Troy Gentry, 50, dies in New Jersey helicopter crash – Trending Stuff

Troy Gentry, best known as part of the country music duo Montgomery Gentry, was killed in a helicopter accident in New Jersey Friday, Fox News has confirmed.

The singer was 50.

A rep for the group made the statement on Facebook:

The Federal Aviation Administration said the helicopter crashed into a wooded area close to the Flying W Airport in Medford hours before Montgomery Gentry was expected to perform at a hotel that’s also housed at the airport.

The airport announced the cancellation of the gig Friday afternoon. 

Medford Township Police Chief Richard Meder told NJ.com that police got a call about a helicopter “that was distressed” around 1 p.m.  He said crews were able to remove the passenger from the wreckage, but he died on the way to a hospital.

The pilot died at the scene and crews worked to remove his body, Meder said.   It wasn’t immediately clear whether Gentry was the passenger or the pilot.  

TROY GENTRY DEAD — CELEBRITIES REACT

Gentry was born on April 5, 1967, in Lexington, Kentucky, where he met bandmate Eddie Montgomery and formed a group based off their last names. The duo had success on the country charts, scoring five No. 1 hits. The band was inducted into the Grand Ole Opry in 2009.

The duo is known for their singles “My Town,” “Daddy Won’t Sell The Farm” and “Gone. ”

The Associated Press contributed to this report.

Read more: http://www.foxnews.com/

Skeletal government: As Trump takes over, hundreds of jobs will be unfilled

(CNN)Senate Democrats are stimulating a mad racket in Washington nowadays, questioning the certifications of Donald Trump’s Cabinet candidates and threatening to postpone verifications up until they get more responses. As has actually typically occurred in previous presidencies, a few candidates might quickly decrease to beat. However, Republicans keep the advantage and needs to dominate in many cases, maybe pin down posts in nationwide security by this weekend.

But in the middle of this furor, there is a quieter, concealed story that might end up being a lot more crucial: the significantly apparent truth that even when his Cabinet is authorized, Trump will still have just a shell of a group to assist him lead the greatest, most complicated, and crucial federal government on the planet.
      Whether or not you like Trump, this is a bad method to run a nation and is extremely harmful for America’s wellness. The world today is teetering on condition; unpredictability has actually sneaked into financial circles, too. From Day One, choice makers here and abroad will be wanting to Trump and his group to see where they wish to go and how they wish to arrive. He cannot do this alone. Many of his Cabinet and his senior personnel have actually never ever served in federal government, much less the White House.
      When difficulty strikes, he and his leading therapists will frantically require experienced pros at the sub-Cabinet level to offer guidance and to perform the policies of the President. That foundation will not be there anytime quickly.
      Consider these numbers published Wednesday by The Washington Post and the Partnership for Public Service. By their numeration, President Trump has 690 “essential positions” to fill that need Senate verification. Since 48 hours prior to the inauguration, Trump had actually called just 28 of the 690, less than 4%. That suggests that when the Trump group goes to deal with Friday afternoon, some 96% of their crucial workplaces will be empty.

      Traditionally, the 4 most vital departments for running the federal government are Defense, State, Treasury and Justice. Here are the number of those crucial positions at each the Trump group should fill:
      Defense – 53
      State – 263
      Treasury – 27
      Justice – 27
      How numerous elections have been revealed for each of these departments? Valuable couple of– just the Cabinet member in each case other than for State, where the UN ambassador has actually likewise been revealed. In all 4 of these crucial departments, not a single deputy secretary, nor undersecretary, nor assistant secretary has actually been revealed.
      To be sure, much of those positions at State are for ambassadors to little nations, and those tasks are frequently uninhabited for stretches of time. It has actually likewise been assuring to hear that Robert Kimmitt seems the leading option for deputy secretary of state: He is premium and has deep experience in diplomacy.

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      Even so, Cabinet secretaries in almost every department will be house alone for weeks and maybe months. Where will they rely on discover relied on confidantes to draw and think about up complicated options to public law issues? Who will exist to handle the huge armies of civil servants who desire and require crisp, clear management?
      Who will they send out to Europe and Asia to relax tense nerves about Trump? Who will go to possible peace talks on Syria? Or to make sure that our homeland is secured versus brand-new risks? Or to affirm to many congressional committees requiring responses about difficult issues?
      Yet, let’s be clear: The Trump group should have criticism, too, having actually made the recruitment procedure a lot more extended and troublesome. He wisely selected a shift group throughout the fall project– a should nowadays– however then, inexplicably, fired his shift chief, Chris Christie, and basically beheaded the Christie group. That was a substantial blow to the procedure. Due to the fact that they were so uncertain of winning, it didn’t assist that numerous on the Trump group likewise invested little effort in the shift procedure. As an outcome, the group lagged in the shift from the start and has actually never ever completely recuperated.
      Numerous reports have actually emerged of how gradually the Trump management has actually sent out shift groups to consult with Obama’s designated shift leaders. Those who have actually gone to have actually frequently appeared less thinking about how the Obama folks have actually run things than how the Trump folks can alter them. Like Trump himself, they see themselves as disrupters.
      One may have believed that Trump, as a CEO of a stretching business, would have comprehended how important strong management would remain in federal government and he would have studied the most effective Republican shift in contemporary times– that of Ronald Reagan.

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      After 8 years as guv of California, Reagan really understood rather a lot about arranging a federal government. In the middle of the 1980 project, Reagan asked among the nation’s finest headhunters, Pendleton James, to produce a little group to start recognizing potential customers, gathering resumes and making initial background checks. The procedure was so extensive that throughout his shift, when Reagan would reveal a Cabinet choice, Pen would appear on the doorstep of the candidate the next day with a thick note pad listing 3 prospective options for each sub-Cabinet position. The candidate might ask or make the call for more names. Reagan struck the ground running.
      By contrast, the Trump group ought to likewise have actually studied the case of President George W. Bush. Coming off the long recount in Florida, Bush had actually a truncated shift. He rallied and had an unexpected variety of Cabinet officers validated by the time of his inauguration. Then the procedure slowed to a more conventional rate.
      We will never ever understand if the attacks of 9/11 might have been prevented if they had actually happened later on in his administration when he had a complete group on the field. We do understand this from a research study by Paul Light at the Brookings Institution: Seven weeks after the terrorist attacks, “half of the 164 positions included in the war were still uninhabited (22%) or filled by somebody who had actually shown up after July 1. These essential positions consisted of the undersecretaries of the Air Force and Army, the assistant to the secretary of defense for nuclear, biological and chemical defense programs, the director of the National Institutes of Health, the commissioner of the Food and Drug Administration, the deputy director of the Federal Emergency Management Administration, and the deputy administrator of the Federal Aviation Administration.”
      Bottom line: Putting together a federal government has actually ended up being an extremely long procedure in this nation. It is definitely one of the most immediate duties now for our brand-new leaders on both ends of Pennsylvania Avenue.

      Read more: http://www.cnn.com/2017/01/19/opinions/trump-skeletal-government-unfilled-jobs-gergen/index.html

    Categories CNN

    Have the Boeing crashes shaken our faith in flying? | Gwyn Topham

    Have the Boeing crashes shaken our faith in flying? | Gwyn Topham

    Honest public conversations about risk are rare, says Guardian transport correspondent Gwyn Topham

    Transport bosses need little prodding in public to utter the words safety is our number one priority a mantra so widespread that, as with an English person inquiring How do you do? the inherent insincerity is barely noted.

    Clearly, the main objective of rail companies, airlines or carmakers is moving people or things, for profit, with all the risk that entails. What those industries have excelled at is vastly reducing that risk. In Britain, more than 11 years have elapsed since a passenger was killed in a train crash. Fatality rates in car accidents are declining, particularly for drivers; yesterday the European commission announced that extra safety features, including automatic speed limiters, would soon be mandatory.

    Aviation in particular has long enjoyed the statistical claim to be the safest form of transport. Worldwide, modern passenger jets appeared to have reached a point where they never crashed without the deliberate, malign intervention of terrorists or suicidal pilots. But the fate of the two Boeing 737 Max planes, which both crashed soon after takeoff, has perhaps done more to undermine faith in the industrys own processes than any preceding incidents in recent history.

    Questions have been asked of the regulator, the US Federal Aviation Administration, and the scope it gave Boeing to verify its own planes safety. Boeing has convened pilots, regulators and technical experts today to explain their work and try to restore confidence shaken again this week by the emergency landing in Florida of a 737 Max that was being moved for storage purposes while banned from passenger service.

    No airline would ever want to believe it was flying a plane that might crash. But some suggest that the cumulative commercial pressures that airlines feel have ways of resurfacing throughout an industry, with potentially nefarious effects. Airlines vie to offer cheaper fares; costs per seat can be offered via newer, more fuel-efficient planes. A new model is even more cost-effective if it does not require highly paid pilots trainers and trainees to be taken off active duty to spend time at bases in simulators.

    We now know that at least some US 737 pilots were appalled to discover that only short differences training, self-taught in a short session on an iPad, was deemed necessary to learn to fly the updated 737 Max, whose design was different enough for Boeing to decide new anti-stall software was needed. Its difficult to read even the cold, formal, occasionally broken English of the preliminary report into the first 737 Max crash in Indonesia without feeling the horror: two young Lion Air pilots, thousands of feet up in the air, clueless how to battle an onboard computer that was repeatedly, erroneously, pushing the nose of the plane down. The software countermanded the pilots instructions 26 times in a row, and finally took 189 people into the sea. Subsequent reports of cockpit voice recordings show that the pilots were desperately leafing through the manual.

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    Ethiopia plane crash: search operation continues at crash site video

    We now also know that Boeing had designed safety features and warning lights for the 737 Max as an optional extra purchase money that airlines in the US decided was worth spending, though carriers in the Ethiopia and Indonesia crashes did not. Those will now be standard.

    Neither are safety regulators immune from financial pressures. Indeed, the firms they regulate are the ones often paying for their services in other words, customers who can in some circumstances shop around. Cost-cutting at Britains own air safety regulator, the Civil Aviation Authority, led to a large exodus of experienced staff, and whistleblowers afterwards leaked a highly critical internal report claiming passenger safety was at risk.

    Today light-touch regulation assessing airlines competency to certify their own safety, rather than employing inspectors to actually do the checks is broadly accepted in the industry. But it coincided with the Shoreham crash, the worst airshow disaster in 60 years; investigators turned their fire on the CAAs licensing regime, which had inspected just eight of 281 shows approved.

    In the US, politicians have long queried the closeness of the FAA to Boeing, the manufacturer it regulates but to which it also delegates aspects of aircraft safety certification. Yesterday again the FAA defended that practice in a Senate hearing on cost grounds.

    The idea that cutting corners or costs risks such loss of human life feels obscene. Yet arguably those are choices made any time someone opts to buy a car faster and less reinforced than a square and solid Volvo. In government accounting, the value of a prevented fatality has a number. But honest conversations about the amount of risk we are prepared to tolerate are rare.

    One answer the Department for Transport came up with to drive down the spiralling costs of rail travel was to cut guards on trains. This week, the rail accident investigation board reported how, for the third time recently, dozens of angry passengers trapped in a stuck train with no guard decided to disembark on to the tracks, at high risk of electrocution or being hit by other trains. Nonetheless, many rail operators and doubtless passengers when questioned on fare levels regard cutting guards as a sensible trade-off.

    Disasters tend to shift that perception of acceptable risk. As Amy Fraher, author of The Next Crash: How Short-Term Profit Seeking Trumps Airline Safety, observed in her 2014 book, few in finance saw the risks developing before banks imploded in 2008, and aviation processes could be under similar strain. According to her research, a majority of US pilots believed a combination of fatigued staff and commercial pressures would soon lead to another crash. To take for granted increases in safety the result of many years of often expensive, laborious rule-making and regulation could again prove a fatal mistake.

    Gwyn Topham is the Guardians transport correspondent

    Read more: http://www.theguardian.com/us

    California skydiver killed after her parachute failed to deploy properly, investigators say – Trending Stuff

    California skydiver killed after her parachute failed to deploy properly, investigators say – Trending Stuff
    A skydiver died after her parachute failed to deploy properly at the Skydive Lodi Parachute Center, investigators said. (Google Street View)

    The Skydive Lodi Parachute Center in Acampo, Calif., has reported a skydiver died Sunday afternoon.

    The San Joaquin County Sheriff’s Office says their coroner division was responding to the Lodi Airport following an incident connected to the Parachute Center.

    The Federal Aviation Administration determined the skydiver was killed when her parachute failed to properly deploy. At the time she was using her own parachuting equipment.

    MAN STRANGLED TO DEATH AFTER SHIRT GETS STUCK IN SUBWAY ESCALATOR

    Fellow skydivers told Fox 40 the woman who died had been involved in the extreme sport for decades.

    Click for more from Fox 40.

    Read more: http://www.foxnews.com/

    How a plane can crash and everyone survives – Trending Stuff

    How a plane can crash and everyone survives – Trending Stuff

    (CNN)Considering the known circumstances surrounding the accident of AeroMexico’s Flight 2431 in Durango, Mexico, we shouldn’t be surprised that that the accident was survivable. The Embraer 190 was en route to Mexico City on Tuesday when it crashed within moments after becoming airborne, skidding through underbrush and coming to an abrupt halt not quite 400 feet from the departure end of the runway.

    The words “plane crash” immediately suggest a tragic outcome. But an accident doesn’t always end like that.

    Think of this, for a moment, in terms of a similar event in a car. We’d all agree that automobile crashes are much more frequent, and with victims walking away most times. Why? Not only are 21st century automobiles designed with more protective safeguards, but most accidents happen at survivable speeds.

    If the same basic automobile accident theory is applied to Flight 2431, then survival outcome in a plane crash like this becomes easier to understand. The accident occurred shortly after takeoff. Depending upon the airplane’s gross weight, its immediate airborne speed was approximately 155 mph.

    If you’re driving in a Ford Focus, that number would raise some eyebrows (it’s too fast for safety, of course). But airplanes do have design safeguards that can protect passengers even at those high speeds. The safeguards include appropriately rated seatbelts, impact resistant seat frames, and airplane structures (like wings and engines) designed to shear off to absorb impact forces. So, in airplane accident speak, this was a low-speed event.

    In addition, most runways at major airports around the world are built with a “run-off “area at the departure end that is kept relatively clear of large obstacles for just these circumstances. Airlines that comply with Federal Aviation Administration standards are required to demonstrate an evacuation time of 90 seconds with half the emergency exits blocked for each type of airplane in their fleet. With functional emergency exits, and despite a broken fuselage, it would appear that all means for a rapid escape were used in the Flight 2431 crash.

    Also, the photos seem to indicate that the landing gear sheared off, which means the airplane remained low to the ground, not requiring all passengers to use the evacuation slides. Some were reportedly able to flee from a hole near the wing. People were able to (hurriedly) walk away.

    We don’t yet know precisely why the plane came down, and the Mexican DGAC (Dirección de Investigación de Accidentes) will have more answers as the investigation progresses.

    But based on my 34 years of experience as an airline pilot, and a survey of the available reporting, I can offer some informed conjecture here. Two theories:

    After watching a passenger’s phone video from inside the airplane during the “takeoff roll,” and listening to a witness report that the plane experienced two impacts, it almost appeared that an attempt was made by the pilots to push the airplane back to the ground.

    In other words, the crew may have experienced the onslaught of severe turbulence caused by the thunderstorm immediately after becoming airborne. In the heat of the battle, the flying pilot may well have decided that it was better to attempt landing on the remaining runway than fly through the weather. To do so would have been a rookie mistake. Why?

    The fact that the airplane became airborne indicates the pilots were committed to the takeoff and well beyond the safe point where an abort could be performed within the remaining pavement of the runway.

    Airline pilots are trained regularly on the appropriate procedures to maneuver after encountering a wind shear event produced by a thunderstorm. Of course, the primary maneuver is not to attempt the takeoff when such conditions exist or have the potential to exist in the first place.

    Most airplanes manufactured over the last 10 years or more are equipped with a system called “predictive wind shear.” The system warns pilots of a dangerous weather situation both visually and audibly.

    Which brings me to a second theory: It is possible that the crew of AeroMexico 2431 did not get a wind shear warning until just becoming airborne. The audible warning may have activated at that very moment, offering little time, little airspeed, and little altitude to escape.

    If that was the case, it may very well have been a severe wind shear situation — that is, not any direct action of the crew — that caused the airplane to hit the ground shortly after takeoff. That being said, it is still my opinion that the pilots should have waited out the storm, and perhaps taxied back to the gate.

    It’s easy to be a backseat driver in such circumstances. I have flown jets safely out of airports with thunderstorm activity in the vicinity, but that only occurred with a big-picture view of the weather radar reassuring me that nothing dangerous was in our path.

    At this point, we really don’t have enough information to pass judgment.

    Again, the investigation — and the reported recovery of the black boxes — will reveal much.

    As to the complete survival of those aboard: that’s a wonderful outcome. A little bit of luck was involved but a lot of well-designed technology contributed.

    Read more: http://edition.cnn.com/

    Categories CNN

    Air Force One’s new refrigerators cost $24 million – Trending Stuff

    Air Force One’s new refrigerators cost $24 million – Trending Stuff

    Washington (CNN)Air Force One is primed to receive an upgrade that will include new refrigerators expected to cost American taxpayers nearly $24 million.

    “The current rear lower lobe cold chiller units being replaced are the original commercial equipment delivered with the aircraft in 1990. The units were based on the technology at the time and designed for short-term food storage,” Air Force spokesperson Ann Stefanek told CNN.

    “Although serviced on a regular basis, reliability has decreased with failures increasing, especially in hot/humid environments. The units are unable to effectively support mission requirements for food storage,” she said.

    Defense One highlighted the cost of the chillers earlier this week.

    Due to the fact that Air Force One is a one-of-a-kind aircraft, many of its components require unique testing by the Federal Aviation Administration and the cost of the testing is included in the price of the component, in this case refrigerators. The $24 million contract will cover the costs of engineering support services for the new chillers — including prototype design, manufacturing and installation, according to the DOD contract.

    “The units and associated aircraft structural modifications are being specially designed to provide nearly 70 cubic feet of temperature-controlled (refrigeration/freezer) storage to support on-board personnel for an extended period of time, without having to restock while abroad,” Stefanek told CNN.

    “The engineering required to design, manufacture, conduct environmental testing and obtain Federal Aviation Administration certification are included in the cost,” she said.

    Former senior adviser to President Barack Obama Eric Schultz mocked the high price tag in a tweet on Friday, saying, “we would have been impeached.”

    The Boeing fridge contract isn’t the first time an administration has come under fire for the high cost of military aircraft upgrades — the Obama administration was pressured to scuttle plans to build a new fleet of presidential helicopters in 2009 after reports emerged that they cost at least $11 billion.
    When he was running for president, Trump boasted he would swap out Air Force One with his private jet and has been fiercely critical of the cost of the new Air Force One program in the past, stating “costs are out of control” and “cancel order!” in a December 2016 tweet.

    But since taking office, Trump — like his predecessors — has traveled aboard the Boeing-made VC-25 aircraft, the latest version of which entered service in 1990.

    The Air Force announced last year that it had finalized a deal to purchase two already-built aircraft from Boeing to serve as the next generation of Air Force One, flying future presidents around the world for decades to come. That contract is separate from the arrangement between Boeing and the Air Force for upkeep of the current Air Force One fleet.

    Read more: http://edition.cnn.com/

    Categories CNN

    Atlanta’s Hartsfield-Jackson airport restores power after crippling outage – Trending Stuff

    Atlanta’s Hartsfield-Jackson airport restores power after crippling outage – Trending Stuff

    Atlanta (CNN)Nearly 11 hours after a power outage paralyzed the world’s busiest airport, Atlanta’s Hartsfield-Jackson International got its electricity back late Sunday night.

    The lights flickered on shortly before midnight, after an exhausting day for travelers, that had left thousands stranded in dark terminals and on planes sitting on the tarmac. A ground stop in Atlanta disrupted air travel across the United States and led to cancellations of more than 1,000 flights in and out of the airport.

    Shortly after power came back, some passengers lined up at security screening, hoping to beat the crowds as the TSA checkpointsre-opened at 3:30 a.m.The airport could see a logjam of passengers and delays as more than 400 flights have been canceled Monday.

    The outage, which affected all airport operations, started with a fire in a Georgia Power underground electrical facility, Atlanta Mayor Kasim Reed said. The electrical fire’s intensity damaged two substations serving the airport, including the airport’s “redundant system” that should have provided backup power, Reed said.

    Atlanta is the heart of the US air transport system, and the disruption led to 1,180 flight cancellations to and from the airport Sunday, according to flight tracking service FlightAware.

    Delta, which has its largest hub in Atlanta, canceled 300 flights Monday, most of which are morning, inbound flights to Hartsfield-Jackson. Delta tweeted that it expects flight schedules “to return to normal by Monday afternoon.”
    But weather could complicate matters in the morning as a dense fog advisory is in effect.

    Sunday’s standstill at the airport ripples beyond Atlanta, said Desmond Ross, principal of DRA Professional Aviation Services.

    “There’s a lot of other issues downstream to all other airports, where flights should be arriving and departing, connecting to Atlanta, that are going to be disrupted as well. So we’re talking possibly millions of people disrupted over the next few days and it is certainly not going to be fixed in one day,” he said.

    Cause of fire unknown

    • Hartsfield-Jackson has been the world’s busiest airport since 1998
    • An average of 275,000 passengers pass through each day
    • Airport handles 2,500 arrivals and departures daily, on average
    • Hartsfield-Jackson airport serves 150 destinations in the US, and over 75 destinations in 50 countries worldwide
    • Home to North America’s tallest air traffic control tower (398 feet; 121 meters) — it’s also the world’s fourth highest
    • Georgia’s largest employer, with more than 63,000 employees

    At 12:38 p.m., Georgia Power noticed outages in the system that were traced to a fire in underground tunnels where the airport’s electric system lives, spokeswoman Bentina Terry said. The fire caused multiple faults that led to the full blackout at 1:06 p.m.

    The fire’s intensity prevented Georgia Powercrews from immediately being able to access the tunnels and work on restoring power, Reed added. By 3:30 p.m., fire crews were able to contain the fire and started to work on restoring power. The cause of the fire has yet to be determined, but nothing suggests it was set deliberately, he said.

    “We certainly understand that the outage has caused frustration and anger and we are doing everything that we can to get folks back home right away,” Reed said at a Sunday night news conference.

    Georgia Power said in a statement that its equipment — a piece of switchgear — which was in an underground electrical facility, could have failed and started a fire. The incident is still being evaluated, according to the utility.

    The blackout led the Federal Aviation Administration to declare a ground stop at the airport, preventing Atlanta-bound flights in other airports from taking off and causing inbound flights to be diverted.

    Inside the airport, the outage cut power in the terminals, leaving passengers stranded in the dark as they stood in line at gates and security checkpoints. An estimated 30,000 people were affected by the power outage, Reed said.

    People used flashlights on their phones to see where they were going, said passenger Heather Kerwin, an Atlanta resident bound for New York.

    “There were a few emergency lights on, but it was really dark — felt totally apocalyptic,” she said. “I decided to get the hell out of there.”

    Some passengers told CNN that airport and airline staff offered no updates as hours passed, leaving people scanning their phones and tablets for information. Stores stopped serving food and passengers were evacuated to alleviate crowding.

    The city of Atlanta opened the Georgia International Convention Center and offered shuttle services there for stranded passengers who needed a place to stay for the night, according to the city’s verified twitter account. Chick-fil-A supplied food to passengers, although the chain is closed on Sundays.

    Trapped for hours

    The outage left passengers sitting in planes on the tarmac for hours.

    Jodi Green’s Delta flight from the Bahamas landed at 1:15 p.m. ET Sunday. Seven hours later, she was still on the plane. Green said the pilot told passengers that other flights that had ran out of fuel were evacuated before theirs. Despite the circumstances, she said, order prevailed.

    “People are calm, laughing, joking,” she said. “I’m amazed I’ve been able to sit here and not lose my mind.”

    @cnnireport & @cnn, news of my selfie just went through the airplane. We all say “hi” & “help”!!!!#stuckinatlanta #atlantahartsfield #hartsfieldjacksoninternationalairport #delta

    A post shared by Jodi Green (@jodi06405) on

    CNN’s Betsy Klein spent nearly seven hours in a plane on the tarmac, waiting to move. At one point, the crew said 92 planes were stuck on the tarmac, Klein said. People maintained composure as food and drinks ran out, but by hour seven, patience was wearing thin.

    When she finally deplaned around 9 p.m. it was sweltering inside the airport, she said. It was unclear who was in charge and people were lying on the floor and on baggage claim belts.

    The ground stop led Southwest Airlines to cancel all operations in and out of Atlanta for the rest of the day, spokesman Brian Parrish said. United and American Airlines also suspended operations to and from Atlanta for the rest of Sunday.

    Delta, which has its headquarters in Atlanta, canceled more than 900 flights Sunday. The airline urged passengers scheduled to fly on Monday to check their flights.

    Correction: A previous version of this story misstated when the FAA grounded flights at Atlanta’s Hartsfield-Jackson International Airport. Flights were grounded shortly after the airport lost electricity at 1 p.m. ET.

    Read more: http://edition.cnn.com/

    Categories CNN