We close out the month of October with the following stories...
Thought I'd start today with something for the airplane geeks amongst us, a story of the first flight of the NASA X-59.
Be extra safe out there today, lots of kids (young and old) on the streets for Halloween, and take it easy on boosting candy from the kids!
Tom
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NASA X–59 makes first (subsonic) flight
Project aims to speed return of civilian supersonic travel
Jim Moore
A NASA aircraft designed to hush sonic boom
took off from the Lockheed Martin Skunk Works on October 28, with NASA test pilot Nils Larson in command of the single-engine supersonic jet's first flight.
The flight marked a major (if somewhat overdue) milestone in the test and demonstration program promised when NASA's Quiet Supersonic Transport project was announced in 2016. The one-off design is built for a purpose and packed with sensors that feed a flight test instrumentation system able to transmit 60 data streams including 20,000 parameters to engineers on the ground, and uses a modern version of the fly-by-wire system pioneered in the 1970s at the NASA Armstrong Research Center in Edwards, California, where Larson landed about an hour after takeoff.
The first flight of this one-of-a-kind prototype was subsonic, as planned, and the aircraft will gradually ramp up to its capabilities, flying Mach 1.4 at 55,000 feet. The test plan includes measuring the sound that reaches ground level in various locations, and how that sound is perceived by people. The X–59 is designed to fly at supersonic speed with its sonic boom—the audio-aerodynamic phenomenon that doomed the commercial viability of Concorde—reduced to a "gentle thump," as Lockheed described it in a press release.
Reuters reported the jet, 100 feet long with a long nose that extends far ahead of the pilot and a delta wing, cost $518 million, based on a tally of NASA contract payments since 2018, more than double the $247.5 million budget cited when construction began in 2018, and a few years beyond the then-projected 2021 first flight.
NASA is not alone seeking to bring supersonic speed back to civilian travel, and the X–59 will be sharing the Southern California sky with another supersonic prototype developed by the private sector: Boom Supersonic made the first flight of its scale XB–1 demonstrator in March 2024, pushing past the sound barrier for the first time in January during a test program that will help the company refine the design of a supersonic airliner called Overture that Boom aims to fly in 2026. Various airlines have placed orders.
The NASA effort will not produce an Overture of its own, but the X–59 could be every bit as important by creating a market for a Mach 1.7 airliner. The data and knowledge gained from flying the X–59 will inform lawmakers and regulators who must lift the longstanding ban on overland supersonic flight to allow supersonic airliners (and, potentially, business aircraft) to serve overland routes that are crucial to commercial viability.
https://www.aopa.org/news-and-media/all-news/2025/october/30/nasa-x59-makes-first-flight
JetBlue flight makes emergency landing at Tampa Airport after sudden 'drop in altitude' injures passengers
Newark-bound flight diverted to Tampa after sudden 'flight control issue' forced emergency landing
By Bonny Chu Fox News
A JetBlue flight traveling from Cancun to New
Jersey made an emergency diversion to Tampa Thursday after a sudden "drop in altitude" left several passengers injured, the air carrier told Fox News Digital.
Flight 1230, an Airbus 320, was headed to New Jersey's Newark Liberty International Airport from Cancun International Airport in Mexico when it suddenly experienced a "flight control issue" and was diverted to a nearby airport, the airline said.
The plane landed at Tampa International Airport around 2 p.m., the Federal Aviation Administration (FAA) told Fox News Digital.
JetBlue added that the "flight was met by medical personnel who evaluated customers and crew members, and those needing additional care were transported to a local hospital."
The airline did not immediately specify how many people were injured or the severity of their conditions.
The aircraft has since been removed from service for inspection, JetBlue said.
The FAA and the air carrier added they will conduct a full investigation to determine what caused the sudden altitude loss.
"The safety of our customers and crew members is always our first priority, and we will work to support those involved," JetBlue said.
Man dies and three injured in helicopter crash
Chloe Aslett
A 70-year-old man has died and three other
people have been injured in a helicopter crash in Doncaster, police have confirmed.
Emergency services were called to a field off Ings Lane, Bentley, at about 10:15 GMT.
The pilot, a 41-year-old man, and two other passengers, a 58-year-old woman and a 10-year-old boy, received minor injuries, South Yorkshire Police said.
The aircraft had taken off from Retford Gamston Airport, in Nottinghamshire, shortly before it crashed.
South Yorkshire Police said the older man had died at the scene of the crash "despite the best efforts of medical staff".
"His family is aware and being supported by our officers," they added.
Det Insp Matt Bolger said: "Our thoughts are with the family and loved ones of the man who sadly died in this tragic incident."
South Yorkshire Police and the government's Air Accidents Investigation Branch (AAIB) have launched a joint investigation into the incident.
Det Insp Bolger asked anyone who saw the crash or had information about the incident to contact officers.
"We are particularly keen to hear from those with footage of the helicopter leading up to the crash," he added.
The road remains closed and officers and emergency services are also still at the scene.
Retford Gamston Airport said in a short statement: "We can confirm an aircraft based here, operated by an onsite tenant, has been involved in an incident.
"We've no further information at this time."
A spokesperson for the AAIB said a team of experts in aircraft operations, engineering and recorded data had been deployed to the site.
The BBC's Liz Roberts is at the scene and said a large police cordon had been put in place and a private ambulance had attended.
"About 500m down the lane from where I'm standing I can see more police activity, by the side of the field the helicopter crashed in," she said.
"The scene is no longer accessible. There's a no-fly zone for drones and the road has been closed by the Refood bioenergy site."
Curtis Borkowski, who works on a building site nearby, said he had seen the helicopter going towards Bentley around ten minutes before learning of the crash.
"As it flew over Doncaster, the engine sounded really bad," he said.
Rebecca Booth, who represents Bentley on Doncaster Council, said there were "a lot of people in shock" in the area.
"It's a lovely, thriving community and everyone sticks together," she said.
"Things like this will have an impact on people."
Energy Secretary Ed Miliband, MP for Doncaster North, said the news of the crash was "devastating".
"My thoughts are with the family and friends of the victim of this terrible incident," he said.
"My office are in touch with the relevant authorities including South Yorkshire Police, and I know the whole of Doncaster will be united in having the victim in their thoughts today."
Lee Needham, who also lives in the area, said the crash site was close to houses, train tracks, industrial units and electrical pylons.
"Whoever was piloting the helicopter more than likely saved numerous lives," he said.
Small plane makes emergency landing in Butte County
By Tamara Chibe
RAPID CITY, S.D. (KOTA) - A potentially dangerous
situation ended safely thanks to a team effort between local law enforcement agencies and the South Dakota Highway Patrol.
On Oct. 30, troopers from the Northern Hills Squad helped the Butte County Sheriff’s Office and the Belle Fourche Police Department in escorting a plane back to the airport after it made an emergency landing the previous night.
No injuries were reported.
In a social media post, the Butte County Sheriff’s Office expressed gratitude for the help, saying, “We are all grateful this plane landed safely, even though it wasn’t a scheduled landing.”
https://www.kotatv.com/2025/10/30/small-plane-makes-emergency-landing-butte-county/
NTSB Final Report: Airbus A321-271N (A1); Cessna 172N (A2)
The Local Controller’s Poor Judgment In Prioritization Of Their Ground Traffic Ahead Of Their Airborne Traffic
Location: Long Beach, California Incident Number: OPS24LA004
Date & Time: October 27, 2023, 01:01 UTC Registration: N216HA (A1); N24CV (A2)
Aircraft: Airbus A321-271N (A1); Cessna 172N (A2) Aircraft Damage: None (A1); None (A2)
Defining Event: Air traffic event Injuries: N/A (A2)
Flight Conducted Under: Part 121: Air carrier - Scheduled (A1); Part 91: General aviation - Unknown (A2)
Analysis: Hawaiian Airlines flight 70 (HAL70), N2165HA, an Airbus A321, and a Textron Aviation, Inc. C172N, N24CV, were involved in a near mid air collision (NMAC) over the point where runway 30 and the final approach path for runway 26L intersect at Long Beach (Daugherty Field) Airport (LGB).
At the time of the incident, the local control 1 (LC1), local assist, and ground control positions were combined to the LC1 position in the LGB air traffic control tower and staffed by a single certified professional controller. According to ATC transcripts and a post-- event interview, the LC1 controller turned N24CV on a base leg to runway 26L and cleared N24CV to land on 26L when the aircraft was approximately one mile from the runway. About this same time, the LC1 controller also cleared HAL70 to land on runway 30, when the flight was on a four-mile final.
The LC1 controller did not realize that N24CV continued another half mile before starting their base turn, an event which led to both aircraft arriving at the airport at nearly the same time. In the three minutes leading to the incident, the LC1 controller received multiple calls on the ground control frequency from aircraft requesting push-back. He also initiated a call to the Traffic Management Unit (TMU) to request a release for another aircraft. These events distracted the LC1 controller from the local control operation at the time of the incident. This duty prioritization was not consistent with guidance contained in FAA Order JO 7110.65AA, Air Traffic Control, 2-1-1, ATC Service and 2-10-3, Tower Team Position Responsibilities.
The controller in charge (CIC) stated in the post event interview that he heard the LC1 controller calling TMU for the release and said he should have made the call instead, and this was a failure on his part. This would have allowed the LC1 controller to concentrate on traffic.
The CIC also stated he was not actively monitoring the LC1 controller frequencies and stated he should have been a second set of eyes for the LC1 controller. This was not consistent with guidance contained in the LGB7110.3G SOP, Chapter 3-1-1, Clearance Delivery, Chapter 7-1-1, Front Line Manger/Controller in Charge and 7-2-1, subsection f.
Probable Cause and Findings: The National Transportation Safety Board determines the probable cause(s) of this incident to be -- The local controller’s poor judgment in prioritization of their ground traffic ahead of their airborne traffic, that became a distraction and led to a loss of situational awareness resulting in a near midair collision. Contributing to the incident was the controller in charge’s ineffective oversight.
FMI: www.ntsb.gov
Today in History
31 Years ago today: On 31 October 1994 American Eagle flight 4184, an ATR 72-212, crashed near Roselawn, Indiana, USA, following a loss of control in icing conditions while on approach to Chicago-O'Hare Airport, IL, USA, killing all 68 occupants.
| Date: | Monday 31 October 1994 |
| Time: | 15:59 |
| Type: | ATR 72-212 |
| Owner/operator: | American Eagle, opb Simmons Airlines |
| Registration: | N401AM |
| MSN: | 401 |
| Year of manufacture: | 1994 |
| Total airframe hrs: | 1352 hours |
| Cycles: | 1671 flights |
| Engine model: | P&W Canada PW127 |
| Fatalities: | Fatalities: 68 / Occupants: 68 |
| Other fatalities: | 0 |
| Aircraft damage: | Destroyed, written off |
| Category: | Accident |
| Location: | near Roselawn, IN - United States of America |
| Phase: | Approach |
| Nature: | Passenger - Scheduled |
| Departure airport: | Indianapolis International Airport, IN (IND/KIND) |
| Destination airport: | Chicago-O'Hare International Airport, IL (ORD/KORD) |
| Investigating agency: | NTSB |
| Confidence Rating: | Accident investigation report completed and information captured |
Narrative:
American Eagle flight 4184, an ATR 72-212,
crashed near Roselawn, Indiana, USA, following a loss of control in icing conditions while on approach to Chicago-O'Hare Airport, IL, USA, killing all 68 occupants.
Flight 4184 was scheduled to depart the gate in Indianapolis at 14:10; however, due to a change in the traffic flow because of deteriorating weather conditions at destination Chicago-O'Hare, the flight left the gate at 14:14 and was held on the ground for 42 minutes before receiving an IFR clearance to O'Hare. At 14:55, the controller cleared flight 4184 for takeoff. The aircraft climbed to an enroute altitude of 16,300 feet. At 15:13, flight 4184 began the descent to 10,000 feet. During the descent, the FDR recorded the activation of the Level III airframe de-icing system. At 15:18, shortly after flight 4184 leveled off at 10,000 feet, the crew received a clearance to enter a holding pattern near the LUCIT intersection and they were told to expect further clearance at 15:45, which was revised to 16:00 at 15:38. Three minutes later the Level III airframe de-icing system activated again. At 15:56, the controller contacted flight 4184 and instructed the flight crew to descend to 8,000 feet. The engine power was reduced to the flight idle position, the propeller speed was 86 percent, and the autopilot remained engaged in the vertical speed (VS) and heading select (HDG SEL) modes. At 15:57:21, as the airplane was descending in a 15-degree right-wing-down attitude at 186 KIAS, the sound of the flap overspeed warning was recorded on the CVR. The crew selected flaps from 15 to zero degrees and the AOA and pitch attitude began to increase. At 15:57:33, as the airplane was descending through 9,130 feet, the AOA increased through 5 degrees, and the ailerons began deflecting to a right-wing-down position. About 1/2 second later, the ailerons rapidly deflected to 13:43 degrees right-wing-down, the autopilot disconnected. The airplane rolled rapidly to the right, and the pitch attitude and AOA began to decrease. Within several seconds of the initial aileron and roll excursion, the AOA decreased through 3.5 degrees, the ailerons moved to a nearly neutral position, and the airplane stopped rolling at 77 degrees right-wing-down. The airplane then began to roll to the left toward a wings-level attitude, the elevator began moving in a nose-up direction, the AOA began increasing, and the pitch attitude stopped at approximately 15 degrees nose down. At 15:57:38, as the airplane rolled back to the left through 59 degrees right-wing-down (towards wings level), the AOA increased again through 5 degrees and the ailerons again deflected rapidly to a right-wing-down position. The captain's nose-up control column force exceeded 22 pounds, and the airplane rolled rapidly to the right, at a rate in excess of 50 degrees per second. The captain's nose-up control column force decreased below 22 pounds as the airplane rolled through 120 degrees, and the first officer's nose-up control column force exceeded 22 pounds just after the airplane rolled through the inverted position (180 degrees). Nose-up elevator inputs were indicated on the FDR throughout the roll, and the AOA increased when nose-up elevator increased. At 15:57:45 the airplane rolled through the wings-level attitude (completion of first full roll). The nose-up elevator and AOA then decreased rapidly, the ailerons immediately deflected to 6 degrees left-wing-down and then stabilized at about 1 degree right-wing-down, and the airplane stopped rolling at 144 degrees right wing down. At 15:57:48, as the airplane began rolling left, back towards wings level, the airspeed increased through 260 knots, the pitch attitude decreased through 60 degrees nose down, normal acceleration fluctuated between 2.0 and 2.5 G, and the altitude decreased through 6,000 feet. At 15:57:51, as the roll attitude passed through 90 degrees, continuing towards wings level, the captain applied more than 22 pounds of nose-up control column force, the elevator position increased to about 3 degrees nose up, pitch attitude stopped decreasing at 73 degrees nose down, the airspeed increased through 300 KIAS, normal acceleration remained above 2 G, and the altitude decreased through 4,900 feet. At 15:57:53, as the captain's nose-up control column force decreased below 22 pounds, the first officer's nose-up control column force again exceeded 22 pounds and the captain made the statement "nice and easy." At 15:57:55, the normal acceleration increased to over 3.0 G. Approximately 1.7 seconds later, as the altitude decreased through 1,700 feet, the elevator position and vertical acceleration began to increase rapidly. The last recorded data on the FDR occurred at an altitude of 1,682 feet (vertical speed of approximately 500 feet per second), and indicated that the airplane was at an airspeed of 375 KIAS, a pitch attitude of 38 degrees nose down with 5 degrees of nose-up elevator, and was experiencing a vertical acceleration of 3.6 G. The airplane impacted a wet soybean field partially inverted, in a nose down, left-wing-low attitude.
Based on petitions filed for reconsideration of the probable cause, the NTSB on September 2002 updated its findings.
PROBABLE CAUSE: "The loss of control, attributed to a sudden and unexpected aileron hinge moment reversal, that occurred after a ridge of ice accreted beyond the deice boots while the airplane was in a holding pattern during which it intermittently encountered supercooled cloud and drizzle/rain drops, the size and water content of which exceeded those described in the icing certification envelope. The airplane was susceptible to this loss of control, and the crew was unable to recover.
Contributing to the accident were
1) the French Directorate General for Civil Aviation's (DGAC's) inadequate oversight of the ATR 42 and 72, and its failure to take the necessary corrective action to ensure continued airworthiness in icing conditions;
2) the DGAC's failure to provide the FAA with timely airworthiness information developed from previous ATR incidents and accidents in icing conditions,
3) the Federal Aviation Administration's (FAA's) failure to ensure that aircraft icing certification requirements, operational requirements for flight into icing conditions, and FAA published aircraft icing information adequately accounted for the hazards that can result from flight in freezing rain,
4) the FAA's inadequate oversight of the ATR 42 and 72 to ensure continued airworthiness in icing conditions; and
5) ATR's inadequate response to the continued occurrence of ATR 42 icing/roll upsets which, in conjunction with information learned about aileron control difficulties during the certification and development of the ATR 42 and 72, should have prompted additional research, and the creation of updated airplane flight manuals, flightcrew operating manuals and training programs related to operation of the ATR 42 and 72 in such icing conditions. "
