WASHINGTON – Two F-16 fighters were scrambled in the Washington metropolitan area Saturday after a small plane that ignored attempts at radio contact was detected in flight, the US military said.
The North American Aerospace Defense Command said the fighters intercepted the Beechcraft King Air airplane near the national capital region at approximately 7:00 pm (1100 GMT).
“Following the intercept the aircraft re-established radio communications with air traffic control and was allowed to proceed to its destination,” the NORAD said in a statement.
US fighter jets routinely patrol the national capital area following the September 11, 2001 attacks when one of the hijacked planes was flown into the Pentagon building in Virginia just south of Washington.
http://www.asiaone.com
Saturday, August 04, 2012
Long Island man accused of flying plane too low
BELLMORE, N.Y. (AP) - A Long Island man has been arrested on a reckless endangerment charge after police say he flew his plane too low in the vicinity of a high school.
Nassau County Police say Marc Capus flew his 1972 Cessna at altitudes between 200 feet and 400 feet on the afternoon of June 17. Police say the 49-year-old man flew over Bellmore near Kennedy High School and also made sharp banking maneuvers at low altitudes.
Police say Control Tower personnel identified him to the Nassau County Air Bureau police after he landed his plane at Republic Airport in Farmingdale.
Police say he was arrested at his home Saturday with assistance from the Federal Aviation Administration. He was charged with first-degree reckless endangerment. A phone number for Capus went unanswered Saturday.
http://www.wistv.com
http://www.cbsnews.com
http://abcnews.go.com
http://www.knoe.com
http://www.myfoxny.com
Low Flying Crop Duster Wakes Up Suburban Phoenix Neighborhood
http://ireport.cnn.com/docs/DOC-824435
BryanSnider captured a video of a crop duster flying extremely low to a residential community. He says being a FAA certified commercial pilot he was shocked to see a crop duster flying so low to the ground at three in the morning in Maricopa, Arizona. 'Federal Aviation Regulations are very strict about flying low over populated areas except during takeoff and landings,' he says. He says the aircraft made several passes over people's homes and then came back around. The flying woke up several people in the neighborhood, he adds. 'Many people first thought the plane was going to crash,' he says. 'This is because its flight path looked similar to the dive bombing technique you'd see in videos from World War II.' He says it is important that people be mindful of flying properly and carefully. 'I was almost killed a few years ago when the plane I was flying was almost hit, in mid-air, by another plane which was being piloted by a pilot flying recklessly near Kansas City,' he says. - Jareen, CNN iReport producer
BryanSnider captured a video of a crop duster flying extremely low to a residential community. He says being a FAA certified commercial pilot he was shocked to see a crop duster flying so low to the ground at three in the morning in Maricopa, Arizona. 'Federal Aviation Regulations are very strict about flying low over populated areas except during takeoff and landings,' he says. He says the aircraft made several passes over people's homes and then came back around. The flying woke up several people in the neighborhood, he adds. 'Many people first thought the plane was going to crash,' he says. 'This is because its flight path looked similar to the dive bombing technique you'd see in videos from World War II.' He says it is important that people be mindful of flying properly and carefully. 'I was almost killed a few years ago when the plane I was flying was almost hit, in mid-air, by another plane which was being piloted by a pilot flying recklessly near Kansas City,' he says. - Jareen, CNN iReport producer
After
heading to bed I was brought out of bed by the sounds of a aircraft that
sounded to be flying extremely low over my house. After going out to
see what exactly was going on I quickly realized it was a crop duster
working on some fields just west of my neighborhood.
Seeing that the aircraft was continuing to fly low over the neighborhood I decided to head out in my car to capture some video to see how low this pilot was flying over houses at 3:30 in the morning.
Being a pilot myself I couldn't help but think of FAR (Federal Aviation Regulations) 91.119 and how unless I'm missing something, the aircraft was well below the minimum altitude over a populated area and the aircraft was not landing nor taking off.
Here's a full text version of 91.119 taken from the FAA's website.
FAR (Federal Aviation Regulations) Sec. 91.119
Minimum safe altitudes: General.
Except when necessary for takeoff or landing, no person may operate an aircraft below the following altitudes:
(a) Anywhere. An altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface.
(b) Over congested areas. Over any congested area of a city, town, or settlement, or over any open air assembly of persons, an altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet of the aircraft.
(c) Over other than congested areas. An altitude of 500 feet above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure.
[ (d) Helicopters, powered parachutes, and weight-shift-control aircraft. If the operation is conducted without hazard to persons or property on the surface--
(1) A helicopter may be operated at less than the minimums prescribed in paragraph (b) or (c) of this section, provided each person operating the helicopter complies with any routes or altitudes specifically prescribed for helicopters by the FAA; and
(2) A powered parachute or weight-shift-control aircraft may be operated at less than the minimums prescribed in paragraph (c) of this section.
http://ireport.cnn.com/docs/DOC-824435
Seeing that the aircraft was continuing to fly low over the neighborhood I decided to head out in my car to capture some video to see how low this pilot was flying over houses at 3:30 in the morning.
Being a pilot myself I couldn't help but think of FAR (Federal Aviation Regulations) 91.119 and how unless I'm missing something, the aircraft was well below the minimum altitude over a populated area and the aircraft was not landing nor taking off.
Here's a full text version of 91.119 taken from the FAA's website.
FAR (Federal Aviation Regulations) Sec. 91.119
Minimum safe altitudes: General.
Except when necessary for takeoff or landing, no person may operate an aircraft below the following altitudes:
(a) Anywhere. An altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface.
(b) Over congested areas. Over any congested area of a city, town, or settlement, or over any open air assembly of persons, an altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet of the aircraft.
(c) Over other than congested areas. An altitude of 500 feet above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure.
[ (d) Helicopters, powered parachutes, and weight-shift-control aircraft. If the operation is conducted without hazard to persons or property on the surface--
(1) A helicopter may be operated at less than the minimums prescribed in paragraph (b) or (c) of this section, provided each person operating the helicopter complies with any routes or altitudes specifically prescribed for helicopters by the FAA; and
(2) A powered parachute or weight-shift-control aircraft may be operated at less than the minimums prescribed in paragraph (c) of this section.
http://ireport.cnn.com/docs/DOC-824435
Luscombe 8A, N2761K: Accident occurred August 01, 2012 in St. Petersburg, Florida
NTSB Identification: ERA12FA491
14 CFR Part 91: General Aviation
Accident occurred Wednesday, August 01, 2012 in St. Petersburg, FL
Probable Cause Approval Date: 01/13/2014
Aircraft: SILVAIRE LUSCOMBE 8A, registration: N2761K
Injuries: 1 Fatal,1 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 sport pilot had recently purchased the accident airplane and was working with a flight instructor for familiarization because he had not flown during the past 30 years. The flight instructor stated that he and the pilot had flown seven or eight flights together before the accident flight and that the pilot had previously flown about 5 hours with another flight instructor. During the accident flight, the pilots took off from a runway intersection. The flight instructor stated that the engine seemed to be producing full power until the airplane reached an altitude of about 100 feet above the ground. At that point, the flight instructor noted an audible loss of rpm that was confirmed by the tachometer. The airplane began to descend, the pilot applied carburetor heat, and the flight instructor assumed control of the airplane. With insufficient runway remaining on which to land and obstacles at the end of the runway that made a straight-ahead off-airport landing hazardous, the flight instructor attempted to maneuver toward the ramp area adjacent to the runway. The airplane subsequently stalled, impacted the runway in a nose-down attitude, and came to rest inverted.
Postaccident examination of the airplane revealed no evidence of any preimpact mechanical failures or anomalies that would have precluded normal operation. The flight instructor stated that the takeoff was initiated with the carburetor heat off, despite a placard in the airplane requiring the use of carburetor heat during takeoff and landing. Although the weather conditions at the time of takeoff were conducive to the formation of carburetor ice at glide and cruise power at the time of the accident, it was not possible to determine whether carburetor ice was a factor in the accident. Weight and balance calculations revealed that the airplane was loaded about 68 pounds over its maximum allowable gross weight, and calculated density altitude at the airport about the time of the accident was more than 2,000 feet. Despite these factors, both of which would have adversely affected both the distance required for takeoff and the airplane’s rate of climb once airborne, the pilots elected to conduct an intersection takeoff, which reduced the available runway takeoff distance by nearly 20% and also reduced the diversionary options available in the event of a loss of engine power.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The flight instructor’s and the pilot’s failure to maintain airspeed after a partial loss of engine power after takeoff for reasons that could not be determined during postaccident examination, which resulted in an aerodynamic stall and loss of airplane control. Contributing to the accident were the pilots’ decisions to operate the airplane above its maximum allowable gross weight and to perform an intersection takeoff.
HISTORY OF FLIGHT
On August 1, 2012, approximately 1400 eastern daylight time, a Luscombe 8A, N2761K, was substantially damaged when it impacted the ground when control was lost during takeoff from Albert Whitted Airport (SPG), St. Petersburg, Florida. The private pilot/owner was fatally injured, and the flight instructor sustained serious injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which was originating at the time of the accident. The instructional flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
The flight instructor was interviewed following the accident, and also provided a written statement recounting the events of the accident flight. He stated that a preflight inspection of the airplane revealed no anomalies, and the engine start and pre-takeoff checks were performed with no discrepancies noted. The fuel tank was filled to capacity, containing 14 gallons of fuel. The flight was cleared for takeoff from runway 25 at the intersection with taxiway B, with the owner conducting the takeoff. The flight instructor reported that the carburetor heat control was in the off position for "maximum takeoff power," and that the engine was producing full power during the takeoff roll until it reached an altitude around 100 feet above ground level. Shortly thereafter, the flight instructor noted an audible loss of power that was confirmed by the tachometer, which varied from 1,800 to 2,100 rpm. He stated that the engine seemed to "roll back," and did not sputter or run rough. The airplane began to descend, the pilot/owner applied carburetor heat, and the flight instructor assumed control of the airplane. With insufficient runway remaining on which to land, and the presence of obstacles at the end of the runway straight ahead, the flight instructor attempted to maneuver the airplane towards the ramp to the south of the runway. The airplane subsequently impacted the runway in a nose-down attitude, and came to rest inverted. The flight instructor stated that he attempted to turn the fuel selector valve to the off position prior to egressing the airplane, but could not remember if he had successfully done so. The flight instructor then egressed, and assisted in extricating the pilot/owner from the wreckage.
Four witnesses observed the airplane as it was taking off. They all recounted that the airplane reached an altitude between 20-40 feet, before the engine began to "sputter" and "miss." One witness described the airplane rocking from side to side, at a slow airspeed, prior to making a "sharp" left turn, descending nose-first, and impacting the runway.
PERSONNEL INFORMATION
The pilot/owner held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. The pilot's logbooks were not recovered, and no determination of the pilot's total or recent flight experience could be made. His most recent Federal Aviation Administration (FAA) third-class medical certificate was issued in June, 1978.
The flight instructor held a commercial pilot certificate with ratings for airplane single- and multiengine land and sea, and instrument airplane; and a flight instructor certificate with ratings for airplane single- and multiengine, and instrument airplane. His most recent FAA second-class medical certificate was issued in December, 2011. Review of the flight instructor's logbooks indicated that he had accumulated approximately 940 hours of flight time at that date.
The flight instructor stated that prior to purchasing the accident airplane, the pilot had not flown in over 30 years, and was in need of a flight review to obtain currency. He had completed "seven or eight" flights with the pilot in the weeks leading up to the accident. Prior to that, the pilot had flown around 5 hours with another flight instructor at SPG.
AIRPLANE INFORMATION
According to FAA airworthiness records, the airplane was manufactured in 1947, and registered to the owner in April 2012. The airplane was powered by a Continental A-65-8, 65-hp, reciprocating engine. Review of the airplane's maintenance logs revealed that its most recent annual inspection was completed on February 13, 2012, at a total time in service of 1135.6 hours. At the time of the accident, the airplane had accumulated approximately 19 hours since the most recent inspection.
Although the airplane held a standard airworthiness certificate, it met the definition of a Light Sport Aircraft as contained in Title 14 Code of Federal Regulations Part 1.1, making it eligible for operation by a pilot holding a valid drivers' license in lieu of an FAA-issued medical certificate.
According to weight and balance information contained in the airplane's maintenance logs, the airplane had an empty weight of 838 lbs, and a maximum allowable gross weight of 1,260 lbs. The autopsy report indicated that the pilot/owner's weight was 203 lbs. The weight of the flight instructor as reported on his most recent FAA medical certificate was also 203 lbs. The calculated total fuel weight was approximately 84 lbs at capacity, resulting in an estimated gross weight of 1,328 lbs at the time of the accident.
METEOROLOGICAL INFORMATION
The 1400 weather observation at SPG included winds from 260 degrees at 8 knots, 10 statute miles visibility, few clouds at 3,000 feet, temperature 30 degrees Celsius (C) dew point 25 degrees C, and an altimeter setting of 29.98 inches of mercury.
The icing probability chart indicates there was potential for carburetor icing at glide and cruise power at the time of the accident.
AIRPORT INFORMATION
Albert Whitted Airport was a tower-controlled, public-use airport equipped with two runways oriented in a 07/25 and 18/36 configuration. According to FAA records, runway 7/25 measured 3,677 feet in length and 75 feet in width. From the intersection with taxiway B, the point at which the flight instructor stated the takeoff was initiated, approximately 3,000 feet of runway takeoff distance available remained from runway 25. Obstructions included a 12-foot blast fence at the runway end, a street 5 feet from the runway end, and a 24-foot building 100 feet from the runway end.
WRECKAGE AND IMPACT INFORMATION
The airplane came to rest inverted approximately 100 feet from the blast fence at the departure end of runway 25. The initial impact point was identified by a ground scar approximately one and a half feet in length, located in the grass about one foot from the right edge of the runway. About 16 feet past the ground scar, on a heading of approximately 187 degrees magnetic, a small crater was observed in the runway surface. Two abrasions, dimensionally consistent with the diameter and chord of the propeller, extended out from the crater. The airplane came to rest about 20 feet past the crater. The engine was displaced aft into the firewall and the cockpit area exhibited significant crush damage. Fuel staining was observed on the runway surrounding the airplane.
The propeller remained attached to the engine, and exhibited scratching and gouging along its leading edge. One blade exhibited slight s-bending approximately four inches from its tip. The engine spark plugs were removed and exhibited normal wear. The crankshaft was rotated by hand, and powertrain continuity was confirmed from the propeller to the rear accessory gears and to the valve train. The carburetor remained attached to the engine, but was impact damaged and void of fuel. The carburetor float bowl was absent of fuel, water, and debris. The float was undamaged, and the fuel intake screen was clear.
Flight control continuity was established from all flight controls to the cockpit area. The instrument panel, engine controls, and flight controls exhibited significant impact damage. The fuel selector valve was found in the off position, and continuity of the fuel system was confirmed from the fuselage tank to the fuel selector valve. No fuel remained in the tank. The carburetor heat control was found extended aft approximately 1 inch. The mixture control was in the full rich position, and the throttle control was in the full power position.
MEDICAL AND PATHOLOGICAL INFORMATION
An autopsy was performed on the pilot by the Medical Examiner District Six, Largo, Florida. According to the autopsy report, the cause of death was "blunt trauma."
Toxicological testing was performed on the pilot/owner by the FAA Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma. Review of the toxicological report revealed that Carvedilol was detected in the liver and blood, Citalopram was detected in the liver and blood, N-Desmethylcitalopram was detected in the liver and blood, and Tamsulosin was detected in the urine and blood.
ADDITIONAL INFORMATION
Given the atmospheric conditions, the calculated density altitude at the time of the accident was approximately 2,070 feet. According to the airplane's Owner's Handbook of Operation, "Due to reduced air density at higher altitudes wing lift and engine power are reduced with resulting performance reduction. Take-off and landing distances are increased and the rate of climb reduced."
Airworthiness Maintenance Bulletin No. 40, issued by the Civil Aeronautics Administration in February 1941, addressed the issue of engine failures on takeoff in Luscombe 8A airplanes. It stated:
"The cause of these failures is believed to be attributable to insufficient fuel pressure resulting from the backward surge in the fuel lines due to the forward acceleration of the airplane on takeoff. Tests have shown that the cutting-out tendency of the engine on takeoff can be eliminated by installing a revised fuel tank cap and following certain precautions during the takeoff operation."
As a result of this maintenance bulletin, the airplane was required to be equipped with a placard reading, "Full carburetor air heat required for takeoff and landing." This placard was installed on the accident airplane and found during postaccident examination to be in good condition. The TCDS also stated:
"The reason for this placard is that, during takeoff acceleration and initial high-angle-of-attack climb, the fuel flow may not be adequate for proper operation. Application of full carburetor heat in this case helps overcome the possible deficiency of fuel flow during takeoff. Carburetor ice is not a basic consideration in requiring this placard."
According to the Luscombe Endowment, which maintains a technical resource library and provides support to Luscombe owners and operators, the use of carburetor heat on takeoff and landing is required in 8A airplanes equipped with 65 or 75-hp engines and a single fuselage fuel tank. It states that, in low fuel conditions, (one-half tank or less), and on a cool day, it is possible to achieve an angle of climb wherein the engine fuel inlet is higher than the fuel tank outlet, resulting in a disruption of fuel flow to the engine. The use of carburetor heat effectively reduced the power output of the engine, thus prohibiting the airplane from achieving such an angle of climb.
NTSB Identification: ERA12FA491
14 CFR Part 91: General Aviation
Accident occurred Wednesday, August 01, 2012 in St. Petersburg, FL
Aircraft: SILVAIRE LUSCOMBE 8A, registration: N2761K
Injuries: 1 Fatal,1 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 August 1, 2012, approximately 1400 eastern daylight time, a Luscombe 8A, N2761K, was substantially damaged when it impacted the runway during takeoff from Albert Whitted Airport (SPG), St. Petersburg, Florida. The certificated private pilot/owner was fatally injured, and the certificated flight instructor sustained serious injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which was originating at the time of the accident. The instructional flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
Several witnesses observed the airplane initiate a takeoff from runway 25. Two witnesses stated that the airplane lifted off the runway and climbed to approximately 20 feet above the ground. The engine began to “sputter,” and the airplane landed on the runway before initiating a second takeoff. They reported that during the second takeoff, the airplane reached an altitude of approximately 50 feet, and that the engine continued to sputter. One witness described the airplane rocking from side to side, at a slow airspeed, prior to descending nose-first and impacting the runway.
The airplane came to rest inverted approximately 100 feet from the blast fence at the departure end of runway 25. The initial impact point was identified by a ground scar approximately one and a half feet in length, located in the grass about one foot from the right edge of the runway. About 16 feet past the ground scar, on a heading of approximately 187 degrees, a small crater was observed in the runway surface. Two abrasions, dimensionally consistent with the diameter and chord of the propeller, extended out from the crater. The airplane came to rest about 20 feet past the crater. The engine was displaced aft into the firewall and the cockpit area exhibited significant crush damage.
Examination of the airplane showed that flight control continuity was established from all flight controls to the cockpit area. The propeller remained attached to the engine, and exhibited scratching and gouging along its leading edge. One blade exhibited slight s-bending approximately four inches from its tip. The engine spark plugs were removed and exhibited normal wear. The crankshaft was rotated by hand, and continuity was confirmed from the propeller to the rear accessory gears and to the valve train. The carburetor remained attached to the engine, but was impact damaged. The carburetor float bowl was absent of fuel, water, and debris. The float was undamaged, and the fuel intake screen was clear.
James "Jim" Allen Finnegan, 79, of St. Petersburg, passed August 1, 2012. He is survived by his wife Carolyn “CJ” Bruce Finnegan; son, John (Carolyn)and their son, John IV; stepsons, Scott (Sondra) Bruce and Hunter (Jane) Bruce; grandchildren, Katie, Stone, Braxton, Hope, Cameron, Camille, Hannah-Grace, Grant and Hailey. Born in St. Louis, MO, he served in the US Army and was honorably discharged. He was a member of several clubs and organizations including the St. Pete Yacht Club, Vinoy Club, AWAPS, Quiet Birdmen, and AOPA. Some of his many passions were flying, boating, motorcycles, dancing, cooking and most of all his love for family and friends. He will truly be missed by all, but not forgotten. A Celebration of Life service will be held at 5:30pm on Thursday, Aug. 9th at AWAPS building at Albert Whitted Airport with a gathering following until 7pm. In lieu of flowers please make donations to Lupus Foundation of Florida, 535-Central Ave. Ste. 304, St. Petersburg, Florida 33701 or Salvation Army, PO Box 10909, St Petersburg, FL 33733.
Read more here: http://www.andersonmcqueen.com/obituaries/Jamesjim-Finnegan/
Accident occurred August 01, 2012 at Albert Whitted Airport (KSPG), St Petersburg, Florida - Luscombe 8A, N2761K
14 CFR Part 91: General Aviation
Accident occurred Wednesday, August 01, 2012 in St. Petersburg, FL
Probable Cause Approval Date: 01/13/2014
Aircraft: SILVAIRE LUSCOMBE 8A, registration: N2761K
Injuries: 1 Fatal,1 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 sport pilot had recently purchased the accident airplane and was working with a flight instructor for familiarization because he had not flown during the past 30 years. The flight instructor stated that he and the pilot had flown seven or eight flights together before the accident flight and that the pilot had previously flown about 5 hours with another flight instructor. During the accident flight, the pilots took off from a runway intersection. The flight instructor stated that the engine seemed to be producing full power until the airplane reached an altitude of about 100 feet above the ground. At that point, the flight instructor noted an audible loss of rpm that was confirmed by the tachometer. The airplane began to descend, the pilot applied carburetor heat, and the flight instructor assumed control of the airplane. With insufficient runway remaining on which to land and obstacles at the end of the runway that made a straight-ahead off-airport landing hazardous, the flight instructor attempted to maneuver toward the ramp area adjacent to the runway. The airplane subsequently stalled, impacted the runway in a nose-down attitude, and came to rest inverted.
Postaccident examination of the airplane revealed no evidence of any preimpact mechanical failures or anomalies that would have precluded normal operation. The flight instructor stated that the takeoff was initiated with the carburetor heat off, despite a placard in the airplane requiring the use of carburetor heat during takeoff and landing. Although the weather conditions at the time of takeoff were conducive to the formation of carburetor ice at glide and cruise power at the time of the accident, it was not possible to determine whether carburetor ice was a factor in the accident. Weight and balance calculations revealed that the airplane was loaded about 68 pounds over its maximum allowable gross weight, and calculated density altitude at the airport about the time of the accident was more than 2,000 feet. Despite these factors, both of which would have adversely affected both the distance required for takeoff and the airplane’s rate of climb once airborne, the pilots elected to conduct an intersection takeoff, which reduced the available runway takeoff distance by nearly 20% and also reduced the diversionary options available in the event of a loss of engine power.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The flight instructor’s and the pilot’s failure to maintain airspeed after a partial loss of engine power after takeoff for reasons that could not be determined during postaccident examination, which resulted in an aerodynamic stall and loss of airplane control. Contributing to the accident were the pilots’ decisions to operate the airplane above its maximum allowable gross weight and to perform an intersection takeoff.
HISTORY OF FLIGHT
On August 1, 2012, approximately 1400 eastern daylight time, a Luscombe 8A, N2761K, was substantially damaged when it impacted the ground when control was lost during takeoff from Albert Whitted Airport (SPG), St. Petersburg, Florida. The private pilot/owner was fatally injured, and the flight instructor sustained serious injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which was originating at the time of the accident. The instructional flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
The flight instructor was interviewed following the accident, and also provided a written statement recounting the events of the accident flight. He stated that a preflight inspection of the airplane revealed no anomalies, and the engine start and pre-takeoff checks were performed with no discrepancies noted. The fuel tank was filled to capacity, containing 14 gallons of fuel. The flight was cleared for takeoff from runway 25 at the intersection with taxiway B, with the owner conducting the takeoff. The flight instructor reported that the carburetor heat control was in the off position for "maximum takeoff power," and that the engine was producing full power during the takeoff roll until it reached an altitude around 100 feet above ground level. Shortly thereafter, the flight instructor noted an audible loss of power that was confirmed by the tachometer, which varied from 1,800 to 2,100 rpm. He stated that the engine seemed to "roll back," and did not sputter or run rough. The airplane began to descend, the pilot/owner applied carburetor heat, and the flight instructor assumed control of the airplane. With insufficient runway remaining on which to land, and the presence of obstacles at the end of the runway straight ahead, the flight instructor attempted to maneuver the airplane towards the ramp to the south of the runway. The airplane subsequently impacted the runway in a nose-down attitude, and came to rest inverted. The flight instructor stated that he attempted to turn the fuel selector valve to the off position prior to egressing the airplane, but could not remember if he had successfully done so. The flight instructor then egressed, and assisted in extricating the pilot/owner from the wreckage.
Four witnesses observed the airplane as it was taking off. They all recounted that the airplane reached an altitude between 20-40 feet, before the engine began to "sputter" and "miss." One witness described the airplane rocking from side to side, at a slow airspeed, prior to making a "sharp" left turn, descending nose-first, and impacting the runway.
PERSONNEL INFORMATION
The pilot/owner held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. The pilot's logbooks were not recovered, and no determination of the pilot's total or recent flight experience could be made. His most recent Federal Aviation Administration (FAA) third-class medical certificate was issued in June, 1978.
The flight instructor held a commercial pilot certificate with ratings for airplane single- and multiengine land and sea, and instrument airplane; and a flight instructor certificate with ratings for airplane single- and multiengine, and instrument airplane. His most recent FAA second-class medical certificate was issued in December, 2011. Review of the flight instructor's logbooks indicated that he had accumulated approximately 940 hours of flight time at that date.
The flight instructor stated that prior to purchasing the accident airplane, the pilot had not flown in over 30 years, and was in need of a flight review to obtain currency. He had completed "seven or eight" flights with the pilot in the weeks leading up to the accident. Prior to that, the pilot had flown around 5 hours with another flight instructor at SPG.
AIRPLANE INFORMATION
According to FAA airworthiness records, the airplane was manufactured in 1947, and registered to the owner in April 2012. The airplane was powered by a Continental A-65-8, 65-hp, reciprocating engine. Review of the airplane's maintenance logs revealed that its most recent annual inspection was completed on February 13, 2012, at a total time in service of 1135.6 hours. At the time of the accident, the airplane had accumulated approximately 19 hours since the most recent inspection.
Although the airplane held a standard airworthiness certificate, it met the definition of a Light Sport Aircraft as contained in Title 14 Code of Federal Regulations Part 1.1, making it eligible for operation by a pilot holding a valid drivers' license in lieu of an FAA-issued medical certificate.
According to weight and balance information contained in the airplane's maintenance logs, the airplane had an empty weight of 838 lbs, and a maximum allowable gross weight of 1,260 lbs. The autopsy report indicated that the pilot/owner's weight was 203 lbs. The weight of the flight instructor as reported on his most recent FAA medical certificate was also 203 lbs. The calculated total fuel weight was approximately 84 lbs at capacity, resulting in an estimated gross weight of 1,328 lbs at the time of the accident.
METEOROLOGICAL INFORMATION
The 1400 weather observation at SPG included winds from 260 degrees at 8 knots, 10 statute miles visibility, few clouds at 3,000 feet, temperature 30 degrees Celsius (C) dew point 25 degrees C, and an altimeter setting of 29.98 inches of mercury.
The icing probability chart indicates there was potential for carburetor icing at glide and cruise power at the time of the accident.
AIRPORT INFORMATION
Albert Whitted Airport was a tower-controlled, public-use airport equipped with two runways oriented in a 07/25 and 18/36 configuration. According to FAA records, runway 7/25 measured 3,677 feet in length and 75 feet in width. From the intersection with taxiway B, the point at which the flight instructor stated the takeoff was initiated, approximately 3,000 feet of runway takeoff distance available remained from runway 25. Obstructions included a 12-foot blast fence at the runway end, a street 5 feet from the runway end, and a 24-foot building 100 feet from the runway end.
WRECKAGE AND IMPACT INFORMATION
The airplane came to rest inverted approximately 100 feet from the blast fence at the departure end of runway 25. The initial impact point was identified by a ground scar approximately one and a half feet in length, located in the grass about one foot from the right edge of the runway. About 16 feet past the ground scar, on a heading of approximately 187 degrees magnetic, a small crater was observed in the runway surface. Two abrasions, dimensionally consistent with the diameter and chord of the propeller, extended out from the crater. The airplane came to rest about 20 feet past the crater. The engine was displaced aft into the firewall and the cockpit area exhibited significant crush damage. Fuel staining was observed on the runway surrounding the airplane.
The propeller remained attached to the engine, and exhibited scratching and gouging along its leading edge. One blade exhibited slight s-bending approximately four inches from its tip. The engine spark plugs were removed and exhibited normal wear. The crankshaft was rotated by hand, and powertrain continuity was confirmed from the propeller to the rear accessory gears and to the valve train. The carburetor remained attached to the engine, but was impact damaged and void of fuel. The carburetor float bowl was absent of fuel, water, and debris. The float was undamaged, and the fuel intake screen was clear.
Flight control continuity was established from all flight controls to the cockpit area. The instrument panel, engine controls, and flight controls exhibited significant impact damage. The fuel selector valve was found in the off position, and continuity of the fuel system was confirmed from the fuselage tank to the fuel selector valve. No fuel remained in the tank. The carburetor heat control was found extended aft approximately 1 inch. The mixture control was in the full rich position, and the throttle control was in the full power position.
MEDICAL AND PATHOLOGICAL INFORMATION
An autopsy was performed on the pilot by the Medical Examiner District Six, Largo, Florida. According to the autopsy report, the cause of death was "blunt trauma."
Toxicological testing was performed on the pilot/owner by the FAA Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma. Review of the toxicological report revealed that Carvedilol was detected in the liver and blood, Citalopram was detected in the liver and blood, N-Desmethylcitalopram was detected in the liver and blood, and Tamsulosin was detected in the urine and blood.
ADDITIONAL INFORMATION
Given the atmospheric conditions, the calculated density altitude at the time of the accident was approximately 2,070 feet. According to the airplane's Owner's Handbook of Operation, "Due to reduced air density at higher altitudes wing lift and engine power are reduced with resulting performance reduction. Take-off and landing distances are increased and the rate of climb reduced."
Airworthiness Maintenance Bulletin No. 40, issued by the Civil Aeronautics Administration in February 1941, addressed the issue of engine failures on takeoff in Luscombe 8A airplanes. It stated:
"The cause of these failures is believed to be attributable to insufficient fuel pressure resulting from the backward surge in the fuel lines due to the forward acceleration of the airplane on takeoff. Tests have shown that the cutting-out tendency of the engine on takeoff can be eliminated by installing a revised fuel tank cap and following certain precautions during the takeoff operation."
As a result of this maintenance bulletin, the airplane was required to be equipped with a placard reading, "Full carburetor air heat required for takeoff and landing." This placard was installed on the accident airplane and found during postaccident examination to be in good condition. The TCDS also stated:
"The reason for this placard is that, during takeoff acceleration and initial high-angle-of-attack climb, the fuel flow may not be adequate for proper operation. Application of full carburetor heat in this case helps overcome the possible deficiency of fuel flow during takeoff. Carburetor ice is not a basic consideration in requiring this placard."
According to the Luscombe Endowment, which maintains a technical resource library and provides support to Luscombe owners and operators, the use of carburetor heat on takeoff and landing is required in 8A airplanes equipped with 65 or 75-hp engines and a single fuselage fuel tank. It states that, in low fuel conditions, (one-half tank or less), and on a cool day, it is possible to achieve an angle of climb wherein the engine fuel inlet is higher than the fuel tank outlet, resulting in a disruption of fuel flow to the engine. The use of carburetor heat effectively reduced the power output of the engine, thus prohibiting the airplane from achieving such an angle of climb.
NTSB Identification: ERA12FA491
14 CFR Part 91: General Aviation
Accident occurred Wednesday, August 01, 2012 in St. Petersburg, FL
Aircraft: SILVAIRE LUSCOMBE 8A, registration: N2761K
Injuries: 1 Fatal,1 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 August 1, 2012, approximately 1400 eastern daylight time, a Luscombe 8A, N2761K, was substantially damaged when it impacted the runway during takeoff from Albert Whitted Airport (SPG), St. Petersburg, Florida. The certificated private pilot/owner was fatally injured, and the certificated flight instructor sustained serious injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which was originating at the time of the accident. The instructional flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
Several witnesses observed the airplane initiate a takeoff from runway 25. Two witnesses stated that the airplane lifted off the runway and climbed to approximately 20 feet above the ground. The engine began to “sputter,” and the airplane landed on the runway before initiating a second takeoff. They reported that during the second takeoff, the airplane reached an altitude of approximately 50 feet, and that the engine continued to sputter. One witness described the airplane rocking from side to side, at a slow airspeed, prior to descending nose-first and impacting the runway.
The airplane came to rest inverted approximately 100 feet from the blast fence at the departure end of runway 25. The initial impact point was identified by a ground scar approximately one and a half feet in length, located in the grass about one foot from the right edge of the runway. About 16 feet past the ground scar, on a heading of approximately 187 degrees, a small crater was observed in the runway surface. Two abrasions, dimensionally consistent with the diameter and chord of the propeller, extended out from the crater. The airplane came to rest about 20 feet past the crater. The engine was displaced aft into the firewall and the cockpit area exhibited significant crush damage.
Examination of the airplane showed that flight control continuity was established from all flight controls to the cockpit area. The propeller remained attached to the engine, and exhibited scratching and gouging along its leading edge. One blade exhibited slight s-bending approximately four inches from its tip. The engine spark plugs were removed and exhibited normal wear. The crankshaft was rotated by hand, and continuity was confirmed from the propeller to the rear accessory gears and to the valve train. The carburetor remained attached to the engine, but was impact damaged. The carburetor float bowl was absent of fuel, water, and debris. The float was undamaged, and the fuel intake screen was clear.
James "Jim" Allen Finnegan
February 28, 1933 - August 1, 2012
Read more here: http://www.andersonmcqueen.com/obituaries/Jamesjim-Finnegan/
Accident occurred August 01, 2012 at Albert Whitted Airport (KSPG), St Petersburg, Florida - Luscombe 8A, N2761K
IDENTIFICATION
Regis#: 2761K Make/Model: L8 Description: 8 SILVAIRE
Date: 08/01/2012 Time: 1752
Event Type: Accident Highest Injury: Fatal Mid Air: N Missing: N
Damage: Destroyed
LOCATION
City: SAINT PETERSBURG State: FL Country: US
DESCRIPTION
AIRCRAFT CRASHED ON TAKEOFF, THERE WERE 2 PERSONS ON BOARD, 1 WAS FATALLY
INJURED, 1 SUSTAINED MINOR INJURIES, SAINT PETERSBURG, FL
INJURY DATA Total Fatal: 1
# Crew: 2 Fat: 1 Ser: 0 Min: 1 Unk:
# Pass: 0 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
OTHER DATA
Activity: Unknown Phase: Take-off Operation: OTHER
FAA FSDO: TAMPA, FL (SO35) Entry date: 08/02/2012
Man with saggy pants booted from plane after dispute - Chicago O'Hare International Airport (KORD), Illinois
July 31, 2012
A man was kicked off a Spirit Airlines flight at O'Hare International Airport over the weekend after he became "verbally abusive" to flight attendants who asked him to to pull up his sagging pants, an airline spokeswoman said.
The man and the woman he was traveling with Sunday morning became "verbally abusive," threatening physical harm to flight attendants who had asked him to pull up his pants, which were "excessively low," hanging below his buttocks, Spirit spokeswoman Misty Pinson said. The man was boarding the Orlando-bound plane when flight attendants spoke to him, she said.
Crew members may ask customers to comply with various requests, if they are in "the best interest" of the other customers, Pinson said.
When law enforcement arrived, the two Spirit customers gathered their things and deplaned.
Spirit's code requires that customers wear shoes and "adequate" clothing, Pinson said. However, if the customer's conduct is disorderly or abusive, the customer may be asked to deplane.
The man and the woman who were escorted off the plane were booked on the next Spirit flight available for their destination.
The couple's original flight, scheduled for an 8:35 a.m. departure Sunday, was delayed about 5 minutes, Pinson said.
http://www.chicagotribune.com
A man was kicked off a Spirit Airlines flight at O'Hare International Airport over the weekend after he became "verbally abusive" to flight attendants who asked him to to pull up his sagging pants, an airline spokeswoman said.
The man and the woman he was traveling with Sunday morning became "verbally abusive," threatening physical harm to flight attendants who had asked him to pull up his pants, which were "excessively low," hanging below his buttocks, Spirit spokeswoman Misty Pinson said. The man was boarding the Orlando-bound plane when flight attendants spoke to him, she said.
Crew members may ask customers to comply with various requests, if they are in "the best interest" of the other customers, Pinson said.
When law enforcement arrived, the two Spirit customers gathered their things and deplaned.
Spirit's code requires that customers wear shoes and "adequate" clothing, Pinson said. However, if the customer's conduct is disorderly or abusive, the customer may be asked to deplane.
The man and the woman who were escorted off the plane were booked on the next Spirit flight available for their destination.
The couple's original flight, scheduled for an 8:35 a.m. departure Sunday, was delayed about 5 minutes, Pinson said.
http://www.chicagotribune.com
Interstate S-1A-65F Cadet, N37361, Pietsch Airshows: Accident occurred August 04, 2012 in Wetaskiwin, Alberta - Canada
Emergency crews at the scene of a plane crash at Wetaskiwin Regional Airport. EDMONTON - After putting on a show for the crowd at the Wetaskiwin Air Show Saturday, a pilot crashed his small plane.
Pilot Kent Pietsch was flying a 1942 Interstate Scout while performing aerobatic manoeuvers. The plane went down just short of the runway at about 5 p.m.
According to those on the scene, he was brought to hospital and emergency crews said he is in stable condition.
Pietsch is a native of Minot, North Dakota. According to his website, included in his “comedy act” are extreme moves like a dead stick in which he shuts the plane’s power off in mid-flight at 6,000 feet.
He said in an interview with QMI Agency a day before the crash that the reason he does his signature routine is to show people in a fun way that airplanes are safe to fly.
“One of the shows that I do, I lose parts of the airplane, like the airplane falls apart in the sky,” he said. “The airplanes are built with a lot of redundancy and that’s what I’m showing here: That you can lost parts of the plane and still fly.”
Transport Canada was contacted but could not comment on whether the crash is being investigated.
Jack Sim, a crewmember working for fellow performer Dave Mathieson, was nearby when the crash happened.
“He tacked in to land. The wing hit the wheat field, ripped the wing off, spun around,” he said. “He hit the dash. He got wounded. He got out of the plane. Wandered around it and laid down in the field.”
While Pietsch was OK, the plane wasn’t so lucky in Sim’s opinion.
“The plane is pooched,” he said.
Wetaskiwin is located 70 km south of Edmonton.
http://www.seaforthhuronexpositor.com
A stunt pilot is in hospital after his plane crashed after an air show in Wetaskiwin.
Ron Vander Dungen, manager of the Wetaskiwin regional airport, says pilot Kent Pietsch was flying his “Jelly Belly” 1942 Interstate Cadet after the show Saturday evening when the small plane crashed.
The plan was reportedly flying low and slowly when it hit the ground.
Pietsch was sent to hospital and is in stable condition, according to Vander Dungen.
No other injuries were reported.
------------
One of the performers at the Wetaskiwin Air Show is in hospital after his small plane went down just after takeoff.
Kent Pietsch spent the day wowing the crowd with his aerobatic abilities in his 1942 Interstate Cadet.
But Air show president Dean Billingsley says Pietsch decided to go back up after the air show was over, when something went horribly wrong.
"I was just talking to his brother and he said that obviously he (Pietsch) crashed his airplane, but he's in stable condition - - he's fine," remarked Billingsley.
Billingsley says Pietsch is expected to make a full recovery, adding he was alone at the time.
"He was just going to do what pilots do and burn fuel."
A person living near the Wetaskiwin Airport says it appeared the engine of the small plane stopped working right after takeoff, with the plane crashing about 50 feet from the end of the runway.
http://www.inews880.com
Ron Vander Dungen, manager of the Wetaskiwin regional airport, says pilot Kent Pietsch was flying his “Jelly Belly” 1942 Interstate Cadet after the show Saturday evening when the small plane crashed.
The plan was reportedly flying low and slowly when it hit the ground.
Pietsch was sent to hospital and is in stable condition, according to Vander Dungen.
No other injuries were reported.
------------
One of the performers at the Wetaskiwin Air Show is in hospital after his small plane went down just after takeoff.
Kent Pietsch spent the day wowing the crowd with his aerobatic abilities in his 1942 Interstate Cadet.
But Air show president Dean Billingsley says Pietsch decided to go back up after the air show was over, when something went horribly wrong.
"I was just talking to his brother and he said that obviously he (Pietsch) crashed his airplane, but he's in stable condition - - he's fine," remarked Billingsley.
Billingsley says Pietsch is expected to make a full recovery, adding he was alone at the time.
"He was just going to do what pilots do and burn fuel."
A person living near the Wetaskiwin Airport says it appeared the engine of the small plane stopped working right after takeoff, with the plane crashing about 50 feet from the end of the runway.
http://www.inews880.com
A pilot is in hospital after a plane crash in Wetaskiwin Saturday.
Officials tell CTV News the crash happened around 4 p.m. Saturday at the Wetaskiwin Regional Airport during takeoff.
The lone pilot involved in the crash was taken to hospital. He is listed as in stable condition.
The aircraft involved was an interstate cadet. Witnesses say it was the “Jelly Belly” plane.
The Wetaskiwin Air Show is taking place this weekend but officials say the crash occurred after the show had wrapped up for the day.
Wetaskiwin is located about 70 kilometres south of Edmonton.
http://edmonton.ctvnews.ca
Pilot walks away from plane crash in west-end Ottawa
The plane crashed in the bush near the Carp Airport. (CBC)
The pilot of a small plane was able to walk safely away from a crash in the bush near the Carp airport in Ottawa’s rural west end late Saturday afternoon.
Police said the pilot was not seriously injured, but suffered a few scrapes and bruises. According to one witness, he was able to pull out his cellphone and start making calls.
The twin-engine Zodiac plane was found nose first in the bush in the area of March Road and Diamond View Road, according to Ottawa Fire Service officials.
They said the plane did not catch fire, but there was a small fuel leak.
The pilot was taken away in an ambulance.
The Transportation Safety Board is investigating the cause of the crash.
Police have not yet released the man's name.
http://www.ottawacitizen.com
http://ottawa.ctvnews.ca
http://www.cfra.com
http://www.cbc.ca
Ultralight crashed into trees after takeoff - DeLeon, Florida
Pilot John Charter said he had to make a quick decision when the aircraft's engine failed as he flew over a local neighborhood.
Charter had been in the air 10-15 minutes after taking off from a field near Whisperwood on the north side of DeLand.
"I was trying to make it back to the field, but then I saw the power lines and I just put it in the trees," Charter said.
Charter seemed to be in good spirits as he waited for the Federal Aviation Administration to arrive to investigate the crash.
The Volusia County Sheriff's Office was also on the scene.
Charter said he built the ultralight plane at his home in Columbus, Ohio. He has been flying ultralights for 20 years.
Story, photos and comments: http://www.beacononlinenews.com
IDENTIFICATION
Regis#: UNK Make/Model: ULTR Description: UNREGISTERED ULTRALIGHT
Date: 08/02/2012 Time: 1215
Event Type: Incident Highest Injury: None Mid Air: N Missing: N
Damage: Unknown
LOCATION
City: DE LEON SPRINGS State: FL Country: US
DESCRIPTION
AIRCRAFT CRASHED INTO TREES AFTER TAKEOFF. DE LEON SPRINGS, FL
INJURY DATA Total Fatal: 0
# Crew: 0 Fat: 0 Ser: 0 Min: 0 Unk: 1
# Pass: 0 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
OTHER DATA
Activity: Unknown Phase: Take-off Operation: OTHER
FAA FSDO: ORLANDO, FL (SO15) Entry date: 08/03/2012
Neptune Aviation gets 2nd firefighting jet, but contract protest delays use
MICHAEL GALLACHER/Missoulian
Corey Hayes with Signs Now in Missoula applies striping to the newest addition to Neptune Aviation’s retardant bomber fleet last week. Tanker 41 is the second used BAe-146 jet to join the fleet.
MISSOULA — Red lightning will hit the blue skies over Montana next week as Neptune Aviation puts its latest firefighting air tanker into service.
Maintenance crews painted the zigzags and a big “41” on the tail of Neptune’s second jet-powered BAe-146 on Thursday. Pilots will start their shake-down flights out of Missoula International Airport Monday or Tuesday, according to Neptune maintenance director Gerry Nielsen.
“It’s an operational tanker,” Nielsen said. “Tronos (Aviation) sent it in with its tank already loaded in. We’ll do one or two test flights to check things out and make sure it’s all correct. Then we wait for the Forest Service.”
That wait could be a while. Forest Service spokeswoman Pam Baltimore said on Friday the agency’s next-generation air tanker contract had been protested, resulting in a delay in authorizing new planes. That delay could take a month or two to resolve, she said. The next-generation contract affected Neptune and three other aircraft companies, which planned to bring on seven new firefighting planes at a multi-year cost of $508,842,740.
Neptune’s latest four-engine jet was built in 1989 and served in an Irish passenger air line before being converted to firefighting duty by Neptune’s partner corporation, Tronos Aviation of Prince Edward Island, Canada. It now can dump 3,000 gallons of fire retardant on forest fires.
Neptune put its first BAe jet, Tanker 40, into service in 2011 on an interim contract. The Missoula-based company won a two-plane contract from the Forest Service’s next-generation air tanker program in June. Tanker 41 should start fighting fires in early August, with the third jet arriving in early 2013.
That third plane will take the number “10” from a Lockheed P2V Neptune retired from service earlier this year after discovering a crack in one of its wings. Neptune flies seven more Korean War-era P2Vs in its tanker fleet. They have a payload of 2,700 gallons and a top speed around 200 mph.
The Forest Service wanted planes that could cruise a minimum of 345 mph and carry at least 3,000 gallons. The BAe can cruise at more than 400 mph and has contemporary flight systems.
Nielsen said a crew of four finished the logos and insignia work on Thursday.
“It’s no more technical than painting your house, except it has to stick on at high speeds,” he said. “It’s no secret rocket science.”
Read more: http://billingsgazette.com
Rockwell Sabreliner, N69WU: Jet blocked from leaving airport until fees paid: Hazleton Municipal (KHZL), Pennsylvania
Hazleton officials will not allow a luxury jet formerly owned by Drums attorney Robert J. Powell to leave the city airport until $625 in aircraft parking fees are paid. Stephen Simchak, Hazleton Municipal Airport manager, said Friday that he ordered airport workers to park fuel trucks so as to block the twin-engine Rockwell Sabreliner jet from moving. They'll stay there until the jet's owner pays five months of unpaid parking fees, Simchak said.
According to Federal Aviation Administration records, Powell purchased the jet in 2005 for $2.6 million through 40 Degrees North LLC, a corporation he formed in 2005 with former Hazleton Mayor Michael Marsicano. FAA records indicate that 40 Degrees North still owns the jet, and the corporation's address is listed as 10 Fox Run Road, Drums - the address of the Powell law firm.
In an attempt to collect the delinquent fees, Simchak said he called the firm but "they told me Powell has had nothing to do with that plane for two or three years."
Powell agreed to forfeit his interest in the aircraft as part of his plea agreement in federal court in connection with $2.8 million in illegal payments he directed to two former Luzerne County judges who placed juveniles in his detention centers. He is currently serving an 18-month prison sentence.Simchak said the jet has been parked at the Hazleton airport since October. When the plane arrived at the airport last fall, 40 Degrees North paid six months of "tie-down," or airport parking, fees in advance, he said. The airport's monthly tie-down fee is $125.
Since March, however, no one has paid for the luxury aircraft to be parked at the airport, Simchak said.
"It's been parked in that spot near the runway for months. It hasn't moved," Simchak said of the jet, which sits on the airport flight line next to a taxi lane that connects to the runway.
This week, two men from an aircraft-refurbishing company in St. Louis, Mo., arrived at the city airport with documents indicating they were hired to fly the jet from Hazleton to St. Louis, where it is scheduled to be refurbished, Simchak said.
Simchak said he told the jockey pilots that the jet could not leave the city airport until the delinquent tie-down fees are paid.
According to Simchak, the documents indicated that Mark Zappala of Pittsburgh hired the pilots and made a $35,000 deposit to have the jet refurbished.
Mark Zappala could not be reached for comment Friday night. It was unclear if he is related to Greg Zappala, a Pittsburgh-area developer behind Gladstone Partners, which proposes to build a massive cargo airport straddling the Luzerne/Schuylkill County line near Interstate 81. Powell was, and Marsicano remains, a principal in Gladstone Partners.
Simchak said he called the Pittsburgh address listed on the documents in an attempt to collect the delinquent fees before the jet left for St. Louis, but never heard from Mark Zappala.
"He's not calling me back," Simchak said.
Concerned that the city could not collect the delinquent fees if the aircraft leaves the Hazleton airport, Simchak said he consulted city engineer Dominic Yanuzzi for advice.
"We feel, once (the jet) is moved, we will never see (payment of the delinquent fees). So, let's block it in," Simchak said. "They'd be pretty dumb to start up a jet engine with a fuel truck parked that close."
Hazleton Mayor Joseph Yannuzzi said he supports Simchak's action.
"My only concern is that the tie-down fees are paid," the mayor said.
"It's only 625 bucks," Simchak said. "If you own a jet that costs $2.6 million, I think you can pay $625 in tie-down fees."
Story and photos: http://standardspeaker.com
http://registry.faa.gov/N69WU
Russian Plane Lands Safely after Pressure Loss
A Russian-made Sukhoi Superjet-100 (SSJ-100) passenger plane with 70 people aboard made a successful emergency landing in Moscow Friday after the cabin lost pressure, the Emergency Situations Ministry said.
The Ministry's Tartarstan republic regional branch said the pilot notified the control center after taking off from Tartarstan capital Kazan in central Russia the plane's cabin had depressurized. "He made the decision to descend to 3,000 meters and to continue the flight," it said.
The branch said the Aeroflot plane departed Kazan at 11:48 a.m. local time (0748 GMT) heading to Moscow and landed safely at 2:15 p.m. Moscow time (1015 GMT) at Sheremetyevo-1 airport. There were no injuries.
The short-haul SSJ-100, with seating capacities of 75 or 95, is the first commercial plane developed by Russia since the fall of the Soviet Union. It successfully made its maiden test flight last November.
However, the plane has experienced accidents and problems since.
On May 9, 2012, one of the type crashed in Indonesia during a demonstration flight, killing all 45 people aboard.
On June 18, a SSJ-100 aborted a flight from Moscow to Copenhagen due to technical problems, no one was hurt.
On July 12, a SSJ-100 experienced something similar to Friday's problems and, on the same day, another of the aircraft, en route from Nizhni Novgorod in central Russia to Moscow, had to descend to 6,000 meters due to a malfunction in the air conditioning system.
Currently, there are seven SSJ-100 planes operating with Russian airlines and one Armenian airline. Indonesia has ordered 42 SSJ-100s.
By 2020, Russia plans to build 491 of the type.
http://english.cri.cn
The Ministry's Tartarstan republic regional branch said the pilot notified the control center after taking off from Tartarstan capital Kazan in central Russia the plane's cabin had depressurized. "He made the decision to descend to 3,000 meters and to continue the flight," it said.
The branch said the Aeroflot plane departed Kazan at 11:48 a.m. local time (0748 GMT) heading to Moscow and landed safely at 2:15 p.m. Moscow time (1015 GMT) at Sheremetyevo-1 airport. There were no injuries.
The short-haul SSJ-100, with seating capacities of 75 or 95, is the first commercial plane developed by Russia since the fall of the Soviet Union. It successfully made its maiden test flight last November.
However, the plane has experienced accidents and problems since.
On May 9, 2012, one of the type crashed in Indonesia during a demonstration flight, killing all 45 people aboard.
On June 18, a SSJ-100 aborted a flight from Moscow to Copenhagen due to technical problems, no one was hurt.
On July 12, a SSJ-100 experienced something similar to Friday's problems and, on the same day, another of the aircraft, en route from Nizhni Novgorod in central Russia to Moscow, had to descend to 6,000 meters due to a malfunction in the air conditioning system.
Currently, there are seven SSJ-100 planes operating with Russian airlines and one Armenian airline. Indonesia has ordered 42 SSJ-100s.
By 2020, Russia plans to build 491 of the type.
http://english.cri.cn
Pilot tells authorities that a door accidentally opened creating panic in Copley Township, Ohio
Published: July 23, 2012
Beacon Journal staff report
COPLEY TWP: The mystery has been solved over the cans of furniture polish and fabric that fell from the sky into an Aldi’s parking lot Friday night.
Copley Police Chief Mike Mier said the department has received a call from the pilot whose name was not released. The pilot told investigators that an exterior panel door opened while he was flying in the area spilling two cans of furniture polish, fabric and other items onto the ground below.
Mier said police officers were watching the plane doing maneuvers over the township and Fairlawn Friday night when they saw items fall from the plane.
Officers recovered some of the items from the Aldi’s parking lot at 120 South Cleveland-Massillon Road. No one on the ground was hurt.
Panicked motorists and residents called 911 fearing a person had fallen from the low-flying plane.
Mier said the pilot will not be charged.
http://barberton.ohio.com
Low-flying plane creates buzz in Akron area
Beacon Journal staff report
Published: July 20, 2012
A low-flying plane buzzing along rooftops in Summit County prompted a flurry of calls to local police departments.
A plane doing stunt-like maneuvers was reported flying in the area around 7 p.m. Friday.
Copley Township Police Chief Mike Mier said his officers observed what appeared to be a stunt plane flying low and performing maneuvers along the Copley-Fairlawn border.
At one point, Mier said, something fell out of the plane — prompting numerous calls to 911 from witnesses who thought someone had jumped out of the aircraft and may have been hurt.
Mier said officers found pieces of fabric and two cans of Pledge furniture polish in the parking lot of the Aldi’s store on South Cleveland-Massillon Road that witnesses said came from the plane. No one was injured on the ground.
The chief said it appears the stuff may have fallen out of the aircraft by accident during one of its maneuvers.
A check of area airports, Mier said, turned up no clues about the plane. Airport operators told authorities that a small plane flying at lower altitudes would not always file a flight plan with local towers.
The plane also was sighted buzzing the skyline in downtown Akron.
http://www.ohio.com
Beacon Journal staff report
COPLEY TWP: The mystery has been solved over the cans of furniture polish and fabric that fell from the sky into an Aldi’s parking lot Friday night.
Copley Police Chief Mike Mier said the department has received a call from the pilot whose name was not released. The pilot told investigators that an exterior panel door opened while he was flying in the area spilling two cans of furniture polish, fabric and other items onto the ground below.
Mier said police officers were watching the plane doing maneuvers over the township and Fairlawn Friday night when they saw items fall from the plane.
Officers recovered some of the items from the Aldi’s parking lot at 120 South Cleveland-Massillon Road. No one on the ground was hurt.
Panicked motorists and residents called 911 fearing a person had fallen from the low-flying plane.
Mier said the pilot will not be charged.
http://barberton.ohio.com
Low-flying plane creates buzz in Akron area
Beacon Journal staff report
Published: July 20, 2012
A low-flying plane buzzing along rooftops in Summit County prompted a flurry of calls to local police departments.
A plane doing stunt-like maneuvers was reported flying in the area around 7 p.m. Friday.
Copley Township Police Chief Mike Mier said his officers observed what appeared to be a stunt plane flying low and performing maneuvers along the Copley-Fairlawn border.
At one point, Mier said, something fell out of the plane — prompting numerous calls to 911 from witnesses who thought someone had jumped out of the aircraft and may have been hurt.
Mier said officers found pieces of fabric and two cans of Pledge furniture polish in the parking lot of the Aldi’s store on South Cleveland-Massillon Road that witnesses said came from the plane. No one was injured on the ground.
The chief said it appears the stuff may have fallen out of the aircraft by accident during one of its maneuvers.
A check of area airports, Mier said, turned up no clues about the plane. Airport operators told authorities that a small plane flying at lower altitudes would not always file a flight plan with local towers.
The plane also was sighted buzzing the skyline in downtown Akron.
http://www.ohio.com
New Richmond Regional Airport (KRNH), Wisconsin: Lawsuit back in court
A group of homeowners near the New Richmond Regional Airport will get another day in court, thanks to a recent Supreme Court of Wisconsin ruling.
On July 17, the Supreme Court of Wisconsin upheld a previous decision by the Wisconsin Court of Appeals, which rejected St. Croix County Circuit Court Judge Howard Cameron’s 2009 decision in a property dispute matter.
The lawsuit in question was originally filed in 2007 by Robert Brenner, Steven Wickenhauser, Cristy Wickenhauser, Allan Seidling and Susan Seidling against the City of New Richmond and the New Richmond Regional Airport Commission.
In the suit, the homeowners claimed that an expansion of the airport runway, which was completed in 2007, resulted in the loss of the full and peaceful use of their properties.
The Wickenhausers had already been compensated for an aviation easement over a portion of their property, but the couple claims that airplanes flying low overhead restricted the current and future use of more of their property than was included in the initial compensation.
Brenner and the Seidlings, who have received no compensation, argued that the extended runway resulted in airplanes traveling low over their homes, causing noise, vibration and safety concerns.
The homeowners also claimed that, as a result of the runway extension, there were added dust, smell and dirt problems on their properties. They also complained about flashing runway lights that kept them awake at night.
Due to the list of problems, the plaintiffs claimed that the value of their homes and property were diminished. They asked the court to force the city and airport to fairly compensate them for the lost value and the lessened use of their properties.
But Cameron rejected the homeowners’ claims, stating the law required that a complete “taking” of the property had to occur before the individuals were eligible for compensation. He cited previous legal cases which ruled against homeowners who had suffered only a partial “taking” of their land.
The homeowners appealed the decision and the Court of Appeals, in a written decision in 2011, agreed that Cameron’s legal rationale was incorrect.
The state Supreme Court agreed, sending the case back to Circuit Court for new consideration.
In authoring the Supreme Court document, Justice David Prosser noted that property owners could be compensated for a “partial taking” by a governmental entity. He noted that the Fifth Amendment of the Constitution prohibits private land from being taken for public use if no compensation is provided.
“The creation and expansion of airports is usually deemed a public good,” Prosser wrote. “But that good frequently comes at a significant cost to neighboring landowners. This cost cannot be ignored.”
The sticking point, however, is deciding when a “taking” has actually taken place, Prosser wrote. The question is especially complicated when dealing with the airspace above a home or property.
According to previous cases dealing with the issue, “inverse condemnation” of a property only occurs if the “overflights are low enough and frequent enough to have a direct and immediate effect on the use and enjoyment of property.”
With the evidence provided to this point, Prosser said there is no way to determine if the overflights occur often enough or of low enough altitude to warrant compensation.
The standard for how low aircraft need to fly over a property before homeowners are eligible for compensation is a bit unclear, Prosser noted. In some cases it could be 1,000 feet (urban areas), but in other cases it could be 500 feet (rural areas) or less, he wrote.
In response to claims that odors and occasional dust hampered the homeowners’ use of their properties, Prosser said such facts may be annoying but might not be considered proof that a “taking” has occurred.
In sending the case back to St. Croix County Circuit Court, Prosser ordered that the judge review the case using the legal assumptions the Supreme Court has provided.
He ordered the Circuit Court to “make further factual findings” and “hold additional hearings” to determine if a “taking” has occurred in this case.
In responding to the Supreme Court decision, Brenner said the landowners were pleased that judges sided with them.
Brenner said the legal fight has gone on much longer than he first imagined it would, but he’s hopeful that the property owners will now receive fair compensation from the airport and city.
“We really would like to get this over so we can get on with our lives,” he said. “The City of New Richmond needs to do the right thing.”
http://www.newrichmond-news.com
On July 17, the Supreme Court of Wisconsin upheld a previous decision by the Wisconsin Court of Appeals, which rejected St. Croix County Circuit Court Judge Howard Cameron’s 2009 decision in a property dispute matter.
The lawsuit in question was originally filed in 2007 by Robert Brenner, Steven Wickenhauser, Cristy Wickenhauser, Allan Seidling and Susan Seidling against the City of New Richmond and the New Richmond Regional Airport Commission.
In the suit, the homeowners claimed that an expansion of the airport runway, which was completed in 2007, resulted in the loss of the full and peaceful use of their properties.
The Wickenhausers had already been compensated for an aviation easement over a portion of their property, but the couple claims that airplanes flying low overhead restricted the current and future use of more of their property than was included in the initial compensation.
Brenner and the Seidlings, who have received no compensation, argued that the extended runway resulted in airplanes traveling low over their homes, causing noise, vibration and safety concerns.
The homeowners also claimed that, as a result of the runway extension, there were added dust, smell and dirt problems on their properties. They also complained about flashing runway lights that kept them awake at night.
Due to the list of problems, the plaintiffs claimed that the value of their homes and property were diminished. They asked the court to force the city and airport to fairly compensate them for the lost value and the lessened use of their properties.
But Cameron rejected the homeowners’ claims, stating the law required that a complete “taking” of the property had to occur before the individuals were eligible for compensation. He cited previous legal cases which ruled against homeowners who had suffered only a partial “taking” of their land.
The homeowners appealed the decision and the Court of Appeals, in a written decision in 2011, agreed that Cameron’s legal rationale was incorrect.
The state Supreme Court agreed, sending the case back to Circuit Court for new consideration.
In authoring the Supreme Court document, Justice David Prosser noted that property owners could be compensated for a “partial taking” by a governmental entity. He noted that the Fifth Amendment of the Constitution prohibits private land from being taken for public use if no compensation is provided.
“The creation and expansion of airports is usually deemed a public good,” Prosser wrote. “But that good frequently comes at a significant cost to neighboring landowners. This cost cannot be ignored.”
The sticking point, however, is deciding when a “taking” has actually taken place, Prosser wrote. The question is especially complicated when dealing with the airspace above a home or property.
According to previous cases dealing with the issue, “inverse condemnation” of a property only occurs if the “overflights are low enough and frequent enough to have a direct and immediate effect on the use and enjoyment of property.”
With the evidence provided to this point, Prosser said there is no way to determine if the overflights occur often enough or of low enough altitude to warrant compensation.
The standard for how low aircraft need to fly over a property before homeowners are eligible for compensation is a bit unclear, Prosser noted. In some cases it could be 1,000 feet (urban areas), but in other cases it could be 500 feet (rural areas) or less, he wrote.
In response to claims that odors and occasional dust hampered the homeowners’ use of their properties, Prosser said such facts may be annoying but might not be considered proof that a “taking” has occurred.
In sending the case back to St. Croix County Circuit Court, Prosser ordered that the judge review the case using the legal assumptions the Supreme Court has provided.
He ordered the Circuit Court to “make further factual findings” and “hold additional hearings” to determine if a “taking” has occurred in this case.
In responding to the Supreme Court decision, Brenner said the landowners were pleased that judges sided with them.
Brenner said the legal fight has gone on much longer than he first imagined it would, but he’s hopeful that the property owners will now receive fair compensation from the airport and city.
“We really would like to get this over so we can get on with our lives,” he said. “The City of New Richmond needs to do the right thing.”
http://www.newrichmond-news.com
Workers Sprayed By Crop Duster
SHAFTER, Calif. -- At about 9 a.m. Friday, a call was received by the Kern County Fire Department regarding workers who were exposed to pesticide spray.
Crews said they were faced with a total of 3 patients. All of the patients were complaining of mild eye irritation symptoms and dizziness.
A total of 17 workers were on site at the Nikkel Iron Works in the 17000 block of Center Valley Highway and Scaroni Avenue just 3 miles north of Shafter.
The Hazardous Material Response team directed the workers affected to remove the exposed clothing and shower off. The ambulance crew treated the workers and they were released back to work operations.
The Tri Star Co. out of Wasco was operating the fixed winged Crop Duster that was spraying the almond orchard adjacent to the business exposed.
The Kern County Agricultural Department determined the Pesticide being used was Vulcan product. This product is more commonly known as (Lorsban Advanced) a lower level pesticide used to kill insects.
The Kern County Fire Department would like to remind our residents. If you are exposed to any Hazardous Materials Products. Please call 911, remain at the location, move into a fresh air area, and do not eat or drink anything.
http://www.turnto23.com
Crews said they were faced with a total of 3 patients. All of the patients were complaining of mild eye irritation symptoms and dizziness.
A total of 17 workers were on site at the Nikkel Iron Works in the 17000 block of Center Valley Highway and Scaroni Avenue just 3 miles north of Shafter.
The Hazardous Material Response team directed the workers affected to remove the exposed clothing and shower off. The ambulance crew treated the workers and they were released back to work operations.
The Tri Star Co. out of Wasco was operating the fixed winged Crop Duster that was spraying the almond orchard adjacent to the business exposed.
The Kern County Agricultural Department determined the Pesticide being used was Vulcan product. This product is more commonly known as (Lorsban Advanced) a lower level pesticide used to kill insects.
The Kern County Fire Department would like to remind our residents. If you are exposed to any Hazardous Materials Products. Please call 911, remain at the location, move into a fresh air area, and do not eat or drink anything.
http://www.turnto23.com
Delta Flight Delayed By Massive Swarm Of Bees
http://www.huffingtonpost.com
http://pittsburgh.cbslocal.com
DORMONT (KDKA) — At Pittsburgh International Airport, the buzz is all about bees on a plane.
Wednesday night, a Delta commuter flight loaded with passengers and about to take off for New York, was delayed.
“They were getting ready to fuel and they came around the corner of the plane and right there on the wing is a cluster of honeybees,” Master beekeeper Stephen Repasky of Meadow Sweet Apiaries said. “It was a shocker to a lot of people.”
Swarms of bees are actually nothing new at the airport. Last May, 25,000 to 30,000 landed on the Taxiway-C light.
“At the airport, this would be the fourth swarm that we’ve caught this year out there,” he said.
Repasky scooped them into a box for later release. The Delta bees are now safely in his Dormont backyard.
Swarms form when colonies become too large. The queen leaves with half of the bees to find a new home.
“So it could be a tree 40-feet up, it could be the wing of a jet liner,” Repasky explained.
He suspects that there’s a wild honeybee colony somewhere on airport property. They are a protected species, meaning you can’t kill them. They must be moved.
“Specifically, the airport authority have gone through great lengths to make sure that honeybees receive special attention.”
Hopefully, Hollywood is listening because it sounds like a perfect plot for a “B” movie.
http://www.huffingtonpost.com
http://pittsburgh.cbslocal.com
http://pittsburgh.cbslocal.com
DORMONT (KDKA) — At Pittsburgh International Airport, the buzz is all about bees on a plane.
Wednesday night, a Delta commuter flight loaded with passengers and about to take off for New York, was delayed.
“They were getting ready to fuel and they came around the corner of the plane and right there on the wing is a cluster of honeybees,” Master beekeeper Stephen Repasky of Meadow Sweet Apiaries said. “It was a shocker to a lot of people.”
Swarms of bees are actually nothing new at the airport. Last May, 25,000 to 30,000 landed on the Taxiway-C light.
“At the airport, this would be the fourth swarm that we’ve caught this year out there,” he said.
Repasky scooped them into a box for later release. The Delta bees are now safely in his Dormont backyard.
Swarms form when colonies become too large. The queen leaves with half of the bees to find a new home.
“So it could be a tree 40-feet up, it could be the wing of a jet liner,” Repasky explained.
He suspects that there’s a wild honeybee colony somewhere on airport property. They are a protected species, meaning you can’t kill them. They must be moved.
“Specifically, the airport authority have gone through great lengths to make sure that honeybees receive special attention.”
Hopefully, Hollywood is listening because it sounds like a perfect plot for a “B” movie.
http://www.huffingtonpost.com
http://pittsburgh.cbslocal.com
The Onion sparks ire with image of plane, building
The image, in a video on The Onion's website showcasing its stories, shows an airplane emblazoned with the company name Sears flying toward the iconic black skyscraper, which for decades was named Sears Tower and headquarters to the retail chain. A narrator intones, "Sears extremists fly a plane into Willis Tower."
The image generated more than 3,200 responses on The Onion's Facebook page by Friday evening, many denouncing the use of an image reminiscent of the Sept. 11 terrorist attacks on the World Trade Center in New York City.
In response to questions about the criticism and using such an image, The Onion marketing director Grant Jones stuck with the newspaper's tone. He wrote in an email that, "9-11 must never be the fodder for jokes. Perhaps you didn't see the news that humor died after 9-11."
Jones called the blurb "a very important story," then added: "We're surprised other major news sources are not giving it the coverage it deserves."
People in New York weren't taking the image as lightly.
"That's not funny," said Christina Lopez, 36, who was living on New York's Long Island on Sept. 11, 2001. She said she can't foresee a time when such a gag would be appropriate, adding: "It's not OK. Ever."
Bill Hylen, a Philadelphian who was visiting lower Manhattan on Friday, also didn't find the image amusing. The 45-year-old said there may be a time when a lighthearted allusion to 9/11 won't hit such a nerve in the nation, but "it's not coming up any time soon."
Read more: http://www.kswt.com
Related:
http://www.theonion.com/video/sears-extremists-fly-plane-into-willis-tower,29054/
Nigeria: Plane crashes take toll on aviation sector
The tragedy of the June 3 Dana Air crash is creating ripples in the aviation industry, writes OKECHUKWU NNODIM
The decreasing interest in air travel among passengers in Nigeria since the June 3, 2012, Dana Air crash in Lagos has risen to an alarming state, according to experts in the country’s aviation sector.
The experts say the panic generated is cutting across virtually all classes passengers from different sectors of the economy, a development that has discouraged most regular air travellers from the sectors from flying domestic airlines.
According to them, the Federal Government has not helped matters by the manner it conducted investigations into the recent crash and the ones before it.
In the opinion of the experts, if the phobia many travellers currently have against the sector persists, the sector may be heading for a collapse.
They point out that the regulatory and voluntary grounding of some domestic airlines sequel to the crash of the Dana aircraft has heighted the fear and the threat it poses to the sector.
A Lagos-based aviation consultant and the former President, National Cabin Crew Association of Nigeria, Mr. Olumide Ohunayo, says efforts to stem the panic have yielded little or no results.
He says, “Since the Dana crash, the country and populace have been drawn into an unbelievable hysteria and anti-aviation phobia. The phobia has continued to run in all facets of the country, despite the assurance and support of the international community and organisations that have been steadfast and strongly believe in our system and processes.
“The government bowed to the hysterical pressure by quickly setting up a committee that was not necessary and whose report cannot be taken seriously to go beyond the realms of its initiator.”
He adds, “Thereafter, the House of Representatives Committee on Aviation came up with their own version of investigation by quickly suspending Dana Air’s licence and directing the Director-General of the Federal Aviation Authority of Nigeria to proceed on suspension.”
He says the law makers went too far in trying to create new laws, which can be detrimental to the sector’s interest.
He says, “They went further to describe our aircraft as being too old and intend to initiate laws that will lower the minimum age to 15 years. The MD aircraft series were virtually labelled sick and old aircraft designed to kill Nigerians in spite of their safety records and statistics.”
Ohunayo argues that the MD series used by Dana was the same aircraft that gave that airline the best rating in terms of timeliness and posturing among airlines in Nigeria over the years without disappointing its clients, who also voted the airline as the best customer-friendly airline.
He says a version of that aircraft is parked on the tarmac of the Abuja Airport by the United Nations to lift Nigerian and other troops for peace keeping missions up till this moment.
He adds that Air Burkina and Air Mali use the same aircraft to lift Air France passengers going to points beyond Ouagadougou and Bamako, “yet Nigerian carriers with younger aircraft and certification have not been considered fit for code share agreements.”
The consultant observes that activities by industry activists since are not auguring well for the sector. He stresses that the government may tighten regulatory polices, but calls for policies that will build rather than kill the interest in Nigeria’s air travel.
He says, “AIB, the body saddled with the responsibility of investigating, reporting, updating and publishing incident or accident reports, but chose to make them look more like classified espionage reports, had to be pushed by industry activists to release the preliminary report of Dana aircraft accident.
“And unbelievably, in an anti-AIB speed, the agency released the report of the recent Arik Air incident at Jos Airport. Though it is a norm because it is from AIB, it is obviously a departure from the usual.”
The President, Aviation Round Table, a body of industry experts, Captain Dele Ore, during a news conference in Lagos, had said that the sector was at the verge of collapse, if nothing drastic was done to salvage the situation.
He said the recent grounding of some airlines by the Nigeria Civil Aviation Authority had directly led to the loss of jobs.
Ore explains that it is better for the authority to seek ways or remedy the situation, rather the halting the operations of these carriers and putting hundreds of employees out of job.
The aftermath of the Dana Air crash led to the regulatory and voluntary grounding of some carriers. Some of the affected airlines included Dana Air and Air Nigeria. Apart from these carriers that were recently grounded, some other domestic airlines in the country had earlier ceased to operate because of financial challenges and the harsh operating environment.
Industry experts note that while it is better not to go into details, it is sad to see that the other airlines flying have cashed in on it by increasing fares phenomenally. They say these carriers are attributing the hike in fares to increased fuel surcharge, which makes it easy to fleece passengers and government agencies.
“Fuel surcharge is usually loaded on international fares based on sector length, while on domestic fare the charge is minimal. Our carriers have reversed this rule in this season of absurdities,” Ohunayo says.
Analysts cite Air Nigeria as one airline that is going through a trying period probably as a result of wrong perception, stressing that at the beginning, it was the country’s national carrier.
According to them, the airline was funded and managed by some privileged private placement heroes and a foreign technical partner, but the foreign partner has fled, while the private partners have ceded ownership and management.
Meanwhile, the analysts insist thatno matter what, Nigerians will continue to travel, stressing that the important point is the share of the business that comes to local carriers to make business continue. They subsequently call on stakeholders to ponder on ways to get the sector back on track.
Ohunayo asks, “Is it fair for foreign carriers to keep increasing gauge, while we are left to collect tolls called Bilateral Air Service Agreement?
“Is it so bad that Nigerians now fly to Dubai on Rwanda Airlines?”
Story and comments: http://www.punchng.com
The decreasing interest in air travel among passengers in Nigeria since the June 3, 2012, Dana Air crash in Lagos has risen to an alarming state, according to experts in the country’s aviation sector.
The experts say the panic generated is cutting across virtually all classes passengers from different sectors of the economy, a development that has discouraged most regular air travellers from the sectors from flying domestic airlines.
According to them, the Federal Government has not helped matters by the manner it conducted investigations into the recent crash and the ones before it.
In the opinion of the experts, if the phobia many travellers currently have against the sector persists, the sector may be heading for a collapse.
They point out that the regulatory and voluntary grounding of some domestic airlines sequel to the crash of the Dana aircraft has heighted the fear and the threat it poses to the sector.
A Lagos-based aviation consultant and the former President, National Cabin Crew Association of Nigeria, Mr. Olumide Ohunayo, says efforts to stem the panic have yielded little or no results.
He says, “Since the Dana crash, the country and populace have been drawn into an unbelievable hysteria and anti-aviation phobia. The phobia has continued to run in all facets of the country, despite the assurance and support of the international community and organisations that have been steadfast and strongly believe in our system and processes.
“The government bowed to the hysterical pressure by quickly setting up a committee that was not necessary and whose report cannot be taken seriously to go beyond the realms of its initiator.”
He adds, “Thereafter, the House of Representatives Committee on Aviation came up with their own version of investigation by quickly suspending Dana Air’s licence and directing the Director-General of the Federal Aviation Authority of Nigeria to proceed on suspension.”
He says the law makers went too far in trying to create new laws, which can be detrimental to the sector’s interest.
He says, “They went further to describe our aircraft as being too old and intend to initiate laws that will lower the minimum age to 15 years. The MD aircraft series were virtually labelled sick and old aircraft designed to kill Nigerians in spite of their safety records and statistics.”
Ohunayo argues that the MD series used by Dana was the same aircraft that gave that airline the best rating in terms of timeliness and posturing among airlines in Nigeria over the years without disappointing its clients, who also voted the airline as the best customer-friendly airline.
He says a version of that aircraft is parked on the tarmac of the Abuja Airport by the United Nations to lift Nigerian and other troops for peace keeping missions up till this moment.
He adds that Air Burkina and Air Mali use the same aircraft to lift Air France passengers going to points beyond Ouagadougou and Bamako, “yet Nigerian carriers with younger aircraft and certification have not been considered fit for code share agreements.”
The consultant observes that activities by industry activists since are not auguring well for the sector. He stresses that the government may tighten regulatory polices, but calls for policies that will build rather than kill the interest in Nigeria’s air travel.
He says, “AIB, the body saddled with the responsibility of investigating, reporting, updating and publishing incident or accident reports, but chose to make them look more like classified espionage reports, had to be pushed by industry activists to release the preliminary report of Dana aircraft accident.
“And unbelievably, in an anti-AIB speed, the agency released the report of the recent Arik Air incident at Jos Airport. Though it is a norm because it is from AIB, it is obviously a departure from the usual.”
The President, Aviation Round Table, a body of industry experts, Captain Dele Ore, during a news conference in Lagos, had said that the sector was at the verge of collapse, if nothing drastic was done to salvage the situation.
He said the recent grounding of some airlines by the Nigeria Civil Aviation Authority had directly led to the loss of jobs.
Ore explains that it is better for the authority to seek ways or remedy the situation, rather the halting the operations of these carriers and putting hundreds of employees out of job.
The aftermath of the Dana Air crash led to the regulatory and voluntary grounding of some carriers. Some of the affected airlines included Dana Air and Air Nigeria. Apart from these carriers that were recently grounded, some other domestic airlines in the country had earlier ceased to operate because of financial challenges and the harsh operating environment.
Industry experts note that while it is better not to go into details, it is sad to see that the other airlines flying have cashed in on it by increasing fares phenomenally. They say these carriers are attributing the hike in fares to increased fuel surcharge, which makes it easy to fleece passengers and government agencies.
“Fuel surcharge is usually loaded on international fares based on sector length, while on domestic fare the charge is minimal. Our carriers have reversed this rule in this season of absurdities,” Ohunayo says.
Analysts cite Air Nigeria as one airline that is going through a trying period probably as a result of wrong perception, stressing that at the beginning, it was the country’s national carrier.
According to them, the airline was funded and managed by some privileged private placement heroes and a foreign technical partner, but the foreign partner has fled, while the private partners have ceded ownership and management.
Meanwhile, the analysts insist thatno matter what, Nigerians will continue to travel, stressing that the important point is the share of the business that comes to local carriers to make business continue. They subsequently call on stakeholders to ponder on ways to get the sector back on track.
Ohunayo asks, “Is it fair for foreign carriers to keep increasing gauge, while we are left to collect tolls called Bilateral Air Service Agreement?
“Is it so bad that Nigerians now fly to Dubai on Rwanda Airlines?”
Story and comments: http://www.punchng.com
PZL-Bielsko SZD-9bis Bocian 1E, Angus Gliding Club, G-DCND: Pilot, 59, dies after glider crashes into field - Kirriemuir, Angus, Scotland
Pilot killed when his glider crashed into field outside Kirriemuir.
A man has died after his glider crashed in a field, police said.
Emergency services were called to the scene near Kirriemuir, Angus, at around 12.45pm on Saturday.
Tayside Police said the 59-year-old man was the only person in the aircraft and no-one else was injured. The force said inquiries are ongoing.
Tayside Fire and Rescue officers said they were called to Drumshade Farm near Kirriemuir following a report that a glider may have come down but their services were not needed. The man's identity has not yet been released.
http://news.stv.tv
AirAsia Airbus A320: Man jumps out of moving plane
The passenger who jumped out of a taxiing plane being taken to Miri Hospital for treatment.
Pic by Abdul Rahman Adam
MIRI: AN AirAsia flight bound for Kuala Lumpur was delayed for five hours after a passenger jumped out of the aircraft while it was taxiing at the Miri Airport.
In the 7.30pm incident on Friday, the 24-year-old passenger was said to have earlier caused a commotion when he was asked by the flight crew to take his seat while the aircraft was taxiing.
A passenger, who wished to be known as Ragavan, 27, said the man suddenly stood up and headed straight to the emergency exit of the Airbus A320 aircraft.
"The flight crew were caught by surprise when he did that.
"They tried to persuade the man to sit down, but he just walked off the plane," said Ragavan.
The man who jumped out of the aircraft was injured as a result of the fall.
The man had earlier been with his girlfriend.
His motive was unclear.
He was admitted to Miri Hospital for treatment to his injuries.
Miri Police Chief Assistant Commissioner Mun Kock Keong confirmed the incident, adding that the man was in a stable condition and they were investigating the cause of the incident.
Man jumped out of the plane was critically injured and was sent to the hospital.
–Photo by See Hua Daily News
KUALA LUMPUR: A man jumped off a moving plane in Malaysia causing a delay in flight operations en route to Kuala Lumpur’s Low Cost Carrier Airport on Friday evening.
According to reports, the man became agitated during the taxi of the AirAsia flight and decided to exit the plane while it was moving in Malaysia’s northern Sarawak state.
A witness told local media that as the plane was about to take off, the man suddenly opened the emergency doors and jumped out.
“The raft automatically opened. Other passengers started screaming. The plane was brought to a halt,” a passenger, Siva Nathiran. was quoted as saying.
AirAsia’s regional head of flight operations captain Fareh Ishraf Mazputra said the aircraft had just started taxiing when a passenger ran and opened the door.
“There were no injuries and the passenger was arrested,” he said.
The man was then taken to Miri hospital.
Sources said the man, believed to be aged 24, did not suffer any injuries as a result of the fall.
He will be arrested by police after receiving treatment.
http://www.bikyamasr.com
MIRI: A man jumped out the emergency door of an AirAsia plane here while it was taxiing prior to take off around 7.30pm last night.
The 24-year-old’s antics caused several flights at Miri Airport to be delayed until midnight.
He is believed to be an off-duty crew member of the airline identified only as Chong.
The man boarded the flight headed for Kuala Lumpur together with his girlfriend.
It is unclear what transpired once onboard to provoke his actions.
On-duty flight attendants reportedly said they were powerless to stop him from opening the emergency exit and jumping out once the plane had started to move on the runway.
It is believed that Chong could face legal action.
http://www.theborneopost.com
Attorney: Airport seizure improper - Pot pilot suspect: You didn’t nab me fair and square . . .Fitchburg Municipal (KFIT), Massachusetts
This state police photo shows the airplane which was operated by Hoang Nguyen.
This state police pictures allegedly shows the three bags carrying 74 pounds of marijuana which were found inside the airplane.
WORCESTER -- The attorney for a California man charged with flying 74 pounds of marijuana into Fitchburg Municipal Airport last fall has filed a motion to suppress evidence seized, as well as statements his client made.
Ashburnham-based lawyer Leonard Staples, who filed the motion June 25, says police lacked probable cause to issue a warrant to search the rented plane his client flew into Fitchburg, and that it was issued after his client landed and had been detained.
Hoang H. Nguyen, 31, of Garden Grove, Calif., formerly of Hillsborough, Ore., was charged with trafficking in 50 to 100 pounds of marijuana following his Sept. 27 arrest. He is currently awaiting trial in Worcester Superior Court.
Nguyen flew the small plane from Santa Monica, Calif. to Grundy, Ill., where he paid cash for fuel and slept in the plane overnight with two large suitcases, an airport manager there told Homeland Security.
According to Staples, Homeland Security had been tracking the plane since it flew over Arizona on its way to Illinois.
Staples said his client's behavior was "innocuous" and that these factors alone were not consistent with someone smuggling drugs.
"That's basically the only information they had at the point my client flew into Fitchburg," he said.
When Nguyen landed in Fitchburg, he was greeted by state police, their K-9 unit and federal agents. While he was detained and questioned, Staples said, a K-9 sniff of the exterior of the plane indicated there may be drugs in the passenger area. That's when police obtained the search warrant, he said, and found the marijuana and $77,000 cash.
If the initial seizure was improper, Staples said, "then everything else gets thrown out."
According to Staples, case law in Massachusetts requires police affidavits to detail the track record of a K-9 used in such a search and seizure, to indicate the number of false positives versus correct identifications the dog has made. The affidavit in Nguyen's case, he said, does not include this information.
"He seems like a decent young man who probably got into somthing way over his head," Staples said of Nguyen. "He's a college graduate, with no prior record, a commercial pilot -- he's got a lot going for him -- and he will probably lose a lot of that no matter what happens as a result of the case."
According to Worcester District Attorney Joseph D. Early Jr. spokesman Timothy Connolly, prosecutors have not yet filed a written opposition to the motion, but they intend to do so.
Nguyen is due back at Worcester Superior Court for a hearing on the motion on Sept. 27.
Read more: http://www.sentinelandenterprise.com
Pot pilot suspect: You didn’t nab me fair and square . . .
WORCESTER - A California man charged with piloting a plane carrying 74 pounds of marijuana from Santa Monica to Fitchburg last year is seeking suppression of evidence in the case against him.
Hoang H. Nguyen, 31, of Garden Grove, Calif., was arrested Sept. 27 by state troopers and federal agents after the rented single-engine plane he was flying landed at the Fitchburg airport. Authorities said they obtained a search warrant and discovered three duffel bags filled with marijuana and $77,000 in cash on board the aircraft.
Mr. Nguyen, who is free after posting $5,000 cash bail, is awaiting trial in Worcester Superior Court on a charge of trafficking in 50 to 100 pounds of marijuana.
His lawyer, Leonard J. Staples, filed a motion June 25 seeking the suppression of the drug evidence and statements attributed to his client by investigators. A hearing on the motion is scheduled for Sept. 27.
Documents on file in Fitchburg District Court, where Mr. Nguyen was initially charged, indicate the licensed commercial pilot left Santa Monica, Calif., Sept. 26 and stopped at an airport in Grundy, Ill., for a rest. An airport manager there contacted officials at the Homeland Security Air Marine Operations Center after seeing Mr. Nguyen pay cash for fuel and then sleep in his plane with two large suitcases, according to court records.
A Homeland Security Interdiction Plane followed Mr. Nguyen’s aircraft to Fitchburg, the records show. According to Mr. Staples’ motion to suppress, Homeland Security had been tracking the plane since it flew over Arizona the previous day.
The motion alleges that there was no lawful basis for law enforcement authorities to detain and question Mr. Nguyen upon his arrival at the Fitchburg airport. It further alleges that a “K-9 sniff” of the airplane that resulted in a positive indication for marijuana occurred while Mr. Nguyen was being improperly detained.
Mr. Staples additionally argued in his motion that the affidavit submitted by police in support of their application for a search warrant lacked any details concerning the certification credentials of the police dog or its handler and contained no information about the dog’s track record of “successful hits versus false positives.”
“The defendant’s statements and the K-9 indication, when excised from the search warrant affidavit, reveal the lack of probable cause for the issuance of the warrant. All evidence obtained pursuant to the authority of the warrant must therefore be suppressed,” Mr. Staples wrote.
Prosecutors have yet to file their written opposition to the motion with the court.
http://www.telegram.com
Subscribe to:
Posts (Atom)
