These are your stories for today...
Be safe out there!
Tom
-
New Jersey-bound United flight makes emergency landing at LAX after engine fire
Flight 2127 bound for Newark turned around an hour after takeoff from Los Angeles with 256 passengers and 12 crew aboard
By Louis Casiano
A New Jersey-bound United Airlines flight that took off Monday in Los Angeles made an emergency landing shortly after departure due to an engine fire, aviation officials said.
United Airlines Flight 2127 took off from Los
Angeles International Airport (LAX) around 10:15 a.m. before turning around an hour later because of a left engine issue, the Federal Aviation Administration told Fox News Digital.
United flight 2127 safely returned to Los Angeles to address an issue with one of the engines," United told Fox News Digital. "Customers deplaned via slides and airstairs and were bused to the terminal.
The airline said none of the 256 passengers and 12 crew members on board the Boeing 787-9 Dreamliner jet were injured. The FAA didn't specify the issue with the left engine.
Video footage of the plane on the tarmac shows smoke coming out of one of the engines as firefighters blast water inside.
The airliner was headed to Newark Liberty International Airport before it turned around. The FAA said the incident is under investigation.
Fox News Digital has reached out to the Los Angeles Fire Department. A spokesperson for LAX declined to comment and referred any inquires to United.
The passengers were bused to a terminal and a different aircraft was arranged to fly them to their destination, United said.
"We are grateful to our pilots and flight attendants for their quick actions to keep our customers safe," the airline said.
https://www.foxnews.com/us/new-jersey-bound-united-flight-makes-emergency-landing-lax-engine-fire
Small plane crashes Hudson River in Newburgh; pilot and passenger rescued: officials
By Eyewitness News
NEWBURGH, New York (WABC) -- A mini version of the Miracle on the Hudson took place Monday night, 60 miles north of New York City.
Officials says a small plane, carrying two people, crashed into the Hudson River east of New York Stewart International Airport in Orange County shortly after 8 p.m.
Gov. Kathy Hochul said the plane, a Cessna 172, performed an ice landing near Newburgh.
First responders were able to locate the plane, and the occupants were able to escape and swim to the shore, according to Middle Hope Fire Department officials.
The individuals, a pilot and passenger, were evaluated at the scene before being taken to the hospital.
Gov. Hochul said both only had minor injuries. They are expected to make a full recovery.
The FAA is investigating the crash.
https://abc7ny.com/post/small-plane-lands-hudson-river-newburgh-new-york-passengers-rescued-expected-survive/18669726/
NTSB Prelim: Cessna 560
At 103 Kts, The Pilot Pulled Back On The Yoke; However, The Airplane Did Not Rotate And All Three Landing Gear Remained On The Runway
Location: Danville, KY Accident Number: ERA26LA107
Date & Time: February 6, 2026, 09:25 Local Registration: N476JC
Aircraft: Cessna 560 Injuries: 4 None
Flight Conducted Under: Part 91: General aviation - Personal
On February 6, 2026, about 0925 eastern daylight time, a Cessna 560XL, N476JL, was substantially damaged when it was involved in an accident near Danville, Kentucky. The two flight crew and two passengers were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
According to the pilot, the planned flight was from Stuart Powell Field Airport (DVK), Danville, Kentucky, to Bowling Green-Warren County Regional Airport (BWG), Bowling Green, Kentucky. After picking up a passenger at BWG they intended to continue to Fort Wayne International Airport (FWA), Fort Wayne, Indiana. The pilot and copilot performed the preflight walk-around inspection using the checklist. The preflight paperwork was completed and the weather was checked for both airports. They added 5,000 lbs. of fuel, resulting in a projected takeoff weight of 18,000 lbs.
During taxi to the 5,000-ft-long runway, the before takeoff checklist was completed, which included verifying and checking flight control position and movement. No anomalies were noted with the airplane, and the takeoff roll was initiated. At 103 kts, the pilot pulled back on the yoke; however, the airplane did not rotate and all three landing gear remained on the runway. He verified the airspeed was above 103 kts; however, the airplane would not rotate, so he decided to abort the takeoff.
The pilot applied maximum braking and deployed the thrust reversers. The airplane began to slow down but he knew insufficient runway remained to stop. The airplane contacted a snow berm at the end of the runway and all three landing gear collapsed. The airplane then traveled about 450 ft before coming to rest in a field. The main landing gear were forced up through the wings, which resulted in substantial damage.
The airplane was retained for further examination.
FMI: www.ntsb.gov
Today in History
52 Years ago today: On 3 March 1974 THY flight 981, a McDonnell Douglas DC-10-10, crashed in Bois d'Ermenonville, France, following the in-flight opening of a cargo door, killing all 346 occupants.
| Date: | Sunday 3 March 1974 |
| Time: | 12:42 |
| Type: | McDonnell Douglas DC-10-10 |
| Owner/operator: | Türk Hava Yollari - THY |
| Registration: | TC-JAV |
| MSN: | 46704/29 |
| Year of manufacture: | 1972 |
| Total airframe hrs: | 2955 hours |
| Cycles: | 1537 flights |
| Engine model: | General Electric CF6-6D |
| Fatalities: | Fatalities: 346 / Occupants: 346 |
| Other fatalities: | 0 |
| Aircraft damage: | Destroyed, written off |
| Category: | Accident |
| Location: | Bois d'Ermenonville - France |
| Phase: | En route |
| Nature: | Passenger - Scheduled |
| Departure airport: | Paris-Orly Airport (ORY/LFPO) |
| Destination airport: | London-Heathrow Airport (LHR/EGLL) |
| Investigating agency: | BEA |
| Confidence Rating: | Accident investigation report completed and information captured |
Narrative:
THY flight 981, a McDonnell Douglas DC-10-10, crashed in Bois d'Ermenonville, France, following the in-flight opening of a cargo door, killing all 346 occupants.
On Sunday March 3, 1974 flight TK981 departed Istanbul for a flight to Paris and London. The DC-10 landed at Paris-Orly at 11:02 and taxied to stand A2. There were 167 passengers on board, of whom 50 disembarked. The aircraft was refueled and baggage was loaded onto the plane. The planned turnaround time of one hour was delayed by 30 minutes. An additional 216 passengers embarked. Most of the passengers were booked on this flight because of a strike at British Airways. The door of the aft cargo compartment on the left-hand side was closed at about 11:35. When all preparations were complete the flight received permission to taxi to runway 08 at 12:24. Four minutes later the crew were cleared to line up for departure and were cleared for departure route 181 and an initial climb to flight level 40. The aircraft took off at approximately 12:30 and was cleared by Orly Departure to climb to FL60, which was reached at 12:34. The North Area Control Centre then cleared TK981 further to FL230. Three or four seconds before 12:40:00 hours, the noise of decompression was heard and the co-pilot said: "the fuselage has burst" and the pressurization aural warning sounded. This was caused by the opening and separation of the aft left-hand cargo door. The pressure difference in the cargo bay and passenger cabin, the floor above the cargo door partly collapsed. Two occupied tripe seat units were ejected from the aircraft. All the horizontal stabilizer and elevator control cables routed beneath the floor of the DC-10 and were thus also severely disrupted. Also the no. 2 engine power was lost almost completely. The aircraft turned 9 deg to the left and pitched nose down. The nose-down attitude increased rapidly to -20 deg. Although the no. 1 and 3 engines were throttled back the speed increased to 360 kts. The pitch attitude then progressively increased to -4 degrees and the speed became steady at 430 kts (800 km/h). At a left bank of 17 degrees the DC-10 crashed into the forest of Ermenonville, 37 km NE of Paris.
PROBABLE CAUSE: "The accident was the result of the ejection in flight of the aft cargo door on the left-hand side: the sudden depressurization which followed led to the disruption of the floor structure, causing six passengers and parts of the aircraft to be ejected, rendering No.2 engine inoperative and impairing the flight controls (tail surfaces) so that it was impossible for the crew to regain control of the aircraft.
The underlying factor in the sequence of events leading to the accident was the incorrect engagement of the door latching mechanism before take-off. The characteristics of the design of the mechanism made it possible for the vent door to be apparently closed and the cargo door apparently locked when in fact the latches were not fully closed and the lock pins were not in place.
It should be noted, however that a view port was provided so that there could be a visual check of the engagement of the lock pins.
This defective closing of the door resulted from a combination of various factors:
- incomplete application of Service Bulletin 52-37;
- incorrect modifications and adjustments which led, in particular, to insufficient protrusion of the lock pins and to the switching off of the flight deck visual warning light before the door was locked;
- the circumstances of the closure of the door during the stop at Orly, and, in particular, the absence of any visual inspection, through the viewport to verify that the lock pins were effectively engaged, although at the time of the accident inspection was rendered difficult by the inadequate diameter of the view port.
Finally, although there was apparent redundancy of the flight control systems, the fact that the pressure relief vents between the cargo compartment and the passenger cabin were inadequate and that all the flight control cables were routed beneath the floor placed the aircraft in grave danger in the case of any sudden depressurization causing substantial damage to that part of the structure.
All these risks had already become evident, nineteen months earlier, at the time of the Windsor accident, but no efficacious corrective action had followed." (Aircraft Accident Report 8/76)
