Editor hits out at ‘questionable’ crash pic ruling

A daily editor has questioned how far the Press Complaints Commission should go in preventing the publication of dramatic photographs after a complaint against his newspaper was upheld.

Peter Barron, editor of the Northern Echo, was speaking out about the implications of last week’s ruling which was upheld on the grounds that the newspaper had now shown enough sensitivity in publishing the photo.

Writing in his ‘From the editor’s chair’ column, Peter called the PCC’s ruling ‘controversial and ‘questionable’.

The picture was of a glider pilot being treated for injuries following a crash which had been sent to the paper by the Cleveland Search and Rescue Team who had not sought the injured man’s consent.

The newspaper had checked with the police that the man’s injuries were not life-threatening before making the decision to use the photo.

However his wife argued that it broke Clause Five of the Editor’s Code of Conduct on intrusion into grief and shock, and the PCC upheld her complaint.

Wrote Peter: “It not only has major implications for news organizations reporting breaking news stories, but rescue organizations which rely on public goodwill and charity.

“The Northern Echo had no way of contacting the pilot and, to this day, we have received no direct contact from him or his family, complaining about our actions.

“He was unidentified and not a local man. It is true that the photographer, from the search and rescue team, could have sought his consent, but that was not in our control.”

He adds that the paper could have masked the man’s face and, in the light of the ruling from the PCC, perhaps that is what editors will now have to do.

Questioning where the line is drawn he recalled a story in September when the Echo published pictures of students injured after a double-decker bus crashed into a low bridge in Darlington.

The images were more graphic than the picture of the glider pilot, but attracted neither complaint nor censure.

He adds: “In the light of the Leveson Inquiry into phone hacking, the Press Complaints Commission is under pressure like never before. It has an undeniably difficult job to perform, but the commissioners have months to come to a conclusion, while editors often have just minutes.

“We live in an age of 24-hour news, with mobile phone technology turning millions of people into on-the-spot photographers, and with Twitter, Facebook and YouTube enabling instant publishing.

“Knowing where to draw the line will only become more difficult.”

Read the full article here.

http://www.holdthefrontpage.co.uk

Africa will require 1,101 new aircraft by 2030

Addis Ababa – Africa will require 1,101 aircraft by 2030 when the continent’s air traffic is likely to grow at above world’s average, Mr Alan Pardoe, Airbus Head of Marketing Communications has said.

In an interview in Addis Ababa, Pardoe said Airbus latest Global Market Forecast showed that the value of the required aircraft would be 126 billion dollars.

“The required aircraft include 790 single aisles aircraft such as A320 family, 273 twin aisles such as the 350 XWB, the long range A330/A340 and 38 very large aircraft such as the A380’’, Pardoe said.

He said tourism, an expanding middle class, increased urbanisation, business relationships with developing nations and further opportunities from market liberalisation and low cost of air travel would push Africa’s average annual passenger growth by 5.7 per cent.

He said the figure was well above the 4.8 per cent world average growth rate and far outstripped more developed markets such as North America and Western Europe.

“Air travel in Africa is predicted to increase by 5.7 per cent annually, because Africa used to rely on river and road transport, but today aviation is essential for development, and will increasingly become the 21st century’s answer to connect people in the region with each other and the rest of the world,’’ Pardoe said.

He said Airbus had delivered 534 commercial aircraft and had a booking of 1,1419 aircraft in 2011.

Pardoe said the company has delivered more than 7,000 aircraft to its customers since it started production in 1972.

He said the company would continue to target Nigeria’s large and growing aviation market as a way of supporting the country’s aviation industry.

Arik airline is the only Airbus customer in Nigeria.

http://www.vanguardngr.com

Airline scouts for pilots

By OBSERVER News - Wednesday, February 22nd, 2012.

ST JOHN’S, Antigua – As it scouts for pilots from the region, India’s second-largest low-cost airline SpiceJet has assured carriers operating here that it is not trying to siphon off their more experienced workers.

SpiceJet’s Executive Recruiter Alex Sani, who is in Antigua & Barbuda for a week, was speaking yesterday on the OBSERVER AM programme.

“Those guys who are close to retirement we are telling them stay put and enjoy their retirement. It’s the young ones that we are looking to give an opportunity,” Sani explained.

He said the Indian carrier, which began service in 2005, is offering very attractive employment packages that allow expatriate pilots to see their families often.

“Ten weeks on, four weeks off. We provide them return tickets to their home base or any country they wish to go to. So this is very exciting,” he noted.

Sani said the pilots are needed for the 30 Dash8s which SpiceJet has on order. He explained that the captains and first officers recruited will however need additional training.

“They are flying Dash 8-300 but we are operating the Dash 8 Q-400. So they just need to go for a conversion course and then the rest of the training is provided in India. The terrain is different as well. They will also have to do a different annual exam in India.

Using 26 Boeing 737-800, SpiceJet operates over 243 flights daily to 31 Indian cities and is expanding internationally.

http://www.antiguaobserver.com

Union protests Boeing’s move of flight testing to Delaware firm

Written by: KATHLEEN E. CAREY

Daily Times 02/22/12 - 5:15 AM EST

RIDLEY TOWNSHIP — Mike McGonigal drove to his Boeing workplace Tuesday morning — but instead of working, he took a vacation day to stand on the Industrial Highway with his fellow union members.

“I’m angry,” the West Chester resident said. “I’m angry about this. They’re treating us like trash in there.”

Shortly after 5 a.m., about 50 members of the United Aerospace Workers Union Local 1069 stood along the Industrial Highway and along Stewart Avenue to protest work that Boeing is sending to a Delaware flight test center.

Union officials are concerned about the company’s decision to have two Canadian CH-47 Chinooks sent to Summit Aviation in Middletown, Del., for flight testing after having sent six Netherlands CH-47 Chinooks there for the same evaluation.

Chris Owens, president of the UAW 1069, said that work had been done at the Delaware County plant for more than 50 years.

“They made a commitment to us that no more work was going to go down there and they backdoored us,” he said, adding that the union lost 81 jobs last year to vendors.

Boeing officials said the two Canadian aircraft need to be tested in Delaware because of a temporary limited capacity issue at the local plant but that the remaining 13 would be tested in Delaware County.

“The requirement to have air worthiness testing for two aircraft performed at Summit Aviation is necessary to meet our delivery schedule for our customers,” Damien Mills, Boeing’s director of communications, said. “This is not any attempt to push work out of the factory.”

Company officials said the Netherlands aircraft faced a similar capacity crunch and was tested in Delaware when the Chinook factory renovations were underway.

Union leaders questioned Boeing’s moves.

“The fear is they’re setting us up for failure and then they can send the work down to Summit,” Owens said. “What’s their commitment to this county?”

He said personnel in the Flight Test department was decreased from 79 to 67 when the production was three aircraft a month and this year that order is expected to increase to five a month.

“Let’s keep the work here in Delaware County,” Owens said.

Mike Tolassi, vice president of UAW 1069, questioned the work being completed by the vendors.

“The started a trend in the last few years with vendors,” he said. “We have to rework a lot of vendor work.”

In addition, union representatives said that senior managers were accusing their members of swearing and being in the bathroom too long and have instructed the union members not to talk to each other.

Company officials declined to comment on the allegations.

http://business-news.thestreet.com

City vacates right of way for airport expansion

GARY — Work will start this week on Gary/Chicago International Airport’s grade separation over Chicago and Industrial Avenues after the Common Council voted unanimously to approve vacating the right of way to Chicago Avenue.

Traffic will be diverted off Industrial down Chicago Avenue both directions while the work is being done, runway expansion project director Scott Wheeler told the council Tuesday night. He, airport director Steve Landry and airport attorney Pat Lyp had presented the plan to the Planning Committee last week.

Once the separation is finished and a vehicle bridge is built over Industrial Avenue, the CSX and the rerouted Canadian National tracks, two lanes of the bridge will be opened to traffic and Chicago Avenue will be closed for good, Wheeler said.

The targeted date for the expansion’s completion is December 2013, with trains to be running on the tracks by no later than spring of that year, Landry said.

Resident Jim Nowacki, of the city’s Miller section, chided Landry for not telling the council that the airport doesn’t have a firm commitment from Canadian National that it will in fact relocate it tracks at all and implored the council to not give away what he feels is the city’s last bargaining chip. Councilman Ronier Scott, D-6th, however, reminded the council that the vacating had nothing to do with negotiations.

“The Planning Committee meeting was televised, so anyone could see this isn’t about negotiations,” Scott said. “This is a street closing, and traffic flow will not be interfered.”

In other business, the Public Safety Committee set a meeting to consider the hiring of Mayor Karen Freeman-Wilson’s choice for the fire chief at 5:30 p.m. Thursday, March 1, in City Hall’s Cleo Wesson Lounge. Freeman-Wilson’s choice, Teresa Everett, comes from College Park, Ga.

State statute says candidates being considered for the top spots on a municipality’s police or fire department must have at least five consecutive years on that municipality’s department before a mayor can appoint them, Councilman Roy Pratt, D-At-Large, said. A mayor can choose someone from outside the department, the statute says, but the council must vote to waive the in-city rule before the appointment can be made.

The outside candidate still must have at least five continuous years on his or her respective department, however, Pratt said.

http://posttrib.suntimes.com

New sheriff (station) in town

Riverside County sheriff's Capt. Raymond Gregory observes the airport hangar at the new Thermal Station on Airport Boulevard in Thermal. Wade Byars/The Desert Sun

THERMAL — Stephen Sanchez watched Tuesday as a trio of Riverside County sheriff's patrol units rolled along Airport Boulevard.

It will now be a regular sight in Sanchez's neighborhood, with sheriff's deputies operating out of a new home down the street from his residence near Airport and State Highway 86.

“I feel safer already,” said Sanchez, 43.

Beginning today, sheriff's deputies who cover the eastern Coachella Valley will work out of the new sheriff's station in Thermal at 86-625 Airport Blvd..

Inside the $42 million, 99,149-square-foot facility is a maze of hallways leading to offices, briefing rooms, locker rooms and other facilities to be used by 184 sworn deputies and personnel.

It includes a forensics bureau and an aviation hangar.

More: http://www.mydesert.com

Clock Becomes Part Of Dive-Bomber Restoration

ERMA — A clock saved from a World War II carrier-based dive-bomber has found its way from Naval Air Station Wildwood (NASW) to National Naval Aviation Museum in Pensacola, Fla.

Dr. Joseph Salvatore, founder and chairman of NASW, said he saw a newsletter from the Glen Curtiss Museum in Hammonsport, N.Y. indicating they had donated two elevators (tail portions) from a SB2C Helldiver aircraft.

The Glenn Curtiss Museum found out the museum in Pensacola had just taken a SB2C out of a lake in California so they donated the elevators for a planned restoration of the aircraft. Mercury Aircraft, also in Hammonsport, donated an oil tank.

Salvatore looked on his desk and found a clock from a SB2C that a local Navy captain, now decreased, had donated to Naval Air Station Wildwood.

Captain Paul Hunter, a World War II naval pilot, was flying in Hawaii, crashed and grabbed the clock from his SB2C.

Salvatore contacted National Naval Aviation Museum in Pensacola to see if they could use a clock for the SB2C found in the lake. He said they welcomed donation of the clock.

“It’s interesting that the admiral in charge of Pensacola (museum) used to be lifeguard in Ocean City,” said Salvatore.

The Hunter family gave their permission for the clock to be sent to Pensacola for the plane restoration The back of the clock has the story of the crash on a piece of paper.

It reads “Paul lost an engine in his SB2C over Malachi, Hawaii 1945, left the plane, took this clock.”

Salvatore said Hunter was WWII was hero in the Pacific and returned to the U.S. to train other flyers. He was a frequent visitor to the museum, he said.

http://www.capemaycountyherald.com

Cessna 414A Chancellor, N4772A: Fatal accident occurred February 19, 2012 in Hayden, Colorado

NTSB Identification: CEN12FA161
14 CFR Part 91: General Aviation
Accident occurred Sunday, February 19, 2012 in Hayden, CO
Probable Cause Approval Date: 05/23/2013
Aircraft: CESSNA 414A, registration: N4772A
Injuries: 2 Fatal,4 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.

The pilot performed an instrument approach to the runway with an approaching winter storm. A review of on-board global positioning system (GPS) data indicated that the airplane flew through the approach course several times during the approach and was consistently below the glideslope path. The airplane continued below the published decision height altitude and drifted to the right of the runway’s extended centerline. The GPS recorded the pilot’s attempt to perform a missed approach, a rapid decrease in ground speed, and then the airplane descend to the ground, consistent with an aerodynamic stall. Further, the airplane owner, who was also a passenger on the flight, stated that, after the pilot made the two “left turning circles” and had begun a third circle, he perceived that the airplane “just stalled.” An examination of the airframe and engine did not detect any preimpact anomalies that would have precluded normal operation. The airplane’s anti-ice and propeller anti-ice switches were found in the “off” position. A review of weather information revealed that the airplane was operating in an area with the potential for moderate icing and snow. Based on the GPS data and weather information, it is likely that the airframe collected ice during the descent and approach, which affected the airplane’s performance and led to an aerodynamic stall during the climb.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot’s inadvertent stall during a missed approach. Contributing to the accident was the pilot’s operation of the airplane in forecasted icing conditions without using all of its anti-ice systems.

HISTORY OF FLIGHT

On February 19, 2012, at 1525 mountain standard time, a Cessna 414A airplane, N4772A, impacted terrain at the Yampa Valley Airport (KHDN), Hayden, Colorado. The commercial pilot and one passenger were fatally injured and four passengers were seriously injured. The airplane was substantially damaged. The airplane was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Instrument meteorological conditions developed for the flight, which operated on an instrument flight rules (IFR) flight plan. The flight departed the Dalhart Municipal Airport (KDHT), Dalhart, Texas, approximately 1415 central standard time.

A review of air traffic control communications revealed that the pilot was cleared for the instrument landing system (ILS) approach to runway 10 via the initial approach fix REVME.

Airfield personnel and airfield rescue and firefighting (ARFF) provided an enhanced universal communications (UNICOM) service for inbound traffic and were monitoring both the UNICOM and Denver Center radio frequencies, at the time of the accident. Airfield personnel heard the pilot report he was on final approach over the UNICOM frequency. Airport personnel then selected the airport lights to high, and the pilot acknowledged the light status. There was no report of a distress call being made by the pilot.

In an interview with the airplane's owner, who was also a passenger, he stated the airplane was maneuvering to land at KHDN. The pilot had made two left turning circles and had begun a third circle when the he perceived that the airplane "just stalled." He added that the airplane fell straight down and impacted terrain. In addition, he recalled that the engines were running at the time of the accident. In a subsequent statement made by the owner, he stated that immediately preceding the crash, he heard a very load “pop” or “bang” from the right side of the airplane, possibly the right engine, moments before the airplane “went down.” He recalled the pilot looking to the airplane’s right and that the pilot immediately reached towards the center console near the throttle controls. Moments later, the airplane crashed.

PERSONNEL INFORMATION

The pilot, age 75, held a commercial pilot certificate with ratings for airplane single engine land, airplane multi-engine land, airplane single engine sea, instrument airplane, and gliders. In addition, the pilot held a flight instructor certificate for airplane single engine, airplane multi-engine, instrument airplane, and gliders. The pilot was also an airframe and power-plant mechanic who would perform some maintenance tasks on the accident airplane. On March 31, 2011, the pilot was issued a second class medical certificate with the restriction to wear corrective lenses. A review of pilot training information revealed his previous flight review was on October 27, 2011, in the same make and model as the accident airplane.

AIRCRAFT INFORMATION

The airplane was a two engine, low wing, eight seat Cessna 414, serial number 414A005, and was manufactured in 1978. It was powered by two, 310-horsepower Continental Motors TSIO-520-NB engines that drove three-bladed, variable pitch, McCauley propellers. A review of maintenance records revealed that the previous annual inspection was completed on December 8, 2011, at a total airframe time of 8,245 hours, a left engine time since major overhaul of 2,028.9 hours, a right engine time since major overhaul of 901.6 hours, and a tachometer time of 2,794.7. At the accident site, the airplane’s tachometer read 2,833.9 hours. The airplane’s published stall speed is 70 knots.

METEOROLOGICAL INFORMATION

The National Weather Service Surface Analysis Chart issued at 1400 mountain standard time depicted two low pressure systems over eastern Colorado associated with a cold front moving across the Rockies and a developing warm front over eastern Colorado. Satellite imagery showed extensive cloud cover over the accident area with cloud tops near 27,000 feet. An upper air sounding taken near Grand Junction, Colorado, reported a freezing level at 5,703 feet mean sea level (msl), with conditions favorable for icing in clouds and in precipitation above the freezing level.

At 1515, an automated weather reporting facility located at KHDN reported wind from 310 at 8 knots, 5 miles visibility, few clouds at 800 feet, scattered clouds at 1,700 feet, broken ceiling at 2,900 feet, temperature -1 Celsius (C), dew point -3 C, and a barometric pressure of 29.62 inches of mercury. At 1535, wind from 290 at 10 knots gusting to 14 knots, visibility 1/4 mile, ceiling overcast at 400 feet, temperature -2 C, dew point -3 C, and a barometric pressure of 29.62 inches of mercury. This facility does not report precipitation, however conditions were favorable for the production of heavy snow.

A review of HDN’s weather observation data revealed that between 1430 and 1445, a front passed over the airfield, which shifted the wind from the east to the west and deteriorated the ceiling and visibility. Weather in the area could produce snow that continued through to the time of the accident, when the lowest visibility and ceiling was reported.

An automated weather reporting facility at the Craig-Moffat Airport (KCAG), located about 14 miles west of KHDN, could report precipitation, with the exception of freezing rain. At 1506, the station began reporting light snow with a wind shift having occurred at 1450. At 1525, it reported light snow and freezing fog. Then at 1553, moderate snow and freezing fog was reported.

Several Airmen’s Meterological Information (AIRMETs) were active for the time of the accident flight. These AIRMETs warned for IFR conditions, mountain obscuration, occasional moderate turbulence below 18,000 feet, and moderate icing between the freezing level and 18,000 feet.

AIDS TO NAVIGATION

The approach flown by the pilot was the ILS to runway 10. The inbound course was 104 degrees, with the initial approach fix (REVME) located along the localizer course at 15 nautical miles, and the final approach fix (INEDE) located along the localizer course at 8.1 nautical miles. The decision height was at 7,371 msl, with a weather requirement of an 800 foot ceiling and 2 ¾ miles visibility. The touchdown zone elevation for runway 10 was 6,591 feet msl.

COMMUNICATIONS

A review of radar audio revealed that the pilot had checked in with Denver Center and requested a visual approach if the ceiling was greater than 1,000 feet. Denver Center replied that a previous airplane flew the ILS approach into KHDN and had broken out of the clouds at minimum altitude (800 feet). The pilot then accepted an IFR clearance and was cleared to fly the ILS approach into KHDN.

AIRPORT INFORMATION

The Hayden/Yampa Valley airport (KHDN) is located approximately 2 miles southeast of Hayden, Colorado, with a field elevation of 6,606 feet and a single runway oriented along 100/280 degrees. Runway 10 had a precision approach path indicator located to the left of the runway, and had a medium intensity approach light system with runway alignment indicator lights. The airfield is non-towered so pilots utilized UNICOM to coordinate their movements on the airfield. As previously noted, ARFF provided advisories to pilots over UNICOM.

WRECKAGE AND IMPACT INFORMATION

The accident site was located about 95 yards south-southwest from the edge of runway 10. The wreckage path aligned generally along a 090 degree heading. The debris path contained the left aileron and right propeller. The main wreckage came to rest facing 320 degrees. The fuselage displayed buckling and crushing throughout its length. Damage to the left and right wings was nearly symmetric. The elevator counter weights separated in a downward direction. All major airplane components were accounted for at the accident site. Flight control continuity was established from the controls to their respective surfaces. The flaps and landing gear were found in the retracted position. The airplane’s electric anti-ice and propeller anti-ice were found in the “off” position. No preimpact anomalies were detected with the airframe that would preclude normal operation of the airplane.

The engines were removed and shipped to Continental Motors Inc., Mobile, Alabama, for test runs. Under the auspices of the NTSB, both engines were placed on test beds, started, and operated throughout their power ranges. No preimpact anomalies were detected with the engines that would preclude normal engine operation.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the pilot by the Douglas County Coroner’s Office, Castle Rock, Colorado, as authorized by the Routt County Coroner. The autopsy noted the following findings:

Right coronary artery narrowed more than 90 percent, with evidence of recanalization.
Severe cardiomegaly, with a weight of 570 grams.
Myocardial fibrosis of the left ventricle.

The Federal Aviation Administration Bioaeronautical Sciences Research Laboratory, Oklahoma City, performed forensic toxicology on specimens from the pilot. Testing was negative for carbon monoxide, cyanide, ethanol, and drugs.

ADDITIONAL INFORMATION

Garmin GPSmap 295

A global positioning system (GPS) was located in the cockpit area of the airplane and sent to the NTSB laboratories in Washington, D.C. A download of the device displayed the airplane’s flight path along the ILS approach. The airplane turned inside of the initial approach fix for the ILS 10 approach. During the approach, the airplane crossed through the approach course several times. The pilot crossed INEDE 260 feet below the published altitude for the final approach fix and was consistently below glide slope during the approach to the airport. Utilizing the GPS altitude, at 1523:25, the airplane was below glide slope, drifting right on the localizer approach course, and three miles from the airport, when the airplane reached the decision height of 7,331 feet msl. The airplane continued to drift to right of the localizer course while continuing to descend to an altitude of 6,591 feet msl, before it climbed to 6,824 feet, and then descended towards terrain. During this climb, the airplane’s groundspeed decreased to 78 knots.


NTSB Identification: CEN12FA161
14 CFR Part 91: General Aviation
Accident occurred Sunday, February 19, 2012 in Hayden, CO
Aircraft: CESSNA 414A, registration: N4772A
Injuries: 2 Fatal,4 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 February 19, 2012, approximately 1530 mountain standard time, a Cessna 414A, N4772A, impacted terrain while attempting to land at the Yampa Valley Airport (KHDN), Hayden, Colorado. The commercial pilot and one passenger were fatally injured and four passengers were seriously injured. The airplane was substantially damaged. The airplane was registered to and operated by a private individual and operated as a personal flight under the provisions of 14 Code of Federal Regulations Part 91. Instrument meteorological conditions developed for the flight, that operated on an instrument flight rules (IFR) flight plan. The flight departed the Dalhart Municipal Airport (KDHT), Dalhart, Texas, approximately 1415 central standard time.

An initial review of air traffic control information revealed that the pilot was cleared by air traffic control to the initial approach fix (REVME) for the instrument landing system (ILS) approach for runway 10.

Airfield personnel provided an enhanced UNICOM service for inbound traffic and were monitoring UNICOM and Denver Center at the time of the accident. Airfield personal heard the pilot report he was on final approach over the UNICOM frequency. Airport personnel then selected the airport lights to high, and the pilot acknowledged the light status. There was no report of a distress call being made by the pilot prior to the accident.

In an interview with the airplane's owner, who was also a passenger, he stated the airplane was maneuvering to land at KDHN. The pilot had made two left turning circles and had begun a third circle when the he perceived that the airplane "just stalled." He added the airplane fell straight down and impacted terrain. In addition, he commented that the engines were running at the time of the accident.

The accident site was located about 95 yards south-southwest from the edge of runway 10. The wreckage path was aligned generally along a 090 heading. The debris path contained the left aileron and right propeller. The main wreckage came to rest facing a 320 heading. The fuselage displayed buckling and crushing throughout its length. All major airplane components were accounted for at the accident site.

At 1515, an automated weather reporting facility located at KHDN reported winds from 310 at 8 knots, 5 miles visibility, few clouds at 800 feet, scattered clouds at 1,700 feet, broken ceiling at 2,900 feet, temperature -1 Celsius (C), dew point -3 C. At 1535, winds were reported from 290 at 10 knots gusting to 14 knots, visibility 1/4 mile, ceiling overcast at 400 feet, temperature -2 C, dew point -3 C. This facility does not report precipitation.

Airport Manager Dave Ruppel said a team of investigators from the NTSB, the Federal Aviation Administration, Cessna and Continental, which manufactured the plane’s engine, spent Monday and Tuesday taking photos and measurements at the crash site in an effort to determine what caused the Cessna 414A to crash short of YVRA’s runway, killing pilot Hans Vandervlugt and passenger Gaby Humpal.

Airport officials reported the private plane crashed as it attempted to land in a heavy snowstorm with zero visibility.

Messages left with the lead NTSB investigator who traveled to Hayden were not returned Monday or Tuesday.

Still recovering

Sara Humpal, 10, the youngest survivor of Sunday’s plane crash, remained in serious condition at Children’s Hospital Colorado in Aurora on Tuesday evening.

Her father, Scott Humpal, and her brothers Tad, 18, and Dillon, 13, also survived the crash and were released from Yampa Valley Medical Center in Steamboat Springs at about 3:30 p.m. Tuesday after they were treated for injuries ranging from broken bones to cervical instability. The family was traveling to Aurora on Tuesday night to be with Sara, family and friends reported.

Vandervlugt, 75, was flying Scott and Gaby Humpal and their three children from Corpus Christi, Texas, to Steamboat for a ski vacation when the Cessna 414A crashed 30 to 40 yards short of the runway at YVRA.

Russell Hanks, a friend of the Humpal family who works at one of the physical therapy clinics Scott Humpal owns in Corpus Christi, reported Sara was able to move her arms and legs after she had procedures at YVMC to reinflate collapsed lungs and fix fractures to her legs. He said that the boys were recovering well and that Sara had another surgery Tuesday morning to treat a compartment syndrome in her leg. He added that a procedure doctors initially planned to fix a fracture in her T6 vertebrae was not performed Tuesday afternoon and may be unnecessary.

“She still has some lung issues they are trying to correct,” he said. “Last I heard, she was stable.”

 A devoted mother

Family and friends of Gaby Humpal, 44, said Tuesday that she always will be remembered as a loving mother.

“Gaby hated for you to ring the doorbell. She would just expect for you to come in, and she would always greet you with a warm hug and a smile,” said Michelle Braselton, who met the Humpals through a couples Bible study group Gaby started with fellow worshippers at the Bay Area Fellowship in Corpus Christi. “She was very warm and hospitable.”

Braselton said Gaby met Scott Humpal while living in Monterrey, Mexico, and was a strong Christian woman devoted to all of her children’s endeavors. She added that Gaby loved to entertain.

Robert Vasquez, Gaby’s brother-in-law, said she was an avid tennis player and jogger, but most importantly, she always put her children first.

“She was a striking woman with a beautiful character, and she was very, very lovable,” he said. “She was a devoted mother and wife, and she lived her life for her children.”

Longer Flight Times Could Lead To Plane Crashes, Pilots Tell MPs

Pilots have warned of a "danger to public safety" if longer flight times were introduced, in evidence to MPs on the Transport Committee on Tuesday morning. 

MPs are scrutinising the likely impact of proposals to increase time pilots could spend on duty. With increased flight times, pilots will be more tired and prone to accidents, said Rob Hunter, head of Safety at the British Airline Pilots’ Association. 

Hunter revealed that, according to an internal survey done by ComRes, 43% of pilots had reported falling asleep on the flight desk and 33% said that on waking, they found the other pilot was asleep. Hunter said he believed it represents “an underestimate of the true figures” as pilots may not realise if they had just been asleep. 

Louise Ellman, chair of the Transport Select Committee, described this revelation as “very scary”. 

This startling admission comes after the Transport Select Committee launched an inquiry into flight time limitations. Last month the European Aviation Safety Agency (EASA) published a proposal to regulate limits across Europe of flight and duty times. 

Jon Horne, from the European Cockpit Association, said that he expected accident rates to increase “commensurately”. Horne added that accidents could be nearly six times as likely to happen in longer flights. 

The heavy pressures on pilots increases the danger of fatigue, according to Hunter. Pilots risk disciplinary action if they admit they had fallen asleep during a flight. As a result, Hunter said: 

“Pilots are fearful that if they report fatigue, that they’ll face a quasi-disciplinary process. [For pilots] it becomes a better option to put up with it than to report it”t

Airlines themselves were to blame for the “intensely competitive [and] very unsympathetic” environment. Hunter told MPs that there was a “vague definition of safety” in the industry. He described them as “icons of the low-cost business model”, adding:

“If [airlines] spend on safety today, they might go out of business tomorrow” 

http://www.huffingtonpost.co.uk

Obituary: Jac Crain -Clarinda, Iowa

Funeral services for Jac Crain, age 53, of Clarinda, Iowa, who died suddenly Sunday, February 19, 2012 as the result of a plane crash in rural Clarinda, Iowa, will be held 10:30 a.m., Thursday, February 23, 2012 at the Hillside Missionary Church, Clarinda, Iowa. Visitation with the family will be held 5:00 – 7:00 p.m., at Hillside Missionary Church, Clarinda, Iowa. Burial will be in the Clarinda Cemetery, Clarinda, Iowa. Memorials may be directed to the Midwest Opportunities. Memories and condolences may be shared with the family on our website at, www.ritchiefuneralhome.com under Obituaries. Arrangements were entrusted to the Ritchie Funeral Home of Clarinda, Iowa.

More:  http://ritchiefuneralhome.tributes.com

 

FAA IDENTIFICATION
  Regis#: 215BD        Make/Model: BD4       Description: BD-4
  Date: 02/19/2012     Time: 1920

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

LOCATION
  City: CLARINDA   State: IA   Country: US

DESCRIPTION
  AIRCRAFT CRASHED UNDER UNKNOWN CIRCUMSTANCES 1.5 MILES SSW OF CLARINDA, IA.

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


OTHER DATA


  FAA FSDO: DES MOINES, IA  (CE01)                Entry date: 02/21/2012