Wednesday, October 31, 2012

Rockwell International S-2R (Ayres S-2R Thrush), N4977X: Accident occurred January 10, 2011 in Oakley, California

NTSB Identification: WPR11LA094
 14 CFR Part 137: Agricultural
Accident occurred Monday, January 10, 2011 in Oakley, CA
Probable Cause Approval Date: 01/17/2012
Aircraft: ROCKWELL INTERNATIONAL S-2R, registration: N4977X
Injuries: 1 Fatal.

NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.


The pilot was initiating an aerial application to a field when the airplane collided with a 198-foot-tall, unpainted metal meteorological evaluation tower (MET). No information about the MET was distributed in any Federal Aviation Administration (FAA) notices or other publications for pilots, and the MET was not equipped with any markings or obstruction lights for visual conspicuity. For these reasons, the pilot likely had limited opportunity to become aware of the MET before the flight, and his ability to detect it visually in flight was extremely limited. Although the pilot’s toxicological results were positive for dextromethorphan (an over-the-counter cough suppressant) and dextrorphan (a metabolite of dextromethorphan) in the urine, the substances were not noted in the blood; therefore, it is likely that some time had passed since the pilot had used the medication. Additionally, these substances would not normally be expected to result in any impairment.

METs are used to measure wind data throughout the United States. They can be assembled quickly and can be constructed of galvanized tubing with guy wires used as support. Because many METs (like the accident MET) are just below the 200-foot threshold at which FAA regulations would require the applicant to notify the FAA of the MET and to provide a lighting and marking plan for FAA assessment, many METs are unmarked, unlighted, and not referenced in any FAA notices or publications for pilots. Although the FAA in 2011 approved an update to Advisory Circular (AC) 70/7460-1K, Obstruction Marking and Lighting, that will provide recommended guidance on marking METs, ACs are only advisory in nature. Because of this, MET constructions will likely continue to meet only the minimum requirements and, thus, will remain a hazard to pilots operating at low altitudes. In March 2011, the NTSB published Safety Alert SA-016 to educate pilots about the flight-safety issues presented by METs. The Safety Alert is available at the NTSB’s website at http://www.ntsb.gov/safety/safety_alerts.html.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
An in-flight collision with an unmarked meteorological evaluation tower (MET) during an aerial application flight due to the pilot's failure to see and avoid the obstacle. Contributing to the accident was the lack of visual conspicuity of the MET and the lack of information available to the pilot about the MET before the flight.

HISTORY OF FLIGHT

On January 10, 2011, at 1057 Pacific standard time, N4977X, a Rockwell International S-2R, impacted a meteorological evaluation tower (MET) while initiating an aerial application on Webb Tract Island, Oakley, California. The airplane sustained substantial damage. The commercial pilot was fatally injured. Alexander Ag Flying Service Incorporated was operating the airplane under the provisions of Title 14 Code of Federal Regulations Part 137. Visual meteorological conditions prevailed, and no flight plan was filed.

According to the Federal Aviation Administration inspector that responded to the accident site, the pilot was conducting an aerial application when the accident occurred. Witnesses indicated that the pilot overflew the area and then began the first pass over the field. The airplane then impacted a MET. Witnesses did not report seeing the airplane perform any evasive maneuvers prior to the impact. The tower was unpainted metal, and was not equipped with obstruction lights or markings.

The land owner indicated that the MET on Webb Tract Island was erected in April 2009. According to Contra Costa Country personnel that approved the construction of the MET, the permit was approved in August 2008, and applicable until August 2009. There was no extension on the permit.

The project description stated that the tower stood 197 feet 8.25 inches tall, and was designed specifically for wind resource measurements. Additionally, it stated "The 60-meter (197 feet) tower is lower than the 200 feet threshold set by the FAA, and as such meets FAA regulations."

PILOT INFORMATION

The pilot, age 58, held a commercial pilot certificate for airplane single and multi-engine land with an instrument rating. He held a second-class airman medical certificate issued on October 13, 2010, with no limitations. The pilot reported 26,000 total flight hours on his last medical application.

MEDICAL INFORMATION

An autopsy was performed on the pilot on January 11, 2011, by the Office of the Sheriff- Contra Costa County Coroner's Division. The autopsy attributed the cause of death to trauma sustained in the aircraft accident.

Forensic toxicology was performed on specimens from the pilot by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. The toxicology report was negative for carbon monoxide, cyanide, and ethanol. The toxicology report indicated that dextromethorphan, dextrorphan, and ibuprofen were detected in urine. The dextromethorphan and dextrorphan were not detected in blood.

ADDITIONAL INFORMATION

Meteorological Evaluation Towers (METs)

METs are used nationwide to measure wind data. According to a National Agricultural Aviation Association article on METs, "Met testing towers are used for gathering wind data during the development and siting of wind energy conversion facilities. The met towers consist of galvanized tubing assembled at the site, and raised and supported using guy wires. Agricultural pilots, emergency medical services (EMS) operations, Fish and Wildlife, animal damage control, aerial fire suppression, and any other low-level flying operation may be affected. The fact that these towers are narrow, unmarked, and grey in color makes for a structure that is nearly invisible under some atmospheric conditions."

Review of accident data involving aircraft colliding with METs showed that in addition to this accident, two other fatal accidents occurred. One was in 2005 in Ralls, Texas (NTSB accident number: DFW05LA126) and the other was in 2003 in Vansycle, Oregon (NTSB accident number: SEA04LA027).

State Actions

Prior to FAA action, numerous states took action to mandate requirements for METs at the local level. Examples of these actions include South Dakota requiring that METs be marked, and Wyoming maintaining an online database of METS and requiring all METs to be registered and marked so that they are visible from a distance of 2,000 feet. State and national industry groups also worked with the FAA on recognition of the hazards posed by METs to aircraft operating at low altitudes.

FAA Guidance on METs

Title 14 CFR Part 77.13 "Construction or alteration requiring notice" states "(a) Except as provided in 77.15, each sponsor who proposes any of the following construction or alteration shall notify the Administrator in the form and manner prescribed in 77.17: (1) Any construction or alteration of more than 200 feet in height above the ground level at its site."

In January of 2011, the FAA issued a notice of proposed rulemaking (docket number FAA-2010-1326) to update Advisory Circular (AC) 70/7460-1K, Obstruction Marking and Lighting, to recommend the marking of METs. In June of 2011, the FAA approved the recommended guidance for voluntary marking of METs to be provided in the update AC 70/7460-1K. ACs are advisory and not regulatory.

Regional FAA FAAST teams have been educating operators about the dangers of METs. This has been accomplished through presentations, as well as through distribution of brochures highlighting the issue.


 MARTINEZ -- The family of a pilot killed in a 2011 plane crash on a Delta island is suing those responsible for building the meteorological tower his airplane struck, saying it was purposely built to avoid federal regulations for making such structures more visible.
 

Agricultural pilot Stephen Allen was killed on Webb Tract in Contra Costa County on Jan. 10, 2011, after his airplane struck a 198-foot tower that he likely did not see, according to the National Transportation Safety Board.

Federal law requires that meteorological towers taller than 200 feet be painted in bright aviation colors and lit.

NRG Systems "willfully, intentionally and with a conscious disregard for the safety of others" chose to install the tower without markings, paint, lights, cable balls or devices to enhance visibility, according to a lawsuit filed last November in Sacramento County Superior Court by Allen's wife Karen and daughters Angela Lucero and Gail Back.

"Steve ran an agricultural business and had been flying for more than 25 years and by all accounts was a great guy, so from that perspective, the loss is incalculable," said Roger Dreyer, the attorney representing the Allen family.

The family is seeking an unspecified amount in compensatory and punitive damages, Dreyer said.

NRG denies all of the allegations, and says that Allen's own carelessness was "concurrently and comparatively negligent" or at fault in the crash, attorney Craig  Livingston said in response to the complaint. Further, Allen knew the risks and hazards in the area, he said.

Property owners Delta Wetlands Properties and ZKS Real Estate Partners LLC and tower installers Western Development and Storage LLC, Shah and Associates Inc. and Bouldin Farming Co. were also named as defendants for allowing the tower to be erected and knowing the possible risks and location of the tower, according to the suit.

Attorneys for those groups did not return phone calls seeking comment.

The case was transferred to Contra Costa County Superior Court earlier this year. A case-management conference is planned for early January.

Experts say wind energy companies build towers under the 200-foot federal threshold so that they can prevent competitors from learning their whereabouts through the federal permitting process.

The risk to agricultural pilots is an "intentional circumstance," Dreyer said.

"(The lawsuit) is about accountability," he said.

Prompted by Allen's crash, California legislators approved a bill this summer that requires that all such towers 50 feet and taller built after Jan. 1, 2013, be clearly marked with thick stripes of orange and white paint, orange tracking balls attached to each support wire, and clear marking on the ground where the wires are anchored.

It is optional for lights to be placed at the highest point of each tower. The bill has a sunset date of Jan. 1, 2018.

Source:   http://www.dailydemocrat.com


http://www.airport-data.com/aircraft/N4977X.html

http://registry.faa.gov/N4977X

http://www.ntsb.gov

 (Photo courtesy of Michael Ganson)



 (Photo courtesy of Michael Ganson)

On Jan. 10, 2011, agricultural pilot Stephen Allen, of Courtland, was killed after his airplane struck an unmarked 198-foot tower on Webb Tract Island to evaluate the potential of wind turbines in that location. Allen likely never saw the steel tower that caused the fatal crash, according to a preliminary report from the National Transportation Safety Board. Had it been two feet taller, the company that erected it would have had to paint the tower in orange and white and put a light on top. AG pilots are calling for changes to regulations that say only towers 200 feet and taller must be marked with bright paint. Coincidentally, the Federal Aviation Administration last month began a public hearing process that would change its recommendation to developers on how tall a tower needs to be to have bright markings on it.

 (Photo courtesy of Michael Ganson)


NTSB Identification: WPR11LA094
14 CFR Part 137: Agricultural
Accident occurred Monday, January 10, 2011 in Oakley, CA
Probable Cause Approval Date: 01/17/2012
Aircraft: ROCKWELL INTERNATIONAL S-2R, registration: N4977X
Injuries: 1 Fatal.

http://www.ntsb.gov

Short term parking lot complete at Augusta Regional Airport at Bush Field (KAGS), Augusta, Georgia

A new short-term parking lot with an additional 210 spaces opens Thursday at Augusta Regional Airport.

The recently completed lot was the second phase of parking improvements to accommodate growing passenger numbers at the airport. A new long-term parking lot with 420 spots opened in June. All lots combined allow parking for 1,026 vehicles.

“Due to all the growth we have had, we previously were having to use overflow lots,” said Lauren Smith, spokeswoman for the airport.

Since June, the airport’s two short-term lots were closed. Construction continues on the airport’s rental car ready and return lot. Plans call for converting the current rental return lot into a credit card lot with 173 spaces, which could be completed next year, Smith said.

Changes to the airport’s parking plan also include a reserved lot adjacent to the main commercial terminal for no more than 30 frequent flyers. For a limited time, a reserved parking pass through the Elite Rewards Program is available for $100 per month.

Source: http://chronicle.augusta.com

Cirrus Design Corp SR22, N298SR: This aircraft recently made a trans-Pacific flight . . . .

You can read about it here:
transpacificbycirrus.wordpress.com/

Tuesday, October 30, 2012

Hurricane Sandy: Teterboro Airport (KTEB), New Jersey

A car is partially submerged in flood waters on road leading to Teterboro Airport in Teterboro, New Jersey, October 30, 2012. Millions were left reeling in the aftermath of monster storm Sandy as New York City and a wide swath of the eastern United States struggled with epic flooding and massive power outages. The death toll climbed to at least 30.
 REUTERS/Chelsea Emery
Credit: REUTERS 
 Published date: 10/30/2012

Financial woes ground 2013 air show

The organizers of the Wide Bay Australia International Air Show say it is disappointing they have had to cancel next year's event due to financial problems.

The biennial event generates about $1.5 million for the Bundaberg economy and brings in up to 20,000 tourists.

The air show's vice-chairman, Neil McPhilips, says there is an opportunity to gain more sponsors for the 2014 show, with dates now moved.

"It actually clashes with Australia's largest air show which is held in Avalon, near Geelong in Victoria, and this has given us the opportunity to actually move the Wide Bay International Air Show out from clashing with that air show," he said.

"That is an issue that has been highlighted to us by trade exhibitors, saying it just too difficult to attend two air shows in the same year."

Mr McPhilips blames the cancellation on a lack of State Government and corporate funding.


http://www.abc.net

AMERICAN FALLS, IDAHO - Suspect arrested in stolen plane case

 
Brian Haynes


AMERICAN FALLS — Five years since a small single-engine airplane was stolen from the American Falls Airport, and with the statute of limitations running out on charging someone for the crime, the Power County Sheriff’s Office believes one of the men responsible is now in custody. 

Brian Haynes, 66, was arrested in Fairfield, Mont., Sunday on the orders of U.S. Marshals in Pocatello, after a warrant was issued by the Power County Prosecutor. And Jackie Morris, chief deputy of the Power County Sheriff’s Office says they aren’t done yet.

 “There is one more active warrant and more people could be charged,” Morris said.

Det. Sgt. Max Sprague first investigated the case in 2007, eventually turning it over to federal law enforcement. He took that case back earlier this year as leads developed.

A 2003 AMD Alarus was stolen from American Air at the American Falls Airport in 2007, and Sprague said he worked the case for about three months when he decided to take all he had to the FBI and ask them to work the case.

They took the case, and that meant the agency had complete control over the case.

But Sprague eventually found himself working another case involving Haynes, and felt some of the information from that case would be helpful to the FBI and their efforts in the 2007 case. He contacted them and gave them that information.

 But in his conversations with the FBI, Sprague eventually decided he wanted to bring that case back to Power County. That was in May.

“I worked nonstop on that for about five months,” he said. “Every warrant I executed brightened the picture a little bit.”

Sprague said he eventually ended up in Texas at a location where he believes the airplane in question was flown and then taken apart.

With the Oct. 14 statute of limitation deadline on charging someone in the crime fast approaching, Sprague was able to compile all that he had and submit it to Power County Prosecutor Randy Kline, who issued the warrant for Haynes, as well as one for another person on Oct. 9.

Morris said Monday evening that detectives were in route to Montana to interview Haynes. He said depending on the results of that interview, and extradition proceedings, Haynes could be transported to Power County as soon as a couple of days or as long as two weeks.
 

“It will be up to him to decide whether or not he fights extradition,” Morris said.

 Haynes is charged with grand theft and conspiracy to commit grand theft, both felonies. He is being held on a $75,000 bond.

Story and photo:  http://www.idahostatejournal.com

FedEx donates Boeing 727 to Fox Valley Technical College: Plane to be key prop at new public safety training facility

 

 GREENVILLE — Construction won’t begin until spring on the new Fox Valley Technical College public safety training center but a significant private donation announced today will add realism to training of emergency personnel. 

 FedEx Corp. is donating a Boeing 727 to Fox Valley Technical College to be used for training by emergency medical, police and fire personnel at its new public safety training center being built on the south end of the airport.

“This public safety training center is an outdoor tactical training facility unlike any other that exists in the country because of all the elements being pulled together, all the various public safety personnel training that we plan to be doing there,” said FVTC President Susan May as she accepted ownership of the Boeing 727-200F aircraft from FedEx Express, a subsidiary of FedEx Corp., today in a ceremony at the Outagamie County Regional Airport.

May said the plane will be used for training simulation exercises at the training center scheduled to open in the fall of 2014.

FVTC, a nationwide leader in many areas of public safety training, will use the prop for training to include: control and removal of disruptive passengers, managing a hostage crisis, performing search and rescue in a simulated crash or fire, and render aid to a passenger or crew member having a heart attack or other emergency.

“As we retire this 727 from our fleet, we are proud to give back to the aviation community,” said David Sutton, FedEx managing director, aircraft acquisition and sales. “The donation of this aircraft by FedEx is just one example of the many ways we support educational endeavors, reflecting the community spirit shared by all FedEx employees in the communities where we live and work.”

“This means we can train on an actual real aircraft, perfect scenarios for extrication, getting on the plane and putting out fires,” said Gary Wunsch, fire chief, Outagamie County Airport public safety.

The $32.5 million facility was the centerpiece of the $66.5 million FVTC building referendum approved by voters in an April referendum.

Story and video:    http://www.postcrescent.com

New Airport For Koh Phangan

Popular Full Moon Party island Koh Phangan is in the news with the announcement that a new airport is underway.

Private airline operator Kan Air is behind the project with plans to fly ATR-72 turboprops between the island and Bangkok's Don Mueang.

Construction of facility is underway and expected to complete before the end of 2013.

Both Koh Phangan and Koh Tao are seeing an upswing in their tourism markets along with a surge in new hotel development.


http://www.thephuketinsider.com

Air New Zealand gets hands on new plane

The first of up to 12 new aircraft to operate on Air NZ's regional routes has been handed over to the airline in France 


 Air New Zealand has taken delivery of the first of up to 12 new Europe-built aircraft to operate on regional routes.

The ATR 72-600 was handed over in Toulouse on Tuesday, and the airline has an agreement to buy six more of the turboprops with an option for a further five at a total cost of $US270 million ($NZ330m).

The 68-seat aircraft will join Air New Zealand subsidiary Mount Cook's fleet in mid-November.

When the deal was announced last October, Air NZ said the first two aircraft were due by the end of this year with two more to come in 2013 and others delivered annually thereafter.

"The investment in these aircraft ... comes during a period when other businesses have shied away from significant investment in assets," chief executive Rob Fyfe said.

The aircraft, which the airline says is the most efficient in its class, will operate on Auckland-New Plymouth and Auckland-Nelson routes.

In March, Air NZ grounded its 11-strong fleet of ATR 72-500 aircraft for checks after cracks were found around the cockpit windows of one aircraft during routine maintenance.

Three of the aircraft, used by the airline since 1999, needed repairs.


http://money.msn.co.nz

Sky Manor Airport (N40), Pittstown, New Jersey: Hurricane Sandy blows roof off hangar, smashes aerobat's 'dream' plane

Hurricane Sandy blows roof off hangar, crushes planes


 
Rick Epstein / Hunterdon County Democrat 

 
Rick Epstein / Hunterdon County Democrat

 
Rick Epstein / Hunterdon County Democrat

 
Rick Epstein / Hunterdon County Democrat


 

Rick Epstein / Hunterdon County Democrat

 ALEXANDRIA TWP. — Hurricane Sandy blew the roof off a hangar at Sky Manor Airport and when it fell back way off-kilter it crushed three airplanes belonging to aerobat Kendal Simpson.

Simpson, who grew up in Holland Township and and now lives in Phillipsburg, feels bad enough about the two monoplanes, but the destruction of the red two-seat biplane is the heartbreaker. It's the one he built from a kit and that he flies in air shows.

On Tuesday, Oct. 30, at about 5 p.m., he and some friends were in the wrecked hangar assessing the damage. Although the stunt plane looks like it could be pulled out fixed, Simpson said, "It's a total loss. The frame is twisted and the wings are bent." A precision stunt plane is not like a car — "You don't just yank it back straight and go driving down the road with it." Only two of the three planes are insured.

Besides the massive damage to Sky Manor's hangar, Simpson estimates the value of the three destroyed planes at about $330,000. "That's why we live in a small house and drive really beat-up vehicles," he said, a spark of humor showing through his sadness.

The stunt plane, a Pitts Model 12, was the product of 2,000 hours of labor, completed two years ago. His website, acronut.com, shows pictures of him and the red plane on the ground and in the air. His performance, which was most-recently presented at the Duluth (Minn.) Airshow in September, is described as "an exciting, full-throttle, high-energy, smoking, tumbling biplane routine... There is just something about a two-winged beast that everyone seems to enjoy."

One of the friends who was picking through the rubble with him called the biplane "Kendal's dream." Although Simpson would only give a "maybe" about starting over, his friend, who had helped him build the plane, predicted, "He'll have another one."


Story, photos and comments:   http://www.nj.com

http://acronut.com/web/index.php

http://www.skymanorairport.com
 
http://www.airnav.com/airport/N40


 

Bell 206L-3 LongRanger III, DBS Helicopters, N207DS: Accident occurred January 27, 2014 in Silt, Colorado

NTSB Identification: CEN14FA122
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Monday, January 27, 2014 in Silt, CO
Aircraft: BELL 206L 3, registration: N207DS
Injuries: 3 Fatal.

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.

The following is an INTERIM FACTUAL SUMMARY of this accident investigation. 

A final report that includes all pertinent facts, conditions, and circumstances of the accident will be issued upon completion, along with the Safety Board's analysis and probable cause of the accident:

HISTORY OF FLIGHT

On January 27, 2014, about 1118 mountain standard time, a Bell model 206L-3 helicopter, N207DS, was destroyed when it impacted a wire and terrain near Silt, Colorado. The pilot and two passengers were fatally injured. The aircraft was registered to and operated by Delta Bravo Sierra Inc. under the provisions of 14 Code of Federal Regulations Part 135 as an on-demand air taxi flight. The helicopter was performing aerial surveillance of power transmission lines when the accident occurred. Visual meteorological conditions prevailed for the flight, which was not on a flight plan. The local flight originated from the Garfield County Regional Airport (RIL), Rifle, Colorado, about 1045.

The operator was contracted by Holy Cross Energy, a local power utility, to perform aerial surveillance of power transmission wires using an infrared camera to detect potential problem areas on the wires. The occupants of the helicopter consisted of the pilot, an employee of Holy Cross Energy, and an employee of HOT/SHOT Infrared Inspections, Inc. It was reported that the helicopter had completed one surveillance flight earlier in the day and landed at RIL where it was refueled before departing on the accident flight. The accident occurred about 3 miles east of RIL. The power lines that were being patrolled by the helicopter at the time of the accident ran through a valley in a predominately north-south direction. Another set of power lines owned by Xcel Energy ran in a predominately east-west direction and crossed above the Holy Cross Energy power lines. Two parallel static wires ran from the top of each Xcel Energy tower to the next tower. The Excel Energy towers were located atop higher terrain, and the Holy Cross Energy power lines ran through the valley between the Xcel Energy towers. The helicopter struck the south static wire of the Xcel Energy power lines and subsequently impacted the ground. A witness reported seeing the helicopter heading south just prior to the accident. The Xcel Energy power lines were estimated to be about 170 feet above the floor of the valley where the accident occurred.

According to a representative of HOT/SHOT Infrared Inspections, Inc., the contract with Holy Cross Energy required video recording of the entire flight. During examination of the wreckage, two recording devices were found and retained for further examination. One of the recording devices had a secure digital (SD) memory card installed. The SD card slot of the other recording device was empty. A second SD card was not located during the wreckage examination.

PERSONNEL INFORMATION
The pilot held a pilot certificate with a commercial pilot rating for helicopters and private pilot ratings for airplane single engine land and instrument airplane. He also held a second class medical certificate issued on April 18, 2013. The pilot reported a total of 8010 total flight hours at the time of his most recent medical examination.

AIRCRAFT INFORMATION
The helicopter was a Bell model 206L-3 helicopter, serial number 51546, manufactured in 1991. The helicopter had a single main rotor with a tail mounted anti-torque rotor. The helicopter was configured to carry six occupants, including the flight crew. The helicopter was powered by a single Rolls-Royce (Allison) Model 250-C30S engine, serial number CAE890513S, rated to produce 435 maximum shaft horsepower.

A review of the maintenance records indicated that the helicopter had accumulated 5,129.7 hours total time as of the date of the last inspection on January 23, 2014. The engine had accumulated 12,463.6 hours total time as of the same date. The records showed that the engine had been installed on the helicopter on September 22, 2010.

METEOROLOGICAL INFORMATION
Weather conditions recorded by the RIL Automated Surface Observing System (ASOS), located about 3 miles west of the accident site, at 1053, were: wind calm, visibility 10 statute miles, scattered clouds at 11,000 feet agl, temperature -2 degrees Celsius, dew point -9 degrees Celsius, and altimeter 30.02 inches of mercury.

WRECKAGE AND IMPACT INFORMATION
The helicopter's wreckage was located in a valley between hills. There was scattered snow cover on the terrain. There were two sets of crossing power lines in the area of the accident site. One set of power lines ran predominately north-south on single wooden poles. The second set of power lines ran predominately east-west and were suspended on dual support pole structures. There were two static lines at the top of each pole and the power transmission lines ran below the static lines. The east-west power lines were higher than the set that ran north-south. It was reported that the south static line of the east-west running lines was severed. The helicopter was reported to have been conducting power line patrol operations on the lower north-south running set of power lines.

The helicopter came to rest on its left side facing west. The main fuselage structure exhibited crushing in an upward/right direction that was consistent with an impact on the left bottom of the fuselage. The tail boom was separated from the fuselage. The tail boom was broken into two pieces. The forward portion of the tail boom to include the horizontal stabilizer was located about 150 feet from the main wreckage. The aft portion of the tail boom including the tail rotor gearbox and tail rotor was located near the main wreckage. The landing gear skid tubes were separated from the cross tubes. The left skid tube was broken approximately where the forward cross tube attached. The cross tubes were broken loose from their mounts to the fuselage with the forward cross tube completely separated. The rear cross tube remained within the fuselage penetration for the tube, but was not attached. Both main rotor blades were separated from their roots. The root section of each blade remained attached to the blade grips which remained attached to the hub. The hub remained attached to the mast which was still connected to the main rotor gearbox. Various aircraft components were found around the area of the accident site.

The wreckage of the helicopter was moved to an indoor facility for further examination. Examination of the helicopter's control system was conducted. The collective controls were predominately intact from the collective stick to the point of attachment at the hydraulic actuator on top of the fuselage. The anti-torque pedals on the right side were separated from the pushrod. The pushrod system was intact to the bellcrank at the bottom of the vertical pushrod tunnel. The vertical pushrod within the vertical pushrod tunnel was separated from the rod end at the bottom. The pushrod system through the tunnel at the top of the fuselage was not examined due to crush damage that prevented exposure of the area. The pushrod that ran from the bellcrank just aft of the rear cabin bulkhead was still attached to a portion of the bellcrank. The bellcrank arm was broken. The aft end of this pushrod was still attached to the next bellcrank at the bottom. The upper part of the bellcrank was still attached to the pushrod that ran through the tailboom but the pushrod was broken into several pieces. One break coincided with the forward separation point of the tailboom. The pieces of the pushrod were matched and a section of the pushrod was found to be missing during the wreckage review. The missing portion was approximately 2 feet in length and is presumed to have remained at the wreckage site, possibly obscured by snow. The aft rod end of the pushrod was fractured. The threaded portion remained in the pushrod while the spherical rod end portion remained attached to the bellcrank on the tail rotor gearbox. The tail rotor gearbox was separated from the tail boom. The tail rotor would turn when rotating the input shaft of the tail rotor gearbox. Actuation of the bellcrank confirmed actuation of the pitch angle of the tail rotor blades. The cyclic system was examined and the yoke that connects the right and left cyclic sticks to the mixer at the bottom of the vertical pushrod tunnel was fractured into 3 pieces. The yoke remained attached to the mixer and the right cyclic. The fractures were in the arm of the yoke connecting the left cyclic. The two vertical cyclic pushrods within the broom closet remained attached at both the mixer and the connection above the fuselage near the hydraulic actuator. All of the various control linkages on top of the fuselage remained attached and intact up to the swash plate. The ears where the pitch change links to the main rotor blades attached had broken loose from the rotating portion of the swash plate. The upper portion of one pitch change link pushrod remained attached to the bellcrank on the blade grip. The lower portion of this link along with the broken ear from the swash plate was found on top of the fuselage. The upper rod end and pushrod barrel for the other pitch change link remained attached to the bellcrank on the blade grip. The remainder of this pitch change pushrod was not found.

No anomalies were found with respect to the flight control system that could be attributed to a pre-impact condition.

The tail rotor driveshaft components were located and laid out on the shop floor. All of the bearing mounts had been separated from the tailboom with the exception of the most aft hanger bearing. Five sections of the tail rotor driveshaft were recovered. One section was not located during the exam and is presumed to have remained at the accident site.
Examination of the rotor mast revealed a spiral scrape through the paint that started just above the swash plate and progressed upward toward the blade hub. The lower fixed portion of the swash plate assembly was fractured. The main rotor blades rotated when rotation of the input coupling was performed.

No anomalies were found with respect to the drive system components that could be attributed to a pre-impact condition.

The engine was removed from the helicopter for further examination. Both the compressor and power turbine could be rotated by hand with no binding or scraping detected. The compressor and turbine blades that were visible showed no abnormalities. The N2 drive train was free and continuous from the 4th stage power turbine wheel to the N2 tachometer generator gearbox. The N1 drive train was continuous from the compressor to the N1 tachometer generator gearbox. The power turbine governor sustained impact damage. The upper and lower chip detectors were clean when removed. No fuel was found in the inlet line on the fuel control. The fuel line between the check valve and the fuel nozzle contained a small amount of fuel.

No anomalies were found with respect to the engine or its systems that could be attributed to a pre-impact condition.

The forward fuselage, upper and lower wire strike cutters, and the center spine of the windshield showed no evidence of a wire impact.

The tail rotor driveshaft cover had marks consistent with a main rotor blade impact.


MEDICAL AND PATHOLOGICAL INFORMATION
A postmortem autopsy of the pilot was performed by Rocky Mountain Forensic Services, PLLC. The autopsy report indicated the cause of death as multiple injuries consistent with the reported circumstances.

Toxicology testing was performed by the FAA Civil Aerospace Medical Institute. Testing results were negative for all substances in the screening profile.

ADDITIONAL INFORMATION
The power lines that were struck were not marked with high-visibility marking balls. Federal regulations establish standards for determining obstructions to air navigation. 14 CFR 77.23 states, in part:

(a) An existing object, including a mobile object, is, and a future object would be, an obstruction to air navigation if it is of greater height than any of the following heights or surfaces:
(1) A height of 500 feet above ground level at the site of the object.
(2) A height that is 200 feet above ground level or above the established airport elevation, whichever is higher, within 3 nautical miles of the established reference point of an airport, excluding heliports, with its longest runway more than 3,200 feet in actual length, and that height increases in the proportion of 100 feet for each additional nautical mile of distance from the airport up to a maximum of 500 feet.

The accident occurred about 3.2 nautical miles from RIL, which had a runway measuring 7,000 feet in length.

NTSB Identification: CEN14FA122 
 Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Monday, January 27, 2014 in Silt, CO
Aircraft: BELL 206L 3, registration: N207DS
Injuries: 3 Fatal.

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 January 27, 2014, about 1118 mountain standard time, a Bell model 206L-3 helicopter, N207DS, was destroyed when it impacted a wire and terrain near Silt, Colorado. The pilot and two passengers were fatally injured. The aircraft was registered to and operated by Delta Bravo Sierra Inc. under the provisions of 14 Code of Federal Regulations Part 135 as an on-demand air taxi flight. The helicopter was performing aerial surveillance of power tansmission lines when the accident occurred. Visual meteorological conditions prevailed for the flight, which was not on a flight plan. The local flight originated from the Garfield County Regional Airport (RIL), Rifle, Colorado about 1045.

The operator was contracted by Holy Cross Energy, a local power utility, to perform aerial surveillance of power transmission wires using an infrared camera to detect potential problem areas on the wires. The occupants of the helicopter consisted of the pilot, an employee of Holy Cross Energy, and an employee of HOT/SHOT Infrared Inspections, Inc. It was reported that the helicopter had completed one surveillance flight earlier in the day and landed at RIL where it was refueled before departing on the accident flight. The accident occurred about 3 miles east of RIL. The power lines that were being surveilled by the helicopter at the time of the accident ran in a predominately north-south direction. Another set of power lines owned by Xcel Energy ran in a predominately east-west direction and crossed above the Holy Cross Energy power lines. Two parallel static wires ran from the top of each Xcel Energy tower to the next tower. The helicopter struck the south static wire and subsequently impacted the ground. A witness reported seing the helicopter heading south just prior to the accident.

According to a representative of HOT/SHOT Infrared Inspections, Inc., the contract with Holy Cross Energy required video recording of the entire flight. During examination of the wreckage, two recording devices were found and retained for further examination. One of the recording devices had a secure digital (SD) memory card installed. The SD card slot of the other recording device was empty. A second SD card was not located during the wreckage examination.


West Elk Mountain Rescue and Western State College mountain rescue team help Doug Sheffer, from DBS Helicopters, rescue an injured climber.

 Video shot by Ira Houseweart 

 

Flight for life 

Neil LaRubbio | Oct 29, 2012

Something about helicopter pilots chasing bank robbers, busting spies and saving castaways impressed six-year-old Doug Sheffer. The Whirlybirds television episodes, over 50 years ago, were heroic and exciting and everything he seemed born to do. While his father tried to waylay those childish ambitions, it wasn’t too many decades before Sheffer had owned his own fleet of choppers, a crew of pilots and a backlog of dangerous jobs throughout western Colorado.

A few weeks ago, Sheffer, now owner and sole pilot of DBS Helicopters based out of Grand Junction, Colo., received a call from a Gunnison County sheriff about a hiker that had been found below Snowmass Peak in the West Elk Mountains of Western Colorado. Jeff Lodico, separated from his party, took a bad fall and spent the night out in the cold. When wilderness responders from West Elk Mountain Rescue and Western State Colorado mountain rescue team found him, he had broken all the fingers on one hand, his wrist, his arm, all of his ribs and a lower leg. He had a punctured lung and his skull was fractured. I couldn’t help but watch video of the rescue with awe.

Sheffer honed his helicopter skills after facing ridiculous environmental conditions generated by the West’s extreme geological formations. He took Helicopter Aircrew Training System courses in British Columbia from flight instructors who train Chinook and Blackhawk pilots for the most sophisticated military missions, including navigating unique wind currents along sheer mountainsides. He’d need all that training to rescue Lodico.

I spoke with Sheffer about the rescue and about his work last week. He doesn’t drink. He’s not crazy, and he speaks with a level of calculation and continuity I’ve only heard in aviators.

Read more here:  http://www.hcn.org/hcn/blogs/goat/flight-for-life   

Tulip City Air Service promotes Quenga, hires Bartlett: West Michigan Regional Airport (KBIV), Holland, Michigan

Holland —  Tulip City Air Service has promoted Dwight Quenga to director of operations of Tulip City Air Service Inc. of Holland.

Quenga has been with the company since 1998 and has held several positions and will now oversee the management of the daily flight operations as director of operations.

Rex Bartlett was hired as chief pilot and will oversee the training and scheduling of pilots as well as assisting the director of operations and the president. Bartlett has more than 30 years of experience in the aviation field.


Story and photos:  http://www.hollandsentinel.com

http://www.tulipcityair.com

http://www.airnav.com/airport/KBIV

Cessna 421, HC-CIK: Guyana seizes Ecuadorian aircraft; Brazilian pilot missing

 
Brazilian pilot Goncola Ferreira Lima Neto

 
 The plane several weeks ago at the Ogle International Airport.

 



 
The repainted and renumbered aircraft on the Lethem Airstrip.

Guyanese police on Monday seized an Ecuadorian-registered airplane on an illegal airstrip but so far authorities were unable to say whether anything illegal was found on the aircraft.

Aviation Minister, Robeson Benn, however, said authorities were treating the movement and discovery of the Cessna 421 aircraft as suspicious.

“He did not arrive where he should have arrived and explanations given did not gel with what was seen in terms of the activities at the aircraft and also too in terms of where he should have been when he gave certain explanation to where he was when he called in,” Benn told a news conference.

Brazilian pilot Goncola Ferreira Lima Neto, the lone occupant, has not been located, according to Benn. “The pilot is being sought by the law enforcement,” he said.

The aircraft departed Guyana’s Ogle International Airport at 19:40 hours (GMT) Saturday for Boa Vista, Brazil and was discovered on Sunday on the illegal airstrip at Pirara, Rupununi in southern Guyana.

A search was launched after air traffic controllers received garbled radio communication from the pilot and eventually lost contact with him.

Sources say the Cessna aircraft, bearing the registration HCCIK, was found on the airstrip but tucked in under a forest canopy. “The important thing to note is that the aircraft did not crash-land,” said the source. He also allegedly filed an inaccurate flight-plan, said the source.

The source said the aircraft was originally blue and white but when it was found, it was painted red and white. Benn added that the registration number was also changed but he declined to say which country the new number represented.

At the time the aircraft was first spotted, according to sources, a truck was nearby either on-loading or offloading something.

Guyana Civil Aviation Authority (GCAA) Airworthiness inspectors are on the ground to determine whether the aircraft is safe enough to be flown to the coast for safe-keeping.

Investigators from the Guyana Police Force and the Customs Anti Narcotics Unit (CANU) have been dispatched to the location. Benn could not immediately say whether guns, ammunition or drugs have been found. “The aircraft is being examined, off course, with some circumspection,” said Benn.

The Aviation Minister said since arriving from Trinidad, the aircraft had been here for two months ostensibly on a technical stop.

Ecuadorian authorities are to be notified and Guyanese authorities are to check their records to ascertain whether the airplane had previously visited Guyana.


Story and comments:   http://www.demerarawaves.com

Nothing illegal was found aboard the Ecuadorian-registered airplane that was seized Monday in Pirara, North Rupununi and the aircraft has been flown to Lethem for further inspection, officials said.

A senior official of the Customs Anti Narcotics Unit (CANU) also said that no one has been arrested. Brazilian pilot Goncola Ferreira Lima Neto has not been seen or heard from since.

The official explained that now that the plane is at Lethem more inspections would be conducted to ascertain whether it is fit enough to be flown to the coast for safe keeping.

The CANU official credited the Guyana Defence Force (GDF) with providing critical support to police and the anti-drug agency in locating and taking control of the twin-engine Cessna 421 aircraft.

Aviation Minister, Robeson Benn said the airplane was located on the illegal airstrip Sunday after air traffic controllers lost contact with the pilot.

Benn has said that Guyanese authorities are treating the movement and location of the aircraft as suspicious. Authorities said the pilot filed inaccurate information about the plane for the flight-plan to Boa Vista. When the craft was found, it was partly sprayed into different colors and its Ecuadorean registration, HC-CIK, was changed.

The plane arrived here two months ago and remained at Ogle International Airport on a “technical stop” until its departure at 3:40 PM (Guyana Time) on Saturday.

After an intensive search, the plane was spotted at 12:29 PM Sunday on the illegal airstrip partly hidden under the forest canopy.


Story and comments:  http://www.demerarawaves.com

Civil Aviation authorities and local law enforcement are trying to find a Brazilian pilot after his aircraft was found abandoned on an illegal airstrip, sprayed in a different color and with a changed registration number, just over a day after he set out for his homeland.

Pilot Gonçalo Ferreira Lima Neto, 41, who had previously been involved in a mishap a year ago in Brazil, was last heard from on Sunday, when his plane was sighted far off his projected pathway.

The plane was seized by Civil Aviation Authorities early yesterday morning at an illegal airstrip in the community of Pirara in Region 9. “The aircraft was at an illegal airstrip east of Pirara and activities of some great concern were underway,” Transport Minister Robeson Benn told a press briefing yesterday. Both the serial number and the striping of the aircraft had been changed,…..


Story and comments:   http://www.stabroeknews.com

Nigerians top list of private jet owners in Africa, Spend N1.3 trillion on Wonders on Wings

WITH Nigeria holding the record of a country with the highest private jet ownership in Africa, the aviation sector has brought into sharp relief the paradox of a nation that is endowed with huge oil resources but where only a few are wealthy.

In a country where the average Nigerian lives on less than $1 a day, there is a super rich class of business moguls, bankers, preachers, politicians and oil magnates whose private ownership of jets is more than that of any other country.

While the rich can afford such luxuries, the economic crisis in the nation is seen in a situation where the aviation sector needs financial succor from the Federal Government.

Indeed, worried about the critical state of the nation’s aviation industry, the Federal Government is proposing a fresh round of intervention for airlines.

The new intervention fund would be different from the N100 billion given to airlines three years ago to help them boost their operations.

While some judiciously used the funds, others reportedly diverted them.

Also, government has ensured that access to the funds from the Central Bank of Nigeria (CBN) would be on the basis of a single digit interest and it is for a long term.

A top official of the Nigerian Civil Aviation Authority (NCAA) told The Guardian that the ownership of the state-of-the-art jets in Nigeria had grown to over 200 in 2012 from 50 in 2008.

Governor Rotimi Amaechi of Rivers State had on October 7, 2012 acquired a brand new Bombardier Global 5000 (N565RS) for his exclusive use. He is said to glide all over Rivers State while holding the throttle levers himself.

The jet was primarily bought from Bombardier in Canada for $45.7 million through the Bank of Utah Trustee account.

Sources said Amaechi traded off the state’s current Embraer Legacy 600, saying it was too expensive to maintain. The sources said $5 million was added to the proceed of the traded plane that enabled the government to buy the latest airplane.

The oil-rich Rivers State already owns an AW139 helicopter, which it leased to a commercial airliner. The state then turned around to patronize the airline’s VIP Sikorsky S76C helicopter.

Last year, the state government sold its Dash 8-Q200 aircraft to Cross River State for $6 million. Cross River State then leased the plane to Aero Contractors to undertake commercial flights to and from Obudu airstrip in the state.

Amaechi is just one of many state chief executives that own airplanes.

Aircraft manufacturers like Bombardier, Gulf Stream, Embraer, Hawker Siddley and Challenger have made Nigeria their huge market because of the demand for these aircraft types by wealthy Nigerians.

The common brands of private jets in Nigeria are Hawker Siddley 125-800 and 900XP, Gulfstream 450, 550 and 650; Bombardier Challenger 604, 605; Global Express; Embraer Legacy and Falcons.

According to an official of Bombardier, the Canadian aircraft manufacturer, Nigeria ranks behind the United States, United Kingdom, and China among countries that top their orders for the supply of the aircraft type; just as there are indications that N1.30 trillion may have been expended in the last seven years. Nigeria is said to top the market for private jet ownership.

The Managing Director of Aero Airlines, Captain Akin George, had recently spoken on the increasing number of private jets being parked at most of the aprons of Nigerian airports.

He was particularly piqued that most of the private jets carry foreign registration credentials rather than Nigerian registration.

The decision to register the jets in foreign countries, particularly in South Africa, is said to be informed by the notion that in case the owners want to resell the jets, they would warrant a bigger value from buyers.

He had subsequently called on the authorities concerned in the country to make registration processes in Nigeria friendly and attractive.

The economic downturn in Europe and the United States had made Nigeria and China to become two of the fastest growing private jet markets in the world.

There are many factors that have encouraged the rise of acquisition of customized jets, which cost between N2.4 billion and N9 billion.

Chief among these is the fact that flight schedules in the aviation industry are no longer flexible.

Again, the dearth of aircraft and the huge passenger traffic that is not commensurate with the capacity of the airlines has made air travel difficult for those who wish to travel by air.

In a situation like this, wealthy Nigerians would opt to acquire their own private jets to save time that would have been wasted waiting for flights whose times of departure are not known.

According to Aviation and travel expert, Olumide Ohunayo, the flight schedules of most commercial airliners that are not flexible have made it attractive for those who can afford private jets to acquire them.

Recurring delays and an inherent socio-political and economic system that thrive more in spontaneity rather than rigorous planning, according to Ohunayo, are other contributory factors.

His words: “Worldwide, they are taxed and made to pay higher charges to fund the civil aviation system and to reduce congestion, but that is not the case here.”

The new intervention fund of the Federal Government for the aviation sector is about a 16-year facility, which is expected to boost domestic aircraft operations.

This time around, the fund whose exact amount is yet to be disclosed would be paid to aircraft manufacturers or lessors for airlines to acquire newer fleet.

Aviation Minister, Stella Oduah-Ogiewonyi made the disclosure in Abuja at the weekend in an exclusive interview with The Guardian.

She said the intervention fund given to the carriers did not grow aviation, adding that, “we wanted a direct growth for a better impact than what we currently have in place and our strategy to utilizing it is to have a tripartite, triangular if you like, system where the CBN with the approval of the Ministry of Finance pays directly to aircraft manufacturers of the leasing company.

“The leasing company would in turn bring the aircraft to our airline operators. The airline operators would now have access to brand new aircraft. If not brand new, but relatively brand new aircraft. You and the passengers will have access to functional airline that can take you to where you want to go safely and aviation remains the preferred mode of transportation,” she added.

She explained that a thorough audit of the airlines was carried out when she assumed office, stressing that there were airlines which were half-dead, financially weak, ineffective, inefficient and predicted that they (airlines) would collapse in six months because of their poor standards.

Airlines in Nigeria have shown signs of ailment, as all of them are heavily indebted to banks, aviation agencies, fuel marketers to the tune of over N250 billion.

Piqued by the development, the apex bank in September sent a circular banning financial institutions from extending further credit to Nigerian airlines.

According to the CBN, this will prevent the airlines from further escalating their huge debt profiles by borrowing more money.

Unlike in Nigeria, the United States gives bankruptcy protection like the chapter 11 protection, just as stakeholders call for more support for the carriers.

They noted that the domino effect of a crisis-ridden sector would lead to pain for operators and passengers

Oduah-Ogiemonyi regretted that Nigeria- airlines were yet to benefit from the Bilateral Air Services Agreement (BASA) with other nations.

The minister stated that for the country to tap into the air pact, the government would go into Joint Venture (JV) with airlines it has BASA pact with.

Nigeria has 85 BASA agreements that are completely underutilized and could not be utilized because none of the nation’s carriers has the capacity to reciprocate or operate into destinations as provided for in the air agreement, as they are very small and fragmented.

Her words: “We are not getting the commercial benefits. We have not been benefiting commercially from the relationships and we say we can do that. Now is the time to look at them so that we can empower them. We have viable routes that we cannot utilize because we lack the capacity.

“We proposed to have a marriage, a joint venture between the bigger airlines and us. In doing so, airline operators were given the opportunity to work with the big ones and the big ones will domesticate their activities as it applies to Nigeria; meaning they will do the Nigerian route and still have access to our international route.

“You can see the opportunity we are giving them access to, which ordinarily on their own, they would not have direct access to. For instance, they can do Nigeria-London; they can do Nigeria-New York and Nigeria-Dubai.”


 http://businessnews.com.ng

Passengers injured during a hot air balloon accident felt the pilot was more concerned with packing away his equipment than helping them

The Air Accidents Investigation Branch has this month published a report into the incident on March 5, 2011, when a landing went wrong at Ulpha, near Broughton.

The report describes how the pilot of the balloon, carrying 16 passengers, tried to land in the Dunnerdale Valley at around 4.05pm.

But wind took the balloon off course, forcing it into some trees. The pilot had to abandon his efforts and climb back up but, as he did, the basket brushed through branches for around 100 metres before being dragged through taller trees.

Speaking directly after the accident, one passenger, Adrian Treharne described an “almighty crash”.

The civil servant, from north Yorkshire, said: “It was like a car crash, but it all happened fairly slowly.

“Branches were constantly raining down.”

After getting clear of the branches, the balloon landed four minutes later on Birker Fell. As it did, it hit a barbed wire fence and tipped on to its side.

The report describes how, after making the balloon safe, the pilot helped the passengers from the basket.

One passenger, who spent two days at Furness General Hospital after the crash, said a branch “jabbed” her in the ribs and she felt sore on her right side.

Others reported minor injuries and back and neck pains.

The report said: “Some commented on the lack of attention to their welfare after landing and the relative priority accorded them over the need to pack and recover the balloon and its equipment, despite several of them showing signs of shock.”

A Virgin Balloon Flights spokesman said: “All pilots and crew are trained for rare situations of this kind, but we have reiterated that they should seek medical assistance as a precaution, even if a passenger declines, as in this case.

“We did not contact passengers directly after the flight as we did not have sufficient details, but once these were in hand, we contacted passengers, including those who had contacted us in the meantime, and offered refunds.

“We cooperated fully with the AAIB and the recommendations from the report will be shared with our pilots to further improve safety.”


Source:  http://www.nwemail.co.uk

Mexico's Interjet starts Monterrey-Havana flights

Low-cost carrier Interjet has started offering twice-weekly direct flights between the northern Mexican industrial city of Monterrey and Havana in an effort to spur tourism, aviation officials said.

The new route will help expand international flights to other destinations, such as the United States, Central America and South America, Grupo Aeroportuario del Centro Norte, which manages the Monterrey airport, said in a statement.

The Monterrey-Havana flights will be offered on Thursdays and Sundays using A320s with the capacity to carry 150 passengers, the company, which manages 13 airports in nine Mexican states, said.

A total of 51,766 Mexicans visited the island in the January-August 2012 period, Cuban Embassy figures show.

Cuba welcomed 76,300 visitors from Mexico in 2011 and expects the new flights to boost these figures.

Interjet began operations in Mexico in December 2005 and offers service on 40 routes to 27 destinations. 


http://latino.foxnews.com

Drill - Aircraft Down in lake near I-76 & Pecos Street (Colorado)

"Drill ongoing on RED NE including several agencies with divers, boats, etc....   Coroner's representative is en route as well since they just switched from rescue to recovery mode."

Read more:  http://forums.radioreference.com/colorado-radio-discussion-forum/252307-drill-aircraft-down-lake-near-i-76-pecos-st.html

Eppley Airfield (KOMA), Omaha, Nebraska: FedEx jet lands safely

OMAHA, Neb. (AP) — A FedEx jet has landed safely at Eppley Airfield in Omaha after reporting possible problems with its landing gear.

The cockpit crew had reported that an indicator light raised the concern after the plane took off from Omaha on Tuesday morning.

The pilot declared an emergency and turned the jet back toward the airport.

The plane landed without incident around 8:45 a.m. as fire and rescue crews stood ready with their equipment.

Where sirens fail, Civil Air Patrol pilots fly in: Volunteers took to the air over parts of Oahu to warn of the tsunami

Hawaii Civil Air Patrol tsunami warning aircraft paid special attention to Kaa­awa and Kahana Bay late Saturday night because Civil Defense officials had told them the sirens in those areas were malfunctioning. 

 Using sirens attached to their aircraft, Civil Air Patrol pilots went aloft to warn residents of the tsunami generated by a 7.7-magnitude earthquake off British Columbia that was expected to hit Hawaii at 10:30 p.m.

Tony Ferrara, CAP director of operations, said state Civil Defense called on CAP volunteers just before 8:30 p.m. Saturday to perform the tsunami warning mission like others it has done for the past 55 years.

Within minutes eight CAP small-engine Cessnas were airborne — three at Kauai, three at Oahu, one at Maui and one at Hawaii island. The flights were completed by 11:30 p.m., but the aircraft were kept fueled and on standby until 1 a.m. Sunday in case they were needed for damage assessment.

Ferrara said the alert time Saturday was a lot shorter than March 2011 after a 9.0-magnitude earthquake struck Japan.

"Then we had a seven- to eight-hour warning," Ferrara said. "But our people responded as they were trained to do. Everything went off smoothly."

Lt. Col. Robert "Bob" Becka, commander of CAP's Hono­lulu flight, flew to Koko Head on Saturday night and later was diverted to the Wai­anae Coast because of cloudy conditions.

"Fortunately, there wasn't much traffic on the road, and I could see where the police were working," Becka said.

Becka said volunteer CAP pilots turn on their sirens whenever they see lights on the beach.

"It's done intermittently," said Becka, whose flight path Saturday covered the Wai­anae Coast to Kahuku.

CAP pilots on Maui did extra flybys around the Lahaina area because of the possibility that people on the beaches hadn't heard earlier warnings.

Niihau residents were notified by Civil Air Patrol flights and the Robinson family.

The CAP's tsunami warning mission began 55 years ago.

A Hanalei Civil Air Patrol cadet squadron was about to hold its weekly meeting on Kauai on March 11, 1957, when it received a radio message from its headquarters in Hono­lulu that a massive earthquake off Alaska had triggered a tsunami that was expected to hit Hawaii within an hour.

The cadets, under the leadership of a lieutenant, Kai Davis, jumped into their jeeps, which were equipped with sirens, and drove through Hana­lei Valley and Haena sounding the alarm. Going door to door, the CAP cadets are credited with alerting 300 to 400 Kauai residents, who took refuge at the Hana­lei lookout.

At least one wave reached 32 feet above normal sea level at Haena, causing enormous damage along a 15-mile strip of Hana­lei. Kauai's North Shore sustained an estimated $2 million in damage.

LAST year, at 10:01 p.m. on March 10, the Pacific Tsunami Warning Center in Ewa Beach and Hawaii Civil Defense issued a tsunami alert. CAP planes began sounding the tsunami warning at 10:18 p.m.

Waves generated by an 8.9-magnitude earthquake near the east coast of Honshu, Japan, were expected to hit Kauai at 3:07 a.m. March 11 and Oahu seven minutes later.

"It was a moonless Friday night," recalled Becka, who climbed into the cockpit of a Cessna 182 just before midnight March 10. "Everything was pitch black."

Even before the alert was issued by the Hawaii Civil Defense emergency operating center in Diamond Head crater, the Hawaii Wing of the Civil Air Patrol had launched Becka and pilots in seven other small Cessnas to broadcast aerial warnings to low-lying inundation areas where there would be a danger to residents, swimmers, surfers and campers, many in areas where there are no emergency sirens.


"Timing is essential," said Becka, who recalled seeing the campfires of people on the beach and issuing warnings to ships offshore.

Telephone and cellphone service can easily become overloaded and ineffective, said Becka, a U.S. Postal Service area maintenance specialist who has a part-time job as a flight instructor.

The March 2011 and Saturday's missions were unusual because the CAP wing normally does not conduct night operations.

Each of the CAP aircraft has a speaker system attached to the lower portion of the plane's fuselage to warn people to go to higher ground.

The airborne sirens are necessary, said veteran CAP pilot John Gleeson, a former World War II B-24 bomber pilot, to ensure everyone gets the warning.

"Civil defense sirens have been known to fail," said Gleeson, 89, "and some remote areas aren't covered by the sirens."

On Saturday morning, Feb. 27, 2010, the Pacific Tsunami Warning Center notified the Hawaii State Civil Defense of a tsunami generated by an 8.8-magnitude earthquake off the coast of Chile. Hawaii State Civil Defense immediately alerted the Civil Air Patrol.

Eight Civil Air Patrol aircraft were sent aloft — two on Kauai, two on Hawaii island, two on Maui and two on Oahu. The planes began sounding the tsunami warning at 6 a.m., five hours before the tsunami was supposed to hit. CAP aircrews reported campers shining their flashlights and breaking down their campsites after receiving the warnings.

During a recent one-hour orientation flight from CAP's hangers on Lagoon Drive, Becka and Gleeson, a CAP volunteer since 1980, followed the flight path over Oahu's South Shore from Waikiki Beach, around Diamond Head, Hawaii Kai, Maka­puu, Wai­ma­nalo, Marine Corps Base Hawaii at Kaneohe Bay, Puna­luu, Kahuku, Wai­mea Bay and Hale­iwa. The CAP conducts monthly tsunami warning training missions.

During the orientation flight, Becka, who joined the CAP in 1993 in Florida, flew the red, white and blue four-seater Cessna 182T at 1,000 feet for safety reasons.

However, during an airborne warning mission a CAP pilot may drop to as low as 500 feet to get the attention of beachgoers, campers and even boaters at sea.

"Boaters may be unaware that a tsunami warning has been issued," said Becka, one of CAP's 1,382 volunteers. Flights are generally kept to within two miles of shore.

CAP flight crews also will perform search, damage assessment and photo flights. CAP volunteers fly aerial missions, staff the incident command center and maintain and operate the radio communications net and aircraft.

In July 2002, CAP volunteers were instrumental in locating a small plane that went down on Maui. And in February 2004 the Hawaii Civil Air Patrol located a missing air ambulance that had crashed near Hilo.

The Hawaii wing, which is one of 52 in the country, maintains 11 aircraft — eight single-engine Cessna 182s and two single-engine Cessna 172s, and one glider at Dillingham Airfield. All members of the CAP are volunteers, and the organization is funded annually by a nearly $100,000 grant from the state.

Besides responding to emergency rescue calls, the CAP also works with the Hawaii Air National Guard's 199th Fighter Squadron in air-intercept missions during which its planes act as hostile aircraft. CAP planes also perform similar missions to test Navy warships' ability to track and destroy low-flying hostile aircraft.

The Civil Air Patrol was created in December 1941, one week before the Japa­nese attack on Pearl Harbor, by more than 150,000 people concerned about defense of America's coastline. The Hawaii CAP Wing was established on Jan. 22, 1947.

President Harry Truman designated it in 1945 as a federally chartered civilian corporation. Two years later Congress charged the CAP with aerospace education, cadet programs and emergency services as its three primary missions.

In October 2000 Congress passed legislation making it a volunteer civilian auxillary of the Air Force.


Story and photo:   http://www.staradvertiser.com

HAWAII CIVIL AIR PATROL

Membership: 1,382, all volunteers
 
Established:
1947 

Aircraft:
Eight single-engine Cessna 182s and two single-engine Cessna 172s at CAP hangars off Lagoon Drive, one glider at Dillingham Airfield 

Mission:
Aerospace education, cadet program, emergency services

Emergency missions: 11 in 2011, five so far in 2012 

Tsunami training missions:
One per month

Source: Hawaii Civil Air Patrol

C-FBCW, Cessna 560 Citation V (1192) Can-West Corporate Air Charters based Calgary

http://ow.ly/i/14KCU  TSB Photo


Record #1
Cadors Number: 2012C4699 
Reporting Region: Prairie & Northern 
Occurrence Information
Occurrence Type: Incident 
Occurrence Date: 2012-10-30 
Occurrence Time: 1223 Z 
Day Or Night: night-time 
Fatalities:
Injuries:
Canadian Aerodrome ID: CYEG 
Aerodrome Name: Edmonton International Airport 
Occurrence Location: Edmonton International Airport (CYEG) 
Province: Alberta 
Country: CANADA 
World Area: North America 
Reported By: NAV CANADA 
AOR Number: 154091-V1 
TSB Class Of Investigation:
TSB Occurrence No:
Aircraft Information
Flight #:
Aircraft Category: Aeroplane 
Country of Registration: CANADA 
Make: CESSNA 
Model: 560 
Year Built: 1992 
Amateur Built: No 
Engine Make: PRATT & WHITNEY-CAN 
Engine Model: JT15D-5D 
Engine Type: Turbo fan 
Gear Type: Land 
Phase of Flight: Landing 
Damage: Unknown 
Owner: CAN-WEST CORPORATE AIR CHARTERS LTD 
Operator: CAN-WEST CORPORATE AIR CHARTERS LTD. (5659) 
Operator Type: Commercial 
Event Information
Aerodrome or runway shutdown
Runway excursion
Detail Information
User Name: Ridley, Rod 
Date: 2012-10-30 
Further Action Required: No 
O.P.I.: System Safety 
Narrative: C-FBCW, a Cessna Citation operated by Can-West, was landing on Runway 02 at Edmonton when Tower observed sparks emanating from the aircraft upon landing. The aircraft skidded off the runway and came to rest near the Taxiway B4 exit. One of the two crew was injured; there were no passengers on board. Runway 02/20 is NOTAM'd closed until 1900z (1300 local time). TSB report to follow. 





EDMONTON - A team of Transportation Safety Board investigators is looking into a landing accident Tuesday morning at the Edmonton International Airport. 

 Emergency crews responded to the accident around 6:30 a.m., airport spokeswoman Traci Bednard said.
 

Two people on board the plane, a Cessna Citation 560, walked away from the crash without any injuries, Bednard added.
 

The plane was en route from the City Centre Airport for a regularly scheduled landing at the international.
 

The aircraft remains on the runway and can’t be moved until after TSB officials finish their investigation, meaning the airport currently has only one operational runway.
 

“We provide access to the site (and) they do the investigation,” she said. “Then they have to tow the aircraft off the runway. We still expect it to be some time.”
 

The closure, coupled with Tuesday morning’s icy weather, has already caused some delays for travellers, but she said some of those delays are just a few minutes.
 

She urged travellers to check the airport website for any flight delays.
 

“It’s really good practice, today especially, to be checking the website,” she said.
 

There are currently at least 14 affected flights, with most delays listed between five and 30 minutes.

http://www.edmontonjournal.com


The Transportation Safety Board (TSB) of Canada has deployed a team of investigators to an aircraft accident at the Edmonton International Airport Tuesday.

Traci Bednard, a spokesperson with the Edmonton International Airport, confirms there was an incident at the EIA.

Global News has learned that the accident happened around 6:30 Tuesday morning. There were two people on board the Cessna Citation 560 when it approached from the City Centre airport for a scheduled landing at EIA.

Bednard says the aircraft experienced a "hard landing" on Runway 2.

The two people on board were not injured, and were able to walk away from the crash.

The plane remains on the runway, which will remain closed for a few hours. TSB investigators began examining the scene shortly after 9 am Tuesday. The TSB will gather information and assess the occurrence.

Airport officials say air passengers could see some delays later Tuesday because the aircraft has closed runway 2, and because there is freezing rain in the area.
 

http://www.globalnews.ca