{"id":93007,"date":"2025-02-17T05:30:04","date_gmt":"2025-02-17T05:30:04","guid":{"rendered":"https:\/\/peraltafinancing.com\/airline\/how-to-investigate-an-air-crash-according-to-the-ntsb\/"},"modified":"2025-02-17T05:30:04","modified_gmt":"2025-02-17T05:30:04","slug":"how-to-investigate-an-air-crash-according-to-the-ntsb","status":"publish","type":"post","link":"https:\/\/fivemor.com\/?p=93007","title":{"rendered":"How to investigate an air crash \u2013 according to the NTSB"},"content":{"rendered":"


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Commercial aviation is statistically one of the safest ways to travel, and that doesn\u2019t happen by accident.<\/span><\/h4>\n

When an aviation accident occurs, a meticulous process is set in motion to determine what happened, how it happened, and most importantly how similar incidents can be prevented in the future. The U.S. <\/span>National Transportation Safety Board (NTSB)<\/span><\/a> is tasked with investigating every commercial aviation accident in the US and is often called upon by international agencies to lend its expertise. The investigators at the NTSB play a crucial role in ensuring the safety of flight, with specialists like Sean Payne working behind the scenes to retrieve and analyze flight data captured on various recorders, including the Flight Data Recorder and Cockpit Voice Recorder, commonly known as the aircraft\u2019s \u201cblack boxes.\u201d. We spoke with Sean on <\/span>Episode 110 of our AvTalk podcast<\/span><\/a> to learn about how an air crash investigation unfolds.<\/span><\/p>\n

The initial response<\/h3>\n

Aviation accidents come in all shapes and sizes, from a tailstrike to a complete hull loss. The NTSB\u2019s response to an accident begins with its <\/span>Response Operations Center (ROC), which monitors various information sources\u2014including traditional media and social media\u2014for reports of incidents. Once an accident is confirmed, the ROC notifies investigators via a text alert, and a <\/span>go team is assembled to travel to the crash site.<\/span><\/p>\n<\/p><\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/section>\n

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Investigators inspecting the remains of US Airways flight 1549, which performed a successful landing on the Hudson River in 2009.<\/figcaption><\/figure>\n<\/p><\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/section>\n
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\u201cIn most aviation cases, I\u2019m not on the go team,\u201d Payne explained. \u201cI actually go to the lab.\u201d While some investigators head to the scene, others like Payne begin gathering data remotely, researching the aircraft\u2019s history and identifying relevant information about its flight data recorders (FDRs) and cockpit voice recorders (CVRs). Knowing the type of recorders he\u2019ll be working with after they are recovered lets him begin preparing tools and equipment.<\/span><\/p>\n

On-site investigation and recovery<\/h3>\n

At the crash site, investigators prioritize securing the flight recorders. If the aircraft had an FDR and CVR, the team works to retrieve them as quickly and securely as possible. \u201cThe immediate need is to get it back to headquarters in a secure method and as fast as possible,\u201d said Payne. In the best-case scenario, the NTSB can transport the recorders on an FAA jet. More often, commercial flights are used, with assistance from the Federal Air Marshal Service to ensure safe delivery.<\/span><\/p>\n

Water recoveries present additional challenges. If a recorder is found submerged, it is <\/span>kept in water to prevent corrosion. \u201cThe enemy of electronics is corrosion,\u201d Payne noted, explaining that keeping the recorder in <\/span>deionized water minimizes damage until it reaches the lab.<\/span><\/p>\n<\/p><\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/section>\n

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Sean Payne and his team examine a flight recorder stored in deionized water<\/figcaption><\/figure>\n<\/p><\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/section>\n
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Flight recorder analysis<\/h3>\n

Once at the NTSB\u2019s Washington, D.C., lab, the flight recorders are examined to determine their condition and whether the data can be extracted. An <\/span>undamaged recorder can often be downloaded normally, but <\/span>damaged recorders require more effort.<\/span><\/p>\n<\/p><\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/section>\n

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The crash-survivable memory unit (CSMU) is the most critical component, as it stores the valuable flight data. If necessary, specialists transfer data chips into a <\/span>golden chassis, a specialized device that prevents further data loss while allowing a safe download. \u201cWe have in the laboratory every western-made flight recorder, ordered from the manufacturers with one simple modification: a modification that turns off any further writing of data,\u201d Payne explained.<\/span><\/p>\n

In some cases, the NTSB must rely on <\/span>older magnetic tape recorders, which are still in use on some aircraft, particularly older business jets. Extracting data from these can be significantly more difficult, especially if the tape is damaged or tangled.<\/span><\/p>\n

Deciphering the data<\/h3>\n

Flight data recorders contain hundreds of parameters that must be analyzed to reconstruct the sequence of events leading up to the crash. Meanwhile, the CVR holds crucial <\/span>audio recordings from the cockpit, including pilot conversations and ambient sounds.<\/span><\/p>\n

One of the most delicate aspects of the investigation is reviewing the cockpit voice recorder.<\/span> A <\/span>CVR audition is conducted by Payne and other specialists, along with the <\/span>Director of Aviation Safety and the Director of Research and Engineering. Their primary goal is to verify whether the accident was recorded and to determine what insights can be gained. Importantly, <\/span>CVR audio is legally protected, meaning that the NTSB cannot release actual cockpit recordings, only transcripts.<\/span><\/p>\n<\/p><\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/section>\n

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The transcription process is painstaking, often requiring a full week for a <\/span>30-minute recording. A group of accredited representatives\u2014including airframe manufacturers, pilot unions, and engine manufacturers\u2014collaborates to ensure accuracy. \u201cWe don\u2019t rely on speech-to-text AI, because it could introduce bias or errors,” Sean explains. \u201cInstead, trained specialists listen and transcribe manually to ensure the highest level of accuracy.\u201d<\/span><\/p>\n

Reports and safety recommendations<\/strong><\/h3>\n

Most investigations publish a preliminary report, periodic updates, and a final report. Whilst reports are traditionally issued in document form, most agencies also take advantage of other formats like videos and interactive animations to update the industry and the public on the progress of an investigation.\u00a0<\/span><\/p>\n<\/p><\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/p><\/div>\n<\/section>\n

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Once all data has been analyzed, the NTSB compiles its findings into a <\/span>final report<\/span><\/a>, which is presented at a <\/span>public board meeting. The report includes:<\/span><\/p>\n