snow, fog, and winds at 17 miles per hour (15 knots). The de-icing system was turned on 11 minutes into the flight by the crew, who discussed significant ice buildup on the aircraft's wings and windscreen shortly before the crash.[16][17][18] Two other aircraft reported icing conditions around the time of the crash. The last radio transmission from the flight occurred when the plane was 3.0 miles (4.8km) northeast of the airport radio beacon known as KLUMP (see diagram), when First Officer Shaw acknowledged a routine instruction to change to tower frequency. The aircraft crashed 41 seconds after the last transmission. After several attempts to hail the crew, controllers requested the assistance of Delta Air Lines Flight 1998 from Atlanta, GA and US Airways Flight 1452 from Charlotte, NC to make visual contact with the missing airplane; the Delta crew members responded that they did not see the plane.[15][19][20][21][22]During the flight and continuing through the plane's landing approach, the crew had been flying on autopilot. During final approach, the pilots extended the aircraft's flaps and landing gear for landing. After the landing gear and flaps had been extended, the flight data recorder (FDR) indicated that the airspeed had decayed to 145 knots (269km/h).[23] The captain, who was the pilot flying, then called for the flaps to be set at the 15 degree position. As the flaps transitioned past the 10 degree mark, the FDR indicated that the airspeed had further slowed to 135 knots (250km/h). Six seconds later, the aircraft's stick shaker, a device intended to provide aural and tactile awareness of a low speed condition, sounded. At that time, the cockpit voice recorder (CVR) recorded the autopilot disengaging. The FDR now indicated that the aircraft's speed was a dangerously slow 131 knots (243km/h). However, instead of following the established stall recovery procedure of adding full power and lowering the nose to prevent the stall, the captain only added about 75% power and continued applying nose-up inputs. As the aircraft came even closer to stalling the stick pusher activated ("The Q400 stick pusher applies an airplane-nose-down control column input to decrease the wing angle-of-attack [AOA] after an aerodynamic stall").[23] The captain overrode the pusher and continued pulling on the control yoke causing the aircraft upset and later loss of control.[24] The Q400 went into a yaw (moved off course) and pitched up at an angle of 31 degrees in its final moments, before pitching down at 45 degrees. It then rolled to the left at 46 degrees and snapped back to the right at 105 degrees. Occupants aboard experienced forces estimated at nearly twice that of gravity. Witnesses on the ground indicated that they heard the engines sputter just before the crash.[25]The plane struggled for about 25 seconds, during which time the crew made no emergency declaration. It rapidly lost altitude and crashed into a private home at 6038 Long Street,[26] about 5 miles (8km) from the end of the runway, and nearly directly under its intended approach path, with the nose pointed away from the destination airport. The aircraft exploded on impact, destroying the house and most of the plane, with the tail of the plane broken off and nearly intact. The house was the home of Douglas and Karen Wielinski along with their daughter Jill. Douglas was killed; his wife and daughter escaped with minor injuries and were treated at the Millard Fillmore Suburban hospital. The lots in the area are only 60 feet (18.3 meters) wide; the plane hit the house squarely, destroying it in the ensuing fire with little damage to surrounding homes.[27] The home was close to the Clarence Center Fire Company, so emergency personnel were able to respond quickly. While fighting the blaze, two firefighters were injured. The crash and intense fire caused the evacuation of 12 nearby houses.[5][17][22][28][29][30][31]Victims[edit]A total of 50 people were killed, including all 49 passengers and crew on board, and one resident of the house that was struck. One woman on the plane was pregnant. There were four injuries on the ground, including two other people inside the home at the time of the crash. Among the dead were: Alison Des Forges, a human rights investigator and an expert on the Rwandan genocide.[32][33] Beverly Eckert, who became co-chair of the 9/11 Family Steering Committee and a leader of Voices of September 11 after her husband Sean Rooney was killed in the September 11 attacks. She was en route to Buffalo to celebrate her husband's 58th birthday and award a scholarship in his memory at Canisius High School.[7][32][34][35] Gerry Niewood and Coleman Mellett, jazz musicians who were en route to a concert with Chuck Mangione and the Buffalo Philharmonic Orchestra.[32] Susan Wehle, the first American female Jewish Renewal cantor.[36]

U.S. President Barack Obama shaking hands with Beverly Eckert six days before the accidentNationalityPassengersCrewGroundTotal[32]

American414146

Canadian2002

Chinese1001

Israeli1001

Total454150

Reactions[edit] Colgan Air set up a telephone number for families and friends of those affected to call on February 13, and a family assistance center was opened at the Cheektowaga Senior Center in Cheektowaga CDP, Town of Cheektowaga, New York.[37][38][39] The American Red Cross also opened reception centers in Buffalo and Newark where family members could receive support from mental health and spiritual care workers.[40] During the afternoon, the U.S. House of Representatives held a moment of silence for the victims and their families.[41] Buffalo's professional ice hockey team, the Buffalo Sabres, held a moment of silence prior to their scheduled game the next night against the San Jose Sharks.[42] The University at Buffalo (UB), which lost 11 passengers who were former employees, faculty or alumni, and 12 who were family members of faculty, employees, students or alumni in the crash, also held a remembrance service on February 17, 2009.[43][44] A band with the flight number was worn on UB players' uniforms for the remainder of the basketball season. Buffalo State College's 11th President Muriel Howard released a statement regarding the six alumni lost on Flight 3407. Beverly Eckert was a 1975 graduate from Buffalo State.[45] On March 4, 2009, New York Governor David Paterson proposed the creation of a scholarship fund to benefit children and financial dependents of the 50 crash victims. The Flight 3407 Memorial Scholarship would cover costs for up to four years of undergraduate study at a SUNY or CUNY school, or a private college or university in New York State.[46] The accident was the basis for a PBS Frontline episode on the regional airline industry. Discussed in the episode were issues relating to regional airline regulation, training requirements, safety, and working conditions which may have contributed to the accident. Also discussed were the operating principles of regional airlines and the agreements between regional airlines and major airlines.[47]Investigation[edit]The National Transportation Safety Board (NTSB) announced that they would send a team to the crash site on February 13 to begin the investigation.[19][20] NTSB spokesman Steve Chealander said that 14 investigators were assigned to the crash of Continental Connection Flight 3407.[48] Both the Flight data recorder (FDR) and the Cockpit voice recorder (CVR) were retrieved and analyzed in Washington, D.C.[22][49]Anglin Aircraft Recovery Services, LLC of Delaware, USA dispatched a crew of 8 specialist to engineer and effect the recovery of the aircraft remains. They performed rigging, extraction, loading and securement of the wreckage for transport to their secure storage facility for future analysis.After initial FDR and CVR analysis, it was determined that the aircraft went through severe pitch and roll oscillations after positioning its flaps and landing gear for landing. Until that time, the Dash 8 had been maneuvering normally. The de-icing system was reported to be turned on. During descent, the crew reported about 3 miles (4.8km) of visibility with snow and mist. Preceding the crash, the aircraft's stall-protection systems had activated. Instead of the aircraft's diving straight into the house as was initially thought, it was found that the aircraft fell 800 feet (240m) before crashing pointing northeast, away from the destination airport. The passengers were given no warning of any trouble by the pilots. Occupants aboard the Dash 8 experienced an estimated force two times that of gravity just before impact. Chealander said information from the aircraft's flight data recorder indicates that the plane pitched up at an angle of 31 degrees, then down at 45 degrees. The Dash 8 rolled to the left at 46 degrees, then snapped back to the right at 105 degrees, before crashing into the house, and erupting in flames on impact.[17][22][22][30][50][51]At the crash scene, an area 2 square miles (5.2km2) in size was cordoned off, despite the small footprint of the actual damage. Investigators stated it would take three or four days to remove all human remains and a few weeks to positively identify them. As the recovery efforts proceeded, Chealander remarked that freezing temperatures as well as difficulty accessing debris were slowing the investigation. Portable heaters had to be brought to the site to melt ice left in the wake of the firefighting efforts. Initial analysis of the aircraft's remains revealed the cockpit had sustained the greatest impact force, while the main cabin was mostly destroyed by the ensuing fireball. Towards the rear of the aircraft, passengers were found still strapped in their seats.[30][50][52]On February 15, more information on the crash was released by the NTSB saying it appeared the plane had been on autopilot when it went down. The investigators did not find evidence of the severe icing conditions that would have required the pilots to fly manually.[53] Colgan Air recommends pilots fly manually in icing conditions, and requires they do so in severe icing conditions. The NTSB had issued a safety alert about the use of autopilot in icing conditions in December 2008. Without flying manually, pilots may be unable to feel changes in the handling characteristics of the airplane, which is a warning sign of ice buildup. The NTSB also revealed that the plane crashed a mere 26 seconds after trouble was first registered on the flight data recorder.[54][55][56]More details emerged on February 18. It was reported that a re-creation of events leading up to the crash indicated that the stick pusher had activated, which pushes the nose down when it determines a stall is imminent in order to maintain airspeed so the wings continue to generate lift and keep the aircraft aloft. The crew, concerned about a nose-down attitude so close to the ground, may have responded by pulling the nose upward and increasing power, but over-corrected, causing a stall or even a spin.[57] Bill Voss, president of Flight Safety Foundation, told USA Today that it sounded like the plane was in "a deep stall situation".[58]On March 25, 2009, NTSB investigators said that icing probably did not contribute greatly to the accident.[59] On May 11, 2009, new information came out that Captain Renslow had failed three "check rides" - the flying equivalent of driver proficiency tests,[60] including some at Gulfstream International with its controversial pay-to-fly program,[61] and it was suggested that he may not have been adequately trained to respond to the emergency that led to the airplane's fatal descent.[62] Crew fatigue was also suspected, as both pilots appear to have been at Newark airport overnight and all day prior to the 9:18 pm departure.[63] In response to questioning from National Transportation Safety Board members, Colgan Air officials acknowledged that both pilots apparently were not paying close attention to the aircraft's instruments and failed to follow the airline's procedures for handling an impending stall in the final minutes of the flight. 'I believe Capt. Renslow did have intentions of landing safely at Buffalo, as well as first officer Shaw, but obviously in those last few moments ... the flight instruments were not being monitored, and that's an indication of a lack of situational awareness,' said John Barrett, Colgan's director of flight standards. The official transcript of the crew's communication, obtained from the cockpit voice recorder, as well as an animated depiction of the crash, constructed using data from the flight data recorder were made available to the public on May 12, 2009, the first day of the public hearing which was led by NTSB Chairman at the time Mark Rosenker. Some of the crew's communication violated federal rules banning nonessential conversation.[64] From May 12 to May 14, the NTSB interviewed 20 witnesses of the flight.[65]On June 3, 2009, the New York Times published an article[66] detailing complaints about Colgan's operations from an FAA inspector who observed test flights in January 2008. As in a previous FAA incident handling other inspectors' complaints,[66] the Colgan inspector's complaints were deferred and the inspector was demoted. The incident is under investigation by the Office of Special Counsel, the agency responsible for U.S. Government federal whistle-blower complaints.Safety issues examined during the accident investigation process included pilot training, hiring, and fatigue problems, leading the FAA to issue a "Call to Action" for improvements in the practices of regional carriers.[67]On February 2, 2010, the NTSB adopted its final report into the accident. This was the first time in 15 years that a report had been adopted by the NTSB in less than a year from the date of the accident. It concluded that the cause of the accident was pilot error.The captain failed to react in the proper manner, by decreasing the angle-of-attack, when the stick shaker activated. Instead, following the activation of both the stick shaker and the stick pusher, he countermanded by pulling back on the stick, which greatly exacerbated the situation. "...his improper flight control inputs were inconsistent with his training and were instead consistent with startle and confusion. It is unlikely that the captain was deliberately attempting to perform a tailplane stall recovery."[23]The NTSB was unable to determine why the first officer retracted the flaps and also suggested that the landing gear should be retracted. Her actions were also inconsistent with company stall recovery procedures and training. The actions of both pilots led to the aircraft entering an accelerated stall.[23]The method by which civil aircraft pilots can obtain their licenses was also criticized by the NTSB. The report was published on February 25, 2010.[3]The NTSB determined that in addition to Renslow's inadequate response to the stick shaker activation, there were key contributing factors. Primary among these were the flight crew's failure to monitor airspeed in relation to the rising position of the lowspeed cue and adhere to sterile cockpit procedures, Renslow's failure to effectively manage the flight, and Colgan Airs inadequate airspeed selection and management procedures for approaches in icing conditions.[23]The board further found that: "The pilots' performance was likely impaired because of fatigue, but the extent of their impairment and the degree to which it contributed to the performance deficiencies that occurred during the flight cannot be conclusively determined." NTSB Chairman Deborah Hersman, while concurring, made it clear she considered fatigue a contributing factor. She compared the twenty years that fatigue has remained on the NTSB's Most Wanted List of Transportation Safety Improvements (without getting substantial action on the matter from regulators) to the changes in tolerance for alcohol over the same time period, noting that the performance impacts of fatigue and alcohol were similar.[23]Legacy[edit]The FAA has proposed or implemented several rule changes as a result, in areas ranging from fatigue to Airline Transport Pilot Certificate (ATP) qualifications. One of the most significant has already taken effect, changing the way examiners grade checkrides in flight simulators during stalls.[68]Renslow's decision to pull back on the elevators when the stick began to shake, raising the nose, baffled investigators initially, since that was the exact opposite of what pilots are trained to do in that situation. Since it caused the stall, it was the reason his error was blamed for the crash. Investigators were still not sure why he had pulled when he should have pushed, as he had at least 2,000 feet (610m) within which to recover.[68]One eventually looked at the Practical Test Standards (PTS) for ATP certification, which allowed for an altitude loss of no more than 100 feet (30 m) in a simulated stall. The NTSB theorized that due to this low tolerance, pilots may have come to fear loss of altitude in a stall and so acted more to prevent that, even to the detriment of recovering from the stall itself. New standards subsequently issued by the FAA eliminate any specific amount, calling instead for "minimal loss of elevation" in a stall. One examiner has told an aviation magazine that he is not allowed to fail any applicant for losing altitude in a simulated stall so long as the pilot is able to regain the original altitude.[68]Dramatization[edit]The story of the disaster was featured on the tenth season of Canadian National Geographic Channel show Mayday episode entitled "Dead Tired" (known as Air Emergency in the US, Mayday in Ireland and France, and Air Crash Investigation in the UK and the rest of world).See also[edit]New York portal

Aviation portal

Disasters portal

2000s portal

American Eagle Flight 3008 incident in 2006 and others back to 1998 involving ice buildup Atlantic Coast Airlines Flight 6291 China Airlines Flight 140 - a similar accident caused by aerodynamic stall Icing conditions in aviation

References[edit]1. ^ UPDATE ON NTSB INVESTIGATION INTO CRASH OF COLGAN AIR DASH-8 NEAR BUFFALO, NEW YORK NTSB Advisory, March 25, 2009 "The data indicate a likely separation of the airflow over the wing and ensuing roll two seconds after the stick shaker activated while the aircraft was slowing through 125 knots and while at a flight load of 1.42 Gs. The predicted stall speed at a load factor of 1 G would be about 105 knots." NOTE: The predicted stall speed for this aircraft at a flight load of 1.42 Gs would be about 125 kts which is arrived at by multiplying 105 kts (the predicted stall speed at 1 G) by 1.19164 (the square root of the flight load in Gs). Icing on the wing and tail surfaces, if any, would increase this stall speed.2. ^ "SFO Airport Plane Crash: Asiana 777 Passenger Jet Crashes While Trying To Land (PHOTOS)". Huffingtonpost.com. 2013-07-03. Retrieved 2013-07-07.3. ^ a b Hradecky, Simon. "Crash: Colgan DH8D at Buffalo on Feb 12th 2009, impacted home while on approach". Aviation Herald. Retrieved 2 February 2010.4. ^ "ASN Aircraft accident de Havilland Canada DHC-8-402 Q400 N200WQ Buffalo Niagara International Airport, NY (BUF)" (February 13, 2009). Aviation Safety Network.. Retrieved February 14, 2009.5. ^ a b Carey, Elizabeth (February 13, 2009). "Buffalo area plane crash claims 50 lives". The Business Review. Retrieved February 13, 2009.6. ^ "FAA Registry: N-Number Inquiry Results". Federal Aviation Administration.. Retrieved 2009-02-13..7. ^ a b c Dolmetsch, Chris; Miller, Hugo (2009-02-13). Continental Flight Crashes Near Buffalo, Killing 50 (Update3). Bloomberg.com Retrieved 2009-02-138. ^ Babineck, Mark; Hensel, Bill Jr. (2009-02-13). "Records show Colgan flights had been fatality free". Houston Chronicle. Retrieved 2009-02-13.9. ^ [1][dead link]10. ^ a b "Frequently Asked Questions Colgan Air Flight 3407". February 24, 2009. Retrieved February 26, 2009.11. ^ "Co-pilot of crashed plane was from Wash" (2009-02-13). Katu. Retrieved 2009-02-13.12. ^ Tahoma High grad Rebecca Shaw dies in Continental 3407 crash February 14, 200913. ^ Maple Valley woman co-pilot in plane crash: Rebecca Shaw, 24, worked hard to join ranks of airlines February 13, 200914. ^ "Flight 3407 crew members names released". wivb.com. February 13, 2009. Retrieved February 13, 2009.15. ^ a b All Calm Moments Before Plane Crashes (2009-02-13). CBS News. Retrieved 2009-02-13.16. ^ "Commuter Plane Crashes Into New York Home". cbsnews.com. February 12, 2009. Retrieved February 12, 2009.17. ^ a b c "Search for answers begins in Buffalo plane crash". CNN. February 13, 2009. Retrieved February 13, 2009.18. ^ "Obama extends sympathies to crash victims". UPI. February 12, 2009. Retrieved February 12, 2009.19. ^ a b Dale Anderson and Phil Fairbanks (February 12, 2009). "Federal investigators begin searching for the cause of Clarence Center crash". The Buffalo News.20. ^ a b Precious Yutangco (February 13, 2009). "49 killed after plane crashes into home near Buffalo". Toronto: Toronto Star.21. ^ Transcript of CVR recording22. ^ a b c d e "NTSB: Crew reported ice buildup before crash". MSNBC. February 12, 2009. Retrieved February 14, 2009.23. ^ a b c d e f NTSB Report24. ^ "NTSB: Colgan 3407 pitched up despite anti-stall push". Flight Global. February 15, 2009. Retrieved February 16, 2009.25. ^ "Too early to tell if icing caused crash, NTSB says". The Buffalo News. February 15, 2009. Retrieved February 15, 2009.[dead link]26. ^ George, Eli (2014-02-26). "Flight 3407 crash site to become town property". wivb.com. WIVB-TV. Retrieved 2014-03-29.27. ^ Residents Survive After Plane Crashes Through Home. WBEN 930 Buffalo, NY. 13 February 2009.[dead link]28. ^ Karen Wielinski tells her story of survival after Flight 3407 crashed into her home February 13, 200929. ^ "Mom, daughter escape after plane crashes into home". cnn.com. February 13, 2009. Retrieved February 13, 2009.30. ^ a b c "NTSB: Plane didn't dive, landed flat on house". MSNBC. February 14, 2009. Retrieved February 14, 2009.31. ^ "50 killed as US plane crashes into house". Dawn. 2009-02-14.[dead link]32. ^ a b c d Victims of the crash of Flight 3407. (2009-02-18). Buffalo News. Retrieved 2009-02-18.33. ^ Fiery Plane Crash In Upstate N.Y. Kills 50 (2009-02-13). NPR.. Retrieved 2009-02-13.34. ^ Tapper, Jake; Travers, Karen (2009-02-13). "President Obama Mentions Plane Crash, and Victim Beverly Eckert". Retrieved 2009-02-13.35. ^ Commuter Plane Crashes Into Buffalo-Area Home; 50 Killed. Fox News. Retrieved 2009-02-13.36. ^ Newberg, Rich (19 February 2009). "Community says goodbye to Susan Wehle". WIVB. Retrieved 27 May 2013.37. ^ "Colgan Air, Inc. Releases Additional Information Regarding Flight 3407" (PDF). Colgan Air. 2009-02-13. Retrieved 2009-02-13.[dead link]38. ^ "Senior Services". Town of Cheektowaga. Retrieved May 25, 2009.[dead link]39. ^ "Cheektowaga CDP, New York". U.S. Census Bureau. Retrieved May 25, 2009.40. ^ "Red Cross Provides Comfort and Counseling to Families of Buffalo Plane Crash". American Red Cross. Retrieved 2009-02-13.41. ^ "Local Leaders React In Wake Of Flight 3407 Crash". WCBSTV (via Archive.Org). 2009-02-13. Archived from the original on 2009-05-20. Retrieved 2009-02-13.42. ^ Hunter, Brian (2009-02-14). "Sabres gut out emotional win". NHL.com. Retrieved 2009-02-14.43. ^ "11 with UB ties die in plane crash". University at Buffalo: UB Reporter. 2009-02-13. Retrieved 2009-02-18.44. ^ "UB remembers victims of plane crash". University at Buffalo: UB Reporter. 2009-02-18. Retrieved 2009-02-18.45. ^ "A Message from President Howard about the Tragedy of Flight 3407". Buffalo State College. February 19, 2009. Retrieved February 25, 2009.46. ^ "Paterson plans Flight 3407 scholarships". University at Buffalo: UB Reporter. 2009-03-04. Retrieved 2009-03-04.47. ^ "Flying Cheap". PBS. 2010-02-09. Retrieved 2010-04-10. The full transcript of the episode is available here on PBS48. ^ Wawrow, John (2009-02-13). "Fiery plane crash in upstate NY kills 50". Yahoo!. Retrieved 2009-02-13.[dead link]49. ^ "Black Boxes Found From Buffalo Crash". cbsnews.com. February 13, 2009. Retrieved February 13, 2009.50. ^ a b "NTSB: Plane rolled violently before crash". cnn.com. February 15, 2009. Retrieved February 15, 2009.51. ^ "NTSB: Crew Saw Ice Buildup Before Crash". cbsnews.com. February 13, 2009. Retrieved February 13, 2009.52. ^ "Strong sense of purpose drives investigators". The Buffalo News. February 15, 2009. Retrieved February 15, 2009.53. ^ "Crash plane 'dropped in seconds'". BBC News. February 15, 2009. Retrieved February 16, 2009.54. ^ "Americas | Fatal US plane 'was on autopilot'". BBC News. February 16, 2009. Retrieved 2009-02-15.55. ^ "Plane that crashed near Buffalo was on autopilot". The Washington Post. February 15, 2009. Retrieved February 15, 2009.56. ^ Pasztor, Andy (February 15, 2009). "Flight Was on Autopilot; Anti-Ice Systems Apparently Working". The Wall Street Journal. Retrieved February 15, 2009.57. ^ Wald, Matthew L. (2009-02-18). "In Recreating Flight 3407, a Hint of Human Error". NY Times. Retrieved 2009-02-18.58. ^ Alan Levin (2009-02-15). "NTSB: Plane landed on its belly, facing away from airport". USA Today. Retrieved 2009-02-22.59. ^ Andy Pasztor (March 25, 2009). "Ice likely not a big factor in Buffalo plane crash". Wall Street Journal;. Retrieved 26 March 2009.60. ^ Sherwood, Ben (June 15, 2009). "Wing and a Prayer: How Safe is My Next Regional Plane Flight?". Huffington Post.61. ^ "Culture Wars: Pilot Demise". Retrieved April 4, 2011.62. ^ Andy Pasztor (May 11, 2009). "Captain's training faulted in air crash that killed 50". Wall Street Journal. Retrieved May 11, 2009.63. ^ Gregory Polek (May 12, 2009). "NTSB scrutinizes pilot actions in Q400 crash probe". Aviation International News. Retrieved May 12, 2009.[dead link]64. ^ Matthew L. Wald (May 13, 2009). "Pilots Chatted in Moments Before Buffalo Crash". New York Times;. Retrieved 23 May 2009.65. ^ "Public Hearing - May 12-14, 2009". National Transportation Safety Board. Retrieved December 8, 2013.66. ^ a b Matthew L. Wald (June 3, 2009). "Inspector Predicted Problems a Year Before Buffalo Crash". New York Times. Retrieved June 3, 2009.67. ^ Frances Fiorino (September 25, 2009). "House Hearing Reviews Efforts To Improve Safety". Aviation Week and Space Technology.68. ^ a b c Goyer, Robert (July 2011). "To Push or to Pull". Flying (Bonnier Corporation) 138 (7): 89. Retrieved July 4, 2011.External links[edit]Wikinews has the following articles detailing the reaction at the time to the crash of Flight 3407:

Buffalo, New York plane crash may have resulted from pilot error Airplane that crashed near Buffalo, New York 'was on autopilot' Fifty killed in commuter plane crash in Clarence Center, New York NTSB says pilot error caused crash of Colgan Air Flight 3407

NTSB Final report Flight 3407 Information - Colgan Air (Archive) Website created and maintained by family members and close friends of victims who perished onboard flight 3407 NTSB Computer simulation of last 2 minutes of flight 3407, National Transportation Safety Board NTSB Public hearing, May 12-14, 2009. (Includes webcast of complete hearing and link to docket with all relevant documents, including Flight Data Recorder data and Cockpit Voice Recorder transcript) Flight path for CJC3407 in 3D/Google Earth at flightwise.com Flight track data for Continental Connection flight 3407 at flightwise.com Information Regarding Flight 3407 - Continental Airlines Flight tracker and Track log Flickr photo set of the crash A picture of the aircraft taken in late 2008. After Sept. 11, 'He Wanted Me To Live A Full Life' (about victim Beverly Eckert) from NPR radio Buffalo Crash Puts Focus On Regional Airlines from NPR radio Frontline (U.S. TV series) - Flying Cheap - February 9, 2010. One year after the deadly crash of Continental 3407, FRONTLINE investigate the safety issues associated with regional airlines. Track log for Continental Connection flight 3407 (CJC3407) at flightwise.comCoordinates: 430042N 783821W / 43.011602N 78.63904W / 43.011602; -78.63904[hide] v t e 2008 Aviation accidents and incidents in 2009(2009) 2010

Jan 15 Makhachkala Il-76 collision Jan 15 US Airways Flight 1549 Jan 17 Gabonese helicopter crash Feb 07 Manaus Aerotxi crash Feb 12 Colgan Air Flight 3407 Feb 25 Turkish Airlines Flight 1951 Mar 12 Cougar Helicopters Flight 91 Mar 20 Emirates Flight 407 Mar 23 FedEx Express Flight 80 Mar 25 Medair TC-HEK helicopter crash Apr 01 North Sea helicopter crash Apr 06 Indonesian Air Force Fokker crash Apr 17 Mimika Air Flight 514 Apr 19 CanJet Flight 918 May 03 Tchira helicopter crash May 20 C-130H Hercules crash Jun 01 Air France Flight 447 Jun 30 Yemenia Flight 626 Jul 03 Pakistan Army Mi-17 crash Jul 13 Southwest Airlines Flight 2294 Jul 15 Caspian Airlines Flight 7908 Jul 24 Aria Air Flight 1525 Aug 02 Merpati Nusantara Flight 9760 Aug 04 Bangkok Airways Flight 266 Aug 08 Hudson River mid-air collision Aug 11 Airlines PNG Flight 4684 Aug 26 Aro-Frt Antonov An-12 crash Sep 02 Andhra Pradesh helicopter crash Sep 09 Aeromxico Flight 576 Sep 22 IRIAF Ilyushin Il-76 loss Sep 24 Airlink Flight 8911 Oct 21 Azza Transport Flight 2241 Oct 21 Northwest Airlines Flight 188 Oct 22 Divi Divi Air Flight 014 Oct 29 California mid-air collision Nov 01 Yakutia Il-76 crash Nov 12 RwandAir Flight 205 Nov 18 Norfolk Island Westwind ditching Nov 28 Avient Aviation Flight 324 Dec 22 American Airlines Flight 331 Dec 25 Northwest Airlines Flight 253

Incidents resulting in at least 50 deaths shown in italics Deadliest incident shown in Bold SmallCaps

Retrieved from "http://en.wikipedia.org/w/index.php?title=Colgan_Air_Flight_3407&oldid=608907782" Categories: Accidents and incidents involving the Bombardier Dash 8 Aviation accidents and incidents in the United States in 2009 Airliner accidents and incidents caused by pilot error Erie County, New York History of Buffalo, New York Airliner accidents and incidents in New York Continental Airlines accidents and incidents 2009 in New York University at Buffalo, The State University of New Yorkhttp://en.wikipedia.org/wiki/Colgan_Air_Flight_3407

FAA Home News Press Releases Press Release FAA Boosts Aviation Safety with New Pilot Qualification StandardsFor Immediate ReleaseJuly 10, 2013Contact: Les Dorr, Jr. or Alison Duquette Phone: (202) 267-3883

WASHINGTON In a final rule to be published soon, the Federal Aviation Administration (FAA) announced today that it is increasing the qualification requirements for first officers who fly for U.S. passenger and cargo airlines.The rule requires first officers also known as co-pilots to hold an Airline Transport Pilot (ATP) certificate, requiring 1,500 hours total time as a pilot. Previously, first officers were required to have only a commercial pilot certificate, which requires 250 hours of flight time.The rule also requires first officers to have an aircraft type rating, which involves additional training and testing specific to the airplanes they fly."Safety will be my overriding priority as Secretary, so I am especially pleased to mark my first week by announcing a rule that will help us maintain our unparalleled safety record," said Transportation Secretary Anthony Foxx. "We owe it to the traveling public to have only the most qualified and best trained pilots."The new regulations stem in part from the tragic crash of Colgan Air 3407 in February 2009, and address a Congressional mandate in the Airline Safety and Federal Aviation Administration Extension Act of 2010 to ensure that both pilots and co-pilots receive the ATP certification. Today's rule is one of several rulemakings required by the Act, including the new flight duty and rest requirements for pilots that were finalized in December 2011, and new training requirements expected this fall for air carrier training programs to ensure pilots know how to react properly in difficult operating environments."The rule gives first officers a stronger foundation of aeronautical knowledge and experience before they fly for an air carrier," said FAA Administrator Michael Huerta. "With this rule and our efforts to address pilot fatigue both initiatives championed by the families of Colgan flight 3407 we're making a safe system even safer."Other highlights of the rule include: A requirement for a pilot to have a minimum of 1,000 flight hours as a co-pilot in air carrier operations prior to serving as a captain for a U.S. airline. Enhanced training requirements for an ATP certificate, including 50 hours of multi-engine flight experience and completion of a new FAA-approved training program. An allowance for pilots with fewer than 1,500 hours of flight time or who have not reached the minimum age of 23 to obtain a "restricted privileges" ATP certificate. A restricted privileges ATP certificate allows a pilot to serve as a co-pilot until he or she obtains the necessary 1,500 hours. The options are: Military pilots with 750 hours total time as a pilot; Graduates holding a Bachelor's degree with an aviation major with 1,000 hours total time as a pilot; Graduates holding an Associate's degree with an aviation major with 1,250 hours; Pilots who are at least 21 years old with 1,500 flight hours.The rule is consistent with the Airline Safety and Federal Aviation Administration Extension Act of 2010. The rule addresses recommendations from an Aviation Rulemaking Committee, the National Transportation Safety Board, and the FAA's Call to Action to improve airline safety.

>See Final Rule in Federal Register.Airline Transport Pilot (ATP) certificatemulti-engine airplanePrior rules At least 23 years old; Hold commercial pilot certificate with instrument rating; Pass ATP knowledge and practical tests; and 1,500 hours total time as pilot.New rules Meet all requirements in prior rules; Have at least 50 hours in a multi-engine airplane; and Successfully complete new ATP Certification Training Program prior to taking the ATP knowledge test (after July 31, 2014).Airline Transport Pilot certificate with restricted privileges (multiengine airplane rating only)Prior rulesNoneNew rules At least 21 years old; Hold commercial pilot certificate with instrument rating; Successfully complete new ATP Certification Training Program prior to taking the ATP knowledge test (after July 31, 2014); Pass ATP knowledge and practical tests; and At least 750 hours total time as (military pilots); or At least 1,000 hours total time as pilot and a Bachelor's degree with an aviation major; or At least 1,250 hours total time as pilot and an Associate's degree with an aviation major; or 1,500 total time as a pilot.Serve as First Officer (co-pilot) in Part 121 air carrier operationsPrior rules Hold commercial pilot certificate with instrument rating; and at least a second class medical certificate.New rules ATP certificate with type rating for aircraft flownOR ATP certificate with restricted privileges andtype rating for aircraft flown; and At least a second class medical certificate.Serve as Captain (pilot in command) in Part 121 air carrier operationsPrior rules ATP certificate with type rating for aircraft flown; At least 1,500 hours total time as pilot; and First class medical certificate.New rules Meet all requirements in prior rules; and At least 1,000 flight hours in air carrier operations (as co-pilot in Part 121 operations, as Captain in fractional ownership operations, as Captain in Part 135 turbojet, commuter, or 10 or more passenger seat operations, or any combination thereof).###http://www.faa.gov/news/press_releases/news_story.cfm?newsId=14838TravelBottle to Throttle: A Short History of Drunk PilotsBy Keenan Mayo January 08, 2013

Photograph by 4FRLast Friday, 48 year-old American Eagle (AAMRQ) pilot Kolbjorn Jarle Kristiansen was forced from the cockpit after airline employees detected booze on him at Minneapolis-St. Paul International Airport. Kristiansen subsequently failed a breathalyzer, was arrested, and currently awaits blood tests that will reveal how drunk he really was. He is suspended and faces an internal investigation that could cost him his job.In the U.S., federal rules prohibit a pilot from operating an aircraft if he or she has a blood-alcohol content of .04 percent or higheror within eight hours of having consumed an alcoholic beverage, the period known as bottle to throttle. As years of FAA simulator studies have shown, in addition to studies by Stanford Universitys Aviation Safety Laboratory, impairment from the effects of alcohol occurs at surprisingly low levels. Bad hangovers can deeply affect pilot performance, as well. (How far weve come from the days when Air France (AF:FP) flight attendants would, as a matter of course, serve pilots wine with their mid-flight meals.)While inebriated pilots are rare, they do exist. In the late 1970s, a pilot got drunk in a bar called the Forked River House in Lacey Township, N.J., where he recruited two other patrons and then apparently buzzed the same bar in his small plane before crashing into a radio tower, killing everyone on board. In 1987, a California joy-flyer who, according to news reports had guzzled beer shortly before takeoff, was later charged with murder after he flew a rented four-seat Piper PA-28 so low over the Pacific Ocean that he tried to get water on the wing tip, a maneuver that killed two of the four passengers. Perhaps the most infamous instance of drunk flying occurred in 1977, when a Japan Air cargo flight crashed in Anchorage, Alaska, shortly after taking off. The pilot, two co-pilots, two cargo handlers, and 65 beef cattle didnt survive after the DC-8 stalled at an altitude of 160 feet and plummeted to the ground. The pilot, who was earlier seen staggering and slurring his words, had a blood-alcohol content about three times the amount that would have landed him behind bars if he were driving a pickup truck.Video: Pilots Are the Last Work Group to Accept Pay According to Kelly Nantel, director of public affairs at the National Transportation Safety Board, theres never been a commercial airline crash caused by a drunk pilot. And as former airline pilot John Cox told USA Today in 2010, the FAA conducts numerous testsmore than 10,000 pilots are tested every year, with about 12 failing, on averageand crew members serve as barriers of protection against tipsy captains and co-captains. That type of colleague intervention occurred with a Qantas (QAN:AU) pilot last summer, an Air Tran (LUV) pilot in 2011, and two America West (LCC) pilots who in 2002 knocked back 14 beers together and rang up a $144 tab at a Florida sports bar, then tried to fly about 5 1/2 hours later; they were reported to the authorities by security workers. The pilots were both sentenced to prison in 2009. (The captain, who had been on probation for a DUI, received a five-year sentence, and the co-pilot received 2 years.)Back in 1990, all three members of a Northwest Airlines (DAL) flight crew were legally intoxicated when they flew 91 passengers aboard a trip from Fargo, N.D., to Minneapolis, a roughly hour-long journey whose landing came without incident. The authorities had received a tip from someone who had seen them drinking in a bar the previous evening. They all served prison sentences, though two of the pilots, Norman Lyle Prouse and Joseph Balzer (the latter would eventually write the book Flying Drunk, published in 2009), were able to resume their careers after undergoing rehabilitation. According to his website, Balzer is now flying for American Airlines.Slideshow: Fine Dining at 35000 Feet Video: Will New FAA Regulations Lead to Pilot Shortage? Video: Challenges in the Airline Industry: Pilot Shortage? Story: How to Sell an Airplane in China Video: Real Life Italian 'Catch Me If You Can' Pilot Story: Q&A: Why Children Are Annoying on Airplanes Video: Where the Jobs Are: Air Pilot Jobs Explode in Asia Story: Airplane 'Geeks' Eagerly Await Dreamliner's Domestic Debut Video: JetBlue Pilot Osbon to Rely on Insanity Defense Story: Once High-Flying, JetBlue Returns to Earth Video: American Airlines Pilots Seek Arbitration Story: GPS Helps Airlines Stop Flying Blind Story: Flying Hello Kitty's Friendly (and Cutesy) Skies Slideshow: Fly in Hello Kitty Style Blog: Let Them Fly at 350 Feet Story: U.S. Airlines Find Out We Really Want to Fly Story: At Southwest, Not All Bags Fly Free Mayo is an associate editor for Bloomberg Businessweek.

http://www.businessweek.com/articles/2013-01-08/bottle-to-throttle-a-short-history-of-drunk-pilots

MedExpDate:UniqueID: A0400122FirstName: Vaughn JackLastName: CrawfordStreet1:116 Robbins Ln Street2:City: SyracuseState: NYZip: 13214-1834Country: USARegion: EaMedClass: MedDate: MedExpDate: UniqueID: A0400122FirstName: Vaughn JackLastName: CrawfordStreet1:116 Robbins Ln Street2:City: SyracuseState: NYZip: 13214-1834Country: USARegion: EaMedClass: MedDate: MedExpDate: UniqueID: A0400122FirstName: Vaughn JackLastName: CrawfordStreet1:116 Robbins Ln Street2:City: SyracuseState: NYZip: 13214-1834Country: USARegion: EaMedClass: MedDate: MedExpDate: UniqueID: A0400122FirstName: Vaughn JackLastName: CrawfordStreet1:116 Robbins Ln Street2:City: SyracuseState: NYZip: 13214-1834Country: USARegion: EaMedClass: MedDate: MedExpDate: Bottom of Form