MOUNT PLEASANT, S.C. -- Donna Pratt wasn't sure what to think when officials at the Patriots Point Naval and Maritime Museum told her a refurbished H-3 helicopter on the deck of the aircraft carrier USS Yorktown would be dedicated in part to the memory of her husband.
Pratt was 24 when her husband went down with two other crewmen aboard an H-3 that was the only chopper lost from the carrier during Vietnam. She worried the dedication would reopen old wounds from the war.
"But it didn't turn out that way. It turned out to be a joyous memorial," she said.
Pratt, of San Tan Valley, Ariz., and her daughter, Eileen Pratt Owen, were among 100 people who gathered on the flight deck of the carrier Friday to dedicate the helicopter.
The H-3 was a Navy workhorse during Vietnam and also helped recover astronauts at sea during the early days of the space program.
The Yorktown chopper was dedicated to Pratt, an aviation anti-submarine warfare technician 1st class, and to pilots Lt. Thomas Vincent and Lt. Charles Moran, who were aboard an H-3 heading off on a night combat mission on Feb. 25, 1965. The chopper developed electrical problems and crashed at sea.
Their names are painted on one side of the fuselage, while on the other side are the names of two aviators who are still living, Dr. Art Schmitt and James Dorsey. Schmitt flew sorties from the Yorktown and trained astronauts to fly fixed-wing aircraft. Dorsey was a member of the H-3 crew that recovered Apollo 8.
Donna Pratt said what the dedication really means came into focus during the brief ceremony.
"Now he has a legacy. Schoolchildren will hear about them, and they will know what they did," she said. "We were believers back then. He believed everything about this country that was noble and honorable and he believed he was doing a very important job that he loved."
Pratt's daughter, 7 months old when her father died, grew up hearing about him.
"I heard that he was a loving husband and a loving father and a hard worker," she said. "Recently I got to meet some of his crewmen and I learned a different aspect of him. He was a leader. He was older and they looked up to him at 27."
Such dedications, she added, "honors that era and gives them the recognition that maybe they didn't get immediately after Vietnam."
Friday's dedication was the first by a new aircraft naming committee at Patriots Point. The committee receives nominations from veterans and aircraft associations for people whose names should be placed on aircraft at the museum.
Those honored must have flown the type of aircraft on display, and preference is now given to those who flew in combat and flew off the Yorktown.
http://www.lakewyliepilot.com
October 12, 2012
Aviation High School's exterior curves like an airplane fuselage
The Raisbeck Aviation High School building under construction near the Museum of Flight Airpark in Seattle is taking shape - an unusual shape.
SEATTLE — The Raisbeck Aviation High School building under construction near the Museum of Flight Airpark in Seattle is taking shape - an unusual shape.
The building has an exterior skin of composite material shaped to resemble an airplane fuselage.
The Seattle Daily Journal of Commerce reports the three-story building is scheduled to open for the 2013-14 school year. Aviation High is part of the Highline School District but open to students across the area.
http://www.djc.com
http://seattletimes.com
SEATTLE — The Raisbeck Aviation High School building under construction near the Museum of Flight Airpark in Seattle is taking shape - an unusual shape.
The building has an exterior skin of composite material shaped to resemble an airplane fuselage.
The Seattle Daily Journal of Commerce reports the three-story building is scheduled to open for the 2013-14 school year. Aviation High is part of the Highline School District but open to students across the area.
http://www.djc.com
http://seattletimes.com
Shuttle Endeavour Arrives at First Stop in Westchester
LOS
ANGELES (KTLA) -- The space shuttle Endeavour is on the streets of Los
Angeles, en route to its final home at the California Science Center in
Exposition Park.
The massive spacecraft left the grounds of LAX at 2 a.m., rolling along at just 2 mph on the first leg of its 2-day, 12-mile trip.
It took up two of the four lanes as it traveled down Northside Parkway. A handful of vehicles led the procession, including a truck with an American flag fluttering behind it.
About 100 people gathered at Weschester Parkway and McConnell Avenue. Many had waited hours in the dark to get a glimpse of Endeavour.
The shuttle is being moved by four computer-controlled transporters that will help it negotiate complex turns and avoid streetside obstacles.
At points along the way, the 170,000-pound, 122-foot shuttle will be inches away from buildings and will protrude onto driveways and sidewalks.
Because of the shuttle's enormous weight, thousands of heavy steel plates have been laid down to protect city streets.
Endeavour made its first stop shortly before 6 a.m. Friday at Sepulveda and La Tijera in the Westchester, where it was greeted by crowds of admirers.
It will be there until about 1 p.m. while crews widen the computerized transporters carrying Endeavour so they can travel over medians on Manchester Boulevard.
People are welcome to go see the shuttle in Westchester, but it's not an official viewing site, so no special parking is being provided.
La Tijera Boulevard is expected to be closed between Sepulveda and Manchester until at least 5 p.m.
The shuttle will continue east on Manchester, passing into Inglewood at Glasgow Avenue, where it will gain stop for several hours for more power line work.
There, crews will also move the orbiter onto the dolly system that will tow it over the 405 Freeway beginning about 10 p.m. Friday.
Manchester will be closed from Sepulveda Boulevard to Aviation Boulevard from noon until 5 p.m. Friday.
Additionally, the La Cienega and Manchester off-ramps from the south 405 will be closed from 10 a.m. Friday until 4 a.m. Saturday.
City officials warn that the public should anticipate traffic delays on the route and in surrounding areas throughout Endeavour's trip.
Instead of trying to catch the shuttle on the streets, people are being encouraged to go to one several dedicated public viewing areas.
The City of Inglewood is having an event on Saturday from about 8 a.m. to 10 a.m., and Endeavour will be on display for half an hour, in front of the Forum.
There will be free parking at the Hollywood Park Race Track. There is no overnight staying ahead of the event. Parking lots will open at 4 a.m. Saturday.
At around 2 p.m. Saturday, Endeavour will stop for about a half an hour for an event at the intersection of Crenshaw Blvd. and Martin Luther King Jr. Blvd.
There is a dedicated area for the public to stand and view the stage, north on Crenshaw Blvd. from MLK. Space is limited, so you're encouraged to get there early.
Endeavour will reach its final destination at the California Science Center at around 8:30 p.m. on Saturday.
Four large parking lots between Bill Robertson Lane and Vermont Ave., north of MLK, have been designated for public viewing.
Mass transit is recommended and available via the Expo Rail and bus line running along Exposition Blvd.
Interest in the shuttle has heightened since last month's flyover over Southern California atop a modified 747.
Since then, Endeavour has been in a United Airlines hangar at LAX, undergoing preparations for its trek across the city.
Crews have also been readying the route, including cutting down some 400 trees to make way for the shuttle, which did not sit well with many residents.
Officials have promised to replant twice as many trees as were removed -- and, in some cases, four times as many.
Workers will also have to raise overhead utility wires and temporarily take down hundreds of utility poles, street lights and traffic signals.
Southern California Edison says that about 400 customers will lose power temporarily as Endeavour rolls by.
The outages are expected to happen in the middle of the night or early morning, and won't last longer than four hours, Edison said.
The shuttle will be on display at the California Science Center starting on October 30.
Endeavour replaced Challenger, which exploded in 1986, killing seven astronauts.
Its name was chosen by schoolchildren after a ship built to cross the South Pacific in the 1700s.
Endeavour went on to fly 25 missions, including 12 to help construct and outfit the space station, and logged nearly 123 million miles in flight during 4,671 orbits.
Story and video: http://www.ktla.com/news/landing/ktla-shuttle-endeavour-preps,0,131577.story
The massive spacecraft left the grounds of LAX at 2 a.m., rolling along at just 2 mph on the first leg of its 2-day, 12-mile trip.
It took up two of the four lanes as it traveled down Northside Parkway. A handful of vehicles led the procession, including a truck with an American flag fluttering behind it.
About 100 people gathered at Weschester Parkway and McConnell Avenue. Many had waited hours in the dark to get a glimpse of Endeavour.
The shuttle is being moved by four computer-controlled transporters that will help it negotiate complex turns and avoid streetside obstacles.
At points along the way, the 170,000-pound, 122-foot shuttle will be inches away from buildings and will protrude onto driveways and sidewalks.
Because of the shuttle's enormous weight, thousands of heavy steel plates have been laid down to protect city streets.
Endeavour made its first stop shortly before 6 a.m. Friday at Sepulveda and La Tijera in the Westchester, where it was greeted by crowds of admirers.
It will be there until about 1 p.m. while crews widen the computerized transporters carrying Endeavour so they can travel over medians on Manchester Boulevard.
People are welcome to go see the shuttle in Westchester, but it's not an official viewing site, so no special parking is being provided.
La Tijera Boulevard is expected to be closed between Sepulveda and Manchester until at least 5 p.m.
The shuttle will continue east on Manchester, passing into Inglewood at Glasgow Avenue, where it will gain stop for several hours for more power line work.
There, crews will also move the orbiter onto the dolly system that will tow it over the 405 Freeway beginning about 10 p.m. Friday.
Manchester will be closed from Sepulveda Boulevard to Aviation Boulevard from noon until 5 p.m. Friday.
Additionally, the La Cienega and Manchester off-ramps from the south 405 will be closed from 10 a.m. Friday until 4 a.m. Saturday.
City officials warn that the public should anticipate traffic delays on the route and in surrounding areas throughout Endeavour's trip.
Instead of trying to catch the shuttle on the streets, people are being encouraged to go to one several dedicated public viewing areas.
The City of Inglewood is having an event on Saturday from about 8 a.m. to 10 a.m., and Endeavour will be on display for half an hour, in front of the Forum.
There will be free parking at the Hollywood Park Race Track. There is no overnight staying ahead of the event. Parking lots will open at 4 a.m. Saturday.
At around 2 p.m. Saturday, Endeavour will stop for about a half an hour for an event at the intersection of Crenshaw Blvd. and Martin Luther King Jr. Blvd.
There is a dedicated area for the public to stand and view the stage, north on Crenshaw Blvd. from MLK. Space is limited, so you're encouraged to get there early.
Endeavour will reach its final destination at the California Science Center at around 8:30 p.m. on Saturday.
Four large parking lots between Bill Robertson Lane and Vermont Ave., north of MLK, have been designated for public viewing.
Mass transit is recommended and available via the Expo Rail and bus line running along Exposition Blvd.
Interest in the shuttle has heightened since last month's flyover over Southern California atop a modified 747.
Since then, Endeavour has been in a United Airlines hangar at LAX, undergoing preparations for its trek across the city.
Crews have also been readying the route, including cutting down some 400 trees to make way for the shuttle, which did not sit well with many residents.
Officials have promised to replant twice as many trees as were removed -- and, in some cases, four times as many.
Workers will also have to raise overhead utility wires and temporarily take down hundreds of utility poles, street lights and traffic signals.
Southern California Edison says that about 400 customers will lose power temporarily as Endeavour rolls by.
The outages are expected to happen in the middle of the night or early morning, and won't last longer than four hours, Edison said.
The shuttle will be on display at the California Science Center starting on October 30.
Endeavour replaced Challenger, which exploded in 1986, killing seven astronauts.
Its name was chosen by schoolchildren after a ship built to cross the South Pacific in the 1700s.
Endeavour went on to fly 25 missions, including 12 to help construct and outfit the space station, and logged nearly 123 million miles in flight during 4,671 orbits.
Story and video: http://www.ktla.com/news/landing/ktla-shuttle-endeavour-preps,0,131577.story
Whooping Cranes Follow Plane to Florida
GREEN LAKE, Wisconsin - A group of young whooping cranes being led by
small planes has started their long trek from Wisconsin to Florida.
The six cranes are the 12th group to take part in a project led by the Whooping Crane Eastern Partnership. It's an international coalition of public and private groups reintroducing the species in eastern North America.
One of the partners is Operation Migration, which is using two ultralight planes to lead the cranes.
The cranes left September 28 from the White River Marsh State Wildlife Area in Green Lake County. They were in Winnebago County in Illinois this week, where they were waiting out high winds before moving on.
The leader of the ultralight team, Joe Duff, says he hopes to arrive in St. Marks National Wildlife Refuge by Christmas.
Source: http://www2.wkrg.com
The six cranes are the 12th group to take part in a project led by the Whooping Crane Eastern Partnership. It's an international coalition of public and private groups reintroducing the species in eastern North America.
One of the partners is Operation Migration, which is using two ultralight planes to lead the cranes.
The cranes left September 28 from the White River Marsh State Wildlife Area in Green Lake County. They were in Winnebago County in Illinois this week, where they were waiting out high winds before moving on.
The leader of the ultralight team, Joe Duff, says he hopes to arrive in St. Marks National Wildlife Refuge by Christmas.
Source: http://www2.wkrg.com
Phenom 100 off runway in Brazil
Returning from Argentina Phenom 100 PR-PNM sn 144 while landing at
Salgado Filho Airport, Brazil - in rain and 70 mph winds - went off the
runway Oct 10 2012. Damage is unknown, but no injuries to the five
persons on board.
http://www.zulupa.com.br/noticias/variedades/2012/10/6828/aviao-de-pequeno-porte-sai-da-pista-no-aeroporto
http://g1.globo.com/rs/rio-grande-do-sul/noticia/2012/10/aeroporto-salgado-filho-e-reaberto-apos-aviao-sair-da-pista-no-rs.html
http://i845.photobucket.com/albums/ab20/bizjets101/PR-PNMPhenom1003.jpg
http://www.airfln.com.br/detalhe.php?id_foto=5478
http://www.ourairports.com/airports/SBPA/
(Thanks Rob!)
http://www.zulupa.com.br/noticias/variedades/2012/10/6828/aviao-de-pequeno-porte-sai-da-pista-no-aeroporto
http://g1.globo.com/rs/rio-grande-do-sul/noticia/2012/10/aeroporto-salgado-filho-e-reaberto-apos-aviao-sair-da-pista-no-rs.html
http://i845.photobucket.com/albums/ab20/bizjets101/PR-PNMPhenom1003.jpg
http://www.airfln.com.br/detalhe.php?id_foto=5478
http://www.ourairports.com/airports/SBPA/
(Thanks Rob!)
Gulfstream GVI (G650), N652GD crash: The right approach — Accident occurred April 02, 2011 in Roswell, New Mexico
Opinion/Editorial
SavannahNow/Savannah Morning News
Gulfstream crash: The right approach
Posted: October 12, 2012 - 12:02am
FEDERAL SAFETY officials scolded Gulfstream’s management this week for actions they say contributed to last year’s crash of a new business jet that killed four company employees.
American businesses have a responsibility to protect their workers from harm. That’s a major challenge in some endeavors, such as testing expensive new aircraft in a highly competitive industry.
But it’s important to know what the limits are and to respect them, as opposed to pushing them too far. That’s when people can get hurt.
In the case of the fatal Gulfstream accident on April 2, 2011, experts with the National Transportation Safety Board said Wednesday that Gulfstream officials failed to properly evaluate warning signs from previous test flights of the company’s ultra-high-speed G650 business jet.
That’s the new $64 million aircraft, manufactured in Savannah, that received certification from the Federal Aviation Administration in September last year. The company said it expects to deliver its first G650s to customers later this year.
Deborah Hersman, NTSB chairwoman, chided Gulfstream’s management for decisions it made during the flight testing process and prior to the crash of the G650 during takeoff trials in New Mexico.
Killed in the accident were all four Gulfstream employees on board: experimental test pilots Kent Crenshaw and Vivan Ragusa and technical specialists David McCollum and Reece Ollenburg.
“Two prior close calls should have prompted a yellow flag, but instead of slowing down to analyze what had happened, the program continued full speed ahead,” Ms. Hersman said in her opening comments.
“In this investigation, we saw an aggressive flight test schedule and pressure to get the aircraft certified,” she said. “Assumptions and errors were made, but they were neither reviewed nor evaluated when review data was collected.”
That’s troubling. While mistakes happen and people make incorrect assumptions when pushing new aircraft to the limit, it’s important to look back and not rush things too quickly, especially when lives are on the line.
To its credit, Gulstream has taken full responsibility for the accident. Even better, according to Ms. Hersman, the company recognized that many changes needed to be made in its testing process. It has started to implement them, including the appointment of an aviation safety official who reports directly to the firm’s president.
“Safety is Gulfstream’s first priority,” the company said in a prepared statement Wednesday. “Since this accident, we have redoubled our efforts to strengthen the safety culture in flight test and throughout the rest of the company. We are committed to continuous safety improvement.”
That’s not just good business. It’s responsible management from one of this area’s largest, most valued and community-minded employers.
Improving safety is easier said than done in this line of work. Testing new aircraft involves pushing the envelope. It’s inherently risky. The test pilot’s job is to find the limits of an aircraft’s performance. At the same time, it’s the company’s job not to push their test pilots too hard in the competitive desire to bring a new product to market against fierce rivals.
Ms. Hersman is correct. She said no one can change what happened in New Mexico last year. “But we owe it to the four flight test professionals who lost their lives to make sure we learn from it,” she added.
Exactly. The NTSB is taking the right approach here, and so is Gulfstream, The entire aircraft industry should pay attention and become better educated.
Source: http://savannahnow.com
NTSB Identification: DCA11MA076
14 CFR Part 91: General Aviation
Accident occurred Saturday, April 02, 2011 in Roswell, NM
Aircraft: GULFSTREAM GVI, registration: N652GD
Injuries: 4 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators traveled in support of this investigation and used data obtained from various sources to prepare this aircraft accident report.
On April 2, 2011, about 0934 mountain daylight time, a Gulfstream GVI (G650) airplane, N652GD, was substantially damaged after impact with terrain during takeoff at Roswell International Air Center Airport (ROW), Roswell, New Mexico. Visual meteorological conditions prevailed and a company flight plan was filed for the 14 Code of Federal Regulations Part 91 flight. The two flight crewmembers and the two technical crewmembers were fatally injured. The flight had originated from ROW about 0700 for a local area flight.
The airplane was operating under a Federal Aviation Administration (FAA) Experimental Certificate of Airworthiness and was performing a take off with a simulated engine failure to determine take-off distance requirements at minimum flap setting.
Wingtip scrape marks beginning on the runway approximately 5,300 feet from the end of the runway lead toward the final resting spot about 3,800 feet from the first marks on the runway. Witnesses close to the scene saw the airplane sliding on the ground with sparks and smoke coming from the bottom of the wing, and described the airplane being fully involved in fire while still moving across the ground. The airplane struck several obstructions and came to rest upright about 200 feet from the base of the airport control tower. Several airport rescue and fire fighting (ARFF) units responded quickly and fought the fire.
SavannahNow/Savannah Morning News
Gulfstream crash: The right approach
Posted: October 12, 2012 - 12:02am
FEDERAL SAFETY officials scolded Gulfstream’s management this week for actions they say contributed to last year’s crash of a new business jet that killed four company employees.
American businesses have a responsibility to protect their workers from harm. That’s a major challenge in some endeavors, such as testing expensive new aircraft in a highly competitive industry.
But it’s important to know what the limits are and to respect them, as opposed to pushing them too far. That’s when people can get hurt.
In the case of the fatal Gulfstream accident on April 2, 2011, experts with the National Transportation Safety Board said Wednesday that Gulfstream officials failed to properly evaluate warning signs from previous test flights of the company’s ultra-high-speed G650 business jet.
That’s the new $64 million aircraft, manufactured in Savannah, that received certification from the Federal Aviation Administration in September last year. The company said it expects to deliver its first G650s to customers later this year.
Deborah Hersman, NTSB chairwoman, chided Gulfstream’s management for decisions it made during the flight testing process and prior to the crash of the G650 during takeoff trials in New Mexico.
Killed in the accident were all four Gulfstream employees on board: experimental test pilots Kent Crenshaw and Vivan Ragusa and technical specialists David McCollum and Reece Ollenburg.
“Two prior close calls should have prompted a yellow flag, but instead of slowing down to analyze what had happened, the program continued full speed ahead,” Ms. Hersman said in her opening comments.
“In this investigation, we saw an aggressive flight test schedule and pressure to get the aircraft certified,” she said. “Assumptions and errors were made, but they were neither reviewed nor evaluated when review data was collected.”
That’s troubling. While mistakes happen and people make incorrect assumptions when pushing new aircraft to the limit, it’s important to look back and not rush things too quickly, especially when lives are on the line.
To its credit, Gulstream has taken full responsibility for the accident. Even better, according to Ms. Hersman, the company recognized that many changes needed to be made in its testing process. It has started to implement them, including the appointment of an aviation safety official who reports directly to the firm’s president.
“Safety is Gulfstream’s first priority,” the company said in a prepared statement Wednesday. “Since this accident, we have redoubled our efforts to strengthen the safety culture in flight test and throughout the rest of the company. We are committed to continuous safety improvement.”
That’s not just good business. It’s responsible management from one of this area’s largest, most valued and community-minded employers.
Improving safety is easier said than done in this line of work. Testing new aircraft involves pushing the envelope. It’s inherently risky. The test pilot’s job is to find the limits of an aircraft’s performance. At the same time, it’s the company’s job not to push their test pilots too hard in the competitive desire to bring a new product to market against fierce rivals.
Ms. Hersman is correct. She said no one can change what happened in New Mexico last year. “But we owe it to the four flight test professionals who lost their lives to make sure we learn from it,” she added.
Exactly. The NTSB is taking the right approach here, and so is Gulfstream, The entire aircraft industry should pay attention and become better educated.
Source: http://savannahnow.com
NTSB Identification: DCA11MA076
14 CFR Part 91: General Aviation
Accident occurred Saturday, April 02, 2011 in Roswell, NM
Aircraft: GULFSTREAM GVI, registration: N652GD
Injuries: 4 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators traveled in support of this investigation and used data obtained from various sources to prepare this aircraft accident report.
On April 2, 2011, about 0934 mountain daylight time, a Gulfstream GVI (G650) airplane, N652GD, was substantially damaged after impact with terrain during takeoff at Roswell International Air Center Airport (ROW), Roswell, New Mexico. Visual meteorological conditions prevailed and a company flight plan was filed for the 14 Code of Federal Regulations Part 91 flight. The two flight crewmembers and the two technical crewmembers were fatally injured. The flight had originated from ROW about 0700 for a local area flight.
The airplane was operating under a Federal Aviation Administration (FAA) Experimental Certificate of Airworthiness and was performing a take off with a simulated engine failure to determine take-off distance requirements at minimum flap setting.
Wingtip scrape marks beginning on the runway approximately 5,300 feet from the end of the runway lead toward the final resting spot about 3,800 feet from the first marks on the runway. Witnesses close to the scene saw the airplane sliding on the ground with sparks and smoke coming from the bottom of the wing, and described the airplane being fully involved in fire while still moving across the ground. The airplane struck several obstructions and came to rest upright about 200 feet from the base of the airport control tower. Several airport rescue and fire fighting (ARFF) units responded quickly and fought the fire.
Corvette-Size Electric Motor Seen Changing How Jets Taxi
Bloomberg News
By Thomas Black on October 12, 2012
As fuel prices continue to soar, airlines are studying new technology that may save more than $200,000 per jet every year. The breakthrough only sounds mundane: It’s all about how planes taxi.
Travelers are familiar with the sight of low-slung airport tugs pushing aircraft away from the gate so the main jet engines can crank up safely. Thrust from the kerosene-slurping turbofans then powers planes into position for takeoff.
Now, equipment makers such as Honeywell International Inc. (HON) are devising electric motors that weigh about as much as V-8s in Chevrolet Corvettes yet pack enough torque to move 180,000-pound (81,650-kilogram) jets, letting pilots taxi without relying on main engines or diesel tractors.
“You could have tug-less airports,” said Ian Davies, chief of engineering and maintenance for EasyJet Plc (EZJ), Britain’s largest discount airline. “It might fundamentally change how we operate in airports.”
Taxiing on electric power is an example of how technology, in this case motors so small they fit in the hub of a jet’s nose wheel, can revolutionize something as routine as an airliner’s journey between the terminal and the runway.
“It’s a simple concept, but it’s complex to integrate into an aircraft,” said Olivier Savin, chief of Safran SA (SAF)’s Green Taxiing System Joint Venture with Honeywell. “Integration is the key to success.”
Airbus, EasyJet
The prospect of annual savings topping $200,000 a jet from lower fuel use and less ground time has stirred interest from planemaker Airbus SAS and airlines such as EasyJet and Alitalia SpA. The first new aircraft with electric-taxi technology may be in production in as few as three years, and older planes may get the gear as soon as 2013.
Airlines face the highest sustained prices ever for jet kerosene, the industry’s largest cost, based on data compiled by Bloomberg. United Continental Holdings Inc. (UAL), the world’s biggest carrier, says it burns $25,000 of fuel a minute. Jet fuel for immediate delivery in New York Harbor has averaged $3.12 a gallon in 2012, more than four times as much as a decade ago.
Taxiing on one engine has become a common fuel-saving practice for twin-engine jets in recent years, and planes already make electricity when they’re at the gate by running small turbine engines known as auxiliary power units.
What’s new today is the convergence of airlines’ hunger for more efficiency and recent advances in miniaturizing electric motors to propel a plane at the 20 miles (32 kilometers) per hour it may need for taxiing.
How Heavy?
The Honeywell-Safran team estimates its unit would weigh a maximum of 880 pounds, while startup WheelTug Plc said its electric-taxi technology is only about 300 pounds. Another entry, a venture between L-3 Communications Holdings Inc. (LLL) and Crane Co. (CR), isn’t commenting on the heft of its system.
WheelTug’s motor fits in the hub of a jet’s front wheel and is just 5 inches wide, Chief Executive Officer Isaiah Cox said. That’s half as broad as two years ago, when the Gibraltar-based company still had to attach the motors outside the hub, he said.
“It’s like packaging an elephant into the nose wheel of an airplane,” Cox said.
That would eliminate the cost of a push-back from a tug, which runs $50 to $150, and the consumption of about 55 gallons of fuel taxiing before and after takeoff, based on average burn rates and ground times at U.S. airports, Cox said.
WheelTug says its system may save about $500,000 a plane annually, including benefits such as less wear on engines.
Eliminating Tugs
Honeywell and Paris-based Safran say the savings may exceed $200,000 per plane a year by paring fuel use and ground time, and eliminating charges for tugs’ services. Stamford, Connecticut-based Crane also says taxiing on electricity would cut noise, reduce emissions and shrink the risk of having a jet’s main engines ingest tarmac debris.
Meshing small electric motors and new cockpit controls won’t be the only challenge for Morris Township, New Jersey- based Honeywell and its rivals.
Suppliers will have to convince airlines that the savings will make up for the extra fuel burned in flight from the equipment’s added weight, said Tim Campbell, president of St. Paul, Minnesota-based Mountain Vista Consulting and the former chief of regional operations for Northwest Airlines Corp.
Airport tugs also would need to be on hand in case a plane’s APU fails, Campbell said in a telephone interview.
Boeing, Airbus
Boeing Co. (BA) isn’t “actively pursuing” electric taxi, Terrance Scott, a spokesman, said in an e-mailed response to questions.
Airbus is talking with “potential suppliers” for an electric taxi system, Martin Fendt, a spokesman, said in a telephone interview, without identifying them. “It’s certainly something we’re keen to see where the potential is.”
WheelTug’s focus is to fit its electric-taxi system to existing jets, and it has installation agreements with Alitalia and El Al Israel Airlines Ltd. (ELAL) The company has a target of late 2013 to get the first units onto planes.
The Honeywell/Safran and L-3/Crane groups are concentrating instead on persuading planemakers to adopt the technology for new aircraft. Their systems drive the main landing gear. Honeywell and Safran expect to run trials with a Safran-owned Airbus A320 by mid-2013. L-3 and Crane tested their team’s unit in December on a Deutsche Lufthansa AG (LHA) A320.
Airlines have powerful incentives to act, said Scott Whitfill, who oversees about 70 tugs as North America maintenance director for Worldwide Flight Services.
‘Not Cheap’
“If airplanes were able essentially to back themselves out and I didn’t have to supply a push-back tractor, that would impact the cost of my handling for the airline,” Whitfill said in a telephone interview. “Push-backs are not cheap.”
Savings from the electric motors would be greatest on single-aisle jets such as the A320 and Boeing’s 737, whose frequent short-haul flights mean more time taxiing. Wide-bodies land and take off less often because they fly longer routes.
“It’s huge,” said Rick Jones, vice president of Crane’s aerospace unit. “It’s looking to us like it’s going to be a compelling value proposition for the airlines.”
Davies of Luton, England-based EasyJet is convinced. The carrier’s 215-plane fleet consists entirely of jets from the A320 family. That makes it one of the airlines that would benefit from electric taxi, and it’s preparing to test the Honeywell-Safran system.
“There’s no doubt to me that the technology is there. It will work,” Davies said. “Let’s say 40 years from now, maybe all aircraft will have this.”
Source: http://www.businessweek.com
By Thomas Black on October 12, 2012
As fuel prices continue to soar, airlines are studying new technology that may save more than $200,000 per jet every year. The breakthrough only sounds mundane: It’s all about how planes taxi.
Travelers are familiar with the sight of low-slung airport tugs pushing aircraft away from the gate so the main jet engines can crank up safely. Thrust from the kerosene-slurping turbofans then powers planes into position for takeoff.
Now, equipment makers such as Honeywell International Inc. (HON) are devising electric motors that weigh about as much as V-8s in Chevrolet Corvettes yet pack enough torque to move 180,000-pound (81,650-kilogram) jets, letting pilots taxi without relying on main engines or diesel tractors.
“You could have tug-less airports,” said Ian Davies, chief of engineering and maintenance for EasyJet Plc (EZJ), Britain’s largest discount airline. “It might fundamentally change how we operate in airports.”
Taxiing on electric power is an example of how technology, in this case motors so small they fit in the hub of a jet’s nose wheel, can revolutionize something as routine as an airliner’s journey between the terminal and the runway.
“It’s a simple concept, but it’s complex to integrate into an aircraft,” said Olivier Savin, chief of Safran SA (SAF)’s Green Taxiing System Joint Venture with Honeywell. “Integration is the key to success.”
Airbus, EasyJet
The prospect of annual savings topping $200,000 a jet from lower fuel use and less ground time has stirred interest from planemaker Airbus SAS and airlines such as EasyJet and Alitalia SpA. The first new aircraft with electric-taxi technology may be in production in as few as three years, and older planes may get the gear as soon as 2013.
Airlines face the highest sustained prices ever for jet kerosene, the industry’s largest cost, based on data compiled by Bloomberg. United Continental Holdings Inc. (UAL), the world’s biggest carrier, says it burns $25,000 of fuel a minute. Jet fuel for immediate delivery in New York Harbor has averaged $3.12 a gallon in 2012, more than four times as much as a decade ago.
Taxiing on one engine has become a common fuel-saving practice for twin-engine jets in recent years, and planes already make electricity when they’re at the gate by running small turbine engines known as auxiliary power units.
What’s new today is the convergence of airlines’ hunger for more efficiency and recent advances in miniaturizing electric motors to propel a plane at the 20 miles (32 kilometers) per hour it may need for taxiing.
How Heavy?
The Honeywell-Safran team estimates its unit would weigh a maximum of 880 pounds, while startup WheelTug Plc said its electric-taxi technology is only about 300 pounds. Another entry, a venture between L-3 Communications Holdings Inc. (LLL) and Crane Co. (CR), isn’t commenting on the heft of its system.
WheelTug’s motor fits in the hub of a jet’s front wheel and is just 5 inches wide, Chief Executive Officer Isaiah Cox said. That’s half as broad as two years ago, when the Gibraltar-based company still had to attach the motors outside the hub, he said.
“It’s like packaging an elephant into the nose wheel of an airplane,” Cox said.
That would eliminate the cost of a push-back from a tug, which runs $50 to $150, and the consumption of about 55 gallons of fuel taxiing before and after takeoff, based on average burn rates and ground times at U.S. airports, Cox said.
WheelTug says its system may save about $500,000 a plane annually, including benefits such as less wear on engines.
Eliminating Tugs
Honeywell and Paris-based Safran say the savings may exceed $200,000 per plane a year by paring fuel use and ground time, and eliminating charges for tugs’ services. Stamford, Connecticut-based Crane also says taxiing on electricity would cut noise, reduce emissions and shrink the risk of having a jet’s main engines ingest tarmac debris.
Meshing small electric motors and new cockpit controls won’t be the only challenge for Morris Township, New Jersey- based Honeywell and its rivals.
Suppliers will have to convince airlines that the savings will make up for the extra fuel burned in flight from the equipment’s added weight, said Tim Campbell, president of St. Paul, Minnesota-based Mountain Vista Consulting and the former chief of regional operations for Northwest Airlines Corp.
Airport tugs also would need to be on hand in case a plane’s APU fails, Campbell said in a telephone interview.
Boeing, Airbus
Boeing Co. (BA) isn’t “actively pursuing” electric taxi, Terrance Scott, a spokesman, said in an e-mailed response to questions.
Airbus is talking with “potential suppliers” for an electric taxi system, Martin Fendt, a spokesman, said in a telephone interview, without identifying them. “It’s certainly something we’re keen to see where the potential is.”
WheelTug’s focus is to fit its electric-taxi system to existing jets, and it has installation agreements with Alitalia and El Al Israel Airlines Ltd. (ELAL) The company has a target of late 2013 to get the first units onto planes.
The Honeywell/Safran and L-3/Crane groups are concentrating instead on persuading planemakers to adopt the technology for new aircraft. Their systems drive the main landing gear. Honeywell and Safran expect to run trials with a Safran-owned Airbus A320 by mid-2013. L-3 and Crane tested their team’s unit in December on a Deutsche Lufthansa AG (LHA) A320.
Airlines have powerful incentives to act, said Scott Whitfill, who oversees about 70 tugs as North America maintenance director for Worldwide Flight Services.
‘Not Cheap’
“If airplanes were able essentially to back themselves out and I didn’t have to supply a push-back tractor, that would impact the cost of my handling for the airline,” Whitfill said in a telephone interview. “Push-backs are not cheap.”
Savings from the electric motors would be greatest on single-aisle jets such as the A320 and Boeing’s 737, whose frequent short-haul flights mean more time taxiing. Wide-bodies land and take off less often because they fly longer routes.
“It’s huge,” said Rick Jones, vice president of Crane’s aerospace unit. “It’s looking to us like it’s going to be a compelling value proposition for the airlines.”
Davies of Luton, England-based EasyJet is convinced. The carrier’s 215-plane fleet consists entirely of jets from the A320 family. That makes it one of the airlines that would benefit from electric taxi, and it’s preparing to test the Honeywell-Safran system.
“There’s no doubt to me that the technology is there. It will work,” Davies said. “Let’s say 40 years from now, maybe all aircraft will have this.”
Source: http://www.businessweek.com
October 11, 2012
Meyers LITTLE TOOT, N848Z: Accident occurred October 11, 2012 in Roanoke, Texas
NTSB Identification: CEN13LA011
14 CFR Part 91: General Aviation
Accident occurred Thursday, October 11, 2012 in Roanoke, TX
Aircraft: MEYERS LITTLE TOOT, registration: N848Z
Injuries: 1 Uninjured.
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 may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
On October 11, 2012, about 1800 central daylight time, a Meyers Little Toot, N848Z, was substantially damaged when it nosed over during a forced landing to a field at Northwest Regional Airport (52F), Roanoke, Texas. The private pilot was not injured. The aircraft was registered to, and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as personal flight. Visual meteorological conditions prevailed for the flight, which operated without a flight plan. The flight was originating at the time of the accident.
According to the pilot, the aircraft lost power shortly after takeoff. During the forced landing the airplane departed the remaining runway, traveled through a frangible fence, struck a barbed-wire fence, and nosed over. The substantial damage consisted of damage to the upper wing forward spar and I Struts, the vertical stabilizer, and rudder.
http://registry.faa.gov/N848Z
http://www.airport-data.com/aircraft/photo
A single-engine biplane crashed into a cattle field after losing power on takeoff Thursday night at Northwest Regional Airport.
The Meyer Special lost power shortly after 7 p.m. The pilot attempted to put the plane back on the runway but the plane was moving too fast to stop.
It skidded through two fences before hitting a gully and flipping in an open pasture, said Trooper Lonnie Haschel, a spokesman for the Texas Department of Public Safety.
The pilot, Phillip Witt of Roanoke, walked away from the crash with minor cuts and bruises.
The plane crash wasn’t far from a fatal crash at the airport on September. 22, said Roanoke Fire Chief Mike Duncan.
There is a thick line of trains about 150 feet from the south end of the runway, he said.
The Federal Aviation Administration is investigating the crash.
http://thescoopblog.dallasnews.com
http://registry.faa.gov/N848Z
http://www.airport-data.com/aircraft/photo
ROANOKE — Authorities have reported that a small plane crashed sometime after 6 p.m. on Thursday at the Northwest Regional Airport in Roanoke. The extent of the pilot’s injuries was not immediately available.
The Roanoke Fire Department responded to the crash. Several emergency vehicles responded to the scene and authorities found the small blue and white single-passenger plane at the end of a runway. A Roanoke fire fighter said the plane sustained minimal damage.
Officials directed further media inquires to the Federal Aviation Administration but FAA Spokesman Lynn Lunsford could not be reached. The Roanoke Fire Department spokesman also could not be reached for comment.
This is the third plane crash in three weeks involving planes from that airport.
Four people died when their small plane crashed Saturday morning after leaving the Denton County airport. The victims were identified as Leonard Ledet, 60, of Southlake; his two sons, Paul Ledet, 16, and Mason Ledet, 13; and his brother, Gregory Ledet, 62, of Keller.
Officials found the plane's wreckage in a pasture about a mile from FM90 on Van Zandt County Road 2702.
Pilot Christopher Pratt, 41, of Argyle was killed Sept. 22 when the plane he was in crashed in a wooded area near the airport shortly after takeoff. Passenger Charles Yates, 63, of Grapevine was airlifted to John Peter Smith Hospital in Fort Worth, where he died.
http://www.dentonrc.com
14 CFR Part 91: General Aviation
Accident occurred Thursday, October 11, 2012 in Roanoke, TX
Aircraft: MEYERS LITTLE TOOT, registration: N848Z
Injuries: 1 Uninjured.
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 may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
On October 11, 2012, about 1800 central daylight time, a Meyers Little Toot, N848Z, was substantially damaged when it nosed over during a forced landing to a field at Northwest Regional Airport (52F), Roanoke, Texas. The private pilot was not injured. The aircraft was registered to, and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as personal flight. Visual meteorological conditions prevailed for the flight, which operated without a flight plan. The flight was originating at the time of the accident.
According to the pilot, the aircraft lost power shortly after takeoff. During the forced landing the airplane departed the remaining runway, traveled through a frangible fence, struck a barbed-wire fence, and nosed over. The substantial damage consisted of damage to the upper wing forward spar and I Struts, the vertical stabilizer, and rudder.
IDENTIFICATION
Regis#: 848Z Make/Model: EXP Description: EXP- LITTLE TOOT
Date: 10/12/2012 Time: 2315
Event Type: Accident Highest Injury: Minor Mid Air: N Missing: N
Damage: Substantial
LOCATION
City: ROANOKE State: TX Country: US
DESCRIPTION
AIRCRAFT LOST CONTROL ON TAKEOFF, RAN INTO A FENCE AND FLIPPED OVER.
INJURY DATA Total Fatal: 0
# Crew: 0 Fat: 0 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: FORT WORTH, TX (SW19) Entry date: 10/12/2012
http://registry.faa.gov/N848Z
http://www.airport-data.com/aircraft/photo
Credit: WFAA viewer
Credit: WFAA
A plane went down near Northwest Regional Airport in Denton County Thursday at approximately 6:10 pm
Credit: WFAA
ROANOKE -- A plane went down near Northwest Regional Airport in Denton County Thursday at approximately 6:10 p.m. A DPS spokesman said a Meyers Special bi-plane was taking off when it lost power. The pilot, Philip Witt, tried to land but crashed through a fence at the end of the runway and flipped the plane. The pilot was strapped in and suffered only minor cuts and bruises. He was treated at the scene.
A single-engine biplane crashed into a cattle field after losing power on takeoff Thursday night at Northwest Regional Airport.
The Meyer Special lost power shortly after 7 p.m. The pilot attempted to put the plane back on the runway but the plane was moving too fast to stop.
It skidded through two fences before hitting a gully and flipping in an open pasture, said Trooper Lonnie Haschel, a spokesman for the Texas Department of Public Safety.
The pilot, Phillip Witt of Roanoke, walked away from the crash with minor cuts and bruises.
The plane crash wasn’t far from a fatal crash at the airport on September. 22, said Roanoke Fire Chief Mike Duncan.
There is a thick line of trains about 150 feet from the south end of the runway, he said.
The Federal Aviation Administration is investigating the crash.
http://thescoopblog.dallasnews.com
http://registry.faa.gov/N848Z
http://www.airport-data.com/aircraft/photo
ROANOKE — Authorities have reported that a small plane crashed sometime after 6 p.m. on Thursday at the Northwest Regional Airport in Roanoke. The extent of the pilot’s injuries was not immediately available.
The Roanoke Fire Department responded to the crash. Several emergency vehicles responded to the scene and authorities found the small blue and white single-passenger plane at the end of a runway. A Roanoke fire fighter said the plane sustained minimal damage.
Officials directed further media inquires to the Federal Aviation Administration but FAA Spokesman Lynn Lunsford could not be reached. The Roanoke Fire Department spokesman also could not be reached for comment.
This is the third plane crash in three weeks involving planes from that airport.
Four people died when their small plane crashed Saturday morning after leaving the Denton County airport. The victims were identified as Leonard Ledet, 60, of Southlake; his two sons, Paul Ledet, 16, and Mason Ledet, 13; and his brother, Gregory Ledet, 62, of Keller.
Officials found the plane's wreckage in a pasture about a mile from FM90 on Van Zandt County Road 2702.
Pilot Christopher Pratt, 41, of Argyle was killed Sept. 22 when the plane he was in crashed in a wooded area near the airport shortly after takeoff. Passenger Charles Yates, 63, of Grapevine was airlifted to John Peter Smith Hospital in Fort Worth, where he died.
http://www.dentonrc.com
Bell 206B, N333DR: Accident occurred October 10, 2012 in Crowley, Louisiana
NTSB Identification: CEN13FA009
14 CFR Part 91: General Aviation
Accident occurred Wednesday, October 10, 2012 in Crowley, LA
Aircraft: BELL 206B, registration: N333DR
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
On October 10, 2012, approximately 1155 central daylight time, a Bell 206B, N333DR, was substantially damaged when it impacted a guy-wire on a broadcast tower and then terrain, near Crowley, Louisiana. The private pilot was fatally injured. The helicopter was registered to Pintail Lodge and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which operated without a flight plan. The flight originated from Broussard, Louisiana, approximately 1135 and was en route to Beaumont, Texas.
According to a witness performing maintenance on the broadcast tower, he initially observed the helicopter ½ mile to the east of the broadcast tower, flying towards the broadcast tower. When the helicopter was approximately 60 feet from the broadcast tower, the helicopter banked to the left, as if to avoid hitting the broadcast tower and subsequently struck the No. 4 guy-wire on the south side of the broadcast tower. When the helicopter struck the wire the helicopter veered back to the right and started to descend towards terrain. The witness did not observe or hear anything abnormal with the helicopter prior to the impact with the wire.
Debris from the helicopter extended several hundred yards to the west of the broadcast tower. The main rotor assembly and the aft portion of the tail boom, to include the tail rotor and vertical fin, were located in a crawfish pond between the broadcast tower and a service road between two ponds. The main wreckage, to include the cabin, fuselage, engine and transmission assembly, the forward portion of the tail boom and both horizontal fins, came to rest on the service road between the two crawfish ponds on an approximate heading of west.
UPDATE: Funeral arrangements have been made for a Beaumont helicopter pilot who died in an accident earlier this week.
Hugh Clifton Kelley, 66, of Beaumont, died in a helicopter crash Wednesday.
A gathering of Mr. Kelley's family and friends will be from 3:00 p.m. until 6:00 p.m., Sunday, October 14, 2012, at Broussard's located at 2000 McFaddin Avenue in Beaumont. His funeral service will be 11:00 a.m., Monday, October 15, 2012 at Wesley United Methodist Church located at 3810 North Major Drive in Beaumont
Internment will follow at Forest Lawn Memorial Park, Beaumont.
According to our affiliate at KATC, officials say Kelley's helicopter crashed into guy wires near a radio tower. He was the only person on board the helicopter during the accident.
Officials also say the helicopter was registered to Pintail Lodge of Beaumont. The Federal Aviation Administration and National Transportation Safety Board are investigating the crash.
LYONS POINT - A helicopter apparently flying too low crashed in a field near Lyons Point Thursday morning killing the Texas pilot and cutting a guidewire that was attached to an antennae belonging to KSIG radio.
“We received a phone call of at helicopter down at 10:44 a.m. this morning,” said Acadia Parish Sheriff’s Office Public Information Director Maxine Trahan. “Witnesses said the helicopter was flying too low and hit a guidewire which was one of several helping to hold up the antennae.”
Several people along Benton Rd. were worried that the antennae may fall due to the wire being cut. However, Trahan said that nobody in the area was in any danger.
“The Federal Aviation Administration (FAA) and the NTSB (National Transportation Safety Board) are currently on the way,” said Trahan. “Until then we are securing the area simply for safety purposes.”
“I heard the copter fly over and it did sound like it was right over my house,” said an area resident. “Then I heard a thud and a sound that may have been the chopper blades hitting the ground. I thought that don’t sound right”
http://www.zacharytoday.com
http://registry.faa.gov/N333DR
14 CFR Part 91: General Aviation
Accident occurred Wednesday, October 10, 2012 in Crowley, LA
Aircraft: BELL 206B, registration: N333DR
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
On October 10, 2012, approximately 1155 central daylight time, a Bell 206B, N333DR, was substantially damaged when it impacted a guy-wire on a broadcast tower and then terrain, near Crowley, Louisiana. The private pilot was fatally injured. The helicopter was registered to Pintail Lodge and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which operated without a flight plan. The flight originated from Broussard, Louisiana, approximately 1135 and was en route to Beaumont, Texas.
According to a witness performing maintenance on the broadcast tower, he initially observed the helicopter ½ mile to the east of the broadcast tower, flying towards the broadcast tower. When the helicopter was approximately 60 feet from the broadcast tower, the helicopter banked to the left, as if to avoid hitting the broadcast tower and subsequently struck the No. 4 guy-wire on the south side of the broadcast tower. When the helicopter struck the wire the helicopter veered back to the right and started to descend towards terrain. The witness did not observe or hear anything abnormal with the helicopter prior to the impact with the wire.
Debris from the helicopter extended several hundred yards to the west of the broadcast tower. The main rotor assembly and the aft portion of the tail boom, to include the tail rotor and vertical fin, were located in a crawfish pond between the broadcast tower and a service road between two ponds. The main wreckage, to include the cabin, fuselage, engine and transmission assembly, the forward portion of the tail boom and both horizontal fins, came to rest on the service road between the two crawfish ponds on an approximate heading of west.
UPDATE: Funeral arrangements have been made for a Beaumont helicopter pilot who died in an accident earlier this week.
Hugh Clifton Kelley, 66, of Beaumont, died in a helicopter crash Wednesday.
A gathering of Mr. Kelley's family and friends will be from 3:00 p.m. until 6:00 p.m., Sunday, October 14, 2012, at Broussard's located at 2000 McFaddin Avenue in Beaumont. His funeral service will be 11:00 a.m., Monday, October 15, 2012 at Wesley United Methodist Church located at 3810 North Major Drive in Beaumont
Internment will follow at Forest Lawn Memorial Park, Beaumont.
According to our affiliate at KATC, officials say Kelley's helicopter crashed into guy wires near a radio tower. He was the only person on board the helicopter during the accident.
Officials also say the helicopter was registered to Pintail Lodge of Beaumont. The Federal Aviation Administration and National Transportation Safety Board are investigating the crash.
LYONS POINT - A helicopter apparently flying too low crashed in a field near Lyons Point Thursday morning killing the Texas pilot and cutting a guidewire that was attached to an antennae belonging to KSIG radio.
“We received a phone call of at helicopter down at 10:44 a.m. this morning,” said Acadia Parish Sheriff’s Office Public Information Director Maxine Trahan. “Witnesses said the helicopter was flying too low and hit a guidewire which was one of several helping to hold up the antennae.”
Several people along Benton Rd. were worried that the antennae may fall due to the wire being cut. However, Trahan said that nobody in the area was in any danger.
“The Federal Aviation Administration (FAA) and the NTSB (National Transportation Safety Board) are currently on the way,” said Trahan. “Until then we are securing the area simply for safety purposes.”
“I heard the copter fly over and it did sound like it was right over my house,” said an area resident. “Then I heard a thud and a sound that may have been the chopper blades hitting the ground. I thought that don’t sound right”
http://www.zacharytoday.com
http://registry.faa.gov/N333DR
IDENTIFICATION
Regis#: 333DR Make/Model: B206 Description: BELL 206B HELICOPTER
Date: 10/10/2012 Time: 1710
Event Type: Accident Highest Injury: Fatal Mid Air: N Missing: N
Damage: Destroyed
LOCATION
City: CROWLEY State: LA Country: US
DESCRIPTION
N333DR BELL 206B ROTORCRAFT STRUCK A RADIO TOWER AND CRASHED, THE 1 PERSON
ON BOARD WAS FATALLY INJURED, 7 MILES FROM CROWLEY, LA
INJURY DATA Total Fatal: 1
# Crew: 1 Fat: 1 Ser: 0 Min: 0 Unk:
# Pass: 0 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
OTHER DATA
Activity: Unknown Phase: Unknown Operation: OTHER
FAA FSDO: BATON ROUGE, LA (SW03) Entry date: 10/11/2012
Arion Lightning, N290AL: Accident occurred October 11, 2012 in Chuckey, Tennessee
NTSB Identification: ERA13FA017
14 CFR Part 91: General Aviation
Accident occurred Thursday, October 11, 2012 in Chuckey, TN
Aircraft: Arion Lightning, registration: N290AL
Injuries: 1 Serious,1 Minor.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
On October 11, 2012, about 1350 eastern daylight time, an experimental amateur-built Arion Lightning, N290AL, operated by a private individual, was substantially damaged when it impacted the ground during takeoff from Hensley Airpark (04TN), Chuckey, Tennessee. The commercial pilot was seriously injured and a pilot-rated passenger sustained minor injuries. Visual meteorological conditions prevailed and no flight plan had been filed for the local personal flight that was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
The airplane was based in a residential aviation community at 04TN.
The owner\builder of the airplane reported that it was purchased as a kit 3 or 4 years ago and he took it to the Arion Lightning factory, Shelbyville, Tennessee, to participate in a builder assist program over the summer. The airplane was issued a Federal Aviation Administration (FAA) special airworthiness certificate on September 14, 2012, and was flown for about 20 hours in Shelbyville, before returning to 04TN, about 1 week prior to the accident.
The airplane’s operations limitations called for the airplane to be flown for 40 hours for Phase 1 flight testing. On the day of the accident, the pilot, who was a friend of the owner/builder, was planning to conduct a local flight to practice maneuvers such as slow flight and stalls, while the passenger recorded information during the flight. A preflight check of the airplane’s fuel level revealed about 15.5 gallons.
Witnesses observed the airplane taking off from runway 1, a 2,900-foot-long, 50-foot-wide, asphalt runway. Several witnesses reported that the airplane’s engine sounded as if it was developing full power, and the nose gear lifted off the runway, then settle back onto the runway, before the airplane "pitch-up sharply." The airplane began to slowly climb, with its wings "wobbling" back and forth, and it drifted to the left of the runway. One witness stated that the airplane looked "slow" and was in nose high attitude when its right wing dipped, struck the ground, and the airplane cartwheeled.
The passenger reported that the airplane lifted off the runway, slowly climbed to an altitude of about 50 to 60 feet and was "wallowing." The airplane had drifted off the left side of the runway and was near trees and a residence when he elected to assume control of the airplane, which the pilot relinquished. The passenger started a right bank toward an opening in the tree line; however, shortly thereafter, the airplane’s nose abruptly dropped to 45 to 60 degrees, and the airplane struck the ground.
The airplane came to rest on a heading of about 250-degrees, on the grass, about 150-feet left of and just prior to the northern end of the runway. A ground scar was observed about 100-feet south of the main wreckage. All major portions of the airplane were accounted for at the accident site. The canopy and the portion of the fuselage forward of the cockpit seats were separated and the left and right wing assembly was canted downward about 45-degrees. The nose gear and engine were located about 25 feet south of the main wreckage.
Initial examination of the airframe and engine did not reveal any mechanical malfunctions that would have precluded normal operation. The airplane’s flaps were observed at or near the fully-extended position of 40-degrees, which was consistent with the position of the flap actuator. The passenger reported that the flaps were in the retracted position during taxi and he did not recall the pilot adding flaps prior to the flight.
The airplane was equipped with a Grand Rapids Technologies, electronic primary flight instrument, which was forwarded to the NTSB Vehicle Recorders Division, Washington, DC for data download.
http://registry.faa.gov/N90AL
http://www.airnav.com/airport/04TN
Photo Credit: WCYB
GREENE COUNTY, Tenn. - Two people were sent to the hospital after the plane they were flying crashed in Greene County, Tennessee.
An airplane that's made for the sky ends in complete destruction on the ground in Greene County, Tennessee.
"When I arrived on scene, I had a small, single-engine, two-passenger aircraft that had taken off," said Robert Sayne, the Greene County EMS director.
We learned the crash happened around 2:00 Thursday afternoon inside the the fly-in community of Hensley Airpark off Chuckey Pike.
Sayne told us it appears there was a mechanical problem shortly after take-off.
"There was some type of problem with the aircraft, and it immediately started coming back down, and they were able to crash it into an open field next to the runway," Sayne added.
Sayne confirms the passengers of the experimental plane are 66-year-old Jack Cooper and 50-year-old Marcel Bravo. He said it's unclear who was flying.
Sayne told us crews had to contain a small fuel leak, and both men were taken to the hospital one of them with a serious back injury.
Nearby resident Trish Carter told me she heard some of the chaos and knew one of the passengers.
"There was all kinds of sirens and everything," said Carter. "I was scared, because I don't want anybody to be hurt. My understanding is they had worked on the plane and were just test driving it."
The plane crashed just about 50 yards away from a residential home, leaving emergency workers thankful it wasn't worse.
"I think they took a lot of care in making sure that they put the aircraft where they put it at," said Sayne.
"I'm just thankful it didn't hit any of those [homes], because there could've been some fatalities, because it would've been awful," said Carter.
We checked with Johnson City Medical Center officials and learned both men were in stable condition.
We also found out members of the NTSB and the FAA are likely to be on site Friday to investigate.
http://www.airnav.com/airport/04TN
http://www.wcyb.com
Update at 10:23 p.m.: We just found out that Jack Cooper, the pilot of the plane, is listed in critical condition at Johnson City Medical Center. A hospital spokesman said passenger Mark Bravo is not a patient at the facility.
http://www2.wjhl.com
CHUCKEY –– A plane carrying two passengers crashed near the runway at Hensley Airpark Thursday, according to a crash report from the Greene County Sheriff’s Department. One man was reportedly critically injured.
According to the report, the pilot, Jack Cooper, 50, 101 Kitty Hawk, and his passenger Marc Bravo, 50, 275 Mitchell Road, were in the plane, which did a run on the south end of the runway around 2 p.m. It then turned around and started to take off on the north end.
Gene Cutman told the sheriff’s department that he saw the plane go to the left of the runway and take off, but said it looked as if the pilot did not have control of the aircraft. The plane crashed in a field left of the runway, the report said.
Cooper was listed in critical condition Thursday night at Johnson City Medical Center.
Information on Bravo’s condition was unavailable.
http://www.airnav.com/airport/04TN
GREENE COUNTY, Tenn. -
UPDATE 6:11 p.m.: The men involved in the crash have been identified as 66-year old Jack Cooper and 50- year old Marcelino Bravo.
UPDATE 3:56 p.m.: A spokesperson for Johnson City Medical Center said both patients are listed in stable condition.
The Greene County Sheriff's Department said an experimental plane crashed on Chuckey Pike around 2 p.m. Thursday.
Robert Sayne, the Director of the Greene County Emergency Management, said the plane had taken off and was coming back around to land in the fly-in community when something went wrong with the controls.
The plane crashed in a grassy area near the runway.
Sayne said two people were taken to Johnson City Medical Center. One person with serious back injuries and the other person had scrapes and bruises.
The crash is under investigation.
http://www.wcyb.com
CHUCKEY — An experimental plane crashed on takeoff at about 2 p.m. this afternoon at Hensley Airpark.
According to airstrip owner Ted Hensley, two persons were injured in the crash.
Transported to Johnson City Medical Center were pilot Jack Cooper and passenger Marc Bravo, both residents of the airport community.
The two men were listed in stable condition late Thursday afternoon.
According to a witness, Donnie Shipley, the pilot was heading south on the runway, turned around to head north to take off and then veered off the runway while taking off.
The aircraft crashed on the left of the runway in a field, Greene County Sheriff’s Deputy Ben Stewart said he was told.
“We’ve never had anything serious before,” said resident Virginia Merrill.
Hensley Airpark is on Skyway Drive off Chuckey Pike.
http://www.airnav.com/airport/04TN
http://www.greenevillesun.com
http://www.johnsoncitypress.com
14 CFR Part 91: General Aviation
Accident occurred Thursday, October 11, 2012 in Chuckey, TN
Aircraft: Arion Lightning, registration: N290AL
Injuries: 1 Serious,1 Minor.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
On October 11, 2012, about 1350 eastern daylight time, an experimental amateur-built Arion Lightning, N290AL, operated by a private individual, was substantially damaged when it impacted the ground during takeoff from Hensley Airpark (04TN), Chuckey, Tennessee. The commercial pilot was seriously injured and a pilot-rated passenger sustained minor injuries. Visual meteorological conditions prevailed and no flight plan had been filed for the local personal flight that was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
The airplane was based in a residential aviation community at 04TN.
The owner\builder of the airplane reported that it was purchased as a kit 3 or 4 years ago and he took it to the Arion Lightning factory, Shelbyville, Tennessee, to participate in a builder assist program over the summer. The airplane was issued a Federal Aviation Administration (FAA) special airworthiness certificate on September 14, 2012, and was flown for about 20 hours in Shelbyville, before returning to 04TN, about 1 week prior to the accident.
The airplane’s operations limitations called for the airplane to be flown for 40 hours for Phase 1 flight testing. On the day of the accident, the pilot, who was a friend of the owner/builder, was planning to conduct a local flight to practice maneuvers such as slow flight and stalls, while the passenger recorded information during the flight. A preflight check of the airplane’s fuel level revealed about 15.5 gallons.
Witnesses observed the airplane taking off from runway 1, a 2,900-foot-long, 50-foot-wide, asphalt runway. Several witnesses reported that the airplane’s engine sounded as if it was developing full power, and the nose gear lifted off the runway, then settle back onto the runway, before the airplane "pitch-up sharply." The airplane began to slowly climb, with its wings "wobbling" back and forth, and it drifted to the left of the runway. One witness stated that the airplane looked "slow" and was in nose high attitude when its right wing dipped, struck the ground, and the airplane cartwheeled.
The passenger reported that the airplane lifted off the runway, slowly climbed to an altitude of about 50 to 60 feet and was "wallowing." The airplane had drifted off the left side of the runway and was near trees and a residence when he elected to assume control of the airplane, which the pilot relinquished. The passenger started a right bank toward an opening in the tree line; however, shortly thereafter, the airplane’s nose abruptly dropped to 45 to 60 degrees, and the airplane struck the ground.
The airplane came to rest on a heading of about 250-degrees, on the grass, about 150-feet left of and just prior to the northern end of the runway. A ground scar was observed about 100-feet south of the main wreckage. All major portions of the airplane were accounted for at the accident site. The canopy and the portion of the fuselage forward of the cockpit seats were separated and the left and right wing assembly was canted downward about 45-degrees. The nose gear and engine were located about 25 feet south of the main wreckage.
Initial examination of the airframe and engine did not reveal any mechanical malfunctions that would have precluded normal operation. The airplane’s flaps were observed at or near the fully-extended position of 40-degrees, which was consistent with the position of the flap actuator. The passenger reported that the flaps were in the retracted position during taxi and he did not recall the pilot adding flaps prior to the flight.
The airplane was equipped with a Grand Rapids Technologies, electronic primary flight instrument, which was forwarded to the NTSB Vehicle Recorders Division, Washington, DC for data download.
IDENTIFICATION
Regis#: 290AL Make/Model: EXP Description: EXP- LIGHTNING
Date: 10/11/2012 Time: 1840
Event Type: Incident Highest Injury: None Mid Air: N Missing: N
Damage: Unknown
LOCATION
City: GREENEVILLE State: TN Country: US
DESCRIPTION
AIRCRAFT CRASHED UNDER UNKNOWN CIRCUMSTANCES. GREENEVILLE, TN
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: Unknown Operation: OTHER
FAA FSDO: NASHVILLE, TN (CE19) Entry date: 10/12/2012
http://registry.faa.gov/N90AL
http://www.airnav.com/airport/04TN
Photo Credit: WCYBGREENE COUNTY, Tenn. - Two people were sent to the hospital after the plane they were flying crashed in Greene County, Tennessee.
An airplane that's made for the sky ends in complete destruction on the ground in Greene County, Tennessee.
"When I arrived on scene, I had a small, single-engine, two-passenger aircraft that had taken off," said Robert Sayne, the Greene County EMS director.
We learned the crash happened around 2:00 Thursday afternoon inside the the fly-in community of Hensley Airpark off Chuckey Pike.
Sayne told us it appears there was a mechanical problem shortly after take-off.
"There was some type of problem with the aircraft, and it immediately started coming back down, and they were able to crash it into an open field next to the runway," Sayne added.
Sayne confirms the passengers of the experimental plane are 66-year-old Jack Cooper and 50-year-old Marcel Bravo. He said it's unclear who was flying.
Sayne told us crews had to contain a small fuel leak, and both men were taken to the hospital one of them with a serious back injury.
Nearby resident Trish Carter told me she heard some of the chaos and knew one of the passengers.
"There was all kinds of sirens and everything," said Carter. "I was scared, because I don't want anybody to be hurt. My understanding is they had worked on the plane and were just test driving it."
The plane crashed just about 50 yards away from a residential home, leaving emergency workers thankful it wasn't worse.
"I think they took a lot of care in making sure that they put the aircraft where they put it at," said Sayne.
"I'm just thankful it didn't hit any of those [homes], because there could've been some fatalities, because it would've been awful," said Carter.
We checked with Johnson City Medical Center officials and learned both men were in stable condition.
We also found out members of the NTSB and the FAA are likely to be on site Friday to investigate.
http://www.airnav.com/airport/04TN
http://www.wcyb.com
Update at 10:23 p.m.: We just found out that Jack Cooper, the pilot of the plane, is listed in critical condition at Johnson City Medical Center. A hospital spokesman said passenger Mark Bravo is not a patient at the facility.
http://www2.wjhl.com
CHUCKEY –– A plane carrying two passengers crashed near the runway at Hensley Airpark Thursday, according to a crash report from the Greene County Sheriff’s Department. One man was reportedly critically injured.
According to the report, the pilot, Jack Cooper, 50, 101 Kitty Hawk, and his passenger Marc Bravo, 50, 275 Mitchell Road, were in the plane, which did a run on the south end of the runway around 2 p.m. It then turned around and started to take off on the north end.
Gene Cutman told the sheriff’s department that he saw the plane go to the left of the runway and take off, but said it looked as if the pilot did not have control of the aircraft. The plane crashed in a field left of the runway, the report said.
Cooper was listed in critical condition Thursday night at Johnson City Medical Center.
Information on Bravo’s condition was unavailable.
http://www.airnav.com/airport/04TN
GREENE COUNTY, Tenn. -
UPDATE 6:11 p.m.: The men involved in the crash have been identified as 66-year old Jack Cooper and 50- year old Marcelino Bravo.
UPDATE 3:56 p.m.: A spokesperson for Johnson City Medical Center said both patients are listed in stable condition.
The Greene County Sheriff's Department said an experimental plane crashed on Chuckey Pike around 2 p.m. Thursday.
Robert Sayne, the Director of the Greene County Emergency Management, said the plane had taken off and was coming back around to land in the fly-in community when something went wrong with the controls.
The plane crashed in a grassy area near the runway.
Sayne said two people were taken to Johnson City Medical Center. One person with serious back injuries and the other person had scrapes and bruises.
The crash is under investigation.
http://www.wcyb.com
CHUCKEY — An experimental plane crashed on takeoff at about 2 p.m. this afternoon at Hensley Airpark.
According to airstrip owner Ted Hensley, two persons were injured in the crash.
Transported to Johnson City Medical Center were pilot Jack Cooper and passenger Marc Bravo, both residents of the airport community.
The two men were listed in stable condition late Thursday afternoon.
According to a witness, Donnie Shipley, the pilot was heading south on the runway, turned around to head north to take off and then veered off the runway while taking off.
The aircraft crashed on the left of the runway in a field, Greene County Sheriff’s Deputy Ben Stewart said he was told.
“We’ve never had anything serious before,” said resident Virginia Merrill.
Hensley Airpark is on Skyway Drive off Chuckey Pike.
http://www.airnav.com/airport/04TN
http://www.greenevillesun.com
http://www.johnsoncitypress.com
Johnsons file lawsuit calling for appeal of helistop denial in Tewksbury, New Jersey
TEWKSBURY TWP. - James Johnson has filed a lawsuit in Superior Court in Flemington calling for the appeal of the Land Use Board's decision to deny a helistop for his family's 2,000-acre farm, located on Homestead Road in Oldwick.
The lawsuit argues that the board's findings used in reaching its decision were "unreasonable, arbitrary and capricious" and that the denial is "tainted" due to the board's "lack of quasi-judicial demeanor in this matter."
Following 19 months of hearings, in May the board denied the application filed by the Johnson family, of Johnson and Johnson health products fame, for a helistop in a 4-3 decision. The case stirred significant controversy in the community; more than 40 area residents took to the podium during the public portion of the hearings, with a slight majority speaking out against the proposal.
Last month, the Johnsons filed an application for a helistop license with the state Department of Transportation. In a 2-1 decision, the Tewksbury Township Committee agreed to submit comments in opposition to the application, with committee members Shaun Van Doren and William Voyce voting "yes" and Committeeman Peter Melick voting "no." Mayor Dana Desiderio was asked to recuse herself from the vote and Committeeman Louis Di Mare was absent.
In the lawsuit, filed by the Johnsons' attorney, Miles Winder, on Oct. 5, the plaintiff argues that several board members' recusal from the case was unnecessary, and their absence from hearing the case unfavorably impacted the Johnsons' application.
The complaint also argues that the helistop would be located far from neighboring homes and that trials proved that noise from a landing or departing aircraft would have little to no affect on area residents. The board made an "erroneous determination" by including excessive noise generated by the helicopter as a factor in its decision, Winder argues, especially because board members were preempted from basing their decision on noise by a federal limitation.
Also erroneous was the board's reliance on "materially flawed" testimony from non-expert witnesses opposed to the stop, the complaint maintains.
The lawsuit is particularly critical of board Attorney Dan Bernstein and board Chairman Blake Johnstone. Winder maintains the two prevented him from asking hypothetical questions about the impact of the helicopter's flight path, which the Johnsons promised would always come from the south over their own land so as not to disturb neighbors, "because they knew that the answer would be that there would be no impact on the surrounding neighborhood."
In addition, the board attorney and chairman demonstrated an "adversarial demeanor" to the plaintiff throughout the course of hearings, the lawsuit maintains.
Even then, the township does not technically have authority to regulate aircraft and landing sites, according to the complaint. Rather, that authority lies at the state and federal levels, Winder writes.
Finally, Winder argues that the board's determination that, because the farm has few foreign buyers, the helistop would not significantly benefit the farm's cow and cattle embryo business is flawed -- the farm would have more buyers if it had a helistop, he says.
"To not permit a farmer to attempt to earn a living by selling cattle embryos to foreign (and domestic) buyers for income that could be in the millions is to deny the farmer the right to make the farm profitable and earn a living," the attorney writes.
He adds, "A profitable farm is a self-sustaining farm and inures to the protection and preservation of farmland. Clearly, the best program for farmland preservation is to have profitable farms."
The deadline for submitting comments on the Johnsons’ DOT helistop application to the state agency is tomorrow, Oct. 12. Should the DOT receive enough comments and deem the application a “contested case,” it may schedule a public hearing on the issue in the future.
http://newjerseyhills.com
Petitioning Leland Fly Fishing Outfitters, dba Leland Fly Fishing Ranch
This petition will be delivered to:
Leland Fly Fishing Outfitters, dba Leland FLy Fishing Ranch
Leland Fly Fishing Ranch: IMMEDIATELY Remove the Solid Log Fence & Trees Across SVAs Runway Overrun
"Josh Frazier, Leland Fly Fishing Ranch, with reckless disregard for public safety egregiously erected a solid log fence/obstacle across 65 year old Sonoma Valley Airport's Runway 17/ 35 safety overrun. The California Department of Transportation, DIv. of Aeronautics, wrote a letter in July 2012 pointing out the dangers, but Leland would rather argue, through lawyers, if in-fact, the fence poses a danger. They want the public to be put at risk while they challenge DOT if a solid log fence will maim or kill a person should an aircraft roll out just a little too far. Please tell these Aggressors - PUBLIC SAFETY FIRST. TAKE DOWN the fence-to-nowhere now!"
Read more: https://www.change.org/petitions/leland-fly-fishing-ranch-immediately-remove-the-solid-log-fence-trees-across-svas-runway-overrun
Baltimore/Washington International Thurgood Marshall Airport windows being replaced (PHOTOS)
Construction crews at Baltimore/Washington International Thurgood Marshall Airport are working to replace large windows in the Airport’s air traffic control tower—replacing the existing windows that are almost 30 years old. Each of the new windows weighs approximately 850 pounds. The windows are about 106 inches wide at the top, 98 inches wide at the bottom, and 99 inches high.
See photos: http://www.wjla.com
Canadian heritage plane on the auction block
Surviving war and
time, a Canadian flyer that's roamed the skies for 70 years -- losing
some heritage along the way -- is about to find a new home.
But it would take top dollar to get the veteran back to the place it first protected.
A rare Hawker Hurricane fighter aircraft that flew along Canada's East Coast during the Second World War -- possibly helping to protect convoys from German U-boats -- is going up for auction and bids could reach a lofty $2.6 million.
Sholto Gilbertson, with the London, England-based Bonhams auctioneers, which is selling off the Hurricane Mk XIIa 5711 -- fully equipped with 12 Browning .303 machine guns -- said little is known of how the now fully restored fighter spent the war.
Built in 1942, it could have been used as a trainer for Royal Canadian Air Force (RCAF) pilots in Nova Scotia, or may have seen action during patrols over the Atlantic coast.
But what is known is the iconic monoplane Hurricanes, which protected London during the Battle of Britain, are disappearing.
"They are very rare with only a handful flying worldwide," Gilbertson said.
Back in 1947, after its service with the RCAF, a Canadian syndicate out of Saskatchewan bought it. Then in 1989, it was restored for flight, before being bought by a British vintage aircraft agency in 2002.
In 2005, it became the first Hurricane to return to the Mediterranean island of Malta since the Second World War and flew in Russia this year for President Vladimir Putin.
But time has robbed the Canadian flyer of some of its citizenship.
Gone is the original Canadian paint scheme, replaced by Battle of Britain colours, and much of its auction legend is of how Hurricanes secured U.K. skies.
The warbird now waits for the December auction at the Imperial War Museum in Duxford, England.
Among those who would like to see it back home is David Rohrer, CEO of the Canadian Warplane Heritage Museum, near Hamilton, Ont.
In 1993, the museum lost its own Hurricane in a fire.
There's only one other known version, located in Quebec, that's still flying in Canada.
"There aren't many of them left with a Canadian history," said Rohrer, who's looking at putting together a possible consortium bid.
"It would be a tremendous aircraft to have back in Canada."
If that happens, our lost Hurricane would likely stay here. Designated as cultural property, it would be restricted from being lost again.
Source: http://www.chathamdailynews.ca
But it would take top dollar to get the veteran back to the place it first protected.
A rare Hawker Hurricane fighter aircraft that flew along Canada's East Coast during the Second World War -- possibly helping to protect convoys from German U-boats -- is going up for auction and bids could reach a lofty $2.6 million.
Sholto Gilbertson, with the London, England-based Bonhams auctioneers, which is selling off the Hurricane Mk XIIa 5711 -- fully equipped with 12 Browning .303 machine guns -- said little is known of how the now fully restored fighter spent the war.
Built in 1942, it could have been used as a trainer for Royal Canadian Air Force (RCAF) pilots in Nova Scotia, or may have seen action during patrols over the Atlantic coast.
But what is known is the iconic monoplane Hurricanes, which protected London during the Battle of Britain, are disappearing.
"They are very rare with only a handful flying worldwide," Gilbertson said.
Back in 1947, after its service with the RCAF, a Canadian syndicate out of Saskatchewan bought it. Then in 1989, it was restored for flight, before being bought by a British vintage aircraft agency in 2002.
In 2005, it became the first Hurricane to return to the Mediterranean island of Malta since the Second World War and flew in Russia this year for President Vladimir Putin.
But time has robbed the Canadian flyer of some of its citizenship.
Gone is the original Canadian paint scheme, replaced by Battle of Britain colours, and much of its auction legend is of how Hurricanes secured U.K. skies.
The warbird now waits for the December auction at the Imperial War Museum in Duxford, England.
Among those who would like to see it back home is David Rohrer, CEO of the Canadian Warplane Heritage Museum, near Hamilton, Ont.
In 1993, the museum lost its own Hurricane in a fire.
There's only one other known version, located in Quebec, that's still flying in Canada.
"There aren't many of them left with a Canadian history," said Rohrer, who's looking at putting together a possible consortium bid.
"It would be a tremendous aircraft to have back in Canada."
If that happens, our lost Hurricane would likely stay here. Designated as cultural property, it would be restricted from being lost again.
Source: http://www.chathamdailynews.ca
Four alleged traffickers, including airline owner, get 6 months in prison to await trial
Santo Domingo. - A National District Permanent Attention judge sent four men to spend six months at Najayo prison to await trial, in the case involving alleged international drug traffickers and money launderers.
Judge Jose Alejandro Vargas handed down the rulings against Sergio René Gómez Díaz, Cristian Antonio Javier Suarez, Home Errol Outram and Rafael Rosado, charged with laundering money from drug trafficking and other crimes.
The judge ruled for the prosecution on its evidence, such as taped telephone conversations, photos of meetings between the accused, and testimony by agents, among others.
Investigators say Gomez Diaz, owner of several businesses including bars, "Passion Night Club" and the mall "Plaza Gómez Díaz," planned the transport of 500 kilos of cocaine from South America in his twin engine plane.
The National Drugs Control Agency (DNCD) said it confirmed Gomez Diaz’s close ties with drug traffickers, Dominicans and Colombians and Europeans.
The DNCD said co-defendant Rosado, owner of the airline CaribAir, had sold a CESNNA 310 aircraft to Gomez Diaz, whom he met several times, as the prosecution’s photos show.
http://www.dominicantoday.com
American Air Says Performance Is Improving
By SUSAN CAREY
The Wall Street Journal
AMR Corp.'s American Airlines, beset by a spike in flight delays and cancellations in September, said in an internal memo Thursday that it is seeing encouraging improvement in its performance metrics so far in October, but "we are not yet back to the levels our customers deserve and expect."
An increase in pilot sick calls and maintenance write-ups in the second half of September, along with emergency inspections of some aircraft after seats came loose in three planes when they were aloft, contributed to the poor showing. FlightStats.com, a flight-tracking service, said American's flights arrived on time only 59% of the time in September, compared with percentages in the 80s for most of its rivals.
During September, American canceled 1,391 flights outright, nearly the equivalent of a full day's schedule of nearly 1,800 flights, a much higher proportion than its peers, FlightStats said.
American said in the memo Thursday that it has seen a 16% increase in its punctuality in the first nine days of October, and it has reduced its cancellations by 27%.
FlightStats.com data indicate that American is turning the corner. On Tuesday, for instance, 66% of its flights arrived on time, defined as within 14 minutes of schedule. That compared with 81% for the entire U.S. industry. And American canceled 18 flights, or 1% of the total. On Wednesday, FlightStats said, 64.5% of American's flights arrived punctually, compared with 79% for the industry, and 11 flights were canceled, or 0.6% of the schedule.
American spokesman Bruce Hicks said the company and its Allied Pilots Association union have resumed negotiations aimed at reaching a new labor contract. A majority of the 10,000 pilots rejected a proposed pact in August, and in September the bankruptcy judge overseeing AMR's restructuring granted the airline's motion to jettison the pilots' old contract and impose concessionary terms on the group. At that point, American said, an abnormal number of pilots called in sick and there was a marked increase in minor maintenance write-ups by the aviators.
In response, American said it was cutting its schedule by 1% to 2% through October and threatened to seek a judicial injunction to stop the disruptions. On Thursday, it said it would extend the capacity reduction to mid-November to help ensure that its operations resume a more normal pattern. The cuts won't affect holiday travel, it said. The company is also offering overtime and additional hours to its airport and reservations employees to better accommodate customer needs, and it's trying to move customers to other flights earlier if there is going to be a delay or cancellation.
The Allied Pilots Association has insisted that it isn't encouraging or condoning a job action. Now that the union and management are back at the bargaining table, the APA said it is seeking "an industry-standard" contract that would provide midcontract pay increases to reflect the superior terms enjoyed by pilots at Delta Air Lines Inc. DAL -0.61% and an agreement being firmed up to be considered by pilots at United Continental Holdings Inc. UAL -1.29% The union said earlier that it planned to meet with American managers every day this week.
http://online.wsj.com
The Wall Street Journal
AMR Corp.'s American Airlines, beset by a spike in flight delays and cancellations in September, said in an internal memo Thursday that it is seeing encouraging improvement in its performance metrics so far in October, but "we are not yet back to the levels our customers deserve and expect."
An increase in pilot sick calls and maintenance write-ups in the second half of September, along with emergency inspections of some aircraft after seats came loose in three planes when they were aloft, contributed to the poor showing. FlightStats.com, a flight-tracking service, said American's flights arrived on time only 59% of the time in September, compared with percentages in the 80s for most of its rivals.
During September, American canceled 1,391 flights outright, nearly the equivalent of a full day's schedule of nearly 1,800 flights, a much higher proportion than its peers, FlightStats said.
American said in the memo Thursday that it has seen a 16% increase in its punctuality in the first nine days of October, and it has reduced its cancellations by 27%.
FlightStats.com data indicate that American is turning the corner. On Tuesday, for instance, 66% of its flights arrived on time, defined as within 14 minutes of schedule. That compared with 81% for the entire U.S. industry. And American canceled 18 flights, or 1% of the total. On Wednesday, FlightStats said, 64.5% of American's flights arrived punctually, compared with 79% for the industry, and 11 flights were canceled, or 0.6% of the schedule.
American spokesman Bruce Hicks said the company and its Allied Pilots Association union have resumed negotiations aimed at reaching a new labor contract. A majority of the 10,000 pilots rejected a proposed pact in August, and in September the bankruptcy judge overseeing AMR's restructuring granted the airline's motion to jettison the pilots' old contract and impose concessionary terms on the group. At that point, American said, an abnormal number of pilots called in sick and there was a marked increase in minor maintenance write-ups by the aviators.
In response, American said it was cutting its schedule by 1% to 2% through October and threatened to seek a judicial injunction to stop the disruptions. On Thursday, it said it would extend the capacity reduction to mid-November to help ensure that its operations resume a more normal pattern. The cuts won't affect holiday travel, it said. The company is also offering overtime and additional hours to its airport and reservations employees to better accommodate customer needs, and it's trying to move customers to other flights earlier if there is going to be a delay or cancellation.
The Allied Pilots Association has insisted that it isn't encouraging or condoning a job action. Now that the union and management are back at the bargaining table, the APA said it is seeking "an industry-standard" contract that would provide midcontract pay increases to reflect the superior terms enjoyed by pilots at Delta Air Lines Inc. DAL -0.61% and an agreement being firmed up to be considered by pilots at United Continental Holdings Inc. UAL -1.29% The union said earlier that it planned to meet with American managers every day this week.
http://online.wsj.com
Crash over Coombe Abbey could have been avoided - inquest is told
A PLANE crash over Coventry could have been prevented, an air traffic controller has claimed.
Gary Smith made the split-second decisions moments before the crash back in 2008, which saw five people killed when two aircraft collided in mid-air.
He said priorities might have changed had he been made aware of the nature of one of the plane's flight.
Mr Smith was giving evidence today (Wednesday) on the third day of a jury inquest at Leamington Justice Centre into the deaths in 2008.
Killed in the crash, over Coombe Abbey on Sunday, August 17, were pilots Sophie Hastings and Sybille Gautrey, and passengers John Antrobus and James Beagley on board a Cessna 402, and Brian Normington, 70, from Blackdown near Leamington, who had piloted a Rand KR-2.
The Cessna crew, all employees of Baginton-based Reconnaissance Ventures Ltd (RVL), had been carrying out specific training which saw their plane travel 40 knots faster than usual.
However, when the crew had informed air traffic control of their intention the night before, the information was incorrectly categorised by a staff member.
Mr Smith said the airport was going through a difficult time with staffing and a previous manager had left just prior to the crash.
He claimed he had been informed the Cessna would travel at high speed, but not specifically 160 knots, during a staff handover.
Mr Smith, who now works at a different airport, described the safety assessment carried out as 'erroneous' and said he would normally expect six weeks notice.
He said he only had an 'inkling' of the plane's extra speed during an earlier approach.
"I believe the accident would have been resolved if safety had been better managed," he said.
"There could have been more restrictions on the circuit and the aircraft could be dealt with in a different priority."
It also emerged Mr Normington's plane was not fixed with a transponder device which could have helped avoid tragedy.
On Monday, the jury heard from Geraint Herbert, senior inspector of the Air Accidents Investigation Branch, who said probable reasons for the crash included the pilots not seeing each other or having enough time to avoid a collision when they did.
He showed how Mr Normington's plane, which he said was 'notoriously difficult to see', could have been in a blindspot from the cockpit of the Cessna 402.
The inquest is to hear from further witnesses including experts in flight safety and a boss from RVL, as well as Mr Herbert.
The inquest is expected continue into next week. See coventryobserver.co.uk for updates.
Gary Smith made the split-second decisions moments before the crash back in 2008, which saw five people killed when two aircraft collided in mid-air.
He said priorities might have changed had he been made aware of the nature of one of the plane's flight.
Mr Smith was giving evidence today (Wednesday) on the third day of a jury inquest at Leamington Justice Centre into the deaths in 2008.
Killed in the crash, over Coombe Abbey on Sunday, August 17, were pilots Sophie Hastings and Sybille Gautrey, and passengers John Antrobus and James Beagley on board a Cessna 402, and Brian Normington, 70, from Blackdown near Leamington, who had piloted a Rand KR-2.
The Cessna crew, all employees of Baginton-based Reconnaissance Ventures Ltd (RVL), had been carrying out specific training which saw their plane travel 40 knots faster than usual.
However, when the crew had informed air traffic control of their intention the night before, the information was incorrectly categorised by a staff member.
Mr Smith said the airport was going through a difficult time with staffing and a previous manager had left just prior to the crash.
He claimed he had been informed the Cessna would travel at high speed, but not specifically 160 knots, during a staff handover.
Mr Smith, who now works at a different airport, described the safety assessment carried out as 'erroneous' and said he would normally expect six weeks notice.
He said he only had an 'inkling' of the plane's extra speed during an earlier approach.
"I believe the accident would have been resolved if safety had been better managed," he said.
"There could have been more restrictions on the circuit and the aircraft could be dealt with in a different priority."
It also emerged Mr Normington's plane was not fixed with a transponder device which could have helped avoid tragedy.
On Monday, the jury heard from Geraint Herbert, senior inspector of the Air Accidents Investigation Branch, who said probable reasons for the crash included the pilots not seeing each other or having enough time to avoid a collision when they did.
He showed how Mr Normington's plane, which he said was 'notoriously difficult to see', could have been in a blindspot from the cockpit of the Cessna 402.
The inquest is to hear from further witnesses including experts in flight safety and a boss from RVL, as well as Mr Herbert.
The inquest is expected continue into next week. See coventryobserver.co.uk for updates.
GE Aviation to start hiring workers in March
ELLISVILLE, Miss. (AP) — GE Aviation will begin taking applications Nov. 5 for its new Ellisville, Miss., composites factory.
The unit of General Electric Co. made the announcement Thursday as Gov. Phil Bryant visited the nearly completed plant.
The company expects to hire 250 workers within five years to make composite parts for aircraft engines and systems.
Positions will be posted with the state's WIN Job Center in Laurel. GE Aviation plans to hire people in waves starting in March.
General Electric says it's investing $56 million in the Ellisville plant to meet growing aerospace demand. The state is providing $8 million in incentives. Connecticut-based GE expanded the plant from 300,000 square feet to 340,000 square feet before construction started.
The company has run a 450-employee composite plant in Batesville since 2008.
Source: http://www.businessweek.com
The unit of General Electric Co. made the announcement Thursday as Gov. Phil Bryant visited the nearly completed plant.
The company expects to hire 250 workers within five years to make composite parts for aircraft engines and systems.
Positions will be posted with the state's WIN Job Center in Laurel. GE Aviation plans to hire people in waves starting in March.
General Electric says it's investing $56 million in the Ellisville plant to meet growing aerospace demand. The state is providing $8 million in incentives. Connecticut-based GE expanded the plant from 300,000 square feet to 340,000 square feet before construction started.
The company has run a 450-employee composite plant in Batesville since 2008.
Source: http://www.businessweek.com
1Time cuts planes, routes, warns on jobs
Cape Town - 1Time has cut two aircraft from its fleet and the airline’s CEO says there will have to be a number of staff cuts.
Blacky Komani, 1Time-CEO, says the numbers of staff cuts have not been finalized.
“We’re working with the unions to see what we can do. No-one wants staff cuts but we’re working with 8 planes instead of 10.”
The airline is currently under business rescue and is working on a rescue plan under the stewardship of Komani. The airline has been reported to be in debt of around R300m.
In April the airline reported a loss of R157m.
Komani says the creditors need to vote on the final business rescue plan and will do so within the next 14 days.
“The plans include the necessity for new aircraft,” Komani said.
1Time aircraft are among the oldest in commercial service in South Africa and known as fuel guzzlers of note.
With record oil prices, the airline is taking strain with the old aircraft.
Some of the routes 1Time has cut include all routes to and from Lanseria and flights to Mombasa have also been suspended.
“Zanzibar is still going strong as well as other routes that remain profitable.”
http://www.fin24.com
Blacky Komani, 1Time-CEO, says the numbers of staff cuts have not been finalized.
“We’re working with the unions to see what we can do. No-one wants staff cuts but we’re working with 8 planes instead of 10.”
The airline is currently under business rescue and is working on a rescue plan under the stewardship of Komani. The airline has been reported to be in debt of around R300m.
In April the airline reported a loss of R157m.
Komani says the creditors need to vote on the final business rescue plan and will do so within the next 14 days.
“The plans include the necessity for new aircraft,” Komani said.
1Time aircraft are among the oldest in commercial service in South Africa and known as fuel guzzlers of note.
With record oil prices, the airline is taking strain with the old aircraft.
Some of the routes 1Time has cut include all routes to and from Lanseria and flights to Mombasa have also been suspended.
“Zanzibar is still going strong as well as other routes that remain profitable.”
http://www.fin24.com
Florida Memorial University is flying high: Aviation program buys new plane
OPA LOCKA – The Florida Memorial University (FMU) Aviation and Safety Department ushered in a new era of excellence on Sept. 28 when more than 100 guests joined university officials and students at the Opa-Locka Airport to help dedicate the newest addition to the South Florida skies.
On a windy, blue-sky day, the new aircraft was taxied around to the canopy at Miami Executive Aviation where Dr. Henry Lewis III, FMU president, hopped out and addressed the enthusiastic crowd of elected officials, university representatives, airport executives, flight school personnel and FMU aviation students.
‘Dreams take flight’
“We are here to serve notice that Florida Memorial University is a place where dreams also take flight,” declared Lewis. “This new airplane allows our students to gain experience on state-of-the-art equipment and provides the greater community with stellar aviation professionals.”
The orange-and-blue Cessna 172 SP with top-level avionics is a single-engine, four-passenger aircraft that will allow students to earn various pilot licenses and instrument ratings. Mychal Martin, a recent FMU aviation graduate, was at the controls. He is now a certified flight instructor at Endeavor Flight Training, Inc.
Read more: http://flcourier.com
Clarity Aerial Sensing Takes Delivery of First Diamond DA42 MPP Guardian Surveillance Aircraft
Bozeman, MT (PRWEB) October 11, 2012
Clarity partners Ben Walton and Bryan O'Leary were on hand to accept the aircraft from Martin Scherrer from Diamond Airborne Sensing. The DA42 MPP GUARDIAN is the new generation of the twin engine Diamond surveillance and mapping aircraft that utilizes innovative and fuel-efficient Austro Diesel engines and burns only 7 gallons per hour while patrolling.
Clarity partner Loren Poulsen, Ph.D. comments, "After we received such an overwhelming response to this aircraft from our customers, we recognized that we needed to immediately purchase our first aircraft to get ahead of demand. There is really no other certified aircraft that offers so much capability at such a low cost to purchase and operate. We are confident that this aircraft will go on contract shortly."
Diamond Airborne Sensing Head of Sales for North America, Martin Scherrer says, "This is a great commitment by Clarity Aerial Sensing to the DA42 MPP aircraft and our partnership. It also demonstrates our joint effort in marketing the system to government and civilian customers, and the enthusiastic response we have received in just a few short months."
Clarity Chief Pilot Ben Walton, "The DA42 is a wonderful aircraft to fly, we have now demonstrated this aircraft to a number of organizations and our most common response has been "I love this aircraft". When you combine the twin-engine-digital control reliability, significant fuel savings with the silenced engines it can't be beat."
Clarity Aerial Sensing LLC is a Diamond Airborne Sensing Authorized Reseller specializing in low-cost aerial surveillance, mapping and photography solutions for law enforcement, border patrol, military, media, pipeline and power line patrol and aerial imagery and mapping. Clarity Aerial Sensing partners have sold 24 surveillance aircraft in the past three years, and over forty general aviation aircraft. In addition to sales, they provide turn-key contract and lease solutions, complete systems integration and training. They also operate eleven Diamond aircraft as part of an FAA Part 141 Flight School and FAA Part 135 Charter operation.
Diamond Airborne Sensing is based in Wiener Neustadt, Austria and a 100 per cent subsidiary of Diamond Aircraft Industries. The company provides total multi-mission aerial solutions based on the all-weather proven DA42 MPP airframe, which is also available as an unmanned and/or optional piloted version for three years. Diamond Airborne Sensing provides aircraft sales, complete integrated sensor solutions, training and global support to a fleet of 108 DA42 MPP aircraft in 28 countries.
http://www.prweb.com
F-15 has problem landing at Kingsley Field - Klamath Falls, Oregon
KLAMATH FALLS, Ore. (AP) — A jet fighter had a problem landing at the Oregon Air National Guard base in Klamath Falls.
Master Sgt. Jennifer Shirar says the pilot was unhurt after arresting cables were used to help stop the F-15C when it came in for a landing Tuesday afternoon after a routine training flight.
She says a board of investigating officers is looking into the incident. Details of the damage to the aircraft or the cause of the incident have not been released.
Shirar says they are not yet releasing whether the pilot was regular Air Force or Air National Guard.
Kingsley Field is home base to the Oregon Air National Guard's 173rd Fighter Wing, which trains jet fighter pilots.
http://www.kgw.com
Master Sgt. Jennifer Shirar says the pilot was unhurt after arresting cables were used to help stop the F-15C when it came in for a landing Tuesday afternoon after a routine training flight.
She says a board of investigating officers is looking into the incident. Details of the damage to the aircraft or the cause of the incident have not been released.
Shirar says they are not yet releasing whether the pilot was regular Air Force or Air National Guard.
Kingsley Field is home base to the Oregon Air National Guard's 173rd Fighter Wing, which trains jet fighter pilots.
http://www.kgw.com
Whistler, BC Canada: Helipad upgrades not one size fits all
It seems the issue with the Whistler’s Health Care Centre helipad is far from over.
This week The Question received information from an anonymous source that raised this topic we thought was resolved at the beginning of the summer. Yes the helipad is open, but not for all types of helicopters.
It appears the nuances between single-engine and twin-engine helicopters will continue to be a thorn in the side of emergency services in Whistler.
The two types of aircraft understandably have two sets of standards with Transport Canada, the regulatory body that oversees everything airborne. When Vancouver Coastal Health underwent changes to the helipad, it only set out to meet the standard for the larger, twin-engine aircraft, which coincidentally is what B.C.’s entire fleet of air ambulances operates.
So the safety regulations for single-engine helicopters were left unfixed, and for those of us who had to Google the difference between the two, it went unnoticed.
Not everybody in the helicopter industry has been keen to make the costly upgrade from singles to twins; the latter purported to provide better safety in the event of an engine failure. Therefore, not everybody flies them like the air ambulance service.
Blackcomb Aviation is often called out to rescue situations with injured people on the ski hill, in the backcountry and involved in motor vehicle accidents in the highway. Their fleet has 11 single-engine aircraft out of 16.
If they are in a situation where they only have a single engine to respond to a call out, it will have to fly to the Municipal Heliport past Emerald Estates and the injured person takes an 11-minute ambulance ride to the medical centre. It’s not like, in emergency situations, time is of the essence or anything of that sort. We’re sure the injured person will chalk up the added time and transfers from aircraft to ambulance to medical clinic as part of the overall visitor experience.
It seems that considering all possible emergency scenarios and planning to accommodate them while undergoing extensive and time consuming upgrades to the helipad and the surrounding area was too much to ask. Likely it would have added more delays to a process already criticized for taking to long.
The issue, it appears, is the trees in the surrounding area. The regulations would require extensive removal for an acceptable flight path. The helipad can handle the landing of both types of aircraft, just not the landing and approach of the single-engines.
VCH contends that tree removal is not its jurisdiction and it is up to the municipality to undertake that work. True enough, but it would have been nice to know that fact and its obvious implications for local rescue operations two years ago when this process began.
In situations like this, with government departments practicing the politics of omission when it comes to issues of public safety, that gets us a bit riled up here at The Question.
VCH’s handling of the upgrades to the helipad has been confusing, time consuming, and now it appears they also failed to accommodate all possible emergency situations and aircraft.
Source: http://www.whistlerquestion.com
This week The Question received information from an anonymous source that raised this topic we thought was resolved at the beginning of the summer. Yes the helipad is open, but not for all types of helicopters.
It appears the nuances between single-engine and twin-engine helicopters will continue to be a thorn in the side of emergency services in Whistler.
The two types of aircraft understandably have two sets of standards with Transport Canada, the regulatory body that oversees everything airborne. When Vancouver Coastal Health underwent changes to the helipad, it only set out to meet the standard for the larger, twin-engine aircraft, which coincidentally is what B.C.’s entire fleet of air ambulances operates.
So the safety regulations for single-engine helicopters were left unfixed, and for those of us who had to Google the difference between the two, it went unnoticed.
Not everybody in the helicopter industry has been keen to make the costly upgrade from singles to twins; the latter purported to provide better safety in the event of an engine failure. Therefore, not everybody flies them like the air ambulance service.
Blackcomb Aviation is often called out to rescue situations with injured people on the ski hill, in the backcountry and involved in motor vehicle accidents in the highway. Their fleet has 11 single-engine aircraft out of 16.
If they are in a situation where they only have a single engine to respond to a call out, it will have to fly to the Municipal Heliport past Emerald Estates and the injured person takes an 11-minute ambulance ride to the medical centre. It’s not like, in emergency situations, time is of the essence or anything of that sort. We’re sure the injured person will chalk up the added time and transfers from aircraft to ambulance to medical clinic as part of the overall visitor experience.
It seems that considering all possible emergency scenarios and planning to accommodate them while undergoing extensive and time consuming upgrades to the helipad and the surrounding area was too much to ask. Likely it would have added more delays to a process already criticized for taking to long.
The issue, it appears, is the trees in the surrounding area. The regulations would require extensive removal for an acceptable flight path. The helipad can handle the landing of both types of aircraft, just not the landing and approach of the single-engines.
VCH contends that tree removal is not its jurisdiction and it is up to the municipality to undertake that work. True enough, but it would have been nice to know that fact and its obvious implications for local rescue operations two years ago when this process began.
In situations like this, with government departments practicing the politics of omission when it comes to issues of public safety, that gets us a bit riled up here at The Question.
VCH’s handling of the upgrades to the helipad has been confusing, time consuming, and now it appears they also failed to accommodate all possible emergency situations and aircraft.
Source: http://www.whistlerquestion.com
Air crash report: Businessman Mark Weir 'not qualified to fly at night'
A Cumbrian entrepreneur who was killed in his helicopter last year was 'not qualified to fly at night', a report has found.
Mark Weir, 45, from Cockermouth, died on 8 March 2011 after his helicopter crashed shortly after taking off from the Honister Slate Mine that he owned in the Lake District.
A report by the Air Accident Investigations Branch has found that Mr Weir did not hold a night-flying qualification and had taken off in 'challenging circumstances' with reduced visibility and low cloud.
The report said:
Mr Weir flew regularly between his home and the mine, which attracted 60,000 visitors a year.
The report also said there was no evidence of mechanical failure and that it was "not possible to determine the mechanism by which control was lost or disorientation occurred".
The full report follows: http://www.itv.com
Mark Weir, 45, from Cockermouth, died on 8 March 2011 after his helicopter crashed shortly after taking off from the Honister Slate Mine that he owned in the Lake District.
A report by the Air Accident Investigations Branch has found that Mr Weir did not hold a night-flying qualification and had taken off in 'challenging circumstances' with reduced visibility and low cloud.
The report said:
" A number of serious airworthiness issues were identified with the helicopter during the course of the investigation. None of these could be directly linked to the cause of the accident but did raise concerns regarding the way the helicopter was operated."– Air Accident Investigation report
Mr Weir flew regularly between his home and the mine, which attracted 60,000 visitors a year.
The report also said there was no evidence of mechanical failure and that it was "not possible to determine the mechanism by which control was lost or disorientation occurred".
The full report follows: http://www.itv.com
Miramar Air Show Gets Off The Ground This Week
The Miramar Air Show is touted as the largest military air show in the United States. This year, the show takes place from October 12-14.
Here's a link to the schedule of events.
The theme for the 2012 show is "Marines in Flight: Celebrating 50 Years of Space Exploration."
General admission to the show is free, as is parking and blanket seating. But you can also buy preferred seating for the grandstand, or even check out the show from the fancy-sounding "Flying Aces Club Chalet." Click here to find out about prices and venues.
But before you head out to MCAS Miramar have your mind blown by the Blue Angels and Robosaurus, the Marine team leaders at Miramar have a message for you, posted up top.
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