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What did you Google in 2024? From the elections to Copa América, here's what search trends showExcelsior Correspondent JAMMU, Dec 29: To strengthen their campaign further to aware masses about the ill effects of Cardiovascular Diseases, Head Department of Cardiology GMCH Jammu Dr Sushil Sharma conducted a day long cardiac awareness cum health check up camp in collaboration with Sikh Unity Forum Poonch, Rahul Dravid Cricket Academy and Committee of Char Sahibzade at Sports Stadium with more emphasis on physical activity to reduce the cardiac mortality and morbidity. While interacting with the people Dr Sushil Stated that Young athletes face numerous physical and mental challenges as they strive to excel in their sports. “While physical activity generally promotes cardiovascular health, certain underlying conditions can pose significant risks, sometimes leading to Sudden Cardiac Arrest (SCA). Cardiovascular conditions in young athletes are rare but often serious, requiring a proactive approach to prevention, detection, and management. Several cardiovascular conditions can affect young athletes, ranging from structural abnormalities to electrical disorders. Hypertrophic Cardiomyopathy (HCM) is one of the most common and serious conditions, characterized by abnormal thickening of the heart muscle that can obstruct blood flow. Another ,critical condition is congenital coronary artery anomalies, where abnormal coronary artery development can restrict blood flow during exertion,” he said. Dr Sharma elaborated that electrical abnormalities, such as long QT syndrome and Wolff-Parkinson-White (WPW) syndrome, disrupt the heart’s normal rhythm, increasing the risk of life-threatening arrhythmias. Additionally, myocarditis, an inflammation of the heart muscle often caused by viral infections, can lead to sudden cardiac arrests, especially during intense physical activity. While these conditions can be asymptomatic, they may also manifest as warning signs, including chest pain, fainting, or palpitations during exercise. Participation in sports offers young athletes numerous physical, mental, and social benefits. However, underlying heart conditions can pose significant risks, potentially leading to serious outcomes like Sudden Cardiac Arrest (SCA). While these events are rare, prevention and early detection are essential to ensuring the safety of young athletes, he said. Others who were part of this camp include Dr Parvez Khan (CMO Poonch), Dr Shahbaz Khan, Dr Pallavi Sharma and Dr Amarpreet Singh. Paramedics and volunteers include Rajkumar, Rahul Vaid, Rohit Nayyar, Vikas Kumar, Rajinder Singh, Gourav Sharma, Amnish Datta, Paramveer Singh, Harsh Bali, Ritik Sharma, Shaida Parveen, Rubina, Basharat Anjum, Anil Sharma, Sumit Sharma, Ajit Pal Singh,Vikram Sharma, Droub Sharma, Randhir Singh and Nirvair Singh Bali.Top Canadian with a solid payout history, a growing earnings base, and sustainable yield can help generate decades of passive income. For instance, leading have been consistently rewarding shareholders with regular dividends for years. So, if you want worry-free passive income, here are three stocks worth buying right now. Investors seeking decades of passive income could consider adding top Canadian . These companies are known for their resilient and growing payouts. Notably, their rate-regulated businesses generate predictable cash flows, supporting steady dividend payouts. Among the leading utility stocks, investors could add ( ) to their portfolios. Canadian Utilities offers natural gas and electricity services and has an unparalleled streak of dividend increases—52 consecutive years, the longest in Canadian corporate history. Moreover, Canadian Utilities stock offers a solid yield of about 5%. Looking ahead, Canadian Utilities’s highly contracted and regulated earnings base will likely support future dividend growth. The company continues to invest in regulated utilities and long-term, contracted assets, which will expand its rate base and earnings, driving higher dividend payments. Further, its payout ratio is sustainable in the long term. Top infrastructure companies are known for their resilient dividend payouts. ( ) is a reliable stock in the energy infrastructure space that is worth buying for decades of passive income. Enbridge has paid dividends for about seven decades. Moreover, it has increased them by nearly three decades. 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ORLANDO, Fla. — It was a season of Iowa State comebacks. And fittingly, that's how it ended for the Cyclones. Game MVP Rocco Becht scored from a yard out on fourth-and-goal with 56 seconds remaining and No. 18 Iowa State capped the best season in school history by rallying past No. 15 Miami 42-41 in the Pop-Tarts Bowl on Saturday. Becht finished with 270 passing yards and three touchdowns for Iowa State (11-2), a program that entered this season — the 133rd year of Cyclone football — never having won more than nine games in a year. “If you look at this team, it’s really who they’ve been all year,” coach Matt Campbell said. The win marked the fourth time in 2024 that Iowa State got a winning score with less than two minutes remaining. For this one, the Cyclones rallied from a 10-point deficit in the second half — with Miami quarterback Cam Ward watching after a record-setting first half — to get win No. 11. Carson Hansen rushed for a pair of touchdowns for Iowa State. And as the MVP, Becht got the honor of choosing which flavor Pop-Tart was to be sacrificed in a giant toaster. “There's only one,” Becht said. “Cinnamon roll.” Ward passed for three touchdowns in his final college game, while Damien Martinez rushed for a career-high 179 yards for Miami (10-3), which dropped its sixth straight bowl game and lost three of four games to end the season — those three losses by a combined 10 points. "Disappointed that we couldn't pull out a victory," Miami coach Mario Cristobal said. “These guys have always fought and always competed and this was no exception. ... It's painful. It's as painful as it gets when you don't win. But there's a lot to build on.” NEBRASKA 20, BOSTON COLLEGE 15: Dylan Raiola passed for 228 yards and a touchdown as Nebraska built an 18-point lead through three quarters and hung on for its first bowl victory since 2015. Raiola hit Emmett Johnson with a 13-yard TD pass on fourth down with 3:02 remaining in the third quarter for a 20-2 edge and the Cornhuskers (7-6) held on for the win at Yankee Stadium. Raiola completed 23 of 31 passes in front of a sizable Nebraska crowd that celebrated the team's first bowl win since topping UCLA in the 2015 Foster Farms Bowl and first winning season since 2016. Raiola completed passes to 10 receivers, including Jahmal Banks, who finished with four receptions for 79 yards. Grayson James finished 25 of 40 for 296 yards as Boston College (7-6). UCONN 27, NORTH CAROLINA 14: Joe Fagnano threw for 151 yards and two touchdowns to help the Huskies (9-4) beat the Tar Heels (6-7) at Fenway Park, embarrassing incoming coach Bill Belichick's new team in his old backyard. Mel Brown rushed for 96 yards for UConn and Skyler Bell caught three passes for 77 yards, including a 38-yard touchdown that gave the Huskies a 10-0 first-quarter lead. Chris Culliver returned the ensuing kickoff 95 yards for a touchdown, but that would be Carolina's only production in the first half. TCU 34, LOUISIANA 3: Josh Hoover passed for four touchdowns as the Horned Frogs (9-4) routed the Ragin' Cajuns (10-4) in Albuquerque. Hoover was 20 for 32 for 252 yards with an interception. Eric McAlister had eight catches for 87 yards and a TD for the Horned Frogs. TCU's defense also had a solid day, holding Louisiana-Lafayette to 209 yards, including 61 on the game's final possession. LATE FRIDAY LAS VEGAS BOWL USC 35, TEXAS A&M 31: Jayden Maiava threw a 7-yard touchdown pass to tight end Kyle Ford with eight seconds left to give Southern California the victory over Texas A&M (8-5) in the Las Vegas Bowl. A graduate of Liberty High School in nearby Henderson and a transfer from UNLV, Maiava helped the Trojans (7-6) overcome a 17-point deficit. Get local news delivered to your inbox!Northland Power Inc. ( OTCMKTS:NPIFF – Get Free Report ) announced a dividend on Tuesday, December 24th, investing.com reports. Shareholders of record on Wednesday, January 1st will be given a dividend of 0.0713 per share on Wednesday, January 15th. This represents a yield of 6.86%. The ex-dividend date is Tuesday, December 31st. Northland Power Stock Performance Shares of OTCMKTS NPIFF opened at $12.51 on Friday. The company’s 50 day moving average price is $14.17 and its 200-day moving average price is $15.80. Northland Power has a 52-week low of $12.41 and a 52-week high of $18.98. Northland Power Company Profile ( Get Free Report ) Read More Receive News & Ratings for Northland Power Daily - Enter your email address below to receive a concise daily summary of the latest news and analysts' ratings for Northland Power and related companies with MarketBeat.com's FREE daily email newsletter .

Save Log in , register or subscribe to save articles for later. Save articles for later Add articles to your saved list and come back to them any time. Got it Normal text size Larger text size Very large text size A sunny day, 29 degrees, a gentle north-westerly breeze: flying conditions were near perfect as Qantas flight 520 began rolling down the runway at Sydney Airport en route to Brisbane. This particular plane, a Boeing 737-800, had been delivered new to the national carrier in November 2005 and given the tail number VH-VYH. A dependable workhorse, it had scooted up and down Australia’s east coast, mostly, for 19 years without notable incident. On this day, November 8, 2024, the Boeing had already made three trips, the first a breakfast run out of Sydney just before 7am. It was now setting off for the return leg to Brisbane. QF520 left the gate around 12.15pm and taxied to its slot in the take-off line-up, from where it was given the go-ahead. Its pilots hit the gas and the engines bellowed. It soon reached 200km/h and passed what aviators call “V1”: the point at which a plane is travelling too quickly to safely abort take-off. Exactly what happened next is now in the hands of safety investigators. What we do know is that, as the 737 was still gathering speed down the runway, one of its two engines suddenly destroyed itself . It failed, spitting fragments of superheated metal out of its exhaust chute, which shot to the ground, sparking a grassfire that soon made TV news. Some 40 per cent of air travellers report some fear of flying. Yet air travel is by far the safest form of transport, we’re often told. It’s heavily regulated, constantly scrutinised and, in Australia, operated and overseen by thousands of highly trained and dedicated professionals. The statistics confirm it. Australia’s safety record for commercial travel is exemplary: no large jet has ever been lost here. Our oldest airline, Qantas, regularly tops world safety rankings . Yet incidents still happen. Planes bump into each other on the ground. Tyres burst. Turbulence flings people around. Why do things still go wrong, albeit occasionally? Who is responsible for keeping us safe in the air? And what happens when that rarest of event occurs: one of your two engines goes “pop”? The cockpit front windows of a 747 jet. Credit: Getty Images, digitally tinted Who keeps us safe in the air? Flores, a tropical island about an hour’s flight east of Bali, is best known for three things: clear-water scuba diving, komodo dragons that can weigh more than 100 kilograms, and volcanoes, some picturesque and dormant, others not so much. In early November, Lewotobi Laki-laki began erupting in earnest, endangering nearby villages and sending a plume of ash 10 kilometres into the air. Advertisement Some 4000 kilometres south, at the Qantas Integrated Operations Centre near Sydney Airport, concern began to build. Famously, all four engines on a British Airways 747 failed after passing through a sulphurous volcanic cloud high above Java in 1982; only after the crew had prepared to ditch in the ocean did the turbofans clear of debris and miraculously restart. Partly as a consequence, when the unpronounceable Icelandic volcano Eyjafjallajökull erupted in 2010, airspace was closed across Europe , which led to some 95,000 flights cancelled and millions of passengers stranded. As the Flores ash cloud drifted west towards Bali, the Qantas team declared the situation critical and began cancelling flights into Denpasar for both Qantas and its subsidiary Jetstar. On the day we visit the operations centre, the crisis management team is about to meet in its purpose-built war room to gauge when flights might be allowed to resume. “It’s about determining when it’s going to be safe for us to operate,” says Qantas’s head of safety, Mark Cameron, a former British Airways pilot who knew the 747 crew who survived the volcano in 1982. “Engines do not like breathing in volcanic ash.” Mark Cameron, Qantas’s head of safety, in the airline’s operations centre in Mascot, Sydney. Credit: Louise Kennerly, digitally tinted Hundreds of Qantas staff, meanwhile, seated in pods in a vast room at head office, are still scrambling to reschedule flights, alert and mollify annoyed passengers while also dealing with the normal workings of some 100 international and 300 domestic flights on a typical day. For what we’re told is an extraordinarily busy day, though, the atmosphere is hushed and calm: a giant jigsaw puzzle being completed then restarted as mini-crises are discovered and mitigated. Jetstar was doing the same at its operations centre in Melbourne. The business of air travel is mind-bogglingly complex. But so, too, are the systems underpinning it. They allow it to operate extremely safely, especially compared to any other form of transport. ‘You can’t eliminate risk in any part of your daily life, but our role is to manage the risk to a level at which we’re comfortable that everybody’s going to be safe.’ Back in 1944, as World War II saw a flurry of new airports being built, 54 nations including Australia sent delegates to Chicago for a convention that laid the groundwork for international air safety standards. They agreed to create an overarching authority, today called the International Civil Aviation Organization (ICAO), under the auspices of the United Nations to set world standards for airworthiness and maintenance, and airport and airline operations, among other areas. “The aviation industry has an incredibly good safety record,” says Ron Bartsch, an aviation safety expert and founder of Avlaw aviation consulting. “The main reason for that is it’s so strictly and extensively regulated.” Advertisement For 2023, ICAO reported the accident rate (such as incidents involving death, injury, aircraft damaged or missing) for commercial aircraft was 1.87 accidents per million departures. To break this down: of 35,250,759 departures, there were 66 accidents, all but one of them non-fatal, the exception a twin-engine propeller aircraft operated by Yeti Airlines that crashed while coming into land at Pokhara in the Himalayas, killing 72 people on board. The Australian Civil Aviation Safety Authority (CASA) regulates the ongoing airworthiness of aircraft by ensuring airlines adhere to safety standards and a strict maintenance program.Regular maintenance is based on the number of hours the aircraft has flown, or how much time has passed since the last check – different parts require different “periodicity” for being serviced. Engineers could do anything from checking fluids after every flight to replacing wheelpads after a few flights to inspecting or replacing any one of thousands of parts after a specified time. “What it allows us to do,” says Qantas’s Mark Cameron, “is to be really proactive in how we’re managing risk – because, effectively, that’s what airlines do, we manage risk. We can’t eliminate it because you can’t eliminate risk in any part of your daily life, but our role is to manage the risk to a level at which we’re comfortable that everybody’s going to be safe.” This image from Flightradar in October shows flights routed out of airspace over Iran when Tehran launched missile attacks on Israel. Credit: FlightRadar24.com At Qantas HQ, various teams plan virtually every aspect of each flight: checking the weather; working out the best route (from several options if flying overseas, including avoiding volcanic eruptions or geopolitical hazards such as closed airspace in the Middle East, which Qantas has been navigating since early August); making sure cargo is loaded correctly so the plane is balanced; identifying dangerous goods on board; and screening for troublesome passengers on the banned “no fly” list ... and on it goes. With all that in place, the pilots run pre-flight checks, going over the weather briefing, for example, and any notes on potential dangers. The airline tells pilots how much fuel they need, but the pilot can choose to take more, depending on the possibility of a weather diversion or other delays. The pilot physically walks around the aircraft on the ground to triple-check there are no obvious faults. An engineer will have already signed a certificate of release to service – a legal declaration that the aircraft is fit to fly – before every international flight and at least daily for domestic flights, which the pilot clocks, along with a log of maintenance, before they accept the aircraft for flight. Air-traffic controller Alexander Palmer in the tower at Melbourne Airport. Credit: Airservices Australia, digitally tinted Advertisement The pilot’s next contact is with air-traffic controllers, who clear planes for departure according to strict rules that determine “how many aircraft we can have taking off and landing at any one time,” says Airservices Australia’s Michelle Petersen, who is responsible for the towers at all of Australia’s major airports. Controllers also factor in “wake turbulence”, the disruption to the air that a plane leaves in its wake; there needs to be a gap of three minutes between an A380 taking off and a Boeing 737 following it, for example. All over the world, controllers and pilots speak English and use regulated unambiguous terms: “Qantas one, runway 19 left, cleared for take-off.” Pilots always repeat back the message. “There cannot be any assumptions in the air and we embed safety in everything we do,” says Petersen. The most deadly air disaster in history, which killed 583 people in Tenerife in the Canary Islands in 1977, was blamed, at least in part, on a communication breakdown: two 747s collided on the runway in heavy fog after one tried to take off following a command from air-traffic control that pilots mistook to be an all-clear to depart. The wreckage of a jet after a catastrophic collision with another jet on the runway in Tenerife in 1977. Credit: Getty Images How did plane safety develop? In the Ancient Greek fable, Icarus was warned by a fledgling aviation regulator (his dad) not to swoop too close to the sea lest his wings, fashioned from feathers and wax, become waterlogged; nor should he fly too close to the sun in case the wax melted. In other words, the operational envelope of his equipment was well understood and his fate (a fatal wax-feather-decoupling incident) was quite rightly chalked up to pilot error. Next came 747 ‘jumbos’ – some famously featuring a spiral staircase to an upstairs lounge bar. Today, aviators talk of jet planes in generations. “Generation one” had panels of dials and gauges and rudimentary autopilots, if any. Think: cars with no airbags or anti-lock braking and possibly alarming handling characteristics, such as the world’s first commercial jet airliner, BOAC’s de Havilland Comet. One, flying from Singapore to London via Bangkok, Rangoon, Calcutta, Karachi, Bahrain, Beirut and Rome in 1954 disintegrated midair, as did two of its sister planes, thanks to structural issues; 23 other Comets, out of 114 in total including prototypes, were lost due to pilot error, design faults and other mishaps. Advertisement Next came the beginnings of truly modern jets, including the pretty reliable 747 “jumbos” – some famously featuring a spiral staircase to an upstairs lounge bar – and the first of the Boeing 737s, launched in 1968 and still one of the most-operated airliners today. These had better automatic systems but could still make you think twice about getting on board: the McDonnell Douglas DC-10, in particular, gained a terrible reputation in the 1970s thanks to engine failures and a series of hijackings. A “generation one” jet, a 1949 prototype of the de Havilland Comet turbojet airliner, built in Hertfordshire in Britain. Credit: Getty Images, digitally tinted “Generation three” planes saw the introduction of technology such as “terrain avoidance systems”, leading to a rapid reduction in losses that continues today in “generation four” planes, which can “see” all around themselves to take evasive action if something nearby is judged to be on a collision course. Airbus tells us its latest safety systems use real-time data to avoid runway excursions and reduce the risk of landing incidents (“in case the aircraft is too fast, too high or lands too long, an alert will be triggered to advise the crew to perform a go-around or use the maximum reverse and brakes”). Martinis and beer in the first-class upper deck lounge in a Qantas Boeing 747 in 1971. Credit: Courtesy Qantas, digitally tinted Says Qantas’s Mark Cameron: “If you look at the accident rates throughout that period of time, you just see them plummet across the generations.” Last year was the first to record zero fatalities from commercial jet crashes, despite there being more than 29,000 in service worldwide, according to Boeing’s statistical summary that dates back to 1959. (This excludes turboprop, or propeller, passenger planes such as those operated by Yeti Airlines in Nepal and the ATR-72-500 that crashed over Brazil in August 2024 after stalling and entering a flat spin.) The age of a plane, meanwhile, says little about how well-maintained it is. “Don’t get confused with cosmetic looks,” says David Evans, a former Qantas pilot of 35 years. “If you walk into an aircraft that looks a bit shabby, the carpet might be a bit threadbare, that has no relationship to its airworthiness.” An example of “generation four”, a Qantas Dreamliner in 2018. Credit: Qantas, digitally tinted Advertisement “Generation four” planes have a huge number of backups, or redundancies. Those with two engines, such as Boeing 737s, can fly on one. They have multiple alternative power sources. “The A380 had about six different backup systems for wheel brakes. If you’re running out of brakes, you’re having a really bad day,” says Evans. “All of these things have been based around previous incidents ... over the 100-odd years of aviation. There are risks every time you go flying, but we mitigate them by ... checklists, briefings, plan A, B and C. You’re trying to eliminate surprise.” There are also at least two pilots on a flight deck at all times, one free to monitor the autopilot while the other scrutinises variables such as fuel consumption and weather. Having said this, airlines and regulators from more than 40 countries have pushed ICAO to help make single-pilot flights safe; the European Union Aviation Safety Agency says such services could start in 2027. Ron Bartsch doesn’t back such a change. “You need someone who can take the place of the pilot if they have a heart attack or something.” Evans has written in this masthead before that it is an alarming idea, noting that pilots are “the last line of defence”. Boeing 737 Max planes parked in Seattle in 2020 after 20 months of grounding following two deadly crashes. Credit: Getty Images, digitally tinted What happened with the ‘Max’ planes? Once in a while, a defect can slip through what the industry calls the “Swiss cheese” safety model. Visualise a packet of Swiss cheese slices, each with holes in different places. For an error to creep through, a hole would have to line up in every slice of cheese. Boeing’s new-ish 737 Max aircraft was delivered to airlines with a fatal flaw: a problem that had managed to pass through every slice of cheese. First, a system that prevented the planes from stalling malfunctioned: perceiving that the planes were climbing too steeply when they were not, it automatically, and repeatedly, forced down the nose. This could, potentially, have been overridden by pilots, had they been trained to recognise the problem – but they had not. As a result, two Max 8 737s crashed – one in Indonesia in October 2018, another in Ethiopia in March 2019 – with the loss of a total of 346 lives. ‘Boeing is still paying the price for the damage to their brand. It’s got a fair way before it regains industry trust.’ It later emerged that Boe­ing had cut corners by updat­ing its now decades-old 737s to the longer, more powerful Max rather than build­ing an entirely new air­craft from scratch, in order to match its chief competitor, the Air­bus A320neo. Max variants were grounded worldwide between March 2019 and December 2020 while investigators determined the cause of the fatal disasters. The groundings, lawsuits and compensation, U S Senate investigations subcommittee hearings and cancelled orders kept Boeing’s safety record in the spotlight and have cost the company about $100 billion. Boeing supplied historical safety data for this Explainer but declined an invitation to speak on the record. Bartsch says the 737 Max troubles have been “a classic example of companies trying to cut costs” ahead of safety. “Boeing is still paying the price for the damage to their brand. It’s got a fair way before it regains industry trust.” Boeing was again in the spotlight earlier this year for its 737 Max aircraft when a Max 9 explosively decompressed above Portland, Oregon after it lost a fuselage panel called a “door plug” that, it turned out, had bolts missing in its installation. Although extremely alarming, there were no serious injuries. The hole left after a “door plug” blew out midair on an Alaska Airlines flight in a Boeing 737 over Oregon in the United States in January. Credit: US National Transportation Safety Board, digitally tinted In Australia, CASA has now certified the Max 8 as safe to operate. Virgin, which currently operates eight 737 Max 8 aircraft, requires its pilots to undergo additional training to understand the differences between the new aircraft and previous iterations of the 737. In addition, Boeing has modified the problematic system, called MCAS, so it cannot override a pilot’s ability to control the airplane. “Virgin Australia is one of over 80 airlines operating Boeing 737 Max family aircraft globally,” says Virgin Australia chief operations officer, Stuart Aggs. “More than 1400 of these aircraft are in service around the world, carrying about 700,000 passengers on 5500 flights every day. Over the past 50 years, a journey of continuous improvement has made commercial aviation the world’s safest form of transportation. Virgin Australia retains full confidence in Boeing’s commitment to this journey.” For all the focus on beleaguered Boeing, Airbus has not been without incident: in September, a Rolls-Royce engine on a Cathay Pacific A350 caught fire and failed, forcing the plane to dump fuel then return to Hong Kong. After inspecting its entire fleet of A350 aircraft, Cathay found that 15 had faulty engine parts that needed to be replaced. A preliminary report into the September incident by Hong Kong’s safety body found a fuel hose had torn, according to Aviation Direct. “This led to a fuel leak, which in combination with oxygen and an ignition source (heat) triggered the fire.” Former pilot David Evans in a flight simulator. Credit: USQ/Anna Singleton, digitally tinted So, why do accidents still happen? When the right-side engine failed on Qantas flight 520 out of Sydney just seconds after the “V1′′ point of no return during take-off, the pilots knew they had no choice but to keep going and take off with just one power plant. Says David Evans: “V1 is carefully calculated for every takeoff. The only decision pilots have to make prior to V1 is to either stop or go. After V1 there is no decision, you are committed to go flying. Any attempt to stop after V1 will result in a runway overrun.” The Boeing had been designed for such an eventuality; to take off with just one engine. That did not mean, however, it was routine. Historically, many fatal crashes have occurred at or shortly after take-off, including the disaster in Paris in 2000 that eventually consigned the only supersonic airliner, Concorde, to the history books. ”We spend a fair amount of our career lifetime in simulators, preparing for worst-case scenarios,” says Doug Drury, a former commercial pilot who heads aviation at Central Queensland University. “It’s all about developing these critical skills, thinking, decision-making processes and having good situational awareness.” The Sydney incident was a scenario that pilots regularly simulate in training and their response was by the book, says Mark Cameron, who spoke with them afterwards. “They were saying they really appreciate the training they’d had.” Their take-off, after the engine had failed, was “low and slow” as the plane crept skywards, circled Sydney airport then landed safely. “Within 15 minutes of the landing, we had the data already available where we could actually see exactly how the crew had flown,” says Cameron. “It was really good in terms of how they controlled the aircraft, recognised the issues, the approach back into Sydney. It’s actually a really good news story for our pilots and systems.” Passengers who heard the engine go “bang” were alarmed but nobody was injured. Says David Evans: “An engine failure is horrendous from a passenger’s point of view, and even for the cabin crew, but for the pilots it’s a serious inconvenience more than anything. I don’t want to say it’s not a big deal, but it’s not something they haven’t seen many, many times and practised over and over.” ‘We don’t want the engines to fail. But the reality is, there’s always going to be a failure rate. It’s pretty small across the industry.’ So why did this engine give up the ghost? This model is generally very reliable, manufactured since 1997 by CFM International and used in thousands of Boeing and Airbus planes. CFM describes it as “simple and rugged” with a “dispatch reliability” (the rate at which a specific component is held responsible for aircraft delays, turn-backs, diversions, etc) of 99.96 per cent. Yet nothing is entirely foolproof. CFM engines have failed before, most notably on planes operated by Southwest Airlines in the United States where they shot debris into the fuselage. In 2018, a passenger died after reportedly being sucked out of a window punctured by debris. The US National Transportation Safety Board determined that one of the failed engine’s fan blades had broken off due to fatigue and fractured into fragments. It had likely harboured a tiny crack that had pre-dated a safety inspection, the authority said, “However, the crack was not detected for unknown reasons.” Loading “We don’t want the engines to fail,” says Cameron. “But the reality is, there’s always going to be a failure rate. It’s pretty small across the industry.” He adds: “An engine failure in itself doesn’t mean you’re going to have an accident because you’ve got trained crew, an aircraft that is certified to fly on one engine and numerous other controls in place.” Doug Drury notes: “Airlines don’t survive if they cut corners. Historically, yes, it’s happened, but in this day and age, post-pandemic, that’s the last thing any airline wants, is to get hit with this.” In 2010, David Evans was the supervising check captain on QF32, an Airbus A380, when it suffered an uncontained engine failure moments after take-off from Singapore’s Changi Airport en route to Sydney. “Sometimes a failure will have a cascading effect on other systems and QF32 is a good example of that: where an engine exposure created havoc with everything else,” Evans says. The Australian Transport Safety Bureau later found that an oil pipe in the failed Rolls-Royce engine had been manufactured to improper tolerances and had developed a crack due to fatigue, then it leaked oil that caused a fire, which caused a turbine disc to separate from the drive shaft and destroy the engine. The pilots famously landed the plane safely. “You’ll never get rid of risk,” says Evans. “The only thing you can do is mitigate against risk.” There were 58 uncon­tained (that is, explosive) engine fail­ures on West­ern-built air­craft between 1982 and 2008, according to the US authority the Fed­eral Avi­ation Admin­is­tra­tion – a scary-sounding number until you do the maths: roughly, around one occurrence per 10 million flights per year, or far less likely than being hit by lightning (one in a million). Some incidents are harder to mitigate than others. Orville Wright was probably the first aviator to hit a bird, in 1905. The most famous bird strike of all was caused by a flock of Canadian geese in 2009, which clogged the engines on an Airbus 320 departing New York and required its captain, Chesley Burnett “Sully” Sullenberger III (later played by Tom Hanks in the movie recreation ) to ditch on the Hudson River. Captain Chesley “Sully” Sullenberger, left, and first officer Jeffrey Skiles go through their pre-flight checks at LaGuardia airport in New York in 2009. Credit: Reuters, digitally tinted Turbulence, particularly where an aircraft drops suddenly in the absence of any obvious “weather” such as storm clouds – dubbed “clear-air turbulence” – regularly sees flight staff, in particular, injured. A Southwest attendant was scalded by hot coffee in March; a United staffer flung into the air with the drinks cart, then back to the floor, described it as “slamming down from a fifth-floor building”. In May, a passenger died of a suspected heart attack, and more than a hundred were injured, when a Singapore Airlines Boeing 777 suddenly fell nearly two kilometres over three minutes over Myanmar during the breakfast service, one passenger telling the BBC it was “just like going down a vertical rollercoaster”. ‘In an aeroplane, you’re getting all sorts of sensations which you can’t rationalise.’ The incident, while extreme, prompted a round of reminders of the benefits of fastening seatbelts, one of the few aspects of flying that passengers can control. For most “aviophobics”, says Corrie Ackland, clinical director of the Sydney Phobia Clinic, the fear “comes down to this idea that they don’t know what’s happening and they don’t know how to fix it – and those things play up for them”. Loading News reporting and TV shows put all manner of aviation incidents in the spotlight. “I’ve seen people and their fear is based around what they see on the telly – nothing to do with flying,” says Evans. He helped set up a “fear of flying” program that now partners with Ackland’s clinic where people sit with a pilot in a flight simulator. “In an aeroplane, you’re getting all sorts of sensations which you can’t rationalise,” Evans says. “And there might have been an incident that you were involved in, turbulence perhaps, and noises like the undercarriage retracting or the flaps extending or retracting, and the amygdala [the fight-or-flight centre of the brain] sets off that charge because you think there’s something afoot or something that’s dangerous. But it’s the normal operation of the aircraft.” A week after landing in Sydney, meanwhile, the Qantas Boeing 737 that suffered engine failure was back in the air. With a new powerplant, VH-VYH shuttled once again from Sydney to Brisbane to Sydney to Melbourne to Brisbane. The damaged engine would be scrutinised to determine what, exactly, had happened, and what remedies might be put in place to minimise the chances of it happening again. Our new Explainer anthology, Why Do People Queue for Brunch? The Explainer Guide To Modern Mysteries is available for pre-order and subscribers are being offered a 25 per cent discount (full price is $32.99) until December 12. See here for details . In bookstores December 3. Credit: Allen & Unwin Let us explain If you'd like some expert background on an issue or a news event, drop us a line at explainers@smh.com.au or explainers@theage.com.au . Read more explainers here .

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Special counsel seeks to end bid to revive documents case against TrumpKORE stock hits 52-week low at $1.29 amid market challengesA judge on Monday rejected a request to block a San Jose State women’s volleyball team member from playing in a conference tournament on grounds that she is transgender. Monday’s ruling by U.S. Magistrate Judge S. Kato Crews in Denver will allow the player, who has played all season, to continue competing in the Mountain West Conference women’s championship scheduled for later this week in Las Vegas. The ruling comes after a lawsuit was filed by nine current players who are suing the Mountain West Conference to challenge the league’s policies for allowing transgender players to participate. The players argued that letting her compete was a safety risk and unfair. While some media have reported those and other details, neither San Jose State nor the forfeiting teams have confirmed the school has a trans women’s volleyball player. The Associated Press is withholding the player’s name because she has not publicly commented on her gender identity. School officials also have declined an interview request with the player. Judge Crews referred to the athlete as an “alleged transgender” player in his ruling and noted that no defendant disputed that San Jose State rosters a transgender woman volleyball player. He said the players who filed the complaint could have sought relief much earlier, noting that the individual universities had acknowledged that not playing their games against San Jose State this season would result in a forfeit in league standings. He also said injunctions are meant to preserve the status quo. The conference policy regarding forfeiting for refusing to play against a team with a transgender player had been in effect since 2022 and the San Jose State player has been on the roster since 2022 – making that the status quo. The player competed at the college level three previous seasons, including two for San Jose State, drawing little attention. This season’s awareness of her identity led to an uproar among some players, pundits, parents and politicians in a political campaign year. The tournament starts Wednesday and continues Friday and Saturday. San Jose State is seeded second. The judge's order maintains the seedings and pairings for the tournament. Several teams refused to play against San Jose State during the season, earning losses in the official standings. Boise State and Wyoming each had two forfeits while Utah State and Nevada both had one. Southern Utah, a member of the Western Athletic Conference, was first to cancel against San Jose State this year. Nevada’s players stated they “refuse to participate in any match that advances injustice against female athletes,” without providing further details. Crews served as a magistrate judge in Colorado’s U.S. District Court for more than five years before President Joe Biden appointed him to serve as a federal judge in January of this year. Gruver reported from Cheyenne, Wyoming, and Hanson from Helena, Montana.