In response to questioning from the NTSB, Colgan Air officials acknowledged that both pilots apparently were not paying close attention to the aircraft's instruments and unable to follow the airline's procedures for handling an impending stall in the final minutes of the flight. NTSB spokesman Steve Chealander said that 14 investigators were assigned to the crash of Continental Connection Flight 3407. The last radio transmission from the flight occurred when the plane was 3.0 miles (4.8 km) northeast of the airport radio beacon known as KLUMP (see diagram), when First Officer Shaw acknowledged a routine instruction to change to tower frequency. Crew fatigue was also suspected, as both pilots appear to have been at Newark airport overnight and all day before the 9:18 pm departure. [1] All 49 people on board were killed, along with one person in the house. 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. Victims of Flight 3407: Who They Were ... Prisco's 24-year-old daughter, Ashley, also works for Colgan Air, the company that operated Flight 3407. 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. 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"). The FDR data indicates that the stick shaker activated at 130 knots, The captain overrode the pusher and continued pulling on the control yoke causing the aircraft upset and later loss of control. The crash and intense fire caused the evacuation of 12 nearby houses.A total of 50 people were killed, including all 49 passengers and crew on board, and one resident of the house that was struck. likely separation of the airflow over the wing and ensuing roll two The report was published on February 25.The NTSB determined that in addition to Renslow's inadequate response to the stick shaker activation, there were key contributing factors. Contributing to the accident
Occupants aboard the Dash 8 experienced an estimated force two times that of gravity just before impact. the accident flight. 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.
Portable heaters had to be brought to the site to melt ice left in the wake of the firefighting efforts. Investigators were still not sure why he had pulled when he should have pushed, as he had at least 2,000 feet (610 m) within which to recover.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. adequate stall warning if ice accumulation is present.Preliminary airplane performance modeling and simulation efforts indicate During final approach, the pilots extended the aircraft's flaps and landing gear for landing. 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.
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