Thursday, October 27, 2011

Special Report: High end repossessions. Philadelphia, Pennsylvania.

Philadelphia, Pennsylvania - Action News met a local guy who isn't your typical repo man. He does high-end repossessions and said by taking back these pricey toys from over-indulgent fat cats he's helping put more money into the economy for all of us.

The kind of repossession you're probably used to seeing involves the average truck, van or family sedan being towed away because the owner can't afford the payments.

But Ken Cage, of the International Recovery Group, goes after maxed out millionaires!

"This is a toy so we're dealing with egos more than lives," he said.

Banks and attorneys have hired Cage to repossess everything from a 120-foot yacht worth $8.5-million to a Gulfstream jet worth $20-million to even a racehorse!

On the day Action News went along for the ride, Cage was repossessing a single engine airplane. It's owned by a man based out of the Midwest who happened to fly it into the Brandywine airport for the weekend.

"Having done this for a long time so we've built up a huge collection of keys that will open up single engine airplanes," he said, basically stating that there are generic keys for these planes.

Now it's time to find the plane and see if its owner's anywhere in sight.

"I get nervous every time," he said. "You just never know what's going to happen. We've been chased with shovels; we've been attacked by football players, run over by cars, stuff like that. You just never know," said Cage.

Cage and his partner Scott find the plane but somebody is nearby. The pair quickly comes up with a strategy plan that involves Cage drawing the man away from the plane and Scott attempting to get inside it.

It turns out that the man is a maintenance worker getting the plane ready to take-off. He told Cage the owner is on his way.

Cage told the worker he's repossessing the plane all while Scott has hopped in the plane and turned on the ignition.

Mission accomplished.

Now after Cage repossesses luxury items he sells them to a new buyer.

"Most of our inventory comes and goes so fast, lot of overseas and South American buyers right now," he said.

Cage turns the proceeds over to the bank minus his fees and expenses. He said business is booming, up six-fold since 2007. And he said in the end his repos go a long way in helping the overall economy.

"One bank is probably going to take a $40 to $50-thousand hit on this," Cage said. "Everybody should care because this hurts everybody. There is that much less money that a bank will lend now."

San Diego City Looks To Recover Tax Money From Copter Rescues. FAA Rule Prevents City From Charging For Flights

SAN DIEGO -- San Diego taxpayers are footing the bill for an expensive emergency service that is also critical to city safety.

Amid another looming budget gap for the city of San Diego, a new push is under way to help recover the costs of using its fire helicopters for rescues and medical transports.

From a paraglider on a cliff to a hiker on a mountain, the lifesaving can be costly -- about $3,900 for every flight hour.

In the fiscal year 2010, the San Diego Fire-Rescue Department's Copter 1 and Copter 2 flew 81 medical transport missions, logging more than 60 flight hours. 10News learned the $234,000 tab was paid by taxpayers.

SDFRD Chief Javier Mainar said the bill doesn't make a lot of sense.

"While we can seek reimbursement for medical transports for ground ambulances, we can't when we use one of our helos to transport a patient," said Mainar.

According to an FAA rule, public agencies can't charge for flights. The rule states only commercial entities can bill for the service. It is a rule some believe is designed to protect private industry.

Local fire authorities wrote to the FAA for permission to charge insurance companies for the transports -- a request that was denied.

"All we're asking for is an exemption," said San Diego City Councilwoman Marti Emerald.

Emerald has now joined the fight, writing a letter to Sen. Dianne Feinstein for help in changing some minds. Fire agencies in Miami are also pressuring the FAA.

"We don't want to make a profit. We just want to cover our basic costs," said Emerald. "We are operating emergency medical operations … and should be able to recover our costs for that."

The city of San Diego is facing a $40 million budget gap in fiscal year 2012, with more budget cuts looming.

"All of the money for the transports is from the general fund, which goes to pay for police, fire, roads and other basic services," said Emerald.

10News learned Feinstein's staff has received the letter and has begun to look into the issue.

Insurance experts said if the FAA rule changes, the extra charges would likely increase insurance premiums.

Cirrus SR22T, Cam & Muz Industries LLC, N227TX: Accident occurred October 24, 2011 in Carrollton, Texas

NTSB Identification: CEN12FA037
14 CFR Part 91: General Aviation
Accident occurred Monday, October 24, 2011 in Carrollton, TX
Probable Cause Approval Date: 01/31/2013
Aircraft: CIRRUS DESIGN CORP SR22T, registration: N227TX
Injuries: 1 Fatal,2 Serious.

NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

Prior to the flight, the pilot did not visually verify the fuel level in the tanks during his preflight and departed with low fuel alerts on his flight displays. About 10 minutes into the flight, the pilot reported to an air traffic controller that the engine was running rough and that he needed to return to his departure airport. During a second instrument approach, the engine lost power, and the pilot attempted a forced landing to a field. The airplane impacted terrain, the right wing separated, and the airplane came to rest on its right side. No evidence of fuel or fuel spillage was observed at the accident site. According to the pilot, the management company did not fuel the airplane as he had requested. An examination and operational test of the engine was performed. No defects in engine operation were detected, and the engine produced full rated power during the test.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:

The pilot’s failure to adequately preflight the airplane prior to departure, which resulted in a loss of engine power due to fuel exhaustion.


On October 24, 2011, approximately 1135 central daylight time, a Cirrus SR22T single-engine airplane, N227TX, sustained substantial damage when it impacted terrain following a loss of engine power while maneuvering near Carrollton, Texas. The private pilot and one passenger sustained serious injuries and a second passenger sustained fatal injuries. The airplane was co-owned and operated by the pilot. Instrument meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The flight departed the Addison Airport (ADS), Dallas, Texas, at 1058 and was destined for Houston, Texas.

According to PlaneSmart Aviation, LLC, the company that managed the airplane for the pilot and other co-owners, on August 24, 2011, the pilot requested a reservation for the airplane for October 25 and 26th. At that time, the pilot requested via electronic mail to PlaneSmart that the airplane be fueled to the “tabs or better.” On September 6, 2011, the pilot changed the departure date to October 24th with the return date remaining on the 26th. There was no change to the original fuel request.

On October 19, 2011, a PlaneSmart staff pilot flew the airplane from ADS to Cincinnati, Ohio, and returned the following day. The pilot reported there was a total of 9.8 gallons of fuel on board at the time he shut down the airplane. The airplane was not flown again until the accident flight four days later.

According to a Landmark Aviation (the fixed based operator (FBO) that PlaneSmart and its customers used for fueling) line service technician, he fueled the airplane on October 18th with 51.8 gallons of fuel. On October 21st, a PlaneSmart representative contacted Landmark Aviation for a fuel request on three airplanes, to include N227TX, which was to be filled “to the tabs +5.” The PlaneSmart representative asked that the airplanes be filled by 2000 on the 21st. The line service technician went to fill the airplanes; however, N227TX was not available or out on the ramp for him to service with fuel. The line service technician returned at 2040 to fuel N227TX and still did not locate the airplane. At that time, the line service technician returned to the FBO and moved N227TX’s fuel request to October 22nd. The line service technician returned to work at the FBO later in the day on October 22nd. When he returned, he was not sure if N227TX had been fueled that morning, so he returned to PlaneSmart to locate the airplane. The technician passed through the PlaneSmart ramp and did not locate N227TX. He then returned to the FBO and cancelled the fuel request. There was no record from the FBO the accident airplane had been fueled prior to the accident flight.

PlaneSmart representatives noted the pilot entered their facility approximately 1000 on the day of the accident. The pilot indicated to PlaneSmart staff he was waiting for two individuals who were traveling with him. The two individuals arrived and the airplane was observed taxiing for departure from one of PlaneSmart’s shaded parking stalls. PlaneSmart representatives did not observe the pilot’s actions after he and his two passengers exited the facility and the airplane began to taxi.

According to air traffic control (ATC) communications, radar data, and data extracted from the airplane’s recoverable data module (RDM), at 1043, the engine was started and the white advisory alert left fuel quantity crew alerting system (CAS) message illuminated on the Garmin Perspective primary flight display (PFD). At 1043, the pilot requested an IFR clearance to David Wayne Hooks Memorial Airport (DWH), Houston, Texas. At 1056, the amber FUEL QTY CAS message illuminated on the PFD when both tanks dropped below 14 gallons. At 1058, the airplane was cleared for takeoff on runway 15.

At 1110, the pilot contacted approach control and requested a direct route back to ADS because of a rough running engine. The controller asked if the pilot wanted to declare an emergency and he replied not at this time. The pilot was then given vectors to ADS. At 1118, the approach controller asked if the pilot needed assistance on the ground at ADS and the pilot responded negative. At 1123, the pilot contacted the ADS air traffic control tower (ATCT) and the controller inquired whether he needed any assistance. The pilot responded not at this time. At 1124, ADS ATCT issued the pilot a low altitude alert while on the instrument landing system (ILS) approach to runway 15 and reported he appeared to be right of the final approach course. A few seconds later, the pilot stated he would be executing a missed approach. At 1127, the pilot was given a traffic advisory call and instructed to contact approach control. Approach control vectored the pilot for a second ILS approach to runway 15.

At 1133:03, the pilot reported to approach control that he had no glideslope indication and he needed to execute another missed approach. At 1133:21, the pilot declared an emergency and requested vectors to ADS. At 1133:47, the pilot again requested vectors to ADS. No further communications were received by ATC from the pilot. Radar data showed the airplane turned east and then north. At 1134:35, the RDM data showed the Cirrus Airframe Parachute System (CAPS) rocket deployed. The last radar contact was at 1134:41 at an altitude of 600 feet mean sea level (msl). The last data point on the RDM was recorded at 1134:44 at a global positioning system (GPS) altitude of 593 feet msl.

A witness observed the airplane flying low in a north to south direction. He heard the engine “sputter…slightly rev up” and then no sound. The airplane then made a left turn to the north, the parachute deployed, and the airplane disappeared from the witness’s view.

Another witness observed the airplane flying northwest to southeast going in and out of the clouds and fog. He reported the engine sounded “sick, like it was knocking, sputtering…” The airplane came out of the clouds in level flight low to the ground. The airplane then entered the clouds and the witness lost sight of the airplane.

The airplane impacted a ditch adjacent to a railroad track next to a high school. Several witnesses at the high school observed the airplane parachute deploy and the airplane impact terrain.

The pilot reported he had no recollection of the accident or proceeding 10 days.


The pilot, age 40, held a private pilot certificate with airplane single-engine land and instrument ratings. The pilot’s third class medical certificate was issued on December 10, 2009, with no limitations or restrictions. The pilot reported 550 total flight hours, 209 flight hours in the accident airplane make/model, and 35 actual instrument flight hours.

Planesmart records showed the pilot accumulated 87.8 flight hours in Cirrus Garmin Perspective equipped airplanes.


The airplane was a 2010 Cirrus SR22T, serial number 0029. The SR22T was a four-place, single-engine, low wing, composite structure airplane. The airplane was equipped from the factory with a Garmin Perspective PFD and a Garmin Perspective multi-function display (MFD). The airplane was powered by a Continental Motors TSIO-550-K, 315-horsepower engine, and equipped with a Hartzell propeller.

The airplane was issued a standard airworthiness certificate on September 23, 2010, and was registered to the owners on April 21, 2011.

A review of the maintenance logbooks revealed that the airplane’s most recent annual inspection was completed on October 14, 2011. At that time, the airplane had accumulated 474.2 total hours. According to the flight meter, the airplane had accumulated 487.8 total hours at the time of the accident.

The airplane’s total fuel capacity was 94.5 gallons (47.25 gallons each tank) and total usable fuel was 92.0 gallons. Fuel quantity was sensed by fuel level sensors in each tank. Their signals are passed to a Rochester fuel gauge visible to the pilot on the center pedestal, aft of the throttle. Fuel flow was measured at the engine by a fuel flow sensor just upstream of the throttle metering valve and injector manifold. Fuel used was calculated by integrating the measured fuel flow from engine start time. Both fuel flow and fuel used were recorded by the RDM; however, fuel remaining was not recorded.

When the sensed fuel drops below 14 gallons in either tank for 60 seconds, the Rochester fuel gauge sets the appropriate left or right “Fuel Tank Low Warn” discrete on the RDM and provides the low fuel alert to the Garmin avionics for the appropriate annunciation to the pilot. The 60 second delay is used to reduce noise in the data due to fuel slosh when maneuvering. If the sensed fuel rises above the 14 gallon threshold due to fuel slosh or refueling, the discrete recorded on the RDM is deactivated and the 60 second delay is again applied if sensed fuel in a particular tank drops below 14 gallons.

In order to prevent nuisance low fuel alerts to the pilot, another 60 second delay is applied in the Garmin avionics before a white “L/R FUEL QTY” advisory is displayed on the PFD, depending on the low tank. If the sensed fuel in the other tank falls below 14 gallons, the white advisory message is replaced with an amber “FUEL QTY” caution accompanied by a double chime. If the fuel totalizer calculates total fuel below 9 gallons, a red “FUEL QTY” warning appears accompanied by a continuous chime until acknowledged. Each fuel quantity annunciation is latched and is not removed, even if acknowledged. Unlike the white advisory and amber caution messages, the red warning message is not based on sensed fuel level, but dependent on the accurate input of fuel quantity that the pilot must confirm on the initial usable fuel page during the avionics startup sequence.


At 1147, the ADS automated weather observing system, reported the wind from 230 degrees at 4 knots, 3 miles visibility, ceiling broken at 1,400 feet above ground level, haze, temperature 19 degrees Celsius, dew point 18 degrees Celsius, and an altimeter setting of 30.23 inches of Mercury.


The accident site was located adjacent to a single railroad track, and the airplane came to rest on its right side at a GPS elevation of 593 feet msl. The initial ground scar contained a separated section of the right wing tip. The right wing was separated from the airplane and came to rest between the initial ground scar and the main wreckage. The main wreckage consisted of the engine, left wing, fuselage, and empennage. Two of the three composite propeller blades were separated at the propeller hub and came to rest within the debris field. The Cirrus Airframe Parachute System (CAPS) was found partially deployed, and the parachute canopy came to rest in the debris field attached to the airframe. The wreckage path was oriented on a bearing of approximately 015 degrees magnetic and was about 220 feet in length.

The left wing remained attached to the fuselage. The aileron and flap remained attached to the wing. The wing tip was damaged and contained earthen debris. Flight control continuity was established to the flap and aileron. The landing gear remained attached. The fuel cap was secure and no fuel was evident in the left fuel tank.

The right wing was separated from the fuselage at the wing root. The aileron and flap remained attached to the wing. The wing tip was damaged and contained earthen debris. Flight control continuity was established to the aileron at the separated wing root. The landing gear remained attached. The fuel cap was secure and no fuel was evident in the right fuel tank.

The empennage structure was fractured and remained attached to the fuselage via control cables. The right elevator tip was bent and fractured. Flight control continuity was established to the elevator and rudder.

The fuselage was crushed and fragmented. The left door was separated and the locking mechanism was engaged. The forward two seat pans were crushed. The forward two seat restraint airbags were deployed. The rear seats were not equipped with restraint airbags. The instrument panel and display units were crushed and deformed. The throttle and mixture were in the full forward position, and the fuel boost pump was on. The fuel selector handle was separated and the selector valve was found in the right tank position. The flap actuator was found in the flaps up position.

The CAPS system was found partially deployed and attached to the airplane. The airframe cover and parachute bag were found approximately 1,000 feet south of the main wreckage. The CAPS handle was found pulled.

The engine was partially separated from the fuselage. The propeller was rotated by hand and mechanical continuity was established throughout the engine. The propeller remained attached to the crankshaft.

Examination of the accident site on the day following the accident revealed no evidence of fuel spill/foliage blight in the vicinity of the right wing or main wreckage.


An autopsy was performed on the passenger by the Tarrant County Medical Examiner on October 25, 2011. The cause of death was reported as craniocervical dislocation due to backseat passenger of a small airplane that crashed.

Toxicological specimens were not retained from the pilot.


The airplane contained a Cirrus RDM which was a crash hardened flight recording device installed in the tail that recorded flight information. The RDM stored over 145 hours of flight data at a 1 Hz recording rate. The recorder was in good condition and the data were extracted normally from the recorder. In addition to the RDM, seven SD cards were recovered from the airplane.

When an SD card is inserted into the top slot of the Garmin Perspective MFD, flight data is logged to the card at a recording rate of 1 Hz. A separate data file is created at each power cycle. Six of the seven SD cards contained various navigation and terrain databases for use with the G1000 avionics. One SD card contained 445 data files dating back to January 2011.

A review of the accident flight data indicated that both navigation radios were tuned to 110.10 MHz prior to takeoff and remained on that frequency for the entire flight. That frequency was the same as the ADS runway 15 ILS frequency. The SD cards were in good condition and the data were extracted normally.

The recorded data were examined for the four flights prior to the accident flight to asses fuel use. The following depicts those flights:

October 20, 2011 – Fuel Used – 82.4 gallons
October 19, 2011 – Fuel Used – 78.5 gallons
October 16, 2011 – Fuel Used – 51.4 gallons
October 14, 2011 – Fuel Used – 43.5 gallons

According to the data, there was a brief engine power back cycle on the ground on October 19th, lasting approximately 2 minutes and using 0.1 gallons of fuel calculated by the fuel totalizer. There were other periods where the airplane was powered on the ground before the flight on October 19th, but there was no indication the engine was running.

On December 6, 2011, an examination and functional test were conducted on the engine at the Continental Motors facility in Mobile, Alabama. The NTSB investigator-in-charge was present for the preparation and engine functional test. Due to impact damage, the following components were replace and/or cleaned: both right side engine mounts replaced, exhaust system crushed and replaced, turbo chargers were cleaned and reinstalled, fuel pump inlet fitting broke and replaced, starter and starter adapter were replaced, and oil sump. The engine was mounted in an engine test cell and test run at various power settings from idle to full power. No anomalies were noted during the engine test run that would have precluded normal engine operation.


The airplane was managed by PlaneSmart Aviation of Addison for the owners of the airplane. The management program provided services to the owners to include, but not limited to, cleaning, maintenance coordination, hangar service and scheduling. PlaneSmart Aviation had no operational control for the accident flight.

 NTSB Identification: CEN12FA037 
 14 CFR Part 91: General Aviation
Accident occurred Monday, October 24, 2011 in Carrollton, TX
Aircraft: CIRRUS DESIGN CORP SR22T, registration: N227TX
Injuries: 1 Fatal,2 Serious.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

On October 24, 2011, approximately 1135 central daylight time, a Cirrus SR22T single-engine airplane, N227TX, sustained substantial damage when it impacted terrain following a loss of engine power while maneuvering near Carrollton, Texas. The private pilot and one passenger each sustained serious injuries and a second passenger sustained fatal injuries. The airplane was co-owned and operated by the pilot. Instrument meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The flight departed the Addison Airport (ADS), Dallas, Texas, approximately 1045 and was destined for Houston, Texas.

According to preliminary air traffic control (ATC) communications and radar data, approximately 10 minutes after takeoff, the pilot reported he was experiencing a rough running engine and needed a direct return to ADS. The pilot was vectored to the instrument landing system (ILS) approach for runway 15. Approximately 2 miles from ADS while on the final approach course for runway 15, the pilot discontinued the approach and stated he was going "missed". The airplane was then vectored for another approach to runway 15. After turning on to the final approach course for the second ILS approach, the pilot stated he could not capture the glideslope and was executing another missed approach. The pilot then declared an emergency and no further communication were received by ATC from the pilot.

A witness observed the airplane flying low in a north to south direction. He heard the engine "sputter...slightly rev up" and then no sound. The airplane then made a left turn to the north, and the parachute deployed. The airplane then disappeared from the witness's view.

Another witness observed the airplane flying northwest to southeast going in and out of the clouds and fog. He reported the engine sounded "sick, like it was knocking, sputtering..." The airplane came out of the clouds in level flight low to the ground. The airplane then entered the clouds and the witness lost sight of the airplane.

The accident site was located adjacent to a single railroad track, and the airplane came to rest on its right side. The initial ground scar contained a separated section of the right wing tip. The right wing was separated from the airplane and came to rest between the initial ground scar and the main wreckage. The main wreckage consisted of the engine, left wing, fuselage, and empennage. Two of the three propeller blades were separated at the propeller hub and came to rest within the debris field. The Cirrus Airframe Parachute System (CAPS) was found deployed, and the parachute canopy came to rest in the debris field attached to the airframe. Three non-volatile memory chips were recovered from the primary and multi-function display units, and the remote data module was recovered from the empennage. The chips and module were sent to the NTSB recorders laboratory for data extraction.

At 1147, the ADS automated weather observing system, reported the wind from 230 degrees at 4 knots, 3 statue miles visibility, ceiling broken at 1,400 feet above ground level, haze, temperature 19 degrees Celsius, dew point 18 degrees Celsius, and an altimeter setting of 30.23 inches of Mercury.

The airplane was managed by Planesmart! Aviation of Addison for the owners of the airplane. The management program provided services to the owners to include, but not limited to, cleaning, maintenance coordination, hangar service and scheduling. Planesmart! Aviation had no operational control for the accident flight.

  Regis#: 227TX        Make/Model: SR22      Description: SR-22
  Date: 10/24/2011     Time: 1635

  Event Type: Accident   Highest Injury: Fatal     Mid Air: N    Missing: N
  Damage: Destroyed

  City: CARROLLTON   State: TX   Country: US


INJURY DATA      Total Fatal:   1
                 # Crew:   3     Fat:   1     Ser:   0     Min:   0     Unk:   2
                 # Pass:   0     Fat:   0     Ser:   0     Min:   0     Unk:    
                 # Grnd:         Fat:   0     Ser:   0     Min:   0     Unk:    


  Activity: Training      Phase: Approach      Operation: OTHER

  FAA FSDO: DALLAS, TX  (SW05)                    Entry date: 10/25/2011
Richard "Rick" Allen Goodrum

(October 14, 1964 - October 24, 2011) Richard “Rick” Allen Goodrum, age 47, died Monday morning, October 24, 2011 in Carrollton, TX as the result of a plane crash. Rick was Vice President of Internet Technology for Emerus Corporation. He had been a resident of Texas since 1993.

Rick was born on October 14, 1964 in Wellington, KS to Richard L. Goodrum and Rose I. (McEachern) Goodrum. He was a Wellington High School graduate with the Class of 1983 and a 1989 graduate of Kansas University. He also received his Masters Degree from the University of Phoenix in 2001.

He is preceded in death by his mother, Rose Goodrum and grandparents, Vernon Edgar Goodrum and Leo and Dorothy McEachern.

Survivors include his two children, Christian and Kiley Goodrum of Flower Mound, TX; father, Richard “Dick” Goodrum of Mayfield; brother, Darin Goodrum and his wife Tracy of Wellington; sister, Carri Miles of Cheney; grandmother, LoRee Goodrum of Mayfield; nieces and nephews, Michael Miles, Braden Miles, Tyler Miles, Abby Goodrum, Erin Goodrum, Eric Goodrum, and Austin Goodrum; and a host of other family members and friends.

Funeral Services will be held at the First Christian Church in Wellington on October 29, 2011 at 2:00 P.M. Pastor Damon Singleton will officiate. Interment will follow the service at the Osborne Cemetery in Mayfield.

Visitation will be held at the funeral home on Friday, October 28, 2011 from 1:00 – 8:00 P.M. The family will be present to greet friends from 6:00 – 8:00 P.M.

Memorials have been established with the Rick Goodrum Children’s Education Fund and the Mayfield Community Building Fund in lieu of flowers. Contributions can be left at the funeral home.

Frank Funeral Home has been entrusted with the arrangements.

An area native - who was killed Monday morning in a Texas plane crash - will be buried following memorial services in Sumner County this weekend.

Rick Goodrum, 47, of Flower Mound, Texas, was killed when a plane he was a passenger in crashed near Hebron High School in Carrollton.

Funeral services will be held at the First Christian Church in Wellington on Saturday at 2 p.m. Interment will follow the service at the Osborne Cemetery in Mayfield.

Goodrum is the son of Richard and the late Rose Goodrum of Mayfield.

He was in the backseat of the plane and headed to Houston with two others for a job-related trip. The pilot and another passenger in the plane survived the crash but remain hospitalized.

The plane - a Cirrus SR22 aircraft - was equipped with a parachute to aid in the event of a crash, however the canopy had not fully opened at the time of the incident, according to media reports.

Just after takeoff from Addison Airport, the pilot of the plane reported engine trouble. The plane attempted to land unsuccessfully once before crashing on second approach.

Goodrum was a 1983 graduate of Wellington High School.

Tri-Cities Regional Airport (KTRI) clearing hurdles en route to airport authority

BLOUNTVILLE — The long and winding road to changing Tri-Cities Regional Airport governance to an airport authority may be near a successful end.

And a road winding through some prime airport-owned property on the south side of the airfield soon will be relocated, something that may improve the airport’s long-term performance as an economic engine for the region.

Patrick Wilson, executive director of the Airport Commission, gave the NETWORKS – Sullivan Partnership board a history and update on the airport Thursday during a meeting at Northeast State Community College, followed by a progress report on the proposed change of governance from an association to an airport authority that has been in the works, discussed, debated and delayed since 2003.

Of six commercial airports in Tennessee, only Tri-Cities is not governed by an authority.

This May, the General Assembly approved an amendment to the law regulating airport authorities that addresses an out-of-state owner, which in the case of Tri-Cities is Bristol, Va.

Since then, the governing bodies of Bristol, Va., Bristol, Tenn., Kingsport and Johnson City have approved a resolution to form an airport authority, while the Sullivan County and Washington County commissions are to vote on the matter in November.

All six must pass the resolution before the airport can apply for an airport authority charter.

“It’s as close as we’ve ever been to becoming an airport authority,” said Wilson, who when the move started was assistant director under the now-retired John Hanlin.

Advantages to the new governance include reducing owner liability for finances, while the owners would maintain the same representation on the Airport Commission. In addition, grant applications would not require approval of all six owners, the airport could issue its own bonds instead of running them through Sullivan County, and many other activities would be streamlined.

Wilson said a project has been approved and got federal grant funding to move Hamilton Road for a new runway apron that will make the airport safer and more convenient to air cargo plans using the south side facilities.

Over the past 10 years, about $35 million worth of capital improvements have gone into the south side area. The airport has more plans for that mostly air cargo section, and construction of new corporate hangars also is under way.

Eventually, the 25-acre Aviation Park I will be joined by Aviation Park II, 140 acres currently split by Hamilton Road.

Wilson said the current association method under which the airport has operated is akin to a multiple-entity partnership, which started in 1934’s groundbreaking with Sullivan County, Kingsport, Bristol, Tenn., and Johnson City.

The facility, which opened in 1937 and got a new terminal building in 1968, picked up additional owners as time went on, but since 1966 hasn’t had any direct financial support from the owners or local taxpayers.

Instead, fees and charges assessed by the airport cover an operating budget of almost $5.8 million, while capital needs are met by state and federal grants.

The airport has an 8,000-foot main runway and 4,500-foot secondary runway, as well as 20 buildings spread over 1,300 acres.

More than 35 businesses are located on the airport property, employing 240 full-time and 120 part-time workers, while the Airport Commission employs 44 full time and 20 part time.

The facility has about 1,114 passengers each day spread among 32 flights, and as of 2009 was 169th in passenger volume out of 395 commercial U.S. airports.

It has American Airlines service to Chicago, Delta to Atlanta, US Airways to Charlotte and leisure/low-cost carrier Allegiant to Florida. Patrick said targeted markets for future service are Dallas/Fort Worth, New York, Washington, D.C., and southwest Florida.

He said increased fuel costs have prompted carriers to cut flights 13 percent since 2007, with predictions that the capacity won’t be restored until from 2012 to 2015.

Incentives to new carriers include up to one-year waivers of landing fees, advertising assistance, start-up cost and low-cost part-time ticket sales and ground service.

A low-cost carrier generally needs about 576 passengers a day to major metropolitan or vacation destinations, while Tri-Cities to the top 20 destinations has only 214 passengers a day.

Next week, the Airport Commission will apply for a U.S. Department of Transportation Small Community Air Service Grant worth $432,000, although $50,000 in non-airport “community partnership” money is needed and so far $15,000 has been committed. Airport marketing is putting in another $100,000, with $32,000 added for landing-fee waivers.

Federal Aviation Administration Safety Inspector Pleads Guilty To Accepting Bribes Over A Seven-Year Period

October 27, 2011
Rebekah Carmichael
Office of Public Affairs
(973) 645-2888

CAMDEN, N.J. – An aviation safety inspector with the Federal Aviation Administration (“FAA”) today admitted to accepting tens of thousands of dollars of “tips” in exchange for hundreds of unauthorized pilot check rides he performed, U.S. Attorney Paul J. Fishman announced.

Harrington Bishop, 63, of Browns Mills, N.J., pleaded guilty before U.S. District Judge Robert B. Kugler in Camden federal court to an Information charging him with one count of receiving illegal gratuities by a public official.

According to documents filed in this case and statements made in court:
Bishop was an aviation safety inspector with the FAA assigned to the Teterboro Flight Standards District Office (“FSDO”) in Saddle Brook, N.J. From May 2004 through February 2011, Bishop spent hundreds of weekends, holidays, and other days of approved leave taking pilots out on flight checks at Cave Flight School at the Flying W Airport in Medford, N.J. These tests ranged from private pilot tests to airline transport pilot certificate tests. None of these flight checks was authorized by the Teterboro FSDO or any other authority within the FAA.

Bishop admitted that these hundreds of tests over the seven-year period nearly always resulted in the pilot passing the test. Even though the flights were not authorized by the FAA, the pilots became officially licensed, certified, certificated, or otherwise by the FAA as a result of Bishop’s official acts. In exchange for these hundreds of check flights, Bishop generally collected $300 tips from the pilots, fully aware that he was not allowed to accept payment from pilots or anyone else in exchange for the performance of his official duties.

The bribery charge carries a maximum potential penalty of two years in prison and a maximum $250,000 fine, or twice the gain or loss caused by the offense. Judge Kugler scheduled the sentencing for Feb. 2, 2012.

U.S. Attorney Fishman credited special agents of the U.S. Department of Transportation, Office of the Inspector General, under the direction of Special Agent in Charge Douglas Shoemaker, for the investigation leading to the guilty plea. 

The government is represented by Assistant U.S. Attorney Scott B. McBride of the U.S. Attorney’s Office’s Healthcare and Government Fraud Unit.

11-427                                                                                          ###

Defense counsel: Jay V. Surgent Esq., Lyndhurst, N.J.

Monroe Regional Airport official says de-icing problem lies with airline's equipment

A problem American Airlines faced with its de-icer at Monroe Regional Airport has been fixed, in time for the cold front that’s moved into town this weekend.

Last Thursday, American Airlines flight 4780 to Dallas-Fort Worth was delayed by about two hours when it couldn’t de-ice in time to depart, said David Abbitt, a passenger aboard the plane.

Abbitt told The News-Star the pilot informed passengers there was a problem: the plane’s aerodynamics would be affected by the ice coating the plane, and Monroe’s new airport terminal wasn’t equipped with the right power outlets for the airlines’ de-icing equipment.

Passengers deboarded as the crew let the plane defrost naturally, he said.

Abbitt, who was on a business trip, missed his connection to New York —and his meeting — causing him to have to stay an extra night at his company’s expense.

“Although the airline employees were accommodating, the passengers were all frustrated,” Abbitt wrote. ”I was incensed that the airport administration’s oversight was costing my company hundreds of otherwise unnecessary dollars.”

But the problem wasn’t caused by the airport, according to airport Director Cleve Norrell.

The new terminal is fitted with the needed plug points, equipped for “all kind of connections,” Norrell said.

“It was an airline equipment problem instead of an electrical problem with the airport,” he said. “It was a problem that they had, but they thought it was our plug.”
Norrell said the airlines had the wrong voltage for the de-icing machine.

“They thought their machine was 230 volts, but it was actually 120 volts,” he said.
An airline mechanic from Dallas-Fort Worth has since come to Monroe to address the issue, Norrell said, adding that the problem was fixed by the next day.

As of 5 p.m. Thursday, American Airlines’ media relations office couldn’t provide a comment on the issue.

However, the de-icing problem that caused the delay isn’t the first hiccup airport officials have faced since the new terminal opened Oct. 10.

Passengers have had to collect baggage at the old terminal building, littered with debris, or by the terminal’s curbside parking area. The airport also has faced problems with passenger loading bridges that fail to reach certain aircraft because pavement markings on the airport’s tarmac indicating where planes should park were painted too far from the terminal.

Those botched pavement markings, which both Norrell and Mayor Jamie Mayo said would be redone by Friday last week, have yet to be completed.

Norrell, who was out of town Thursday, said the design plans should have been received by the engineering firm by noon Thursday and the markings would likely be done by early next week.

Survey says Helena wants direct Billings air service

Nearly 700 people responded to a survey regarding a possible a new interstate airline service between Helena and Billings operated by Gulfstream Airlines.

The majority of respondents are in favor of the service.

Gulfstream recently set up flights from Billings to eastern Montana and North Dakota.

The Montana Business Assistance Connection and the Helena Airport conducted the survey.

MBAC Director Terry Myhre recently told KXLH there's a lot of people in Helena with interest in the eastern Montana oil boom.

Almost 84% of the respondents said they or someone from their company would use the flight; 26% said they would fly once a month; 24.5% said they would fly once every six months, and about 22% would fly once every two months..

Ex-Transportation Security Administration agents admit to stealing cash from John F. Kennedy Airport bag

NEW YORK — Two former Transportation Security Administration officers based at John F. Kennedy Airport have admitted to stealing $40,000 in cash from a checked bag.

The Queens District Attorney's Office says 44-year-old Coumar Persad, of Queens, and 31-year-old Davon Webb, of the Bronx, pleaded guilty on Thursday to grand larceny, obstructing governmental administration and official misconduct. They each face six months in jail and five years' probation at their Jan. 10 sentencing.

Authorities say the two TSA officers swiped the cash after spotting it in a piece of luggage while it was being X-rayed. The cash was recovered.

An attorney for Persad said his client understands he made a mistake and wishes to move on with his life.

Palm Beach International Airport radar to stay, as FAA changes course and opts against moving system to Miami

WEST PALM BEACH — Federal aviation officials have dropped plans to consolidate Palm Beach International Airport's long-range radar system into one in Miami, a decision that will eventually let air traffic controllers move into the new, $19.2 million tower that has been sitting empty at the airport since its completion a year ago.

The Federal Aviation Administration announced Thursday that it would keep the radar system, known as Terminal Radar Approach Control, or TRACON, at Palm Beach International.

The ruling marks a victory for PBIA's air traffic controllers, whose national union has been trying to persuade the FAA for five years that moving the system to Miami would cause employment and safety problems for Palm Beach.

"It has been caught up in a little bit of a decision process," said Shane Ahern, president of the local chapter of the National Air Traffic Controllers Association. "This has been a good, collaborative effort."

Construction on PBIA's new control tower was completed in Oct. 2010, but the building has stayed vacant while federal officials debated where to put the radar system, which directs plans within about 50 nautical miles of the airport.

Although the disagreement over the radar system has been resolved, it is still unclear exactly when air traffic controllers will be able to move into the new the 231-foot-tower.

The tower was commissioned in 2008 and was built without a room for the TRACON system. The FAA said will ask Congress for the money in the 2013 budget to build the additional space.

The FAA doesn't have a price tag for the added work yet, but air traffic facilities typically cost millions of dollars.

While the dispute wore on, no equipment was installed in the new tower. That process is expected to take 18 to 24 months to complete, the FAA said.

Ahern said the installation and construction of the new TRACON facility could be completed in about the same time frame.

U.S. Rep. Alcee Hastings, D-Miramar, who has opposed the consolidation plan since it was announced in 2006, praised the FAA's decision to reverse course.

"I am truly elated that the FAA has decided to build a TRACON at PBIA and keep those critical safety functions here in West Palm Beach," Hastings said in a prepared statement released by his office. "TRACONs are vitally important to our nation's air transportation network and a dedicated TRACON at PBIA will not only maintain but, in some cases, improve local and regional service as well as enhance system safety by offering additional air traffic control service to South Florida."

Hastings was one of several local lawmakers, who along with air traffic controllers, had argued that the consolidation step would cause havoc in the skies if the Miami system went down. If a natural disaster or terrorist attack damaged the Miami radar, controllers at the Jacksonville airport, more than 350 miles away, would be left responsible for all South Florida airports, they said.

TRACON controllers work on the lower level of PBIA's older, 90-foot-tall tower, where they use radar screens to track aircraft within 50 miles of the airport. The controllers behind the glass windows at the top of the tower guide takeoffs and landings within 5 miles of the runways.

PBIA officials said Thursday they were unaware of the decision to keep the radar system at the airport.

"We haven't received any notification from the FAA," PBIA spokeswoman Casandra Davis said.

Helicopter crash victim: ‘I only bumped my head around’

A Mattituck man crashed his helicopter Wednesday night in a marsh at Mattituck Inlet.

A Mattituck man walked away from the scene of a helicopter crash Wednesday night with only minor injures after crash landing and flipping his aircraft in a marsh at Mattituck Inlet, Southold Town Police said.

Erwin Rodger, 68, who was the lone passenger in the crash, said he had been sightseeing at a nearby beach about an eighth of a mile away from his Eastside Avenue home earlier in the day. When he decided to fly his Ultra Lite Helicopter home, the engine wouldn’t start.

Mr. Rodger, who has been flying since the 1970s, said he then called his wife to pick him up along with the helicopter’s starter engine.

“I took it home, fixed it and then she drove me back,” he said.

Mr. Rodger said it wasn’t a mechanical malfunction that caused the crash. When he took off shortly before 8 p.m., there was low visibility and he hit the marsh, causing the air craft to flip.

“The police said I should have called, but I went home, took a bath and changed my clothes,” he said.

Mr. Rodger said he didn’t think to call the police because he believed no one was aware of the crash except him.

“No one came out,” said Mr. Rodger, whose right eye was swollen and bruised when interviewed early Thursday morning. “I only bumped my head around.”

He then returned to the scene after seeing a rescue search was under way. Police said the FAA was notified and will conduct an investigation into the crash.

Mr. Rodger said he plans to take his floating dock up to the wrecked helicopter and remove it from the marsh.

While Mr. Rodger said he’s grateful he was able to walk away from the crash, he said he’s upset that his helicopter is totalled.

“It was my pride and joy,” he said. “It was a beautiful machine and now I’m without it.”

Michigan resident trying to bring unique aircrafts to Arizona

PHOENIX - A Michigan resident is trying to bring a unique style of aircraft to help Arizona's battle against drug smuggling and illegal immigration.

Craig Ewing runs Silver Lining Aviation , which produces small, two-person aircrafts.

"We customize it specifically for law enforcement use," he said.

Ewing told ABC15 he's sold the aircrafts to law enforcement agencies nationwide, and is trying to bring them to Arizona.

"There's a lot of things that this can bring to Arizona," Ewing said.

Ewing said his company produces three models of the aircraft, which cost and operate at a considerably lower price than other options, such as a helicopter.

The aircrafts can land and take off quickly, utilizing an engine and a large chute that allows it to fly. The easy mobility is one reason Ewing believes makes it a perfect tool to combat drug smuggling and illegal immigration along Arizona's border with Mexico.

"That allows us to get right on top of whatever drug load might be coming across or undocumented aliens that are coming across," he said.

ABC15 contacted the Cochise County Sheriff's Office, which said they have expressed interest in the aircrafts but the funds are not currently available.

Groundbreaking Held at Alamo Landing Field

Groundbreaking ceremonies were held Oct. 19 at the Alamo Landing Field, which will ultimately become the Alamo Airport.

In attendance were officials from County Commission, County Grants Department, Pahranagat Valley High School, Lincoln County Airport Authority, Regional Transportation Commission, Mercy Air Helicopters, Armstrong Inc, engineering architects, Mel Clark Construction and a small group of onlookers.

Commissioner Ed Higbee acknowledged the late LeMoine Davis and his longtime dream of having a regular landing field here.

Chris Knox, of Armstrong Engineering, said building an airport in Alamo would help bring further economic development to the valley and community.

“Airports, highways and rails, all help put communities on the map. Airports in particular, allow one to connect with quite literally, the rest of the world with less than one mile of runway.”

He noted having the airport here would also benefit “air medical operations, commercial and residential developers, wildlife management, air cargo, Department of Energy, Bureau of Land Management and other government staff.”

Knox said he hoped by the summer of 2012, he could “land his plane in Alamo and have a ribbon cutting.”

Clark Construction will begin work in early December and relocate Box Canyon Road, construct a Desert Tortoise exclusion fence around the perimeter and build a 60-foot-by-4,360-foot long runway.

Kelly Cox of Mel Clark Construction said about 15 to 20 workers will be living in the area temporarily during the construction phases.

“And, when we get to a new town, we try to buy everything locally: fuel, tires, groceries, etc., anything we can to help boost the economy.”

He said Mike Stewart, an Alamo native, would be the project superintendent.

Cox said he expected the earthwork portion of the runway project would begin in January, with pavement to be laid by April.

Future plans call for a lighting system to include runway in-lights, runway edge lights and precision approach path indicators, airport beacon, taxiways, an apron; and ultimately an automated weather observation system, storage buildings and hangars.

The project is being funded by the Federal Aviation Administration, the Nevada Trust Fund for Aviation and the Lincoln County Regional Transportation Committee. Federal regulations and rules will need to be observed.

Wendy Rudder, vice chairman of the Lincoln County Airport Authority, noted the airport would help bring economic development to the community, to help provide jobs for the young people so they don’t have to move away to find work and a place to start and raise their own families.

“If you don’t have the vision for the economic development, you’re community is not going to survive and not going to grow,” she said. “Our vision for this airport is that we are here to go forward.”

Rudder said she has received numerous calls from people over the years, who have expressed an interest of being able to land planes in Alamo. Now, with a paved facility, she said, people have expressed how glad they are they will finally be able to land here.

“I am very excited for my county,” she said. “This county needs economic development and this is one more little peg in the cog of getting that done. It’s important for the entire county.”

Tim Wilkerson of Mercy Air helicopters, which already has a new landing pad at the Alamo Ambulance barn, said having a paved landing field will allow for fixed-wing medical planes to come in, when necessary. “It will be great for the citizens in the Alamo area to have multiple options, if they have to be evacuated.”

Sheriff's office: Missing pilot found dead in plane wreckage. Man had been missing for two weeks. KMKS (formerly 50J) Berkeley County Airport , Moncks Corner, South Carolina.

Kenneth Tollett
Photo Credit:   Rest with the Angels Kenneth Tollett, Facebook 

The Berkeley County Sheriff's Office and the Federal Aviation Administration is investigating the wreckage of a Cessna 150.

The plane was found at about noon today near the Berkeley County Airport in Moncks Corner, according to the FAA. The plane is owned by Kenneth W. Tollett of Moncks Corner.

According to several news outlets, Tollett left on Oct. 13 and was reported missing on Monday. The Post and Courier reports that a body was found in the wreckage.

A Facebook page had been created to support the search for Tollett with just over 100 followers. Late Thursday afternoon, the title of the page was changed to "Rest with the Angels Kenneth Tollett."

He regularly flew his Cessna to locations out of state and the plane was missing from the hangar. Tollett, 65, of Pinopolis, is a former Berkeley High School history teacher.
A Moncks Corner man is dead after crashing his single engine Cessna airplane near the Berkeley County Airport, the Berkeley County Sheriff’s Office announced.  An aerial search on Thursday morning utilizing both fixed wing aircraft and helicopters resulted in the location of a plane that crashed in a wooded area just outside the perimeter of the Berkeley County Airport. The BCSO, with the assistance of  SLED, the Charleston County Sheriff’s Office, the Civil Air Patrol and Berkeley County Emergency Preparedness, had been searching for a man who was reported missing on Oct. 24.

The following information obtained through a Google search:

It is with a heavy heart that I ask for your help. This is my friends father.

Kenneth Tollett
Age 65
Retired public school teacher
Wife passed away when children were very young. He was a wonderful single dad.

What we know ..

They tried to report missing earlier but they were rebuffed by local authorities.

This is a quick copy paste from family below..

Kenneth W. Tollett, last seen afternoon of 10/13/11. Vehicle parked at Berkeley County Airport in Moncks Corner, SC and plane missing from hangar - Cessna 150, N3086X, white with blue stripe.

Info we do know: he left his fiancée's home approximately 2:30pm on Thursday, 10/13/11, and apparently headed to the airport prior to class. He was part of the aviation mechanics program at Trident Technical College which meets Mon-Fri 5p-9p, but classmate doesn't recall seeing Dad in class that night. No flight plan was filed - most likely he was just being followed by the towers in various airspace and we can only assume that he wanted to take the plane up to keep fluids and such moving and gears all working since he hasn't been doing many flights recently. Last annual on the plane was completed in July 2011. His cell phone is either turned off or the battery is dead, as calls are going straight to voicemail, and his phone charger is still at his home. The plane's transponder has not sent out any signals to the FAA that the plane has been downed. Dad has been in good spirits and has not exhibited any signs of psychological distress. He often practices his emergency skills such as stalls and short-field landings, and currently has a VFR flight rating. He is on coumadin, a blood-thinning medication, and as far as we know he is without medications since 10/13
His fiancée had Verizon trace the phone and they told her the battery was dead because it was going to voicemail, and the last call was one from her on the 11th, I believe. And he hadn't checked or erased his answering machine messages since the 11th as well.
No contact with FBO that I know of, but his plane can take either auto fuel or aero fuel so he often fills gas cans at the gas station rather than filling from the airport unless he's somewhere and has no option. No flight plan filed, but weather briefing is a possibility to check out - thanks!
Updated info:
- FAA continues to report no signals received showing that a plane has been downed
- SLED (South Carolina Law Enforcement Division) is planning to get the big choppers out on Thurs 10/27 to conduct aerial searches throughout the day
- Dad's finances were accessed but have shown no activity during the time he has been missing
- His cell phone was pinged and they received a 1.1 signal, very low, which shows that the phone battery is dead, and is not in water since phones are supposed to automatically cut off once they hit water
- He has been active in his aviation mechanics program at Trident Technical College, which meets Mon-Fri from 5pm-9pm, and when he left Jan's house on 10/13 at 2:30pm, he had a packed lunch in anticipation for attending class. This tells us that he likely wasn't planning to take an actual trip in the plane. A classmate mentioned that Dad was usually early to class and often shared with the class his plans for upcoming trips and vacations.
- Jan reported that Dad had recently been seen by his medical doctors and given an overall clean bill of health. Dad has been on Coumadin, a blood-thinner medication, following a pulmonary embolism he had in October of 2004, and is typically compliant with all medications. As far as we know, he did not have any with him when he disappeared.
- At this time I am not aware of any plans for a ground search, as we really don't even know where he could have been, but I estimate he only had about an hour to take the plane up and bring it back down, tie it down and get to class on time in North Charleston.

Sen. Marco Rubio defends his stand against more Cuba flights

TAMPA – Sen. Marco Rubio and Greater Tampa Chamber of Commerce officials chose not to rekindle a battle over new flights to Cuba.

But during a visit here Thursday, the Miami Republican bristled at a reporter's suggestion that he tried block flights from Tampa to protect Miami travel businesses.

"The idea that I'm a friend of the fly-to-Cuba-from-Miami crowd is absurd,'' he said at a press conference. "No one would criticize someone going to Cuba to see their dying mother. What we're opposed to is expansion of these new flights from Miami or anywhere else. The add more money to the (Castro) regime.''

In February, Rubio proposed an amendment to a Federal Aviation Authority funding bill that would have prohibited any additional flights between the United States and countries, such as Cuba, designated as "state sponsors of terrorism'' by the State Department.

At the time, charter flights to Cuba were restricted to three gateway cities: Miami, New York and Los Angeles.

Chamber CEO Robert Rohrlach fired off a letter to Rubio, saying that benefitted his hometown of Miami at the expense of Tampa Bay and four other Florida metro areas that were seeking non-stop flights to the island nation.

"I sincerely hope that you will withdraw (the amendment) in order to more accurately reflect the resolve of the entire state as opposed to the interests of a few.''

The amendment failed in the Senate. Tampa International and airports in Orlando, Fort Lauderdale, Jacksonville and Key West subsequently won federal approval for Cuba flights. Charter companies now fly twice weekly from Tampa International to Havana. Two additional weekly flights — one to Havana and one to Holguin— start in November.

Manitoba offers flights for medical diagnosis. (Canada)

Rural patients who need specialized medical services will be able to fly to Winnipeg for care rather than travelling by ambulance, Health Minister Theresa Oswald said Thursday.

Currently, rural patients who need to move for specialized care are transported by ambulance. There are about 20 such transports into Winnipeg every day.Manitoba will augment it's existing Lifeflight service with air transport for diagnostic tests.Manitoba will augment it's existing Lifeflight service with air transport for diagnostic tests.

"For patients who need specialized medical tests or procedures not available in their home community, a long drive in an ambulance can be uncomfortable and inconvenient," said Oswald.

Under a new air transport initiative, flights will be scheduled for patients facing ambulance rides of two and half hours or more. Each flight will be able to accommodate up to four patients and will be staffed with two paramedics and two pilots.

There will be no direct charge to patients for the service.

The program officially begins mid-November and will transport patients primarily from the Parkland and Assiniboine health regions.

The province did not put a pricetag on the program. But last year Manitoba spent $10 million to buy 39 new ambulances and to hire more paramedics. As well, the province spent $7.8 million to develop medical dispatch centre in Brandon and allocated about $7 million a year to fund patient transportation.

ArkeFly Boeing 767 makes emergency landing after bird strike. Goa's Dabolim airport.

Panaji: A Dutch charter plane, with 263 passengers onboard, on Thursday made an emergency landing at the airport here after a bird hit, airport officials said.

An airport spokesman said that the plane, operated by Netherland-based Air Arkefly, which had originated from Amsterdam and was supposed to fly to Colombo after a halt in Goa, was taking off from the airstrip here around 7.30 AM when a bird hit the engine of the plane.

"The bird was tucked inside the engine, which was damaged," the spokesman said, adding that the flight was aborted immediately by the pilot.

All the 263 passengers onboard, mostly from European countries, are safe and alternate arrangements are being made to fly them to Colombo, the spokesman said.

Apache crews fly away with top awards

by British Forces News on Oct 27, 2011
The bravery and skill of Apache attack helicopter pilots and ground crews in Afghanistan and Libya has been recognised in this year's Guild of Air Pilots and Air Navigators awards. Based at Wattisham in Suffolk as part of 16 Air Assault Brigade, the Attack Helicopter Force has picked up four awards for the exceptional, innovative and brave work undertaken in theatre. The Attack Helicopter Force won the Johnston Memorial Trophy after being commended for the sustained effort by the entire 'UK Team Apache' in making it the weapon of first choice in counter insurgency operations.

Captain (now Major) Matthew Noble-Clarke AAC, has been awarded the Grand Master's Commendation as the first Apache pilot to clock up 1,000 hours of operational flying in theatre, most recently as the senior Attack Helicopter Commander. He completed four tours of duty with the Attack Helicopter Force (AHF) in Afghanistan between 2006 and 2010 and spent 19 months of his three-and-a-half year deployment operating under fire as a matter of routine. 656 Squadron Group AAC received The Master's Commendation for their pioneering work in deploying the Apache helicopter at sea in support of Marine forces in 2005 and into Afghanistan in 2006.

As part of the Apache Helicopter Force and 4 Regiment Army Air Corps, the Squadron has has built an enviable reputation. Finally, Major David Amlôt MBE AAC has been awarded The Sir Barnes Wallis Medal in recognition of an exceptional and innovative contribution to aviation. His work in the development of aviation 'Judgemental Training' for the Attack Helicopter Force (AHF), in the application of Rules of Engagement, Targeting Directives and Law of Armed Conflict, has helped numerous crews better understand of the risk to collateral damage. Major Amlôt's efforts have directly contributed to saving countless lives by balancing the crews' offensive spirit against courageous restraint.

Booze on a plane...lands man in trouble

Very serious charges have been laid against the man who caused a flight from Edmonton to Toronto to make an emergency landing in Winnipeg this week.

Security at Edmonton International Airport is under review because the man smuggled a bottle of liquor..believed to be vodka...onto the flight. He was making himself very much at home on the Air Canada jetliner...first taking a swig from the booze bottle and then pulling out a lighter and preparing to have a smoke.

When cabin crew members saw the attempt to use the lighter, they demanded the man hand it over..along with his liquor...and that's when the paassenger became verbally and physically abusive. The pilot landed in Winnipeg where police say 41-year old Byron Pinksen from Grande Prairie is charged with uttering threats, mischief endangering life and interfering with a crew member.

Beechcraft V35 Bonanza, N5938S and Piper PA-44-180 Seminole, N3062H

ST. PAUL, Ore. – Investigators looking into a collision over an Oregon state park that killed a former state trooper said Wednesday one of the two planes was flown by a flight instructor and student.

Authorities said they aren't sure whether the teacher or the pupil was controlling the aircraft when it collided Tuesday afternoon with a plane flown by 58-year-old Stephen Watson, a retired state trooper.

Watson was killed when his single-engine plane broke apart and slammed into the ground near Wilsonville. Investigators believe Watson was alone in the plane.

Instructor Travis Thompson, 31, of Beaverton and 23-year-old student Henrik Murer Kalberg landed in a field and walked away from the aircraft without injuries. Authorities said Kalberg lives in Hillsboro; his Federal Aviation Administration pilot license lists an address in Norway. Neither Thompson nor Kalberg could immediately be reached for comment.

Their twin-engine, 1978 Piper PA-44-180 was registered to Hillsboro Aviation outside Portland. Executives didn't respond to requests for comment.

"We're dealing with a tragic situation at this point and we're thankful no one on the ground was injured," National Transportation Safety Board lead investigator Josh Cawthra.

Watson's aircraft, a single-engine 1966 Beech Bonanza V35, broke apart after the collision, strewing debris over a 1 1/2-square-mile area in and around Champoeg State Park, about 25 miles south of Portland, Cawthra said.

Investigators aren't sure whether the pilots were in communication with each other or with air traffic controllers when the planes collided. The weather was clear and sunny.

Investigators said the tail of Watson's aircraft was found about a mile from the rest of the plane. The nose of the training aircraft was sheared off.

Witnesses told investigators both planes were flying level at the time of the impact, but authorities haven't verified that information, Cawthra said.

Watson retired from the Oregon State Police in 2002 after a 26-year-career in the Astoria and Tillamook offices. He was working as the assistant director of public safety at the University of Portland.

Watson was a "very quiet, calm, competent leader," said state police Lt. Gregg Hastings, who has known Watson since both started their careers in Astoria in the 1970s.

"He was always a top notch Oregon state trooper and sergeant," Hastings said.

At the University of Portland, Watson wasn't just an enforcer but a teacher, said his boss, Harold Burke-Sivers. He wanted misbehaving students to take responsibility for their actions and learn from them.

"He saw us as being teachers in the classroom of real life," Burke-Sivers said.

Watson is survived by his wife and two daughters.