Challenger Crash Almaty
Death Cruiser Flight Crew
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I've just compared the enormity of this scheduled duty with one that I look back on as a right cracker: MAN-TLV-MAN in a 737-200ADV with an aux tank. It was a daylight flight, max scheduled FDP 13 hours 15 minutes, round-trip distance approximately 4200 n.m. i.e. some 900 n.m. less. My logbook shows a total block time of 11 hours 10 minutes, and I remember filing a captain's discretionary report for exceeding the scheduled FDP. The 737-200's cruise was M0.73, i.e. much the same as previously quoted for the Challenger's long-range cruise.
My goodness, these pilots were given some task.
My goodness, these pilots were given some task.
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In Germany flight duty time regulations also apply to employed pilots flying without AOC. There is no exemption for that.
If they really used Type I Fluid for anti-icing, they had a holdover time of 2 to 4 minutes (at below -10°C and snow). They also had to consider AEA cautions:
and
That is not working in given conditions unless you anti-ice at the threshold immediately before takeoff.
If they really used Type I Fluid for anti-icing, they had a holdover time of 2 to 4 minutes (at below -10°C and snow). They also had to consider AEA cautions:
CAUTION: Heavy precipitation rates or high moisture content, high wind velocity or jet blast may reduce holdover time below the lowest time stated in the range. Holdover time may also be reduced when aircraft skin temperature is lower than OAT. Therefore, the indicated times should be used only in conjunction with a pre-takeoff check.
CAUTION: Wing skin temperatures may be lower than OAT. If this condition is identified, a stronger mix (more glycol) may need to be used to ensure a sufficient freeze point buffer.
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"In Germany flight duty time regulations also apply to employed pilots flying without AOC. There is no exemption for that"
Granted - but have you ever heard of ANY action regarding FDT against a non-AOC pilot in Germany? I haven´t...I´d guess JAROPS 2 or however it will be called then will change that. Maybe. Or not.
Correct me if I´m wrong, but they were just about to begin their second leg, weren´t they? So they just had done some 5,5-6 hrs of flying...or maybe 8 hrs of duty IF they came from EDDF to pick the pax up. Hardly over the FDR. The second leg would have been, granted.
Granted - but have you ever heard of ANY action regarding FDT against a non-AOC pilot in Germany? I haven´t...I´d guess JAROPS 2 or however it will be called then will change that. Maybe. Or not.
Correct me if I´m wrong, but they were just about to begin their second leg, weren´t they? So they just had done some 5,5-6 hrs of flying...or maybe 8 hrs of duty IF they came from EDDF to pick the pax up. Hardly over the FDR. The second leg would have been, granted.
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Translation from German newspaper
As a simple and humble SLF with interest in aviation I would like to contribute at least something to enlight the facts of Mr. Windhorst's business travel.
I'm not really that good in English, but I hope this translation is welcome...
The business man Lars Windhorst, who was severly hurt on 26 of Dezember at a plane accident in Almaty in Kasachstan is being treated at a hospital specialized in trauma treatment in Berlin Marzahn. This was reported by a hospital spokesman.
The 31-year-old had been brought by an ambulance from Schönefeld airport at three a.m. Windhorst had crashed with a German business aircraft. One of the two pilots died, the other was severely injured. As was confirmed by aviation insiders, this was a police detective who was performing an officially licensed second activity in piloting business aircraft.
According to the hospital spokesman Detlef Hoffmann, Windhorst had suffered burns as well as injuries of the facial skull and the thorax. He is being supervised in the intensice care unit by physicians of different disciplines. He is said to be stable, awake and reacts when talked to by the physicians, but may not receive visitors. Windhorst as for now does not remember anything about the accident, Hoffmann said.
Windhorst was the only passenger on the flight of the Challenger 604 from Hannover with destination Hong Kong and a stopover to take fuel at Almaty. Soon after take-off, the aircraft, according to reports, had crashed to the ground, had been flung against a wall and had burst into flames.
The Challenger belonged to the enterprise Jet Connection which had been founded in 1997 and is based on the Frankfurt airport, and is specialized in the charter of business aircraft. As manager Georg Biesing told the Tagesspiegel yesterday, no reports of the Kasakh officials had reached him yet. Contrary to first news, there had been no explosion on board. Experts of the State Department for investigation of Aircraft Accidents in Braunschweig yesterday took off for Almaty to participate in the investigations of the cause of the accident.
According to Biesing there had been no technical disorders of the 7 year old aircraft. The same type is also used by the Flugbereitschaft of the German airforce The co-pilot and the cabin crew member also were injured and meanwhile have been brought by rescue aircrafts to German hospitals for further treatment.
Lars Windhorst is said to be one of the most glamorous personalities in the boom times of internet. In the 90ies, the young entrepreneur had come into focus when accompanying Chancelor Helmut Kohl. Windhorst had founded a business for computer equipment when only 16 years old. Kohl made of him role model for the young generation and took him along on trips to Asia to raise publicity.
Windhorst, who succeeded in convincing many investors to entrust him their money, wanted to create a huge economic empire, but finally went bankrupt in a spectacular way. Many asked later how professionals of money business could have mingled with him. Probably they were amazed by his boyish charme.
Later, he had been sued by many disappointed creditors, most of all by Ulrich Marseille, the manager of a big German hosptal chain. Surprisingly, with the aid of the new private insolvency law, Windhorst succeeded to be free from any personal debt within three years.
After his business and privat insolvencies Windhorst is now working for a finance investor.
(Source: Tagesspiegel, Berlin, from dec. 29th, 2007)
I'm not really that good in English, but I hope this translation is welcome...
The business man Lars Windhorst, who was severly hurt on 26 of Dezember at a plane accident in Almaty in Kasachstan is being treated at a hospital specialized in trauma treatment in Berlin Marzahn. This was reported by a hospital spokesman.
The 31-year-old had been brought by an ambulance from Schönefeld airport at three a.m. Windhorst had crashed with a German business aircraft. One of the two pilots died, the other was severely injured. As was confirmed by aviation insiders, this was a police detective who was performing an officially licensed second activity in piloting business aircraft.
According to the hospital spokesman Detlef Hoffmann, Windhorst had suffered burns as well as injuries of the facial skull and the thorax. He is being supervised in the intensice care unit by physicians of different disciplines. He is said to be stable, awake and reacts when talked to by the physicians, but may not receive visitors. Windhorst as for now does not remember anything about the accident, Hoffmann said.
Windhorst was the only passenger on the flight of the Challenger 604 from Hannover with destination Hong Kong and a stopover to take fuel at Almaty. Soon after take-off, the aircraft, according to reports, had crashed to the ground, had been flung against a wall and had burst into flames.
The Challenger belonged to the enterprise Jet Connection which had been founded in 1997 and is based on the Frankfurt airport, and is specialized in the charter of business aircraft. As manager Georg Biesing told the Tagesspiegel yesterday, no reports of the Kasakh officials had reached him yet. Contrary to first news, there had been no explosion on board. Experts of the State Department for investigation of Aircraft Accidents in Braunschweig yesterday took off for Almaty to participate in the investigations of the cause of the accident.
According to Biesing there had been no technical disorders of the 7 year old aircraft. The same type is also used by the Flugbereitschaft of the German airforce The co-pilot and the cabin crew member also were injured and meanwhile have been brought by rescue aircrafts to German hospitals for further treatment.
Lars Windhorst is said to be one of the most glamorous personalities in the boom times of internet. In the 90ies, the young entrepreneur had come into focus when accompanying Chancelor Helmut Kohl. Windhorst had founded a business for computer equipment when only 16 years old. Kohl made of him role model for the young generation and took him along on trips to Asia to raise publicity.
Windhorst, who succeeded in convincing many investors to entrust him their money, wanted to create a huge economic empire, but finally went bankrupt in a spectacular way. Many asked later how professionals of money business could have mingled with him. Probably they were amazed by his boyish charme.
Later, he had been sued by many disappointed creditors, most of all by Ulrich Marseille, the manager of a big German hosptal chain. Surprisingly, with the aid of the new private insolvency law, Windhorst succeeded to be free from any personal debt within three years.
After his business and privat insolvencies Windhorst is now working for a finance investor.
(Source: Tagesspiegel, Berlin, from dec. 29th, 2007)
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jungle drums
Couldn't agree with you more as regards to your 3rd paragraph. I do that myself.
However "the book" does not state this, so the people who fly by "the book" do not gain from the added advantage of the extra speed gained, to perhaps assist in the handling of any emergency during t/o.
Couldn't agree with you more as regards to your 3rd paragraph. I do that myself.
However "the book" does not state this, so the people who fly by "the book" do not gain from the added advantage of the extra speed gained, to perhaps assist in the handling of any emergency during t/o.
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Has Bombardier addressed this accident yet in any briefings to operators?
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Well, provided there are no runway, tyre or climb related limiting criteria, is to brief to intentionally stay on the ground once past V1 and committed to GO, until you reach V2 or even V2 plus rather than VR. A few extra seconds accelaration on the ground when you have the runway and performance, for peace of mind?
Forgotten now I expect, except by a few older hands...myself included.
When in doubt...accelerate.
Used by Boeing.
Used by Lockheed.
Mostly for improved climb performance.
Wonder in Bombardier have this in their book?
If not, why not?
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Regarding post #68
If your dutytime will be excited you are not allowed to T/O to your destination.
Just found some more infos:
Had to translate the text via a website.
Aircraft arrived in the airport of Alma Ata into 2.20 (Tuesday, 23.20 msk). The dispatcher of airport communicated communication about the emergency into the service of rescuing. This occurred into 3.11 local time (0.11 msk).
As they report the media of Kazakhstan with the reference to the representative of MChS [emergency and disaster relief ministry] of republic, emergency occurred soon after the refueling of the aircraft, when it left to the takeoff and landing strip and gained itself speed to [vzlet].[vzorvalsya].
Aircraft burnt completely. At the moment of wreck aboard was situated four people - three crew members and one passenger.
In 3.05 (6.05 msk) for the not established thus far reasons CL60, belonged to German company Jet Of connection Of business Of flight, after passing 400 m, descended from the runway and opened enclosing landing area ferroconcrete fence, after which it exploded.
Aircraft burnt completely. At the moment of wreck aboard was situated four people - three crew members and one passenger.
Infos are not complete and are from this russian website ( local newspaper )
All other infos had been in the previous postings.
http://www.gazeta.ru/social/2007/12/26/2474796.shtml
This means a ground time from only 45 minutes.
That is pretty fast for a turnaround with deicing ( especially in Almaty ) and as final destination I still find the information about HKG in the news. VHHH
The last time in ALA they told me, they only got Type I fluid anyway. Maybe it was only at that special day ?
Does anyone know the Off Block time in HAJ ?
Where does it say BKK as final destination ?
The 400m I found in a different report as well and there it meant:
after 400m from the runway they hit the concretewall
If your dutytime will be excited you are not allowed to T/O to your destination.
Just found some more infos:
Had to translate the text via a website.
Aircraft arrived in the airport of Alma Ata into 2.20 (Tuesday, 23.20 msk). The dispatcher of airport communicated communication about the emergency into the service of rescuing. This occurred into 3.11 local time (0.11 msk).
As they report the media of Kazakhstan with the reference to the representative of MChS [emergency and disaster relief ministry] of republic, emergency occurred soon after the refueling of the aircraft, when it left to the takeoff and landing strip and gained itself speed to [vzlet].[vzorvalsya].
Aircraft burnt completely. At the moment of wreck aboard was situated four people - three crew members and one passenger.
In 3.05 (6.05 msk) for the not established thus far reasons CL60, belonged to German company Jet Of connection Of business Of flight, after passing 400 m, descended from the runway and opened enclosing landing area ferroconcrete fence, after which it exploded.
Aircraft burnt completely. At the moment of wreck aboard was situated four people - three crew members and one passenger.
Infos are not complete and are from this russian website ( local newspaper )
All other infos had been in the previous postings.
http://www.gazeta.ru/social/2007/12/26/2474796.shtml
This means a ground time from only 45 minutes.
That is pretty fast for a turnaround with deicing ( especially in Almaty ) and as final destination I still find the information about HKG in the news. VHHH
The last time in ALA they told me, they only got Type I fluid anyway. Maybe it was only at that special day ?
Does anyone know the Off Block time in HAJ ?
Where does it say BKK as final destination ?
The 400m I found in a different report as well and there it meant:
after 400m from the runway they hit the concretewall
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Unless you don't know the winds aloft the data you are requesting are not of any use to you and your magazine.
With a nice tailwind component HAJ-ALA and beyond can be made well within duty time limits.
And there is tailwind most of the time in this direction.
45 minutes is not a fast turnaround for a business jet that needs no loading/unloading.
Keep on searching, maybe better elsewhere.
With a nice tailwind component HAJ-ALA and beyond can be made well within duty time limits.
And there is tailwind most of the time in this direction.
45 minutes is not a fast turnaround for a business jet that needs no loading/unloading.
Keep on searching, maybe better elsewhere.
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When in doubt...accelerate.
Used by Boeing.
Used by Lockheed.
Mostly for improved climb performance.
Wonder in Bombardier have this in their book?
If not, why not?
Used by Boeing.
Used by Lockheed.
Mostly for improved climb performance.
Wonder in Bombardier have this in their book?
If not, why not?
Last edited by Green Guard; 31st Dec 2007 at 00:15.
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If speaking about same weather conditions, there were similar accidents at CIS airports.
2001 - Yakovlev RA-88170 at UUEE
and 2007 - CRJ N168CK at UUWW
http://aviation-safety.net/database/record.php?id=20000309-0
http://www.pprune.org/forums/showthread.php?t=264081&highlight=N168CK
http://www.airliners.net/open.file/1174201/L
2001 - Yakovlev RA-88170 at UUEE
and 2007 - CRJ N168CK at UUWW
http://aviation-safety.net/database/record.php?id=20000309-0
http://www.pprune.org/forums/showthread.php?t=264081&highlight=N168CK
http://www.airliners.net/open.file/1174201/L
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Speed is Life
Up and away there is ample stall margin during maneuvering, but during takeoff there isn't much to begin with. Maneuvering in pitch as the aircraft is lifting off reduces what little stall margin there is, especially at heavy weight when acceleration is slower. A reduced rotation rate and the addition of speed above Vr before lifting off significantly increases stall margins, especially if the wing has been contaminated. An intuitive pilot would reduce his pitch rate and add some speed on takeoff if there were any possibility of a contaminated wing, even after de-icing. This technique seems to be the exception rather than the norm. Pilots tend to fly the way they train, and pilots are typically trained to fly as though the engine were going to fail just after V1 on every takeoff. Speed is life.
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threemiles..
Unless you don't know the winds aloft the data you are requesting are not of any use to you and your magazine.
threemiles -- stay with the facts !
who told you I am with a magazine ?
Maybe it is only a newspaper ?
It´s none of it. I am just a little pilot...
( ehh, what are windsaloft ? )
I guess, you are one too...
Besides, landing, taxi-in at Almaty in snowy weather, refueling and taxi out including De-Icing and T/O is pretty fast in 45 minutes.
Take a look at the taxi and the approach chart.
I guess you have not been to Almaty before.
It was snowing that day and there is CAT2 only to RWY 23. If you approach via RWY 05 you got backtrack. Watch out for those two little turnpads, the first one probably pretty slippery, because only the smallest birds make it there.
I do not know your taxispeed in these conditions, but I go very safe. I want to retire without a dent.
If you got inbound traffic wait for the other traffic to clear the runway...
And your time is just passing by..
Almaty is definetely not one of the airports you should underestimate.
Unless you don't know the winds aloft the data you are requesting are not of any use to you and your magazine.
threemiles -- stay with the facts !
who told you I am with a magazine ?
Maybe it is only a newspaper ?
It´s none of it. I am just a little pilot...
( ehh, what are windsaloft ? )
I guess, you are one too...
Besides, landing, taxi-in at Almaty in snowy weather, refueling and taxi out including De-Icing and T/O is pretty fast in 45 minutes.
Take a look at the taxi and the approach chart.
I guess you have not been to Almaty before.
It was snowing that day and there is CAT2 only to RWY 23. If you approach via RWY 05 you got backtrack. Watch out for those two little turnpads, the first one probably pretty slippery, because only the smallest birds make it there.
I do not know your taxispeed in these conditions, but I go very safe. I want to retire without a dent.
If you got inbound traffic wait for the other traffic to clear the runway...
And your time is just passing by..
Almaty is definetely not one of the airports you should underestimate.
Last edited by Engine3firehandle; 30th Dec 2007 at 21:22.
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Slower rotation
Canardnorth:
I do the same thing, when I go to the end of the holdovertime definetely and also make a clear statement for my fellow pilot, that he knows that I will be rotating slower and gain a little extra speed, but of course only if the situation permits it.
In any case of abnormal situation I go to absolute standard ( abnormal ) procedure.
I also try to get higher speeds in my performance computation and take more time for this part with my second pilot.
I do the same thing, when I go to the end of the holdovertime definetely and also make a clear statement for my fellow pilot, that he knows that I will be rotating slower and gain a little extra speed, but of course only if the situation permits it.
In any case of abnormal situation I go to absolute standard ( abnormal ) procedure.
I also try to get higher speeds in my performance computation and take more time for this part with my second pilot.
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Speed is life.. amen to that.
Coming from a Lear 60 and now captain on a 604, I have the utmost respect for any sort of wing contamination and any doubts always end in a de-icing.
The techniques for slow rotation and higher speed are mentioned here on the last few posts and I always let the 604 fly itself off the ground when she is ready (rotate at normal rate and let wing fly itself). The rotation forces are wierd in the 604 as they are very light when factory trim settings are used and even more so with a full tail tank. I prefer a slightly heavier feel to the "pull" as having the airplane spring into the air as soon as you unweight the nosewheel is a bit disconcerting at times.
Having operated the last two winters in Reykjavik, I have been at pains to show/tell our new F/O's that rotating at same speed and yanking it up into V2 in any and all situations aint the best idea. Granted the "book" says one thing, but real life nuances come with experience. Also the simulators that alot of us use, dont quite reproduce the feel/look of the airplane in that transient stage.
Sad outcome eitherway... RIP
Coming from a Lear 60 and now captain on a 604, I have the utmost respect for any sort of wing contamination and any doubts always end in a de-icing.
The techniques for slow rotation and higher speed are mentioned here on the last few posts and I always let the 604 fly itself off the ground when she is ready (rotate at normal rate and let wing fly itself). The rotation forces are wierd in the 604 as they are very light when factory trim settings are used and even more so with a full tail tank. I prefer a slightly heavier feel to the "pull" as having the airplane spring into the air as soon as you unweight the nosewheel is a bit disconcerting at times.
Having operated the last two winters in Reykjavik, I have been at pains to show/tell our new F/O's that rotating at same speed and yanking it up into V2 in any and all situations aint the best idea. Granted the "book" says one thing, but real life nuances come with experience. Also the simulators that alot of us use, dont quite reproduce the feel/look of the airplane in that transient stage.
Sad outcome eitherway... RIP
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real life nuances
well done!
I don't know if you guys know about the book "fly the wing" by webb.
he speaks of a takeoff in supsected or possible windshear. he points out that finding out the max weight for takeoff from a particular runway and then using the "NUMBERS" (v1/rotate) for the highest weight allows you to have a reserve of speed at takeoff.
perhaps so too in suspected icing situation?
think about it, read his book, perhaps this is something that can prove the nuance concept expressed above...but in a numerical fashion.
well done!
I don't know if you guys know about the book "fly the wing" by webb.
he speaks of a takeoff in supsected or possible windshear. he points out that finding out the max weight for takeoff from a particular runway and then using the "NUMBERS" (v1/rotate) for the highest weight allows you to have a reserve of speed at takeoff.
perhaps so too in suspected icing situation?
think about it, read his book, perhaps this is something that can prove the nuance concept expressed above...but in a numerical fashion.
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FTL
Gentle rotation has always been the answer to most take off problems, get V2 ++ under your belt before commiting aviation. Then a engine failure is a piece of cake, and the margin between the stall of a contaminated wing (singular) is below the flying speed.
As an aside, but still related: Many times I have been over 14hrs, if you look at realistic pre flight duty times and post flight duties, Since when has the trip from the hotel, been included in these calculations.....Also many times sat on the ground in Moscow, or similar cold locations, and waited for deicing, Then depted on a 12hour + flight....All perfecly normal for a Corporate driver. Three Charters in the last week.............And the company insisted the aircraft then ferried back to base, to save a hotel night.
Please do not think that Corportate charter operators actually comply with FTL, and when the real "duty Time" is considered, almost all Gulfstream V and G550 flights are scheduled in to discretion.
Please prove me wrong, by quoting the times your CAA have punished an operator.
Then you are scheduled for Minimum rest...in day time, after waiting for the cabin crew to finish, then the hours drive to the hotel, and then the delays with a morning check in. 20 hoours of real ON DUTY TIME, and 10 hoours rest.
De icing once or even twice is a common need in the RF, and the quality is slightly dubious.
Gfl
As an aside, but still related: Many times I have been over 14hrs, if you look at realistic pre flight duty times and post flight duties, Since when has the trip from the hotel, been included in these calculations.....Also many times sat on the ground in Moscow, or similar cold locations, and waited for deicing, Then depted on a 12hour + flight....All perfecly normal for a Corporate driver. Three Charters in the last week.............And the company insisted the aircraft then ferried back to base, to save a hotel night.
Please do not think that Corportate charter operators actually comply with FTL, and when the real "duty Time" is considered, almost all Gulfstream V and G550 flights are scheduled in to discretion.
Please prove me wrong, by quoting the times your CAA have punished an operator.
Then you are scheduled for Minimum rest...in day time, after waiting for the cabin crew to finish, then the hours drive to the hotel, and then the delays with a morning check in. 20 hoours of real ON DUTY TIME, and 10 hoours rest.
De icing once or even twice is a common need in the RF, and the quality is slightly dubious.
Gfl
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I know what you mean. i am using this technic too, but only when there is a danger of a windshear.
First choice of course is to avoid WS and delay a T/O.
The procedure I am using is:
First I calculate the actual weight and use a optimum or lower flap setting.
The MATOW from there I use for a new calculation and use the same flap setting as above.
This way you are safe in regards to your Vmcg.
Now I am using the speeds from the first step and remember the increased Vr speed.( The performance limited Vr speed ) I rotate normal at the increased Vr speed and aim for the increased V2 from the MATOW calculation.
But if the runway is contaminated you got to use Full thrust or use Derated T/O thrust. In either of these cases, you can not use this procedure.
Dutytime regulations.
Good point Gulfstreamaviator
These regulations are made for us pilots and we should stick to them. I know very well how hard it is to say:
Sorry I got to sleep now for 10 hours.
Better you hide yourself after saying it via PA.
Especially if you got 300 people in your belly already waiting for hours in the a/c.
#2 - Your company is pushing you to fly and you got to explain yourself, why you are not flying. Did happen of course to me too and I already had some discussions about it with my scheduling.
But we shouldn´t forget, if something happens, it is up to us.
Who has to face the judge and explain why people got hurt on that flight.
Good if nothing happens, but better not to challenge our luck.
I think we can give a little, but we still got to stay within a reasonable limit and should not stretch the law to far.
Imagine getting to HKG and someone gets hurt after 16:10h dutytime.
The attorney confronting us, will rip you in pieces at court.
Had a friend at court in the U.S. because a PAX got hurt in turbulence in U.S. airspace and she had her seatbelt not fastened ( Seat Belts Signs ON ).
That really gave him many sleepless nights. But this is a different story.
First choice of course is to avoid WS and delay a T/O.
The procedure I am using is:
First I calculate the actual weight and use a optimum or lower flap setting.
The MATOW from there I use for a new calculation and use the same flap setting as above.
This way you are safe in regards to your Vmcg.
Now I am using the speeds from the first step and remember the increased Vr speed.( The performance limited Vr speed ) I rotate normal at the increased Vr speed and aim for the increased V2 from the MATOW calculation.
But if the runway is contaminated you got to use Full thrust or use Derated T/O thrust. In either of these cases, you can not use this procedure.
Dutytime regulations.
Good point Gulfstreamaviator
These regulations are made for us pilots and we should stick to them. I know very well how hard it is to say:
Sorry I got to sleep now for 10 hours.
Better you hide yourself after saying it via PA.
Especially if you got 300 people in your belly already waiting for hours in the a/c.
#2 - Your company is pushing you to fly and you got to explain yourself, why you are not flying. Did happen of course to me too and I already had some discussions about it with my scheduling.
But we shouldn´t forget, if something happens, it is up to us.
Who has to face the judge and explain why people got hurt on that flight.
Good if nothing happens, but better not to challenge our luck.
I think we can give a little, but we still got to stay within a reasonable limit and should not stretch the law to far.
Imagine getting to HKG and someone gets hurt after 16:10h dutytime.
The attorney confronting us, will rip you in pieces at court.
Had a friend at court in the U.S. because a PAX got hurt in turbulence in U.S. airspace and she had her seatbelt not fastened ( Seat Belts Signs ON ).
That really gave him many sleepless nights. But this is a different story.
