Sunday, January 13, 2013

Some airlines expect to soar in 2013

It's been a steady rise over difficult times for local airlines.

A irline passenger travel will almost double during the next two decades, according to the Federal Aviation Administration. A study released in March by the FAA says revenue passenger miles will rise to 1.57 trillion by 2032 from 815 billion in 2011. The FAA predicts a 3.2 percent increase annually, the study says.

That's good news for local airlines.

Competitive fares are the only reason traffic has grown at all since 2000.

Allegiant Air, a subsidiary of Allegiant Travel Co., has operated a low-cost, high-efficiency, all-jet passenger airline since October 1998 and has steadily grown since then.

The local airline, which has been named one of America's 100 Best Small Companies by Forbes magazine for four consecutive years, recently launched its longest overland route, a nonstop between Las Vegas and Plattsburgh, N.Y.

Located about 60 miles south of Montreal, Plattsburgh fits into Allegiant's current strategy of extending its network outside the United States. At places such as Bellingham, Wash., and Minot, N.D., Allegiant draws a large number of Canadians fleeing the high taxes and fees of using their homeland airports. At McAllen, Texas, many passengers come from Mexico.

In keeping with low-frequency strategy of Allegiant, round-trip flights are available on Mondays and Fridays only.

In addition to the Plattsburgh route, the airline has announced nonstop service between Reno and Las Vegas.

"We are pleased to announce an affordable and convenient travel option for residents of Reno," said Andrew C. Levy, Allegiant Travel Co. president. "We are confident this community will appreciate our affordable, nonstop service to Las Vegas, as well as take advantage of the value of booking hotel rooms, car rentals and attractions through us."

The new route, which begins Feb. 1, will offer a fare of $49.99 one way and operate twice weekly between Reno-Tahoe International Airport and McCarran International Airport.

"We are truly excited to announce this new air service for our community and our state thanks to Allegiant," said Krys Bart, president and CEO of Reno-Tahoe International Airport. "They are bringing these new flights just in time for the ski season that will make it easier than ever to fly across Nevada. We believe that Allegiant is a great fit for our community, and we hope this is the beginning of a great air service relationship."

Allegiant also offers hotel rooms, rental cars, and entertainment and event tickets through its website, www.allegiant.com.

"Increasingly our tour operations businesses have become similar to airline business models," he said. "Our prices may increase due to departure times and time of year, but our best prices are reserved for clients who book and pay for tour services well in advance."

A recent route addition has Arizona residents buzzing. As of Feb. 7, Allegiant Air will offer nonstop flights from Phoenix to Honolulu International Airport. Allegiant began flying from Las Vegas and Fresno to Honolulu in late June and announced plans to add flights from other California cities, as well as airports in Oregon and Washington.

"We are pleased to expand our presence yet again in Hawaii with additional nonstop service to Honolulu from Phoenix," Levy stated. "Allegiant will offer nonstop, low-cost service to nine mainland cities by February. We anticipate the new service will be very popular, especially when customers take advantage of great deals by bundling their air, hotel and car rental."

"Allegiant continues to expand its reach to the Hawaiian Islands from secondary domestic cities, including its new direct service from Phoenix-Mesa," said Mike McCartney, Hawaii Tourism Authority president and CEO. "Congratulations to Allegiant on their new service. We look forward to welcoming guests from Phoenix-Mesa to experience the unique and special people, place and culture of Hawaii."

With the added routes, Allegiant is looking to expand its employee base, said Rebecca Henry, vice president of people services for Allegiant Travel Co .

"Allegiant generally looks for both technical fit for the roles we hire, along with strong fit with our company values," Henry said.

Those values include safety, achievement, flexibility, innovation, bias for action, teamwork, and transparency and accountability.

To apply for positions, candidates can go to www.allegiant.com/jobs to view all of the local airline's available roles.

"We have many positions available in Las Vegas and across the country at our various locations," she said. "If you look at Allegiant's history in Las Vegas over the past decade, we are a strong community employer with hundreds of Las Vegas employees, and we've grown consistently each year, both in our network and our employee population, which now totals about 2,000 employees nationwide."

Allegiant has incorporated many programs that contributed to employee loyalty and overall health, she said.

"An especially relevant one in the health and wellness arena is our benefits committee," Henry said. "(They are) a group of employees who came together this year to examine our health insurance, be part of the design and decision-making process for choosing 2013 coverage and premiums, build an incentive program to promote wellness and education, and design the rewards employees can receive companywide for healthy behaviors.

"Instead of having one of the biggest costs for employees be something they have no control over, Allegiant partnered with employees by creating a benefits committee and 'opening the books' so the committee could see the actual quotes from providers for coverage, and the cost implication of different plan designs."

The committee came to decisions unanimously and moved forward to ensure employees received the best programs available for their professional and personal lives.

"It's that kind of effort and focus that Allegiant is committed to delivering to our employees in all arenas of their work life," Henry said.

Employees are important to the overall good growth of a company, something the nearly 50-year-old Papillon Group understands, said Robert Graff, its vice president of marketing.

Elling Halvorson started the local airline in 1965. As a construction company owner, he worked in remote areas, often building pipelines across treacherous terrain. As he surveyed the Grand Canyon's South Rim, he was taken by the incredible scenery from his seat in a helicopter. As employees also began asking for a view from helicopters, Halvorson was struck with an idea. Today, he serves as chairman of The Papillon Group.

Currently, the bustling company has tours to the Grand Canyon West, South Rim, El dorado Canyon, Hoover Dam, over the Las Vegas Strip, and flies to many Arizona cities including Phoenix, Sedona, Flagstaff and Scottsdale.

Papillon, which means butterfly in French, offers tours in 16 languages, including Spanish, Japanese, Portuguese, Italian, French, Dutch, Cantonese, Mandarin, German, Korean and English. Tours range from 30 minutes to all day and overnight excursions. The Papillon family has grown to include Grand Canyon Helicopters, Scenic Airlines, Grand Canyon Coaches and Grand Canyon Airlines.

In 2012, The Papillon Group offered adventure enthusiasts the opportunity to journey from one side of the Grand Canyon to the other via motorcycle and helicopter.

"This is the incredible sandstone pinnacle that rises 5,000 feet above sea level and is located in Lake Powell Navajo Tribal Park near Page (Arizona)," Graff said.

Created in partnership with EagleRider Motorcycle Rentals and Tours, the adventures are for guests of all ages and enables visitors to see the Grand Canyon by air and ground.

"Beginning March 2013, for the first time ever, people will be able to summit Tower Butte," he said.

With the recent growth, the company has needed to fill more positions in increasingly different directions.

"We have seen an increase (in) support-related positions, specifically with positions for analytical and inventory control," Graff said. "With business as robust as it is, it is as important as ever that we are managing the growing supply and demand."

Interested job seekers can go online at www.jobs.papillon.com to view the most recent job openings.

"Our business is mostly seasonal," Graff said. "The hiring process starts by mid-February , early March. Areas of focus include customer service positions with international language proficiencies and, of course, pilots and maintenance and ground personnel to handle our growing flight operations."

Papillon has been in business for so long because of its focus on customer as well as employee satisfaction. It requires employees to be as enthusiastic as the longtime local company is about its commitment to the community and industry.

"Beyond qualifications in their respective fields," he said, "a 'can do' attitude goes a long way."

Story:    http://www.lvrj.com

Bell 407, Med-Trans Corporation, N445MT: Accident occurred January 02, 2013 in Clear Lake, Iowa

NTSB Identification: CEN13FA122
14 CFR Part 91: General Aviation
Accident occurred Wednesday, January 02, 2013 in Clear Lake, IA
Aircraft: BELL HELICOPTER 407, registration: N445MT
Injuries: 3 Fatal.

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

HISTORY OF FLIGHT

On January 2, 2013, at 2057 central standard time, a Bell Helicopter model 407, N445MT, impacted terrain near Clear Lake, Iowa. The pilot and two medical crew members sustained fatal injuries. The helicopter was destroyed. The helicopter was registered to Suntrust Equipment Leasing & Finance Corporation and operated by Med-Trans Corporation under the provisions of 14 Code of Federal Regulations Part 91 as a positioning flight. Night visual meteorological conditions prevailed for the flight, which was operated on a company flight plan in accordance with Part 135 of the aviation regulations. A flight plan was not filed with the Federal Aviation Administration. The flight originated from the Mercy Medical Center, Mason City, Iowa, about 2049, with an intended destination of the Palo Alto County Hospital, (IA76), Emmetsburg, Iowa.

A witness located about 1 mile south of the accident site, reported observing the helicopter as it approached from the east. He noted that it appeared to slow and then turn to the north. When he looked again, the helicopter appeared to descend straight down. He subsequently went back into his house and called 911. He described the current weather conditions as "misty," with a light wind.

A second witness reported that he was working in his garage when he heard the helicopter. He stated that the sound of the helicopter changed as if it was turning, followed by what he described as a "thump" and then everything was quiet. He subsequently responded to the accident with the Ventura Fire Department. He reported that there was a coating of ice on his truck windshield that the wipers would not clear. He decided to drive another car to the fire stations because it had been parked in the garage. He was on the third fire truck out of the station and as they were waiting to cross Highway 18 at Balsam Avenue, they observed a Clear Lake police car, also responding to the accident, slide through the intersection. They informed dispatch to advise following units to expect slick road conditions. He noted that there was a haze in the air, which was evident when looking toward a street light; however, he did not recall any precipitation at the time.

A pilot located at the Mason City Municipal Airport (MCW) reported that he saw the helicopter fly overhead and estimated its altitude as 300 feet above ground level (agl). He was leaving the airport at that time and noted there was a glaze of ice on his car. He added that the roads were icy as he drove out of the airport and onto Highway 18. He commented that he had flown into Mason City about 1830 and encountered some light rime ice while flying through a cloud.

GPS tracking data depicted the helicopter at the medical center at 2049:44 (hhmm:ss). After liftoff, the helicopter proceeded westbound along Highway 18 about 1,800 feet mean sea level (msl). The helicopter passed just south of the Mason City airport at 2052:44. About 2056:09, the helicopter entered a right turn, becoming established on a northbound course about 10 seconds later. The helicopter simultaneously entered a climb, ultimately reaching approximately 2,995 feet msl at 2057:04. About one minute prior to reaching the apex of the climb, the helicopter entered a left turn, which continued until the helicopter was established on a southbound course. The final tracking data point was recorded at 2057:14. The final data point was located about 774 feet north of the accident site, with an associated altitude of 2,723 feet msl. The published field elevation of the Mason City airport was 1,214 feet.

The helicopter impacted a harvested agricultural field. The main wreckage came to rest along a line of trees and bushes separating the fields. The debris path was about 100 feet long and was oriented on a 246-degree magnetic bearing.

PERSONNEL INFORMATION

The pilot held an airline transport pilot certificate with helicopter and single-engine airplane ratings; his airplane rating was limited to private pilot privileges. He was issued a second class airman medical certificate on April 17, 2012, with a limitation for corrective lenses.

The pilot completed the operator's new hire training program on September 24, 2012, with night vision goggle (NVG) training completed on September 27, 2014. The pilot's Part 135 checkride was completed on September 29, 2012, and his new hire base training was completed on October 5, 2012.

At the time of his initial employment, the pilot reported having accumulated a total flight time of 2,808 hours, with 2,720 hours in helicopters. Of that total flight time, 248 hours were at night. Duty and flight time records indicated that during October, the pilot accumulated 3.7 hours of flight time, all in daylight conditions. During November, the pilot accumulated 9.9 hours total flight time. Of that flight time, 3.1 hours were at night with the aid of NVGs. During December, the pilot accumulated 5.6 hours, all of which were at night, with 5.4 hours using NVGs. His most recent flight for the operator was December 21, 2012.

The pilot was on-duty for 12 hours the day before the accident, but did not log any flight time during that shift. The pilot reported for duty at 1820 on the evening of the accident.

AIRCRAFT INFORMATION

The accident aircraft was a Bell Helicopter model 407, serial number 53959. The helicopter was configured for helicopter emergency medical services (HEMS) operations. The FAA type certificate required one flight crew member (pilot) and permitted operations under day or night visual flight rules (VFR). The helicopter was not certificated for intentional flight into known icing conditions. The operator noted that the helicopter was equipped for instrument flight; however, it was not certified for flight under instrument flight rules (IFR). The helicopter was equipped with heated pitot and static ports; however, the rotor blades were not equipped with ice protection. The helicopter was powered by a Rolls-Royce Allison model 250-C47B turboshaft engine, serial number CAE-847212, with maximum takeoff and maximum continuous power ratings of 650 and 600 shaft horsepower, respectively.

The helicopter was issued a normal category standard airworthiness certificate in June 2009. The helicopter was purchased by Sun Trust Equipment Finance on April 29, 2010, and subsequently leased by Med-Trans Corporation. The helicopter was maintained under an approved aircraft inspection program. The most recent inspection was completed on December 28, 2012, at 952.2 hours total airframe time. A review of the available maintenance records did not reveal a history of outstanding maintenance discrepancies. At the time of the accident, the helicopter airframe and engine had accumulated about 956 hours total time.

The engine anti-ice system is controlled by a switch on the overhead panel. When activated, the system routes air from the diffuser scroll to the engine compressor front support guide vanes in order to prevent the formation of ice. In the event of a loss of electrical power, the system will be activated and route hot air to the engine guide vanes.

METEOROLOGICAL CONDITIONS

The Mason City Municipal Airport Automated Surface Observing System (ASOS), located about 7 miles east of the accident site, at 2053, recorded weather conditions as: wind from 300 degrees at 8 knots; 8 miles visibility; broken clouds at 1,700 feet agl, overcast clouds at 3,300 feet agl; temperature -3 degrees Celsius; dew point -5 degrees Celsius; and an altimeter setting of 30.05 inches of mercury. At 2100, the recorded conditions included a wind from 310 degrees at 9 knots, broken clouds at 1,700 feet agl, and overcast clouds at 3,300 feet agl. At 2105, the wind was from 310 degrees at 10 knots, with broken clouds at 1,500 feet agl and overcast clouds at 2,000 feet agl. At 2110, the wind was from 310 degrees at 12 knots, with overcast clouds at 1,500 feet agl.

The Forest City Municipal Airport Automated Weather Observing System (AWOS), located about 8 miles northwest of the accident site, at 2055, recorded conditions as: wind from 300 degrees at 9 knots; 10 miles visibility; overcast clouds at 1,000 feet agl; temperature -2 degrees Celsius; dew point -3 degrees Celsius; and an altimeter setting of 30.04 inches of mercury. At 1955, about one hour before the accident, the observation included a note of unknown freezing precipitation. However, this notation was not included in the subsequent observations.

The MCW terminal forecast, issued at 1959, expected wind from 250 degrees at 6 knots, 5 miles visibility in light snow, and overcast clouds at 1,400 feet agl.

Satellite imagery depicted an overcast layer of stratiform clouds over the region with cloud tops near 11,000 feet. The regional radar mosaic for Iowa did not depict any significant meteorological echoes in the vicinity of the accident site about the time of the accident. However, the radar scan sampled the airspace from about 6,630 feet to 15,100 feet over the accident site. Any echoes below this height would not have been detected by the weather radar.

Pilot reports (PIREP) filed between 1500 and 2400 over Iowa indicated light to moderate rime ice ranging in altitude from 3,500 feet msl to 8,500 feet msl. These reports ranged from Sioux City, at the western end of the state, to Dubuque at the eastern end of the state. The closest PIREP was over Spencer, Iowa, about 70 miles west of the accident site where a pilot reported light rime icing during climb at 6,400 feet msl. This was about 23 miles west of the accident flight intended destination.

An Airman Meteorological Information (AIRMET) advisory for icing was current for the route of flight. AIRMET Zulu was issued at 2045 and was in effect until 0600. It warned of moderate icing conditions below 10,000 feet msl, with icing conditions expected to continue through 0900.

Witnesses and first responders reported mist, drizzle, and icy road conditions at the time of the accident. One first responder reported observing a police car slide through a roadway intersection due to the slick conditions while responding to the accident site.

WRECKAGE AND IMPACT INFORMATION

The helicopter impacted a harvested agricultural field. The debris path was about 100 feet long and was oriented on a 246-degree magnetic bearing. The helicopter was fragmented, and the cockpit and cabin areas were compromised. A postimpact fire ensued. The main wreckage consisted of the main rotor blades, transmission, engine, portions of the fuselage, and the tail boom. The tail rotor had separated from the tail boom and was located about 80 feet east-northeast of the main wreckage. The landing skids had separated from the fuselage. The left skid was located at the initial impact point; the right skid was located about 35 feet west of the main wreckage.

The main rotor blades remained attached to the hub; however, each blade exhibited bending and delamination consistent with ground impact. Separations of the pitch change links and one pitch change horn were consistent with overstress. The main rotor transmission remained attached to the fragmented upper fuselage bulkhead. The transmission drive input/output shafts and main rotor mast rotated freely. Examination of the freewheeling unit revealed that the shaft had fractured at the main rotor drive spline and at the tail rotor drive spline. Appearance of the fracture surfaces was consistent with overstress failures.

The flight control system was fragmented similar to the overall airframe structure. Separations of the control tubes and support brackets appeared consistent with overstress failures. The hydraulic actuator servos remained secured to the mating fuselage bulkhead; however, the attached fuselage structure was separated from the surrounding airframe panels. Portions of the servos were deformed consistent with impact forces. The mating control system push-pull tubes and hydraulic lines remained secured to the servos.

The tail boom was separated at the forward end and was located with the main wreckage. The tail boom remained straight from forward to aft ends; however, the tail boom cross-section was deformed at both ends. The tail rotor assembly was separated from the boom. The tail rotor blades were deformed and fragmented consistent with impact forces; however, both blades remained secured to the hub. The pitch change links were intact; although, the green pitch change link was deformed. Continuity within the gearbox was confirmed via rotation of the output drive mast. The forward portion of the tail rotor drive shaft remained attached to the tail boom. A separation of a section of the drive shaft near the horizontal/vertical stabilizers appeared consistent with a main rotor strike at that location.

A postaccident examination of the engine was performed under the direct supervision of an NTSB powerplant specialist. The engine exhibited deformation of several components, which appeared consistent with impact forces. The hydro-mechanical unit (HMU) was partially separated from the accessory gearbox; the HMU drive shaft was fractured consistent with an overstress failure. The compressor impeller blades, the impeller inducer shroud, gas producer rotor, and power turbine rotor exhibited rub marks consistent with rotation at impact. The power turbine N2 coupling was fractured near the forward spline consistent with tensile overload. The accessory gearbox components appeared intact and rotated freely. The engine bearings appeared intact, were oil wetted, and rotated freely. Dirt and corn stalk debris was observed throughout the engine air flow path. No anomalies consistent with a preimpact failure or malfunction were observed.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy of the pilot was completed at the Mercy Medical Center, Mason City, Iowa, on January 3, 2013. The pilot's death was attributed to multiple blunt force injuries sustained as a result of the accident. FAA Civil Aerospace Medical Institute toxicology testing was negative for all substances in the screening profile.

TESTS AND RESEARCH

Helicopter engine operation was controlled by a Triumph Engine Control Systems, formerly Goodrich Pump & Engine Controls, model EMC-35R Engine Control Unit (ECU), serial number JG09ANU1247. One corner of the ECU housing was broken out, exposing a portion of the underlying circuit board. The non-volatile memory components related to the primary and reversionary governors was downloaded. The total ECU and engine operating times were 1,196.80 hours and 1,003.06 hours, respectively.

The ECU did not provide for continuous recording of engine parameters. However, the unit did record engine fault and incident data. The ECU incorporated primary and reversionary governor systems, which provided redundancy for engine operation. ECU data was organized into engine history, last engine run faults, time stamped faults, accumulated faults, and incident data. Time data associated with each fault or incident corresponded to the engine run time. Upon logging of a fault or incident event, the ECU also recorded 12 seconds of pre-event data into non-volatile memory.

The last engine run fault data files associated with both the primary and reversionary governors did not contain any fault codes. The time stamped fault data file associated with the primary governor did not contain any fault codes. The time stamped fault data file associated with the reversionary governor contained a total of 21 faults. The most recent fault was recorded at 733 hours ECU operating time. Because the current engine operating time was about 1,003 hours, the most recent fault was recorded about 270 hours before the end of data, which was well before and not relevant to, the accident flight. The reversionary governor accumulated fault data file contained only faults also recorded into the time stamped fault data file.

Three incidents were contained in the snapshot data file. The first was recorded at 1,003:06:16.344 (hh:mm:ss.sss) engine operating time and consisted of a high engine torque event of 110 percent. The associated 12 seconds of pre-event data were unremarkable, with engine speed, rotor speed, and engine torque parameters within normal limits. The collective pitch parameter was about 58 percent and the fuel flow about 452 pounds per hour (pph) during this timeframe. Cyclic and anti-torque pedal positions were not recorded by the ECU. The second snapshot was recorded at 1,003:06:22.873 and consisted of a high power turbine event of 108 percent. An engine overspeed parameter is set due to this event. In addition, the collective pitch parameter had decreased to 32 percent and fuel flow to 36 pph at this time. The third snapshot was recorded at 1,003:06:22.920 and consisted of a high rotor speed of 109 percent. The loss of subsequent data was consistent with a loss of electrical power to the ECU at impact. In addition, the engine and rotor overspeed events, in conjunction with a decreasing fuel flow and collective pitch, was consistent with the rotor system being aerodynamically driven above 100-percent, such as in the descent prior to impact.

ADDITIONAL INFORMATION

Light bulb filaments from the caution and warning panel were examined by the investigator-in-charge at the NTSB materials laboratory. The filaments associated with the cyclic centering, engine anti-ice, engine overspeed, and hydraulic system exhibited stretching consistent with illumination at the time of impact.

According to the aircraft flight manual, the cyclic centering annunciator light will be illuminated when the helicopter is on the ground and the cyclic stick is not centered. The engine anti-ice annunciator will illuminate when the engine anti-ice system is activated. Engine overspeed annunciation is provided when an overspeed condition is detected by the ECU. Hydraulic system indication is provided when the system pressure decreases below 650 psi. The normal hydraulic system operating pressure is 1,000 psi.


NTSB Identification: CEN13FA122 
 14 CFR Part 91: General Aviation
Accident occurred Wednesday, January 02, 2013 in Clear Lake, IA
Aircraft: Bell Helicopter 407, registration: N445MT
Injuries: 3 Fatal.

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

On January 2, 2013, about 2057 central standard time, a Bell Helicopter model 407, N445MT, impacted terrain near Clear Lake, Iowa. The pilot and two medical crew members sustained fatal injuries. The helicopter was destroyed. The helicopter was registered to Suntrust Equipment Leasing & Finance Corporation and operated by Med-Trans Corporation under the provisions of 14 Code of Federal Regulations Part 135 as a positioning flight. Night visual meteorological conditions prevailed for the flight, which was operated on a company flight plan. A flight plan was not filed with the Federal Aviation Administration. The flight originated from the Mercy Medical Center, Mason City, Iowa, about 2049, with an intended destination of the Palo Alto County Hospital, (IA76), Emmetsburg, Iowa.

A witness located about 1 mile south of the accident site, reported observing the helicopter as it approached from the east. He noted that it appeared to slow and then turn to the north. When he looked again, the helicopter appeared to descend straight down. He subsequently went back into his house and called 911. He described the weather conditions as “misty,” with a light wind.

A second witness reported that he was working in his garage when he heard the helicopter. He stated that the sound of the helicopter changed as if it was turning, followed by what he described as a “thump” and then everything was quiet. He subsequently responded to the accident with the Ventura Fire Department. He reported that there was a coating of ice on his truck windshield that the wipers would not clear. He decided to drive another car to the fire station because it had been parked in the garage. While responding to the accident site with the fire department, as the fire truck he was on was waiting to cross Highway 18, they observed a Clear Lake police car, also responding to the accident, slide through the intersection. They informed dispatch to advise following units to expect slick road conditions. He noted that there was a haze in the air, which was evident when looking toward a street light; however, he did not recall any precipitation at the time.

A pilot located at the Mason City airport reported that he saw the helicopter fly overhead and estimated its altitude as 300 feet above ground level (agl). He was leaving the airport at that time and noted there was a glaze of ice on his car. He added that the roads were icy as he drove out of the airport and onto Highway 18. He commented that he had flown into Mason City about 1830 and encountered some light rime ice at that time.

Satellite tracking data depicted the helicopter becoming airborne at the medical center about 2049. According to the data, between 2050 and 2055, the helicopter proceeded westbound along Highway 18 about 1,800 feet mean sea level (msl). The final tracking data point was recorded about 2056 and was located approximately 1 mile north of Highway 18, along Balsam Avenue. The altitude associated with that data point was 2,648 feet msl. The accident site was located about one-quarter mile west of the final data point.

The helicopter impacted a harvested agricultural field. The debris path was about 100 feet long and oriented toward the west-southwest. The helicopter was fragmented, and the cockpit and cabin areas were compromised. The main wreckage consisted of the main rotor blades, transmission, engine, portions of the fuselage, and the tail boom. The tail rotor had separated from the tail boom and was located about 80 feet east-northeast of the main wreckage. The landing skids had separated from the fuselage. The left skid was located at the initial impact point; the right skid was located about 35 feet west of the main wreckage.

The pilot held an airline transport pilot certificate with helicopter and single-engine airplane ratings. His airplane rating was limited to private pilot privileges. He was issued a second class airman medical certificate on April 17, 2012, with a limitation for corrective lenses. His most recent regulatory checkride was completed on September 29, 2012, about the time of his initial employment with the operator. At that time, he reported having accumulated a total flight time of 2,808 hours, with 2,720 hours in helicopters.

Weather conditions recorded at the Mason City Municipal Airport, located about 7 miles east of the accident site, at 2053, were: wind from 300 degrees at 8 knots; 8 miles visibility; broken clouds at 1,700 feet agl, overcast clouds at 3,300 feet agl, temperature -3 degrees Celsius, dew point -5 degrees Celsius, altimeter 30.05 inches of mercury. At 2117, the recorded conditions included broken clouds at 1,300 feet agl and overcast clouds at 1,800 feet agl.



Mercy Foundation North Iowa has set up a memorial for the families of the three victims in the air ambulance helicopter crash earlier this month. 

 The three crew members died when the chopper crashed on its way to help an Emmetsburg resident.

Donations may be made to an individual fund or to Mercy Air Med flight crew monument.

Checks can be written out to Mercy Foundation – North Iowa.

The address is 1000 4th Street Southwest, Mason City, IA 50401. Alternatively, you can call  641-428-7740 to make a donation.

All proceeds will go to the memorial.


Story and Photo:   http://whotv.com


Amazing generosity: The University of Iowa AirCare team was honored and humbled to attend the memorial service for the Mercy Air Med crew on Jan. 10 

Afterward, we ate dinner at a local restaurant before returning back to Iowa City. When we went to pay the bill, we were notified that an anonymous person had already paid our entire bill (for 13 people) and left. This person left a note, “For all you do and in memory of your teammates, this meal is on us.”

We wanted to thank this amazingly generous person for their support and kindness during this difficult time. It really meant a lot. 
  
https://www.facebook.com/photo

IDENTIFICATION
  Regis#: 445MT        Make/Model: B407      Description: Bell 407
  Date: 01/03/2013     Time: 0315

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

LOCATION
  City: CLEAR LAKE   State: IA   Country: US

DESCRIPTION
  N445MT BELL 407 ROTORCRAFT CRASHED IN A FIELD, THE 3 PERSONS ON BOARD WERE 
  FATALLY INJURED, NEAR CLEAR LAKE, IA

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


OTHER DATA
  Activity: Unknown      Phase: Unknown      Operation: OTHER


  FAA FSDO: DES MOINES, IA  (CE01)                Entry date: 01/03/2013 

Frontier Airlines to make Trenton Mercer Airport (KTTN) its East Coast home

Mercer County residents may have noticed the blizzard of print and radio ads, the roadside billboards and the signs hanging in local shopping malls advertising the flights that Frontier Airlines has begun offering at Trenton-Mercer Airport.

What they didn’t know was that Frontier plans to make the little-used Ewing airport its East Coast hub and is pulling its domestic flights out of Philadelphia International, where routes cannot be expanded easily.

Since November, in very rapid succession, Frontier has initiated flights to Orlando from Trenton-Mercer and has announced plans for nine more destinations from the Scotch Road airport, all of them set to begin by mid-April.

The Denver-based airline flies the majority of its flights on routes originating from Denver International Airport, but it needs a base of operations on the East Coast, and Trenton fits perfectly, said Daniel Shurz, Frontier’s vice president of finance.

“As we move forward in the future Denver, is going to be crucial,” Shurz said. “But we know we have to find ways to diversify.”

On Monday, while announcing additional routes to be added at Trenton-Mercer, Frontier also moved to cease domestic flights from Philadelphia International Airport. Shurz said the goal is to avoid having Frontier compete with itself to fill planes at both airports.

In addition to the Orlando service already established at Trenton-Mercer, in three weeks Frontier will begin flights to three other cities in Florida — Fort Myers, Fort Lauderdale and Tampa — as well as New Orleans. The second week in April, the airline will begin service from Trenton-Mercer to Atlanta, Chicago (Midway), Columbus, Raleigh-Durham and Detroit. It is unclear how many more flights would be added to build the hub that Frontier has envisioned.

Trenton-Mercer has been underused for years as numerous small airlines tried to establish themselves there and failed. Frontier, with routes all over the domestic United States and into Central America, should be far better capitalized to succeed at the Mercer hub initiative.

Mercer County officials last week announced their intentions to take a fresh look at the airline terminal and decide what sort of improvements would be necessary to accommodate Frontier’s growth.

Former county executive Bob Prunetti, now the president and CEO of the MidJersey Chamber of Commerce, said the limited success of the airport, which also serves corporate traffic and flight school operations, has long been a concern for the county. In 1998 the county, under Prunetti’s administration, sought approvals to expand the terminal to attract and retain commercial passenger carriers.

Prunetti said that Frontier’s preliminary success at the airport is indicative of the possibilities he saw back then.

“What Frontier has done is, they see the realities that the major airports are getting more and more crowded,” Prunetti said. “I absolutely think that eventually it is going to be attractive for other airlines.”

He warned that before the county brings in another airline or more flights, officials should consider reconfiguring the airport’s terminal because it is too crowded.

Airline consultant Ross Aimer, who is a retired United Airlines pilot and now CEO of Aero Consulting Experts, said the move into smaller airports is a well-established trend.

“This was started by Southwest many years ago where, instead of going into major airports — which are not only expensive but are limited in the number of operations and traffic flows — they started in smaller, non-hub, airports,” Aimer said.

Aimer said the thing that makes Trenton-Mercer such a desirable place to start such a venture is its proximity to larger markets around Philadelphia and Newark, where there are many air travelers who would find Ewing a convenient jumping-off point.

Prunetti’s attempts to upgrade Trenton-Mercer for larger commercial flying operations were buffeted by intense community debate over the noise and other environmental pollution and traffic congestion that more air traffic would produce. Frontier may face the same obstacle, though the major group that opposed expanded Trenton-Mercer operations has since disbanded.

In addition, Frontier will have to succeed where many other airlines — 14 since the 1970s — have failed.

Shurz said Frontier acknowledges the failures of those airlines, but, he said, the airline has tried to learn from others’ mistakes. Shurz said the company’s size may make a difference, and he said the expansion at Trenton-Mercer Airport is an “experiment” for Frontier and they are committed to seeing it become successful.

“This is part of a new business strategy for the company and it is important that we give it our full best efforts to make it work,” Shurz said.

A chief difference in Frontier’s business plan is its emphasis on flying to vacation destinations, Shurz said. Many of the failed commercial airlines were in the market for business travelers and didn’t fly to locations that leisure travelers would want to visit.

Freeholder Lucylle Walter, a Ewing resident who has long been critical of activities at the airport, said she hopes that the county will be cautious before putting money into terminal improvements.

“I have always been concerned about putting money into the airport until we have proven revenues coming in,” Walter said. “We have a great start to Frontier Airlines, but things will settle down a little bit.”

The airline acknowledges that the introductory excitement over the low fares will be temporary. “We are in this market and we know it is going to take some time to get a steady level of performance,” Shurz said.

The biggest challenge for the company, Shurz said, is to increase customer awareness about Trenton-Mercer airport and about Frontier Airlines.

“The vast majority of our target market has never flown out of Trenton-Mercer and we have to make sure people know that the airport exists,” Shurz said. 

 Story and Photo:  http://www.nj.com

Gulfstream Aerospace Corp. names new vice president

Gulfstream Aerospace Corp. has promoted Steve Cass to the position of vice president of communications. 

 Cass will oversee internal and external communications at Gulfstream, reporting to Scott Neal, senior vice president of sales and marketing.

“In today’s 24-7 news cycle, it is imperative for Gulfstream to have an experienced, visionary leader at the helm of Communications,” Neal said. “Steve brings 25 years of military and business aviation experience to this role, including 15 years of representing Gulfstream to customers, dignitaries, media and industry.”

Prior to being named vice president of communications, Cass worked at Gulfstream as director of sales support. In that position he was responsible for coordinating activities at the company’s Savannah Sales and Design Center; the sales development and sales engineering groups, where he supported new aircraft sales worldwide; and the technical marketing group, where he assisted with new product development programs and product enhancements.

Since joining Gulfstream in 1992, Cass served in preliminary design engineering, where he worked on the GV program, various aircraft design studies, special mission aircraft, sales support and world record analyses. In 1998, he became manager of technical marketing, overseeing a team to develop and present technical and competitive information for use in the marketing and selling of Gulfstream aircraft and supporting the sales team worldwide.

Before coming to Gulfstream, Cass worked for five years at Rockwell International in aircraft conceptual design. A Leadership Savannah graduate and an associate fellow of the American Institute of Aeronautics and Astronautics, he graduated from Cal Poly Pomona in 1987 with a degree in aerospace engineering.

Story and Photo:   http://savannahnow.com