A model aviation club hopes to find a landing spot in Pickerington if the city and the club can work out a facility use agreement in the future.
City Development Services Director Joe Henderson made a presentation to the City Parks and Recreation Board Jan. 14 in behalf of the Pickerington Model Aviation Club, which is an organization of aeronautical enthusiasts who regularly fly their high-end model airplanes in demonstrations and competitions throughout central Ohio.
Henderson said the group contacted city officials about the possibility of procuring suitable land in which to build and operate an airstrip.
"At this point we were just having conversations with a gentleman who is active in this club and is looking for potential locations to be able to fly radio-controlled model aircraft in the greater Columbus area," Henderson said.
"He believes Pickerington could be a great fit," said Henderson, who added such an activity has the potential to provide a boost to the local economy.
"This potential club would bring a unique opportunity to our residents and surrounding neighbors," Henderson said.
"(It) seems those who participate in this hobby invest a lot of time and money into it and could bring a strong economic impact to the area."
Henderson told the Parks and Recreation Board the group is looking to purchase or lease five or more acres of land in preferably a less populated area of the city because the planes are relatively noisy.
City Councilman Chris Schweitzer said the model aircraft require a unique skill set to operate.
"Some of these things can go about 100 mph," Schweitzer said. "They're phenomenal."
Schweitzer said the chief organizer of the proposed venture is Jeff Fluegeman, who owns NutritionX, a chain of retail nutritional supplement stores in Columbus.
Schweitzer said Fluegeman submitted a proposal outlining the club's needs and the ways that it "can work with local government and commercial entities to develop space for modelers."
Fluegeman, a certified flight instructor, said he is simply passionate about aviation.
He said model aviation enthusiasts would bring both their passion and dollars to Pickerington if a suitable site can be located.
"It's a passionate group of pretty successful people," Fluegeman said.
"It's a little sub-community. When you do an event it generates a lot of money.
"There is an event held in Plain City that makes (that city) a lot of money."
He said an event typically draws several hundred people that stay in area hotels and frequent area restaurants.
Fluegeman said the private club would be open to a 10- or 20-year lease or purchase of "useless" land, which means land that holds no other commercial value.
"We don't want it near people, it has to be commercial type space," Fluegeman said.
He said the club wants to build on central Ohio's rich and enduring history in aviation and he envisions the club having an educational impact on the community as well.
"Pickerington Model Aviation Club members can work with schools and other community organizations to promote aviation and spark interest in science and technology education."
Fluegeman said, with the right pieces in place, the club will take flight in Pickerington.
"It's all about planning," he said.
"It needs to be set up to succeed. If it's not made to succeed, I don't want to do it, (but) if you build it, trust me, I can get it to work."
Source: http://www.thisweeknews.com
February 20, 2013
February 19, 2013
Planes carrying model pilot far: Indiana University-Purdue University Fort Wayne student performed for Dubai’s crown prince
Swikar Patel | The Journal Gazette
IPFW student Joe Smith poses with his radio-controlled planes inside the garage of his Fort Wayne home.
FORT WAYNE – IPFW engineering student Joe Smith rode in his first passenger plane just before winter break at the age of 18.
He flew his first plane at the age of 14. But the planes Smith flies are radio controlled, and he’s pretty good at it. At least, the crown prince of Dubai thinks so.
Dubai was where Smith was headed on his first plane ride after the prince of the large city in the United Arab Emirates saw a video of Smith and extended an invitation to him to fly during a large event. He spent two weeks there with his father on an all-expense-paid trip in November.
Even though Smith doesn’t think he can turn his hobby into a career, it’s working out well for him now. He’s making extra money for college and getting opportunities like traveling to Dubai.
Smith said that as a teenager, he was involved in a model engine club in New Haven with his dad. When Smith was about 14, he persuaded his dad to get out the model planes his dad had flown 20 years earlier. Just a year later, Smith flew a radio-controlled plane in a contest and took first place.
“That really put me on the board,” he said.
At 18, Smith is still at it. He’s won that same contest three times and secured sponsorships from 18 companies to test and help design new products and gadgets.
For a contest, Smith performs a choreographed routine set to four or five songs. Judges look for a variety of maneuvers and how well they sync with the music.
About a year ago, Smith submitted a video of a performance for another contest. He was chosen as one of the top two fliers, landing him a performance demonstration in South Carolina.
Sheikh Hamdan bin Mohammed bin Rashid al Maktoum, known to Smith simply as Hamdan, also saw Smith’s video performance. Hamdan, the crown prince of Dubai, emailed Smith to invite him to Dubai for a performance.
“I thought it was some spam, so I didn’t reply,” Smith said of his initial thoughts on the email.
Hamdan sent another email a week later and told Smith he would pay for him to build a plane and for it to be shipped to Dubai. The next day, a $5,000 deposit was made into Smith’s PayPal account, an online payment service for individuals and companies. The deposit changed Smith’s mind.
“I figured if it was a scam he was getting the bad end of the deal,” Smith said.
Hamdan also invited Smith and a guest for a two-week stay in Dubai during the World Parachuting Championships, where Smith would fly the plane he built for contestants and spectators. Smith said Hamdan went to great lengths to ensure the event was the best it could be in the hopes of hosting it in Dubai again next year.
Three weeks later, the plane Smith built was tested and shipped to Dubai, along with accompanying equipment required to fly the plane. And at the end of November, Smith and his dad boarded a plane for a 15-hour flight headed for Dubai.
While there, Smith said he had “a lot of new experiences,” including having his own personal driver. He said traveling to the Middle East wasn’t as much of a culture shock as he expected. Everyone spoke English, and people were incredibly welcoming, he said.
Smith flew the plane he built for the occasion during downtime in the drop zone where parachutists land. He said the size of the area made him a little nervous.
Usually, for the size of the plane he was flying he would have a large area with half a mile of open space in all directions. In Dubai, he flew his plane in an area about the size of a football field, with people surrounding the area.
“But there were no problems. All the equipment worked properly,” he said. “They loved it.”
Sometimes when Smith tells people about his flying hobby, he gets weird looks. He said most people envision a small plane made out of foam from a large chain retailer.
“Throughout high school, (I got) that weird reaction like, that’s kind of lame,” he said. “But then I show people videos and that changes people’s reaction to what I do.”
And some of Smith’s classmates may not even know that this hobby took him to the Middle East.
Although Smith calls it a hobby, he said when he’s not in school and the weather is conducive to flying – little wind and no precipitation – he’s out at his grandparent’s house in Churubusco flying or working on his planes or upcoming performances.
Currently, Smith is preparing for a big contest in Muncie in July but is still in the early stages of choosing the music he will use to fly. He said he will work on his performance for several months leading up to a contest.
And through his sponsorships, he also has the opportunity to test products and electronic equipment used to fly the planes.
Smith said he’s not sure what field he will pursue with a degree in electrical engineering, or whether it will be related at all to flying or radio-controlled devices.
“It’s not a hobby you can make enough money on,” he said. “Flying right now, it’s just paying for college. And a car.”
Story: http://www.journalgazette.net
February 18, 2013
Albany, Georgia: Model plane flyers grounded for now
WALB.com, Albany News, Weather, Sports
ALBANY, GA (WALB) - A group of Albany radio control plane enthusiasts plan to go to the City Commission to ask permission to fly their hobby planes at Hilsman Park. Police ordered the group to stop flying their radio control planes at the city park after neighbors complained about the noise.
But the group says their planes are not that loud, and they want to find a compromise with the neighbors.
The flyers say the park is a convenient area for them, and especially for one of their members that's an important factor in his being able to practice his hobby.
For Randall Belt, who was paralyzed in a tree accident 13 months ago, it's a big part of his life. "I love doing it, because it gets me out of this chair. It gives me something to do that I can do. The things I used to do I can't do anymore."
But this month Albany Police ordered Belt and Frank Mosher and other friends to stop flying their planes at Hilsman Park. A group of neighbors signed a petition saying the planes were a nuisance.
Albany City Commissioner Roger Marietta said "He said the planes would fly over the neighbor's houses and make a whining noise."
The neighbors and the flyers disagree on a couple of points. The neighbors say the planes are very loud, and the pilots were flying every afternoon and on weekends, hours at a time. The pilots say it's not that loud, and they fly a much shorter time period.
Frank Mosher said "Total, we fly maybe a half hour at a time in the evenings. So I don't see how it could be that big of a problem."
Belt said "They are a little loud when you are right up on it. But when it's 100 to 200 feet in the air, you can barely hear it flying."
Belt has a small car, and can't fit his airplane and wheelchair inside, so the park is a convenient place for him to pursue his hobby. He would like to compromise on what time and how long he could fly, and will ask the city commission to give him and his friends a chance to not be a nuisance.
Marietta said "It's always down to that balancing of right. I think it's always something government inevitably gets involved with. Let's hope it doesn't go to the Supreme Court or something."
For Belt and his friends, they just want to use the public park for their hobby. Belt and his friends were told they would be charged with disorderly conduct if they flew their planes again at Hilsman Park.
They're asking the neighbors to compromise with their group, to see if the two sides can find a middle ground. The flying group will ask to be put on the agenda for an upcoming city commission meeting to ask city leaders to mediate with neighbors.
Story and Reaction/Comments: http://www.walb.com
ALBANY, GA (WALB) - A group of Albany radio control plane enthusiasts plan to go to the City Commission to ask permission to fly their hobby planes at Hilsman Park. Police ordered the group to stop flying their radio control planes at the city park after neighbors complained about the noise.
But the group says their planes are not that loud, and they want to find a compromise with the neighbors.
The flyers say the park is a convenient area for them, and especially for one of their members that's an important factor in his being able to practice his hobby.
For Randall Belt, who was paralyzed in a tree accident 13 months ago, it's a big part of his life. "I love doing it, because it gets me out of this chair. It gives me something to do that I can do. The things I used to do I can't do anymore."
But this month Albany Police ordered Belt and Frank Mosher and other friends to stop flying their planes at Hilsman Park. A group of neighbors signed a petition saying the planes were a nuisance.
Albany City Commissioner Roger Marietta said "He said the planes would fly over the neighbor's houses and make a whining noise."
The neighbors and the flyers disagree on a couple of points. The neighbors say the planes are very loud, and the pilots were flying every afternoon and on weekends, hours at a time. The pilots say it's not that loud, and they fly a much shorter time period.
Frank Mosher said "Total, we fly maybe a half hour at a time in the evenings. So I don't see how it could be that big of a problem."
Belt said "They are a little loud when you are right up on it. But when it's 100 to 200 feet in the air, you can barely hear it flying."
Belt has a small car, and can't fit his airplane and wheelchair inside, so the park is a convenient place for him to pursue his hobby. He would like to compromise on what time and how long he could fly, and will ask the city commission to give him and his friends a chance to not be a nuisance.
Marietta said "It's always down to that balancing of right. I think it's always something government inevitably gets involved with. Let's hope it doesn't go to the Supreme Court or something."
For Belt and his friends, they just want to use the public park for their hobby. Belt and his friends were told they would be charged with disorderly conduct if they flew their planes again at Hilsman Park.
They're asking the neighbors to compromise with their group, to see if the two sides can find a middle ground. The flying group will ask to be put on the agenda for an upcoming city commission meeting to ask city leaders to mediate with neighbors.
Story and Reaction/Comments: http://www.walb.com
Hamilton, Mississippi: Man Survives and Walks Away From Plane Crash
Authorities say his plane went down Friday night in Mississippi.
He not only walked away from the crash, he walked ten miles to a local restaurant to get help.
It was just an ordinary Saturday for Jessica Cantrell and her co-workers at Lacky's restaurant. That is until a strange man walked through the door.
"Brianne and I were standing in here and we were making tea and he came running past us to the back of the kitchen. We thought he was here to see somebody and then we all ended up out front and everybody was asking everybody like if we knew him and none of us knew him," said Cantrell.
After they realized something was wrong, restaurant owner Kenneth Lacky spoke to a very disoriented Ricky Ford.
"And the man was like 'Well, my plane crashed.' And he was like 'What do you mean your plane crashed?' He's like 'No, my girlfriend broke up with me.' He kept giving different stories, so we really didn't know which one it was," said Lacky.
"He was trucking it, because when he got here, he walked straight in and he sat down, then he took off walking when he thought he had to leave again until Kenneth got him back here," said Cantrell.
When authorities arrived Cantrell and her co-workers ford really did have a very rough night.
"The cops started talking to him, asking if he had any weapons or anything. When they were walking out they told us he was classified as a missing person," said Cantrell.
She says it's a miracle that he not only survived the crash, but walked through the woods and swamp with hardly any injuries.
The workers at Lacky's are happy Ricky Ford's plane crash survival story had a miraculous ending.
Authorities say Ford landed in Louisville, Mississippi to fuel up, but he was not able to get fuel and took off.
Shortly after that, his plane crashed in Hamilton.
The Federal Aviation Administration is investigating.
Watch Video: http://www.wcbi.com
Story and Video: http://www.ksdk.com
Cirrus hiring ramps up for new light personal jet
DULUTH — Cirrus
Aircraft is on a hiring spree as the development of its Vision Jet moves
into high gear toward the targeted 2015 delivery date.
About 50 people have been hired in Duluth in the past six months to fine-tune the new light personal jet, Cirrus spokesman Todd Simmons said.
Most hired are engineers, technicians and designers.
That brings the number of Cirrus employees in Duluth and Grand Forks, N.D., up to about 570, with nearly 500 in Duluth — including virtually all of the jet program positions, Simmons said.
Many more will be needed as the jet program is accelerated.
“We’re hiring, without question,” Simmons said.
The Cirrus website suggests more than 60 additional specialists are being sought. It lists about 30 positions for engineers, drafters, technicians, planners and designers with the SF-50 Vision Jet Program, with some of them involving multiple hires.
It’s a big difference from a year ago, when the Vision Jet program had slowed for lack of capital after several years of development. But when new owners China Aviation Industry General Aircraft Co. invested nearly $100 million to bring the new light jet to market, that put the program back on track.
Promotion of the Vision Jet then geared up again with public demonstrations of the prototype. The single-engine personal jet will seat five adults and two children and feature advanced technology, avionics and luxury features similar to Cirrus’ piston-powered planes. It will fill the gap between high-performance propeller planes and light-business jets.
Orders for the Vision Jet are up to 525, the vast majority getting in before the price tag rose from $1.72 million to $1.96 million on July 1.
“I don’t expect to add a whole lot more,” Simmons said of the orders. “We’ve got enough orders out there. That’s quite a lot of planes to build.”
He said a comprehensive update on the Vision Jet will be made in a few weeks.
Other manufacturers have tried and failed to bring a similar owner/pilot personal jet to market, including Piper Aircraft. Cirrus could face direct competition from Diamond Industries, which is developing the Diamond D-Jet, a personal jet that will seat five people.
Its development also stalled when funding dried up during the economic downturn that hit the aviation industry hard. But the development of the Diamond Jet has since resumed.
Aviation industry analyst Richard Aboulafia has said the company that first fills a niche in the low end of the light-jet market will have an advantage, especially if it doesn’t have competition. He doubted the market was big enough for two companies with small personal jets.
“Cirrus isn’t in a race,” Simmons said. “It’s important that Cirrus gets their plane right. We have to build a plane that’s right for our customers. That’s more important than to worry about competitors. That’s the way we look at bringing a jet to market.”
Source: http://www.sctimes.com
About 50 people have been hired in Duluth in the past six months to fine-tune the new light personal jet, Cirrus spokesman Todd Simmons said.
Most hired are engineers, technicians and designers.
That brings the number of Cirrus employees in Duluth and Grand Forks, N.D., up to about 570, with nearly 500 in Duluth — including virtually all of the jet program positions, Simmons said.
Many more will be needed as the jet program is accelerated.
“We’re hiring, without question,” Simmons said.
The Cirrus website suggests more than 60 additional specialists are being sought. It lists about 30 positions for engineers, drafters, technicians, planners and designers with the SF-50 Vision Jet Program, with some of them involving multiple hires.
It’s a big difference from a year ago, when the Vision Jet program had slowed for lack of capital after several years of development. But when new owners China Aviation Industry General Aircraft Co. invested nearly $100 million to bring the new light jet to market, that put the program back on track.
Promotion of the Vision Jet then geared up again with public demonstrations of the prototype. The single-engine personal jet will seat five adults and two children and feature advanced technology, avionics and luxury features similar to Cirrus’ piston-powered planes. It will fill the gap between high-performance propeller planes and light-business jets.
Orders for the Vision Jet are up to 525, the vast majority getting in before the price tag rose from $1.72 million to $1.96 million on July 1.
“I don’t expect to add a whole lot more,” Simmons said of the orders. “We’ve got enough orders out there. That’s quite a lot of planes to build.”
He said a comprehensive update on the Vision Jet will be made in a few weeks.
Other manufacturers have tried and failed to bring a similar owner/pilot personal jet to market, including Piper Aircraft. Cirrus could face direct competition from Diamond Industries, which is developing the Diamond D-Jet, a personal jet that will seat five people.
Its development also stalled when funding dried up during the economic downturn that hit the aviation industry hard. But the development of the Diamond Jet has since resumed.
Aviation industry analyst Richard Aboulafia has said the company that first fills a niche in the low end of the light-jet market will have an advantage, especially if it doesn’t have competition. He doubted the market was big enough for two companies with small personal jets.
“Cirrus isn’t in a race,” Simmons said. “It’s important that Cirrus gets their plane right. We have to build a plane that’s right for our customers. That’s more important than to worry about competitors. That’s the way we look at bringing a jet to market.”
Source: http://www.sctimes.com
Cirrus Aircraft led market again last year
DULUTH, Minn. -- Cirrus
Aircraft led its market again last year, even though its plane shipments
remained flat and its biggest competitors showed gains.
The Duluth-based airplane manufacturer shipped 253 of its SR-20s, SR-22s and SR-22Ts in 2012, two fewer than 2011. It was the lowest number of planes delivered since 2001, according to industry numbers released recently.
Although Cirrus’ share of the single-engine piston market slipped from 35 percent to 32 percent, it still out-sold its competitors and continued to be the world leader in its category of small personal aircraft. Its SR-22/SR-22T continued to be the top-selling, high-performance plane in that category.
Its closest competitor, Cessna Aircraft Co., shipped a total of 207 of its comparable propeller planes in 2012, up from 181 in 2011. Diamond Aircraft Industries followed with 93 planes, up from 72 in 2011, the General Aviation Manufacturers Association annual shipment reports show.
Faced with declining retail sales, Cirrus would have had substantially fewer shipments if not for its successful entry into the international training fleet market.
Cirrus has sold 25 SR-20s to the U.S. Air Force Academy’s Powered Flight Program, 23 SR-20s to the French Air Force and Navy and 20 SR-20s to the Civil Aviation Flight University of China. Many of those sales showed up in last year’s numbers.
“We are seeing a shift in the mix,” said Todd Simmons, Cirrus’ executive vice president of sales and marketing. “To Cirrus’ credit, they do other markets to offset the changes in retail.”
And more fleet sales are coming, which should improve the company’s prospects for 2013.
“Other fleet delivers will be announced,” Simmons said. “The good news is that’s a growing part of our business. That is part of our business that will continue to grow.”
Down market
Still, Cirrus, along with the industry in general, continues to feel the effects of the economic recession that sent the industry into a tailspin.
The 2012 industry shipment summaries released by GAMA were a mixed bag. Worldwide, piston-powered airplane shipments were down nearly 2 percent, turboprops up 10 percent and business jets down 3.4 percent. Industry-wide, shipments were slightly up and billings slightly down.
Richard Aboulafia, an aviation analyst for the Teal Group outside Washington, D.C., believes the industry has not only hit bottom but has been stuck there quite a while.
“What you have is a delay in recovery rather than signs of future trouble,” he said. “It’s just taking so long for people to feel less nervous about making big investments or lending people money.”
But if the economic recovery is sustaining, he believes general aviation will turn a corner.
“When the economy finally recovers … this industry will take off,” said GAMA president and CEO Pete Bunce during a webcast.
But more economic bumps could be near.
If sequestration — blanket cuts to federal programs — happens next month, the impact on the general aviation industry will be severe, Bunce said.
Maintaining the lead
With the economic recession, Cirrus’ annual shipments dramatically declined from a 2006 high of 721 during the industry’s heyday. Cirrus has weathered the downturn by cost cutting, selling more fully loaded planes, reaching out to international markets and becoming more efficient.
“The difference today is Cirrus is a far more efficient business at lower numbers, because we made changes in the business,” Simmons said. “We’re being more profitable at lower volume levels.”
In 2012, Cirrus’ quarterly deliveries steadily increased, ending with its strongest quarter in four years.
“We’re off to the best start since 2008,” Simmons said. “So we’re optimist about 2013.”
That optimism is partly due to Generation Five, Cirrus’ redesigned SR-22 and turbocharged SR-22T models, which can now accommodate a fifth person. Its parts and systems were re-engineered and redesigned, along with use of stronger construction materials, aerodynamic improvements, improved flight performance and an improved airframe parachute system, a hallmark of Cirrus planes.
Aboulafia said continuing upgrades and innovations are important.
“New product development and resources are always crucial,” he said.
Cirrus officials expect Generation 5 introduced in January will cause a rebound in retail sales.
“The reason we are enthusiastic for 2013, we are bringing something new to the market, and the market is reacting very favorably,” Simmons said.
Such investment in its piston-powered planes, as well as its Vision light jet under development, he said, will help Cirrus maintain its market lead.
Source: http://www.prairiebizmag.com
The Duluth-based airplane manufacturer shipped 253 of its SR-20s, SR-22s and SR-22Ts in 2012, two fewer than 2011. It was the lowest number of planes delivered since 2001, according to industry numbers released recently.
Although Cirrus’ share of the single-engine piston market slipped from 35 percent to 32 percent, it still out-sold its competitors and continued to be the world leader in its category of small personal aircraft. Its SR-22/SR-22T continued to be the top-selling, high-performance plane in that category.
Its closest competitor, Cessna Aircraft Co., shipped a total of 207 of its comparable propeller planes in 2012, up from 181 in 2011. Diamond Aircraft Industries followed with 93 planes, up from 72 in 2011, the General Aviation Manufacturers Association annual shipment reports show.
Faced with declining retail sales, Cirrus would have had substantially fewer shipments if not for its successful entry into the international training fleet market.
Cirrus has sold 25 SR-20s to the U.S. Air Force Academy’s Powered Flight Program, 23 SR-20s to the French Air Force and Navy and 20 SR-20s to the Civil Aviation Flight University of China. Many of those sales showed up in last year’s numbers.
“We are seeing a shift in the mix,” said Todd Simmons, Cirrus’ executive vice president of sales and marketing. “To Cirrus’ credit, they do other markets to offset the changes in retail.”
And more fleet sales are coming, which should improve the company’s prospects for 2013.
“Other fleet delivers will be announced,” Simmons said. “The good news is that’s a growing part of our business. That is part of our business that will continue to grow.”
Down market
Still, Cirrus, along with the industry in general, continues to feel the effects of the economic recession that sent the industry into a tailspin.
The 2012 industry shipment summaries released by GAMA were a mixed bag. Worldwide, piston-powered airplane shipments were down nearly 2 percent, turboprops up 10 percent and business jets down 3.4 percent. Industry-wide, shipments were slightly up and billings slightly down.
Richard Aboulafia, an aviation analyst for the Teal Group outside Washington, D.C., believes the industry has not only hit bottom but has been stuck there quite a while.
“What you have is a delay in recovery rather than signs of future trouble,” he said. “It’s just taking so long for people to feel less nervous about making big investments or lending people money.”
But if the economic recovery is sustaining, he believes general aviation will turn a corner.
“When the economy finally recovers … this industry will take off,” said GAMA president and CEO Pete Bunce during a webcast.
But more economic bumps could be near.
If sequestration — blanket cuts to federal programs — happens next month, the impact on the general aviation industry will be severe, Bunce said.
Maintaining the lead
With the economic recession, Cirrus’ annual shipments dramatically declined from a 2006 high of 721 during the industry’s heyday. Cirrus has weathered the downturn by cost cutting, selling more fully loaded planes, reaching out to international markets and becoming more efficient.
“The difference today is Cirrus is a far more efficient business at lower numbers, because we made changes in the business,” Simmons said. “We’re being more profitable at lower volume levels.”
In 2012, Cirrus’ quarterly deliveries steadily increased, ending with its strongest quarter in four years.
“We’re off to the best start since 2008,” Simmons said. “So we’re optimist about 2013.”
That optimism is partly due to Generation Five, Cirrus’ redesigned SR-22 and turbocharged SR-22T models, which can now accommodate a fifth person. Its parts and systems were re-engineered and redesigned, along with use of stronger construction materials, aerodynamic improvements, improved flight performance and an improved airframe parachute system, a hallmark of Cirrus planes.
Aboulafia said continuing upgrades and innovations are important.
“New product development and resources are always crucial,” he said.
Cirrus officials expect Generation 5 introduced in January will cause a rebound in retail sales.
“The reason we are enthusiastic for 2013, we are bringing something new to the market, and the market is reacting very favorably,” Simmons said.
Such investment in its piston-powered planes, as well as its Vision light jet under development, he said, will help Cirrus maintain its market lead.
Source: http://www.prairiebizmag.com
General Dynamics lays off 29 workers in Springboro, Ohio
SPRINGBORO — General Dynamics Corp. has laid off 29 workers from its munitions plant on South Pioneer Boulevard, the company said Monday.
The defense contractor attributed the layoffs to a delay in an order for mortar fins from the U.S. Army. The 240,000-square-foot plant makes rocket motor tubes for the U.S. Army’s Hydra 70-air-to-ground rockets. The plant also produces liners and cartridges for 40mm ammunition rounds and components to its 60mm-120mm mortar rounds.
“Because of an unexpected delay in the U.S. Army’s 2013 order for 60mm and 81mm mortar fins, General Dynamics had to lay off 29 Springboro-operations employees today (Feb. 18),” said Karl Johnson, a spokesman for General Dynamics Armament and Technical Products. “We anticipate recalling the affected employees once the order is received.”
Johnson said the company is working with state unemployment officials to determine what benefits are available to employees, who were first notified of the layoffs Thursday. Affected employees did not report to work today, he said.
General Dynamics acquired the plant in August, seeing the facility as a good fit for the company. That’s still the case, Johnson said.
The acquisition was seen as a way for General Dynamics to consolidate its supply chain. The Springboro plant can perform metal forming, heat treatment, machining and coating, all under one roof. About 95 percent of the material it uses is aluminum.
“That still applies to the business,” Johnson said. “We have more products than the mortar fins. The Hydra is still an important part of the business.”
Johnson could not say when the Army’s order for mortar fins is expected or when workers may be recalled.
Asked if further layoffs are possible due to defense cuts or automatic across-the-board “sequestration” cuts, Johnson said, “We have no plan for further layoffs.”
When the company acquired the plant, it said 187 people worked there. Today, after the layoffs, the employee count stands at approximately 135. Johnson said “workload fluctuations” lowered the number of workers to about 165 before the layoffs.
This is the first round of layoffs General Dynamics has had at the facility, Johnson said.
Story and Reaction/Comments: http://www.daytondailynews.com
The defense contractor attributed the layoffs to a delay in an order for mortar fins from the U.S. Army. The 240,000-square-foot plant makes rocket motor tubes for the U.S. Army’s Hydra 70-air-to-ground rockets. The plant also produces liners and cartridges for 40mm ammunition rounds and components to its 60mm-120mm mortar rounds.
“Because of an unexpected delay in the U.S. Army’s 2013 order for 60mm and 81mm mortar fins, General Dynamics had to lay off 29 Springboro-operations employees today (Feb. 18),” said Karl Johnson, a spokesman for General Dynamics Armament and Technical Products. “We anticipate recalling the affected employees once the order is received.”
Johnson said the company is working with state unemployment officials to determine what benefits are available to employees, who were first notified of the layoffs Thursday. Affected employees did not report to work today, he said.
General Dynamics acquired the plant in August, seeing the facility as a good fit for the company. That’s still the case, Johnson said.
The acquisition was seen as a way for General Dynamics to consolidate its supply chain. The Springboro plant can perform metal forming, heat treatment, machining and coating, all under one roof. About 95 percent of the material it uses is aluminum.
“That still applies to the business,” Johnson said. “We have more products than the mortar fins. The Hydra is still an important part of the business.”
Johnson could not say when the Army’s order for mortar fins is expected or when workers may be recalled.
Asked if further layoffs are possible due to defense cuts or automatic across-the-board “sequestration” cuts, Johnson said, “We have no plan for further layoffs.”
When the company acquired the plant, it said 187 people worked there. Today, after the layoffs, the employee count stands at approximately 135. Johnson said “workload fluctuations” lowered the number of workers to about 165 before the layoffs.
This is the first round of layoffs General Dynamics has had at the facility, Johnson said.
Story and Reaction/Comments: http://www.daytondailynews.com
Spitfire enthusiast spends 28 YEARS building 'perfect' replica of plane flown by his friend during World War Two
A spitfire enthusiast has spent 28 years building a life-size version of the famous fighter plane from scratch.
Terry Arlow, 56, built the 'perfect' replica of a Spitfire Mk. IX, the same one flown by his friend Tony Cooper during World War Two, despite having no engineering skills, after landing on a plan for the aircraft.
He was inspired by the 1969 war film Battle of Britain when a youngster. But it took eight years alone to secure the plans from the RAF museum in Hendon.
In 1990, Mr Arlow set about building the famous fighter and scoured Europe for parts.
With the help of his family, father-of-four Mr Arlow hand-crafted the plane from aluminum and spare parts salvaged from other Spitfires.
Mr Arlow, from Lowestoft, Suffolk, said: 'It was like a jigsaw puzzle. I had to make all the parts from bare materials and then piece them together.
'It has literally taken tens of thousands of hours to make. It has been non-stop really over the 28 years.
'My life has revolved around the project. You're never away from it. Even in my spare time I'd be studying books and doing research to make sure it looked perfect.'
Mr Arlow used aluminum to hand craft each individual part - including the fuselage, wings and tail - while sourcing original parts for the cockpit and detail.
The finished article - completed in 2010 - was so spot on, friend and former RAF pilot Tony Cooper was amazed by the level of detail.
Mr Cooper flew the Spitfire Mr Arlow based his model on, which had the registration number MK 805, on 38 operational missions during WWII.
During his time in the RAF Mr Cooper, who is now 97, served with the 64 Fighter Squadron and was stationed at Harrowbeer
The Spitfire MK 805 became the personal airplane of F/Lt. Cooper and inscribed 'Peter John III', as it was the third Spitfire to carry the name of his son who was born two months before it entered service on July 5, 1944.
Read more: http://www.dailymail.co.uk
Terry Arlow, 56, built the 'perfect' replica of a Spitfire Mk. IX, the same one flown by his friend Tony Cooper during World War Two, despite having no engineering skills, after landing on a plan for the aircraft.
He was inspired by the 1969 war film Battle of Britain when a youngster. But it took eight years alone to secure the plans from the RAF museum in Hendon.
In 1990, Mr Arlow set about building the famous fighter and scoured Europe for parts.
With the help of his family, father-of-four Mr Arlow hand-crafted the plane from aluminum and spare parts salvaged from other Spitfires.
Mr Arlow, from Lowestoft, Suffolk, said: 'It was like a jigsaw puzzle. I had to make all the parts from bare materials and then piece them together.
'It has literally taken tens of thousands of hours to make. It has been non-stop really over the 28 years.
'My life has revolved around the project. You're never away from it. Even in my spare time I'd be studying books and doing research to make sure it looked perfect.'
Mr Arlow used aluminum to hand craft each individual part - including the fuselage, wings and tail - while sourcing original parts for the cockpit and detail.
The finished article - completed in 2010 - was so spot on, friend and former RAF pilot Tony Cooper was amazed by the level of detail.
Mr Cooper flew the Spitfire Mr Arlow based his model on, which had the registration number MK 805, on 38 operational missions during WWII.
During his time in the RAF Mr Cooper, who is now 97, served with the 64 Fighter Squadron and was stationed at Harrowbeer
The Spitfire MK 805 became the personal airplane of F/Lt. Cooper and inscribed 'Peter John III', as it was the third Spitfire to carry the name of his son who was born two months before it entered service on July 5, 1944.
Read more: http://www.dailymail.co.uk
Taylorcraft BC12-D, N94973: CRASH VICTIM - Community Benefit
A small Tama County town showed up in a big way to support the family of a man who died following a plane crash last year.
Max Morrison was a passenger in a plane that crashed near Clutier last November.
The plane’s pilot Bill Konicek died in the accident.
Morrison was air lifted to Iowa City where he died from his injuries earlier this year. This weekend, the community showed support for the Morrisons, the same way they did for the Koniceks, by holding a benefit.
Max loved to help others according to wife, Sue, “He was always visiting people in the hospitals and nursing homes. He liked helping people.”
So after Morrison was injured in a plane crash, the town of Traer wanted to help.
Morrison later died from his injuries and the benefit in his honor grew.
“Max was just an integral part of our community,” explained family friend, Carri Holst, “always helping out so we wanted to turn around and help max and his family with this benefit.”
More than 600 people attended the benefit. That’s more than a third of Traer’s population.
It’s the power of a small town.
“Days like this it’s very nice. Everybody knows everybody and rallies behind each other,” said Max’s son, Mike.
The crowd included a very special guest, US Navy EOD technician Taylor Morris.
Taylor’s grandfather, Sid, was a friend of Max Morrison. Taylor and Max had also met.
“I was talking to Max a bit while he was in the hospital you know because I spent a lot of time in the hospital too,” explained Taylor Morris.
Taylor lost portions of his arms and both legs in May while serving in Afghanistan and continues to recover at Walter Reed Medical Center.
“There’s a lot of stuff I’m doing kind of extra-curricular that I count as recovery time. You know, walking around going to see different things and all that. Just trying to get back into life a little bit, getting out of the hospital and just getting out there.”
Taylor did just that when out and walking around in an event to honor a man known for “a moustache, a smile and a hug,” according to Carri Holst.
“It represents what Max was all about. He was always coming at you with a smile and a hug and of course his signature mustache so that was just a good way for the family to remember him.”
He was a man who touched the hearts of many.
He also helped bring a small, independent film to Tama County. A Place for Heroes was filmed in Traer and Clutier and is due to be released later this year.
The film’s crew says it never would have happened without Morrison’s help.
Thanks to sister station, KWWL.
http://whotv.com
NTSB Identification: CEN13FA078
14 CFR Part 91: General Aviation
Accident occurred Wednesday, November 28, 2012 in Clutier, IA
Aircraft: Taylorcraft BC12-D, registration: N94973
Injuries: 1 Fatal,1 Serious.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
On November 28, 2013, about 1100 central standard time, a Taylorcraft BC12-D, N94973, struck power lines on approach to an unimproved airstrip at Clutier, Iowa. The pilot was fatally injured and the passenger sustained serious injuries. The airplane was substantially damaged. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan had been filed. The local flight originated from Traer (K8C6) Municipal Airport, Traer, Iowa, at an undetermined time.
Preliminary information from the Tama County Sheriff indicates the airplane was on approach to an unimproved airstrip near the intersection of R Avenue and 245th Street. The pilot had flown into this airstrip on previous occasions, but had not done so recently. When the field was used as an airstrip, the power lines were buried. Recently, the power lines were erected. It is not known if the pilot was aware of the erection of the power lines.
Denver-Bound Aircraft Has Engine Problems, Lands Safely at Northwest Arkansas Regional Airport (KXNA), Fayetteville/Springdale, Arkansas
A twin engine United
Express aircraft with 53 people aboard traveling from Nashville to
Denver landed safely at Northwest Arkansas Regional Airport about 9 a.m.
Monday (Feb. 18) after reporting in-flight engine problems, airport
officials said.
XNA Public Safety Director, Gilbert Neil said that the pilot had to shut down one of its engines in-flight.
“It just kind of got quiet on my side of the plane I was right behind the wing, she just that we were beginning to descent and everyone was kind of questioning why were beginning our descent and then she said don`t panic, there`s been a problem, but I don`t know yet,” said passenger C.J. Olson.
No injuries were reported.
In the terminal, Olson, a passenger headed to Denver on business, told 5NEWS a flight attendant alerted passengers the aircraft was having problems and urged them not to panic.
“You just kind of have that moment where the flight attendant came on the loud speaker and said, ‘We are diverting to Fayetteville, Arkansas. I don’t really know why. I’ll give you more information as I find out,’” Olson said, “and then it was maybe a couple of minutes until she came back on and told us we had lost an engine and not to panic. The entire plane just went quiet. It was an interesting experience. You see these things on the movies and to be there for real, it’s just very interesting.”
The initial midair report from the flight deck indicated the aircraft had engine problems and needed to make an emergency landing, officials said. Emergency crews awaited the aircraft on its approach into Northwest Arkansas.
About an hour after the twin-engine regional jet landed safely at the Bentonville airport, it was pushed back from the terminal with no passengers on board. From there, it taxied to a repair area at the airport for inspection by mechanics, officials said.
The passengers had been directed into the terminal and were seen in line awaiting another flight.
The aircraft was at first described by airport officials as a Continental flight. United and Continental merged several years ago and use tail markings and logo that reflect both companies. United Continental Holdings, the parent company, is headquartered in Chicago.
All the passengers were booked on other United Flights leaving XNA.
XNA Public Safety Director, Gilbert Neil said that the pilot had to shut down one of its engines in-flight.
“It just kind of got quiet on my side of the plane I was right behind the wing, she just that we were beginning to descent and everyone was kind of questioning why were beginning our descent and then she said don`t panic, there`s been a problem, but I don`t know yet,” said passenger C.J. Olson.
No injuries were reported.
In the terminal, Olson, a passenger headed to Denver on business, told 5NEWS a flight attendant alerted passengers the aircraft was having problems and urged them not to panic.
“You just kind of have that moment where the flight attendant came on the loud speaker and said, ‘We are diverting to Fayetteville, Arkansas. I don’t really know why. I’ll give you more information as I find out,’” Olson said, “and then it was maybe a couple of minutes until she came back on and told us we had lost an engine and not to panic. The entire plane just went quiet. It was an interesting experience. You see these things on the movies and to be there for real, it’s just very interesting.”
The initial midair report from the flight deck indicated the aircraft had engine problems and needed to make an emergency landing, officials said. Emergency crews awaited the aircraft on its approach into Northwest Arkansas.
About an hour after the twin-engine regional jet landed safely at the Bentonville airport, it was pushed back from the terminal with no passengers on board. From there, it taxied to a repair area at the airport for inspection by mechanics, officials said.
The passengers had been directed into the terminal and were seen in line awaiting another flight.
The aircraft was at first described by airport officials as a Continental flight. United and Continental merged several years ago and use tail markings and logo that reflect both companies. United Continental Holdings, the parent company, is headquartered in Chicago.
All the passengers were booked on other United Flights leaving XNA.
Plane Crash Seriously Injures Anchorage Attorney and Former Iron Dog Racer
Anchorage, AK— A well-known Anchorage attorney, as well as a racer who withdrew from the 2013 Iron Dog snowmachine race, were seriously injured Sunday after a support plane following the race crashed.
According to Alaska State Troopers, Robert Stone, 44, and Jason Wichman, 31, were in a chase plane that went down in Rainy Pass on Sunday afternoon. Stone is an Anchorage attorney, and Wichman had plans to race this year but withdrew because of an injury last week.
Kalei Rupp, spokeswoman with the Alaska Air National Guard, said the plane crashed shortly after 3 p.m. about a mile from the Rainy Pass Lodge.
The owner of the lodge, Steve Perrins, said the single-engine plane had taken off from the airport during windy conditions, and when it tried to turn back around, it stalled and crashed nose first into a frozen lake. Stone was flying the plane and Wichman was a passenger.
Several people in the area rushed to the crash site and pulled the two out of the plane, Perrins said. He added that Wichman was unconscious while waiting for the National Guard's rescue helicopter to arrive.
"We took care of them here the best we could for several hours," Perrins said.
Rupp said the men were flown from Rainy Pass to Providence Hospital in Anchorage and arrived just after 7 p.m. Sunday.
"Our Guardian Angel Pararescue team was able to assess their injuries and provide medical support in the field and from what they reported back we were told that the two were in very critical condition," said Rupp.
According to Iron Dog Executive Director Kevin Kastner, the chase plane was supporting Team 25 racers Aaron Bartel and Brad George. The pilots that fly the chase planes are not officially connected with the race but have a relationship with the snowmachine team.
George was racing in place of Wichman.
Story and Reaction/Comments:
http://www.alaskadispatch.com
http://www.ktuu.com
According to Alaska State Troopers, Robert Stone, 44, and Jason Wichman, 31, were in a chase plane that went down in Rainy Pass on Sunday afternoon. Stone is an Anchorage attorney, and Wichman had plans to race this year but withdrew because of an injury last week.
Kalei Rupp, spokeswoman with the Alaska Air National Guard, said the plane crashed shortly after 3 p.m. about a mile from the Rainy Pass Lodge.
The owner of the lodge, Steve Perrins, said the single-engine plane had taken off from the airport during windy conditions, and when it tried to turn back around, it stalled and crashed nose first into a frozen lake. Stone was flying the plane and Wichman was a passenger.
Several people in the area rushed to the crash site and pulled the two out of the plane, Perrins said. He added that Wichman was unconscious while waiting for the National Guard's rescue helicopter to arrive.
"We took care of them here the best we could for several hours," Perrins said.
Rupp said the men were flown from Rainy Pass to Providence Hospital in Anchorage and arrived just after 7 p.m. Sunday.
"Our Guardian Angel Pararescue team was able to assess their injuries and provide medical support in the field and from what they reported back we were told that the two were in very critical condition," said Rupp.
According to Iron Dog Executive Director Kevin Kastner, the chase plane was supporting Team 25 racers Aaron Bartel and Brad George. The pilots that fly the chase planes are not officially connected with the race but have a relationship with the snowmachine team.
George was racing in place of Wichman.
Story and Reaction/Comments:
http://www.alaskadispatch.com
http://www.ktuu.com
Helicopter forced to make emergency landing after overheating scare
A North Sea helicopter was forced into making an unscheduled landing on a Shell oil platform after an alarm in the cockpit was activated.
STV has learned that the Bristow-operated helicopter was forced into an emergency procedure on Monday morning after a warning light went off during the journey, indicating that the aircraft was overheating. Initial reports later suggested this was a false alarm.
Nobody was injured in the incident, which was the latest in a series of recent scares where crews have had to make emergency or unscheduled landings.
Jake Molloy, the RMT union's offshore organizer, stressed that the decision to land the craft on another rig was purely a precautionary measure.
Mr Molloy told STV: "It was a sensor which went off, indicating a problem in the tail rotor gearbox, but my understanding is that it was nothing out of the ordinary.
"It's regrettable when something like this happens, and it does cause temporary problems, but the companies all understand that safety is paramount.
"All of us are working to reduce these kind of incidents, but the main thing is that the sensors work and we have the procedures in place for when they go off, to ensure everybody's safe."
STV has contacted Bristow for a response.
STV has learned that the Bristow-operated helicopter was forced into an emergency procedure on Monday morning after a warning light went off during the journey, indicating that the aircraft was overheating. Initial reports later suggested this was a false alarm.
Nobody was injured in the incident, which was the latest in a series of recent scares where crews have had to make emergency or unscheduled landings.
Jake Molloy, the RMT union's offshore organizer, stressed that the decision to land the craft on another rig was purely a precautionary measure.
Mr Molloy told STV: "It was a sensor which went off, indicating a problem in the tail rotor gearbox, but my understanding is that it was nothing out of the ordinary.
"It's regrettable when something like this happens, and it does cause temporary problems, but the companies all understand that safety is paramount.
"All of us are working to reduce these kind of incidents, but the main thing is that the sensors work and we have the procedures in place for when they go off, to ensure everybody's safe."
STV has contacted Bristow for a response.
Seasonal flights lined up at Myrtle Beach airport
Myrtle Beach probably has lined up all the new flights it’s going to see this spring and summer.
Last week’s announcement of new service by WestJet from Toronto to Myrtle Beach is probably the last one as the tourism-driven Grand Strand starts easing into the warmer-weather travel season.
WestJet’s arrival in May is the only new carrier added to MYR this year, but several existing airlines including Spirit Airlines, US Airways and Delta have either added new destinations or more flights to cities they already serve.
“Everything is pretty much set,” said Kirk Lovell, spokesman for Myrtle Beach International Airport. “We have a ton of new capacity this year. We want to make sure we are successful with what we have.”
The boosted service aims to help make up for the loss of a carrier and drops in seat capacity at the Myrtle Beach airport last year. Myrtle Beach-based Direct Air abruptly stopped flying and filed for bankruptcy in March. And other carriers cut destinations or trimmed the frequency of flights to others last year, leaving Myrtle Beach with fewer seats to fill.
Those losses resulted in a 16 percent drop in the number of passengers flying out of Myrtle Beach in 2012 compared to the record-breaking year in 2011.
Airport officials say the new service lined up for this year should help reverse those declines. About 715 flights and 52,585 arriving seats have been added during January through June, not including WestJet, the airport says.
Some of the seasonal flights that typically start later in the spring kicked in last week.
Spirit’s daily nonstop flights to Chicago, Detroit and Latrobe, Pa., started Thursday, and two weekly flights to Niagara Falls, N.Y., started Friday. Porter Airlines resumed its spring-early summer flights to Toronto City Centre in Canada on Thursday. They will run through May 20.
Other new service on tap:
• WestJet will start flying twice a week from Myrtle Beach to Toronto Pearson International Airport in Canada on May 2.
• Spirit Airlines, which carries nearly half the passengers at the airport each year, added two destinations – Philadelphia and Baltimore-Washington International Airport, both starting April 25. Spirit will start two weekly flights to Charleston, W.Va., March 2 then increase to three a week starting April 25.
• US Airways expanded its weekend-only service to Washington Reagan to daily earlier this month, and will increase its service to Philadelphia starting in March.
• Delta will add seasonal nonstop service to Boston in June.
The airport still hasn’t set an opening date for its new terminal, but crews are busy putting the finishing touches on the $118 million project.
The expansion is expected to be complete March 19, about a month later than originally planned because of delays in delivery of materials after Hurricane Sandy.
Read more here: http://www.myrtlebeachonline.com
Last week’s announcement of new service by WestJet from Toronto to Myrtle Beach is probably the last one as the tourism-driven Grand Strand starts easing into the warmer-weather travel season.
WestJet’s arrival in May is the only new carrier added to MYR this year, but several existing airlines including Spirit Airlines, US Airways and Delta have either added new destinations or more flights to cities they already serve.
“Everything is pretty much set,” said Kirk Lovell, spokesman for Myrtle Beach International Airport. “We have a ton of new capacity this year. We want to make sure we are successful with what we have.”
The boosted service aims to help make up for the loss of a carrier and drops in seat capacity at the Myrtle Beach airport last year. Myrtle Beach-based Direct Air abruptly stopped flying and filed for bankruptcy in March. And other carriers cut destinations or trimmed the frequency of flights to others last year, leaving Myrtle Beach with fewer seats to fill.
Those losses resulted in a 16 percent drop in the number of passengers flying out of Myrtle Beach in 2012 compared to the record-breaking year in 2011.
Airport officials say the new service lined up for this year should help reverse those declines. About 715 flights and 52,585 arriving seats have been added during January through June, not including WestJet, the airport says.
Some of the seasonal flights that typically start later in the spring kicked in last week.
Spirit’s daily nonstop flights to Chicago, Detroit and Latrobe, Pa., started Thursday, and two weekly flights to Niagara Falls, N.Y., started Friday. Porter Airlines resumed its spring-early summer flights to Toronto City Centre in Canada on Thursday. They will run through May 20.
Other new service on tap:
• WestJet will start flying twice a week from Myrtle Beach to Toronto Pearson International Airport in Canada on May 2.
• Spirit Airlines, which carries nearly half the passengers at the airport each year, added two destinations – Philadelphia and Baltimore-Washington International Airport, both starting April 25. Spirit will start two weekly flights to Charleston, W.Va., March 2 then increase to three a week starting April 25.
• US Airways expanded its weekend-only service to Washington Reagan to daily earlier this month, and will increase its service to Philadelphia starting in March.
• Delta will add seasonal nonstop service to Boston in June.
The airport still hasn’t set an opening date for its new terminal, but crews are busy putting the finishing touches on the $118 million project.
The expansion is expected to be complete March 19, about a month later than originally planned because of delays in delivery of materials after Hurricane Sandy.
Read more here: http://www.myrtlebeachonline.com
Police helicopters watch holiday crowd
Beijing police are monitoring holiday crowds from helicopters on Saturday, as the week-long Spring Festival holiday ended yesterday.
The Beijing Municipal Public Security Bureau set up a police aviation fleet in July 2011 to enhance its emergency response capability.
Airborne police have since watched holiday crowds at major destinations, and kept tabs on fire disasters and other firework-related accidents aboard helicopters.
The Beijing Municipal Public Security Bureau set up a police aviation fleet in July 2011 to enhance its emergency response capability.
Airborne police have since watched holiday crowds at major destinations, and kept tabs on fire disasters and other firework-related accidents aboard helicopters.
Russia’s “Tupolev” to convert Chinese aircraft into flying lab
Russia and China have signed a contract for the conversion of a Chinese Tu-204-120SE aircraft into a flying laboratory, Interfax reported quoting sources in military industrial complex.
China has announced the commencement of work, which is scheduled to take a year under the supervision of Russia’s “Tupolev” design bureau.
China has announced the commencement of work, which is scheduled to take a year under the supervision of Russia’s “Tupolev” design bureau.
Child defecating in airplane causes outrage
Recent online images showing a child defecating in the aisle of an airplane has prompted public criticism of the child's parents and the inaction of the flight crew and other passengers.
A netizen, self-identified as a female pilot, posted four photos on Saturday on micro blog platform Sina Weibo.
A child in a green coat was shown squatting in the aisle. Later a passenger wiped the child's bottom.
The post said a fellow passenger provided the photos. The child should be old enough to have some self respect, even if the parents had no regard for other passengers' reactions, the post said.
The child's behavior was further criticized after the pictures were published in news outlets. Many people responded with shock, saying the parents should have done a better job educating their child.
Some people questioned why passengers and flight crew, and the person shooting the four photos in particular, did not try to stop the child.
Incidents of bad manners in public places have become the source of much public discussion. In early 2012, there was an argument between mainland tourists and Hong Kong residents, after some visitors allowed their children to urinate or defecate in public places, such as subway trains in Hong Kong.
http://beijingcream.com/2013/02/here-we-go-again-toddler-poops-in-airplane-aisle/
http://africa.chinadaily.com.cn
A netizen, self-identified as a female pilot, posted four photos on Saturday on micro blog platform Sina Weibo.
A child in a green coat was shown squatting in the aisle. Later a passenger wiped the child's bottom.
The post said a fellow passenger provided the photos. The child should be old enough to have some self respect, even if the parents had no regard for other passengers' reactions, the post said.
The child's behavior was further criticized after the pictures were published in news outlets. Many people responded with shock, saying the parents should have done a better job educating their child.
Some people questioned why passengers and flight crew, and the person shooting the four photos in particular, did not try to stop the child.
Incidents of bad manners in public places have become the source of much public discussion. In early 2012, there was an argument between mainland tourists and Hong Kong residents, after some visitors allowed their children to urinate or defecate in public places, such as subway trains in Hong Kong.
http://beijingcream.com/2013/02/here-we-go-again-toddler-poops-in-airplane-aisle/
http://africa.chinadaily.com.cn
Cessna 177 Cardinal, N30227: One person injured in small plane crash
WAOW - Newsline 9, Wausau News, Weather, Sports
LANGLADE COUNTY (WAOW) - Authorities say a small plane crashed early Sunday afternoon in Langlade County.
Sheriff's officials say the Cessna lost power around 1 p.m. and the pilot had to make an emergency landing near Elcho in a backyard.
Authorities say a husband and wife were inside the plane at the time. Police say the wife, who was a passenger in the plane, was taken to a hospital in Rhinelander with minor injuries.
The pilot was not injured.
Source: http://www.waow.com
LANGLADE COUNTY (WAOW) - Authorities say a small plane crashed early Sunday afternoon in Langlade County.
Sheriff's officials say the Cessna lost power around 1 p.m. and the pilot had to make an emergency landing near Elcho in a backyard.
Authorities say a husband and wife were inside the plane at the time. Police say the wife, who was a passenger in the plane, was taken to a hospital in Rhinelander with minor injuries.
The pilot was not injured.
Source: http://www.waow.com
Remove Wings from Cessna 210 Time Lapse
Published on February 6, 2013
A&P students remove the wings from a Cessna 210. The school bought the plane from an insurance company after the plane was crash landed in the ocean, about 2 miles away from an airport because they ran out of fuel. The plane is now a tool to learn about various operations related to aviation maintenance.
NTSB Identification: ANC08LA095
14 CFR Part 91: General Aviation
Accident occurred Friday, August 01, 2008 in Ketchikan, AK
Probable Cause Approval Date: 04/15/2009
Aircraft: CESSNA T210, registration: N59214
Injuries: 1 Minor,1 Uninjured.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
The private pilot departed on an instrument flight rules (IFR), personal, cross-country flight after requesting that his airplane's fuel tanks be filled. The destination airport was about 521 nautical miles away. IFR conditions prevailed along the en route portion of the flight, but visual conditions prevailed at the destination airport. The airplane's fuel capacity was 90 gallons, and the engine consumed about 16.5 gallons per hour. The airplane was in cruise flight above the clouds and the pilot requested a visual approach from the south when he was about 19 miles southeast of the destination airport. The airport does not have terminal radar coverage, and is served by a flight service station. The request for a visual approach was not approved due to mountain obscuration south of the airport. The pilot was cleared for the ILS distance measuring equipment (DME) approach. The pilot was initially uncertain of his approach options, which included a radial transition to the localizer, outbound on the localizer with a procedure turn, or a no-procedure turn at 40 DME. He eventually understood and accepted the radial transition clearance, which required him to intercept the localizer course inbound on a 35-mile DME arc. As the airplane approached the inbound localizer heading, the pilot did not make the inbound turn. Air Route Traffic Control Center and Flight Service Station (FSS) personnel made various attempts to contact the pilot to request that he execute a missed approach procedure, but there was no immediate response. The pilot eventually reported that he had descended into visual conditions, but indicated that he was not sure where he was in relation to the airport. He determined his position and began to fly toward the airport at 3,000 feet. Communication with the airplane was garbled and broken for a short while since the airplane was now about 27 miles west of the airport. FSS personnel requested assistance from other airplanes in the area to locate the accident airplane and relay radio communications. About 7 minutes before the accident, the pilot radioed that he was low on fuel and probably would not make it to the airport. He ditched the airplane about 5.4 miles west-northwest of the airport after his fuel supply was exhausted. The pilot and the sole passenger escaped the sinking airplane and were rescued by a float-equipped airplane that had responded to the FSS request for assistance. The pilot reported that he missed the inbound turn onto the localizer because his autopilot failed to capture the localizer. He also said that during the flight headwinds were greater than expected, the cloud ceiling at the destination airport was lower than expected, and the fuel vendor at the departure airport may have not completely filled the fuel tanks to their maximum capacity. The pilot said that he did not visually inspect the fuel tanks prior to departure and that there was no mechanical malfunction of the airplane.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to ensure that there was sufficient fuel on board the airplane for the planned flight, and his inadequate flight planning and navigation, which resulted in fuel exhaustion and ditching short of the planned destination. Contributing to the accident was the pilot's geographic disorientation during his approach to the airport.
Bellanca 17-30A Viking, N93747: Aircraft down near Morris Municipal Airport-James R. Washburn Field (C09), Morris, Illinois
Thank you, Frank, for the info and photos!
A plane made an emergency landing along Route 47 north of Morris and everyone walked away without injury.
Firefighters say the plane had engine problems and its wing clipped a road sign, before it went down in a cornfield.
Two adults and one child were on board at the time.
"The plane was on approach to Morris Airport, landing from the south to the north on the runway," said Tracey Steffes, Morris Fire and Ambulance Protection District. "The engine failed, whether it was mechanical or human failure we don't know."
Investigators say the plane was badly damaged, but it held up during the landing well.
Read more here: http://abclocal.go.com
A plane made an emergency landing along Route 47 north of Morris and everyone walked away without injury.
Firefighters say the plane had engine problems and its wing clipped a road sign, before it went down in a cornfield.
Two adults and one child were on board at the time.
"The plane was on approach to Morris Airport, landing from the south to the north on the runway," said Tracey Steffes, Morris Fire and Ambulance Protection District. "The engine failed, whether it was mechanical or human failure we don't know."
Investigators say the plane was badly damaged, but it held up during the landing well.
Read more here: http://abclocal.go.com
February 16, 2013
Pierce County, Wisconsin: Sheriff's Department responds to plane crash, no one injured
Pierce County (Press
Release) - On February 15th 2013 at 9:39pm the Pierce County Sheriff's
Department was notified of a plane crash at the Red Wing Region Airport.
Upon arrival it was determined that a single engine plane was
attempting to land when the landing gear had failed, causing the plane
to skid down the runway coming to a stop in the middle of the runway.
Both occupants of the plane were uninjured. The pilot was identified as
Steven Hiltner age 30 of Rosemount Minnesota and the passenger was Corey
Stever of St. Paul Minnesota. The Federal Aviation Administration was
contacted and the plane was removed by Siewerts Towing of Red Wing to a
secure location pending an investigation of the FAA.
Assisting at the scene was the Ellsworth Fire Department, Federal Aviation Administration, along with Red Wing Regional Airport Staff.
Crash remains under investigation by the Federal Aviation Administration, and Pierce County Sheriff's Department.
Assisting at the scene was the Ellsworth Fire Department, Federal Aviation Administration, along with Red Wing Regional Airport Staff.
Crash remains under investigation by the Federal Aviation Administration, and Pierce County Sheriff's Department.
Competitor tries to block Google's plan to park jets at Norman Y. Mineta San Jose International Airport (KSJC), San Jose, California
SAN JOSE -- Atlantic Aviation, the chief competitor to a proposed new $82 million facility at Mineta San Jose International Airport that will give Google's co-founders a place to park their growing fleet of aircraft next to other tech execs' jets, on Friday filed an appeal with the city, saying San Jose erred when it decided Atlantic's bid didn't fulfill requirements.
Atlantic also said its proposal could generate more revenue for San Jose than any other submitted, so the city must select Atlantic's proposal for recommendation to the City Council, according to the criteria established in the bid.
"Atlantic offered the airport up to $295 million over 25 years to ensure the airport's vacant land was put to its highest and best use," Atlantic CEO Louis T. Pepper said in an email."The city would have gained $10 million on the first day of a contract with us."
City Attorney Rick Doyle on Friday said Atlantic Aviation has the right to appeal and had met next Tuesday's deadline to do so. He would not comment further on the appeal.
San Jose Aviation Director Bill Sherry last week hailed what he and other city officials believe is the optimal proposal submitted from Signature Flight Support and Blue City Holdings -- the company representing the Google fleet -- that would result in a privately funded 29-acre facility on land that was formerly a parking lot on the west side of the airfield.
In addition to building five hangars for planes owned by Google co-founders Sergey Brin and Larry Page and Chairman Eric Schmidt, Signature officials said the company will build two other hangars to house private jets to be used by other members of Silicon Valley's corporate elite who are seeking private jet facilities but don't want to drive to San Francisco.
According to a detailed memo Sherry released last week, Signature's operation would generate at least $3 million annually in rent and other fees to the struggling city-owned airport that has been working to attract more commercial and private planes, increasing revenue to repay the costs of a recent $1.3 billion airport renovation.
But Pepper said Signature's vision, which includes a total of 270,000 square feet of building space, isn't the best outcome.
"Unfortunately, the airport has chosen more buildings over long-term financial strength," Pepper said. "It is particularly disappointing that having built excess, unwarranted capacity at the commercial terminal, the airport is seeking to do the same for general aviation on the west side."
Pepper said Atlantic is hopeful that the City Council "sees this as a missed opportunity" and will seek a broader array of proposals that will "provide the airport with sensible alternatives for development of its vacant land."
For years, debate has been swirling over how best to develop the 44 acres of land.
Last April, the City Council asked staff to proceed with a plan to develop the area, and a request for proposals was issued in August. Proposals from Atlantic Aviation, which has been at the airport since 2006, Ross Aviation and Signature Aviation, were received by the Dec. 4 deadline. But according to Sherry's memo, the proposals from Atlantic and Ross were deemed "nonresponsive."
The memo said the Atlantic Aviation proposal did not include several documents requested in the bid and omitted other information, and the Ross Aviation proposal did not meet the minimum requirements for aviation fuel storage.
All along, Atlantic has been opposed to another large fixed based operator locating at the site, saying there is already plenty of capacity to handle private aviation growth. A company spokesman said only 60 percent of its hangar space at San Jose's airport is being used.
Of the three major bidders, Atlantic also was particularly frustrated with last week's news because it had built a new $60 million terminal with hangar space at the airport in 2008. Its proposal sought to create an alternative plan to attract different types of uses for the land, including retail, office space and even solar farms.
But Sherry's memo said Signature's proposal scored 991 points out of a possible 1,000. The highest priority selection criteria, the memo said, "should be total revenue generated to the airport followed by revenues generated to the city's general fund."
However, in his company's appeal, Pepper said Atlantic could guarantee 23 percent more revenue than the city requested.
The City Council's Airport Competitiveness Committee is expected to take up the matter at its meeting next Friday, and Sherry said it could go to a full council vote as early as April.
Source: http://www.contracostatimes.com
Atlantic also said its proposal could generate more revenue for San Jose than any other submitted, so the city must select Atlantic's proposal for recommendation to the City Council, according to the criteria established in the bid.
"Atlantic offered the airport up to $295 million over 25 years to ensure the airport's vacant land was put to its highest and best use," Atlantic CEO Louis T. Pepper said in an email."The city would have gained $10 million on the first day of a contract with us."
City Attorney Rick Doyle on Friday said Atlantic Aviation has the right to appeal and had met next Tuesday's deadline to do so. He would not comment further on the appeal.
San Jose Aviation Director Bill Sherry last week hailed what he and other city officials believe is the optimal proposal submitted from Signature Flight Support and Blue City Holdings -- the company representing the Google fleet -- that would result in a privately funded 29-acre facility on land that was formerly a parking lot on the west side of the airfield.
In addition to building five hangars for planes owned by Google co-founders Sergey Brin and Larry Page and Chairman Eric Schmidt, Signature officials said the company will build two other hangars to house private jets to be used by other members of Silicon Valley's corporate elite who are seeking private jet facilities but don't want to drive to San Francisco.
According to a detailed memo Sherry released last week, Signature's operation would generate at least $3 million annually in rent and other fees to the struggling city-owned airport that has been working to attract more commercial and private planes, increasing revenue to repay the costs of a recent $1.3 billion airport renovation.
But Pepper said Signature's vision, which includes a total of 270,000 square feet of building space, isn't the best outcome.
"Unfortunately, the airport has chosen more buildings over long-term financial strength," Pepper said. "It is particularly disappointing that having built excess, unwarranted capacity at the commercial terminal, the airport is seeking to do the same for general aviation on the west side."
Pepper said Atlantic is hopeful that the City Council "sees this as a missed opportunity" and will seek a broader array of proposals that will "provide the airport with sensible alternatives for development of its vacant land."
For years, debate has been swirling over how best to develop the 44 acres of land.
Last April, the City Council asked staff to proceed with a plan to develop the area, and a request for proposals was issued in August. Proposals from Atlantic Aviation, which has been at the airport since 2006, Ross Aviation and Signature Aviation, were received by the Dec. 4 deadline. But according to Sherry's memo, the proposals from Atlantic and Ross were deemed "nonresponsive."
The memo said the Atlantic Aviation proposal did not include several documents requested in the bid and omitted other information, and the Ross Aviation proposal did not meet the minimum requirements for aviation fuel storage.
All along, Atlantic has been opposed to another large fixed based operator locating at the site, saying there is already plenty of capacity to handle private aviation growth. A company spokesman said only 60 percent of its hangar space at San Jose's airport is being used.
Of the three major bidders, Atlantic also was particularly frustrated with last week's news because it had built a new $60 million terminal with hangar space at the airport in 2008. Its proposal sought to create an alternative plan to attract different types of uses for the land, including retail, office space and even solar farms.
But Sherry's memo said Signature's proposal scored 991 points out of a possible 1,000. The highest priority selection criteria, the memo said, "should be total revenue generated to the airport followed by revenues generated to the city's general fund."
However, in his company's appeal, Pepper said Atlantic could guarantee 23 percent more revenue than the city requested.
The City Council's Airport Competitiveness Committee is expected to take up the matter at its meeting next Friday, and Sherry said it could go to a full council vote as early as April.
Source: http://www.contracostatimes.com
Cape May County Airport (KWWD), Wildwood, New Jersey: Aviation Museum Partners with Detroit’s Yankee Air Museum
CAPE MAY AIRPORT — Like a champion prizefighter, Yankee Lady, the
meticulously restored Boeing B-17, spends the offseason strengthening
and conditioning. The B-17 will be visiting Naval Air Station (NAS)
Wildwood Aviation Museum at the Cape May, NJ airport June 10, 11 and 12,
2013. She has been nestled in her hangar since late October receiving
attention from her handlers under the watchful eyes of Yankee Air
Museum’s B-17 Crew Chief Norm Ellickson and Chief Mechanic, Paul Hakala.
Together with teams of volunteer craftsmen and master mechanics they
spend countless hours through these winter months to keep this Flying
Fortress in top-flight shape.
Virtually every inch of the World War II four-engine heavy bomber is inspected and touched in preparation for the flying season beginning in April. There is a specific schedule for routine maintenance and overhauls, but this ground crew pours over the finest details to keep Yankee Lady in the award winning condition her fans have come to expect.
“Since the Yankee Air Force completed the nine year restoration of this B-17 in 1995, we’ve clocked about 2500 hours of flight time at an average speed of 150 mph,” said Ellickson. “That’s about 375,000 miles, or nearly 15 times around the world, without any serious problems.”
Ellickson explained that every autumn, after completing an FAA certified inspection and comprehensive maintenance list of more than 500 items, Yankee Lady is typically stored for the winter. This year, for the first time ever, the Yankee Air Museum has a full time mechanic and the plane is in the heated Hangar 1 at Willow Run.
“This is huge,” exclaimed Ellickson. “A heated hangar and full-time mechanic means we can get at some projects we couldn’t ordinarily do in winter. For example, we’ve been able to repaint the vertical stabilizer and wing tips, we’re overhauling the main landing gear, replacing all brakes and much more.”
Ellickson was among the original group of aviation enthusiasts who raised the $250,000 to buy the aircraft in 1986. Originally built in 1945 by the Vega Division of Lockheed Aircraft (under license by Boeing), this “G” model B-17 was one of the last ever delivered to the United States Army Air Force. In fact, when the plane was delivered, World War II was drawing to a close so it was never flown overseas. The combat strength of a B-17 is legendary and Yankee Lady has always flown peacetime missions contributing to her pristine condition.
“It’s interesting to work on this plane, said Paul Hakala. “I’m impressed with the technology of the late 1930s and how much thought went into this craft. It’s well built and should last many more years! One challenge I’ve found is finding replacements for damaged or worn parts. However, depending on the part, the museum’s skilled craftsmen are able to repair or fabricate new ones.”
Hakala should know. His interest in aviation dates back to when he was a teenager and obtained his private pilot’s license. An Army Veteran, he spent 3 years working on a variety of helicopters. Upon leaving the service he returned to school and earned his FAA Airframe and Powerplant License.
Hakala then went to work at Environmental Research Institute of Michigan. At ERIM, which was later acquired by General Dynamics, he maintained and flew as flight mechanic on a variety of aircraft used for research. His first was the De Havilland DHC-4A Caribou, now proudly displayed in the museum’s airpark. For more than 26 years he served as a mechanic, then Director of Maintenance and Chief Inspector. Still, he seems humbled by the B-17 and the volunteers working along side of him.
“Once the plane was parked for the season, we drained the engines of oil and began working the inspection items, doing pressure checks and the usual electrical tests,” said Hakala. “We found one engine cylinder to be a little under the specs in compression testing so it was overhauled and replaced.”
Hakala added that the Yankee Lady’s Ground Crew, comprised of stalwart Yankee Air Museum volunteers, work on some major projects as well. The entire 36,000-pound aircraft was recently put on jack stands so the wheels could be removed and brakes replaced.
“We noticed the trunnion bushings were slightly worn so this is a good opportunity to replace them as well,” continued Hakala.
Hakala described the trunnion as a cylindrical shaft on which the landing gear shock strut assembly pivots when the landing gear is retracted after takeoff or extended for landing. A fully loaded, combat ready B-17 weighed about 65,500 pounds and the trunnion bears the weight. The bushings are the replaceable greased sleeves that provide the primary bearing surface at which the landing gear supports the aircraft.
“To me, the most significant accomplishment has been painting the tail and wing tips,” offered Hakala. “It’s the same as restoring an historic flag. We want people to see and respect the colors of the 381st Bombardment Group which this plane honors.”
Hakala explained that as a late G model B-17, the plane was originally delivered in natural metal finish. The aircraft has been painted in the markings of a typical B-17G assigned to the 8th Air Force, 381st Bomb Group as a memorial to the late Joseph Slavik who flew 35 missions as a pilot with the 381st. Mr. Slavik made a significant contribution to help purchase the plane. The “Yankee Lady” name and nose art do not replicate an actual combat veteran B-17 but are meant to be representative of the era. The wing tips, vertical and horizontal stabilizers have been repainted Spectramaster Red making the gleaming skin and lettering really pop.
“I’ve seen the other B-17s, seven were here at Thunder Over Michigan in 2010,” said Hakala, concluding “I can truthfully say, Yankee Lady is the best, most true B-17 still flying. We aim to keep her that way.”
Keeping the Yankee Lady in her award winning condition requires special talent and lots of financial resources. It also requires a network of friends who are engineers and artisans. Norm Ellickson, began his career as an aircraft mechanic when he was 19. He retired from Northwest Airlines as Regional Maintenance Manager at Detroit/Wayne County Metropolitan Airport. He was the leader of the Yankee Lady restoration effort. His warm and affable nature is as legendary as the aircraft on which the labors of love are focused.
“I’m a pretty lucky guy,” he says. “I get to work on history’s greatest airplane with the greatest people in the world. Whenever I need a rare part or advice, I can pick up the phone and help is there.”
Ellickson talks about his friends all across the country with whom he shares aircraft parts and expertise. Whether it is sewing new, authentic seats, to fabricating major assemblies from blueprints, Ellickson seems to have a contact for everything.
“There are only nine B-17s still flying and we stick together pretty well,” he continued. “It’s very costly though. We needed to overhaul the number four engine in July and that cost us about $35,000.”
Ellickson speculates that as more B-17s retire, the availability of parts will decrease and the costs will increase. Just a few years ago it cost $400.00 to recap a tire. Today, that cost has risen to $995.00. Ellickson just sent five tires out for recapping.
Ellickson said that every hour the Fortress flies costs about $3500.00 in fuel, supplies and maintenance but that sponsorships defray some of the cost. While on station or at an air show, the museum will also sell Flight Experience (FLEX) Rides, tours and items from the museum store to further raise funds.
“I don’t mind a high-cost, high-maintenance lady at all,” chuckled Ellickson.
“When we’re at an air show and we see a World War II B-17 Veteran reunite with this airplane, the point of our freedom is driven home and all this effort is worth it,” added Hakala.
“We’ll keep her flying as long as humanly possible, our Veterans deserve nothing less,” concluded Ellickson. Please mark your calendar and be sure to visit the Yankee Lady at the Cape May airport this June.
NAS Wildwood Aviation Museum and Yankee Air Museum are both non-profit 501 (c) (3) organizations. For more information about visit www.yankeeairmuseum.org or wwwusnasw.org
Source: http://www.capemaycountyherald.com
Virtually every inch of the World War II four-engine heavy bomber is inspected and touched in preparation for the flying season beginning in April. There is a specific schedule for routine maintenance and overhauls, but this ground crew pours over the finest details to keep Yankee Lady in the award winning condition her fans have come to expect.
“Since the Yankee Air Force completed the nine year restoration of this B-17 in 1995, we’ve clocked about 2500 hours of flight time at an average speed of 150 mph,” said Ellickson. “That’s about 375,000 miles, or nearly 15 times around the world, without any serious problems.”
Ellickson explained that every autumn, after completing an FAA certified inspection and comprehensive maintenance list of more than 500 items, Yankee Lady is typically stored for the winter. This year, for the first time ever, the Yankee Air Museum has a full time mechanic and the plane is in the heated Hangar 1 at Willow Run.
“This is huge,” exclaimed Ellickson. “A heated hangar and full-time mechanic means we can get at some projects we couldn’t ordinarily do in winter. For example, we’ve been able to repaint the vertical stabilizer and wing tips, we’re overhauling the main landing gear, replacing all brakes and much more.”
Ellickson was among the original group of aviation enthusiasts who raised the $250,000 to buy the aircraft in 1986. Originally built in 1945 by the Vega Division of Lockheed Aircraft (under license by Boeing), this “G” model B-17 was one of the last ever delivered to the United States Army Air Force. In fact, when the plane was delivered, World War II was drawing to a close so it was never flown overseas. The combat strength of a B-17 is legendary and Yankee Lady has always flown peacetime missions contributing to her pristine condition.
“It’s interesting to work on this plane, said Paul Hakala. “I’m impressed with the technology of the late 1930s and how much thought went into this craft. It’s well built and should last many more years! One challenge I’ve found is finding replacements for damaged or worn parts. However, depending on the part, the museum’s skilled craftsmen are able to repair or fabricate new ones.”
Hakala should know. His interest in aviation dates back to when he was a teenager and obtained his private pilot’s license. An Army Veteran, he spent 3 years working on a variety of helicopters. Upon leaving the service he returned to school and earned his FAA Airframe and Powerplant License.
Hakala then went to work at Environmental Research Institute of Michigan. At ERIM, which was later acquired by General Dynamics, he maintained and flew as flight mechanic on a variety of aircraft used for research. His first was the De Havilland DHC-4A Caribou, now proudly displayed in the museum’s airpark. For more than 26 years he served as a mechanic, then Director of Maintenance and Chief Inspector. Still, he seems humbled by the B-17 and the volunteers working along side of him.
“Once the plane was parked for the season, we drained the engines of oil and began working the inspection items, doing pressure checks and the usual electrical tests,” said Hakala. “We found one engine cylinder to be a little under the specs in compression testing so it was overhauled and replaced.”
Hakala added that the Yankee Lady’s Ground Crew, comprised of stalwart Yankee Air Museum volunteers, work on some major projects as well. The entire 36,000-pound aircraft was recently put on jack stands so the wheels could be removed and brakes replaced.
“We noticed the trunnion bushings were slightly worn so this is a good opportunity to replace them as well,” continued Hakala.
Hakala described the trunnion as a cylindrical shaft on which the landing gear shock strut assembly pivots when the landing gear is retracted after takeoff or extended for landing. A fully loaded, combat ready B-17 weighed about 65,500 pounds and the trunnion bears the weight. The bushings are the replaceable greased sleeves that provide the primary bearing surface at which the landing gear supports the aircraft.
“To me, the most significant accomplishment has been painting the tail and wing tips,” offered Hakala. “It’s the same as restoring an historic flag. We want people to see and respect the colors of the 381st Bombardment Group which this plane honors.”
Hakala explained that as a late G model B-17, the plane was originally delivered in natural metal finish. The aircraft has been painted in the markings of a typical B-17G assigned to the 8th Air Force, 381st Bomb Group as a memorial to the late Joseph Slavik who flew 35 missions as a pilot with the 381st. Mr. Slavik made a significant contribution to help purchase the plane. The “Yankee Lady” name and nose art do not replicate an actual combat veteran B-17 but are meant to be representative of the era. The wing tips, vertical and horizontal stabilizers have been repainted Spectramaster Red making the gleaming skin and lettering really pop.
“I’ve seen the other B-17s, seven were here at Thunder Over Michigan in 2010,” said Hakala, concluding “I can truthfully say, Yankee Lady is the best, most true B-17 still flying. We aim to keep her that way.”
Keeping the Yankee Lady in her award winning condition requires special talent and lots of financial resources. It also requires a network of friends who are engineers and artisans. Norm Ellickson, began his career as an aircraft mechanic when he was 19. He retired from Northwest Airlines as Regional Maintenance Manager at Detroit/Wayne County Metropolitan Airport. He was the leader of the Yankee Lady restoration effort. His warm and affable nature is as legendary as the aircraft on which the labors of love are focused.
“I’m a pretty lucky guy,” he says. “I get to work on history’s greatest airplane with the greatest people in the world. Whenever I need a rare part or advice, I can pick up the phone and help is there.”
Ellickson talks about his friends all across the country with whom he shares aircraft parts and expertise. Whether it is sewing new, authentic seats, to fabricating major assemblies from blueprints, Ellickson seems to have a contact for everything.
“There are only nine B-17s still flying and we stick together pretty well,” he continued. “It’s very costly though. We needed to overhaul the number four engine in July and that cost us about $35,000.”
Ellickson speculates that as more B-17s retire, the availability of parts will decrease and the costs will increase. Just a few years ago it cost $400.00 to recap a tire. Today, that cost has risen to $995.00. Ellickson just sent five tires out for recapping.
Ellickson said that every hour the Fortress flies costs about $3500.00 in fuel, supplies and maintenance but that sponsorships defray some of the cost. While on station or at an air show, the museum will also sell Flight Experience (FLEX) Rides, tours and items from the museum store to further raise funds.
“I don’t mind a high-cost, high-maintenance lady at all,” chuckled Ellickson.
“When we’re at an air show and we see a World War II B-17 Veteran reunite with this airplane, the point of our freedom is driven home and all this effort is worth it,” added Hakala.
“We’ll keep her flying as long as humanly possible, our Veterans deserve nothing less,” concluded Ellickson. Please mark your calendar and be sure to visit the Yankee Lady at the Cape May airport this June.
NAS Wildwood Aviation Museum and Yankee Air Museum are both non-profit 501 (c) (3) organizations. For more information about visit www.yankeeairmuseum.org or wwwusnasw.org
Source: http://www.capemaycountyherald.com
Mineola, Nassau County, New York: Low-Flying Aircraft
Williston Park
Police received a call of a low-flying aircraft on Wednesday, February 13 at 1:51 p.m. A helicopter was sent to investigate.
Source: http://mineola.patch.com
Police received a call of a low-flying aircraft on Wednesday, February 13 at 1:51 p.m. A helicopter was sent to investigate.
Source: http://mineola.patch.com
University of Nevada, Las Vegas stadium planners say they can overcome Federal Aviation Administration’s height restrictions
The Federal Aviation Administration has raised concerns about the height of UNLV's proposed stadium.
Federal regulations require that developers looking to build a tall structure near an airport must first consult with the FAA. The agency analyzes blueprints and determines if the proposed building poses any hazards to air travel based on its height and proximity to the airport. The UNLV Now "mega-events center" would be less than two miles from McCarran International Airport.
The FAA doesn't have any authority over local planning and building permits, so these aeronautical studies are only a recommendation. However, Clark County requires FAA approval for all proposed buildings in the county’s jurisdiction, which includes UNLV’s Maryland Parkway campus.
Submitted plans for the UNLV Now call for a 205-feet-tall stadium.
In a letter to university officials, the FAA said the stadium was too tall, posing an "adverse physical or electromagnetic interference effect" on flights coming in and out of McCarran. The FAA argued the stadium as presented could affect departure and landing routes, block radar and interfere with communication signals between planes and the air-control tower.
The FAA requested that UNLV Now officials decide between two options:
• Revise the proposal for a stadium no taller than 106 feet. (UNLV’s Thomas & Mack Center was designed at a height of 104 feet.)
• Request another study for a stadium up to 168 feet, which is the FAA's "not-to-exceed height."
UNLV Now's project leader Don Snyder said the university was well aware of FAA's concerns but had submitted taller-than-expected plans to test the FAA's building parameters.
"That's a very normal part of a project like this," Snyder said. "We want maximum flexibility because we're in the preliminary design phase."
The actual plans for the UNLV stadium call for a turf-to-ceiling height of 195 feet, which is still beyond the FAA's maximum height limit.
However, UNLV and its developer partner, Majestic Realty, have always planned to sink the stadium about 30 feet into the ground to create a "bowl" effect, Snyder said. Such a stadium would fit within the FAA's parameters, he said.
"Just being close to the airport adds a few more hoops," Snyder said. "But I feel really confident we're on the right track."
This wouldn't be the first time the FAA had concerns about tall buildings in the Las Vegas Valley.
In 2007, developers behind the Crown Las Vegas resort concept had called for a 1,888-feet-tall observation tower on the southern end of the Strip, a few miles from McCarran. After the FAA study, developers scaled back its plans to a 1,064-feet tower. The $5 billion resort, which was scheduled to be completed in 2014, was scrapped in 2008.
In the mid-1990s, developers of the Stratosphere scaled back their tower proposal from 1,800 feet to its current 1,149-feet height. Developers also decided to build the observation tower within the boundaries of the city of Las Vegas instead of Clark County because Las Vegas has fewer regulations for FAA approval on buildings.
Similar concerns from the FAA during the early 2000s caused delays in building University of Phoenix Stadium, the Glendale, Ariz., complex that is home for the NFL’s Arizona Cardinals. In a more extreme case that happened a few years ago, the city of San Diego forced a developer to chop 20 feet off of a building that was built beyond FAA specifications.
Story and Reaction/Comments: http://www.lasvegassun.com
Federal regulations require that developers looking to build a tall structure near an airport must first consult with the FAA. The agency analyzes blueprints and determines if the proposed building poses any hazards to air travel based on its height and proximity to the airport. The UNLV Now "mega-events center" would be less than two miles from McCarran International Airport.
The FAA doesn't have any authority over local planning and building permits, so these aeronautical studies are only a recommendation. However, Clark County requires FAA approval for all proposed buildings in the county’s jurisdiction, which includes UNLV’s Maryland Parkway campus.
Submitted plans for the UNLV Now call for a 205-feet-tall stadium.
In a letter to university officials, the FAA said the stadium was too tall, posing an "adverse physical or electromagnetic interference effect" on flights coming in and out of McCarran. The FAA argued the stadium as presented could affect departure and landing routes, block radar and interfere with communication signals between planes and the air-control tower.
The FAA requested that UNLV Now officials decide between two options:
• Revise the proposal for a stadium no taller than 106 feet. (UNLV’s Thomas & Mack Center was designed at a height of 104 feet.)
• Request another study for a stadium up to 168 feet, which is the FAA's "not-to-exceed height."
UNLV Now's project leader Don Snyder said the university was well aware of FAA's concerns but had submitted taller-than-expected plans to test the FAA's building parameters.
"That's a very normal part of a project like this," Snyder said. "We want maximum flexibility because we're in the preliminary design phase."
The actual plans for the UNLV stadium call for a turf-to-ceiling height of 195 feet, which is still beyond the FAA's maximum height limit.
However, UNLV and its developer partner, Majestic Realty, have always planned to sink the stadium about 30 feet into the ground to create a "bowl" effect, Snyder said. Such a stadium would fit within the FAA's parameters, he said.
"Just being close to the airport adds a few more hoops," Snyder said. "But I feel really confident we're on the right track."
This wouldn't be the first time the FAA had concerns about tall buildings in the Las Vegas Valley.
In 2007, developers behind the Crown Las Vegas resort concept had called for a 1,888-feet-tall observation tower on the southern end of the Strip, a few miles from McCarran. After the FAA study, developers scaled back its plans to a 1,064-feet tower. The $5 billion resort, which was scheduled to be completed in 2014, was scrapped in 2008.
In the mid-1990s, developers of the Stratosphere scaled back their tower proposal from 1,800 feet to its current 1,149-feet height. Developers also decided to build the observation tower within the boundaries of the city of Las Vegas instead of Clark County because Las Vegas has fewer regulations for FAA approval on buildings.
Similar concerns from the FAA during the early 2000s caused delays in building University of Phoenix Stadium, the Glendale, Ariz., complex that is home for the NFL’s Arizona Cardinals. In a more extreme case that happened a few years ago, the city of San Diego forced a developer to chop 20 feet off of a building that was built beyond FAA specifications.
Story and Reaction/Comments: http://www.lasvegassun.com
Maryland Bill Increases Penalties For Lasers Pointed At Aircrafts
A bill to increase the penalties for those convicted of flashing laser points at an aircraft in Maryland is headed to the state senate after passing the House of Delegates.
The bill calls for possible jail sentences of up to three years, plus fines of up to $2,500 for anyone convicted of flashing laser pointers at an aircraft. Montgomery Del. Sam Arora, the sponsor of the bill, says pilots can be blinded by those pointers.
"In Ocean City, they acted to ban the sale of these tiny pointers to people under the age of 18," he says. "But laws on the books right now... it's just a $500 fine if you blind someone with a laser pointer. And that's just not enough."
Arora says between 50 and 60 cases in Maryland are reported each year from pilots who say they've had their vision impaired while in the air from laser pointers being directed at their aircraft, though Arora believes there are many more cases that go unreported. The bill passed the House unanimously.
http://wamu.org
The bill calls for possible jail sentences of up to three years, plus fines of up to $2,500 for anyone convicted of flashing laser pointers at an aircraft. Montgomery Del. Sam Arora, the sponsor of the bill, says pilots can be blinded by those pointers.
"In Ocean City, they acted to ban the sale of these tiny pointers to people under the age of 18," he says. "But laws on the books right now... it's just a $500 fine if you blind someone with a laser pointer. And that's just not enough."
Arora says between 50 and 60 cases in Maryland are reported each year from pilots who say they've had their vision impaired while in the air from laser pointers being directed at their aircraft, though Arora believes there are many more cases that go unreported. The bill passed the House unanimously.
http://wamu.org
Terre Haute International (KHUF), Indiana: Louise’s Fine Dining leaving airport
The path shared by two local organizations has come to a fork, but spokesmen for each say both routes are aimed high.
A news release issued by Louise’s Italian Fine Dining this week announced tonight will be its last as a full-service restaurant at the Terre Haute International Airport. Its parent organization, which also operates The Copper Bar, Louise’s Pizzeria, and a catering division, will continue to service the facility for events.
Meanwhile, owner Rob Lundstrom, said he is moving the restaurant to a new, permanent location at some point this year.
“With our relocation, we will continue the type of service we’ve had at the airport,” he said of the upscale Italian cuisine associated with the name Louise’s since 1939.
Lundstrom declined to speculate on the timetable for opening the new restaurant, but confirmed it will be this year.
“We have multiple locations that are options for us,” he said, emphasizing his commitment to the “fine dining” model. “We’re going to be down on a transition period, but it’s leading to a bigger, better future.”
Founded in the early 1930s by Louise Ambrosini, the restaurant features recipes from her mother, a native of Italy. The Lundstrom family purchased the business in 2001, but has since moved and expanded it, most recently into the airport in 2008.
Bill McKown, executive director of the airport, said he wishes Lundstrom the best, and both men said the relationship will continue on through catering and support.
“It’s an exciting change for him,” McKown said, crediting Louise’s Italian Fine Dining with a number of loyal customers. “We definitely support him.”
Meanwhile, the facility has begun work toward finding a new restaurant for what McKown said is a facility ready to grow with demand.
“I think it’s very important to keep a food service,” he said, adding the board is expected to issue a request for proposals at its March meeting, and a number of prospects have already approached him.
What kind of restaurant, and what its hours will be, is still under discussion. McKown expressed his interest in securing a provider which offers breakfast, lunch and dinner. In addition to work set to begin on new facilities for the Indiana Army National Guard, the airport has finalized agreements with the Indiana State University Flight Academy to return students to its runways. The university and airport had discontinued that relationship prior to McKown assuming the director position, and its return will bring a mass of people at various points throughout the day. Providing meal service at early hours through late evening, as well as lunch, are all priorities, he said.
McKown said his organization will be announcing Lundstrom’s new location and opening date on its website once that’s been established.
Lundstrom emphasized that the move does not reflect poorly on either party, it’s just an opportunity to expand.
“We’ll continue to be a big supporter of the airport,” he said.
Source: http://tribstar.com
A news release issued by Louise’s Italian Fine Dining this week announced tonight will be its last as a full-service restaurant at the Terre Haute International Airport. Its parent organization, which also operates The Copper Bar, Louise’s Pizzeria, and a catering division, will continue to service the facility for events.
Meanwhile, owner Rob Lundstrom, said he is moving the restaurant to a new, permanent location at some point this year.
“With our relocation, we will continue the type of service we’ve had at the airport,” he said of the upscale Italian cuisine associated with the name Louise’s since 1939.
Lundstrom declined to speculate on the timetable for opening the new restaurant, but confirmed it will be this year.
“We have multiple locations that are options for us,” he said, emphasizing his commitment to the “fine dining” model. “We’re going to be down on a transition period, but it’s leading to a bigger, better future.”
Founded in the early 1930s by Louise Ambrosini, the restaurant features recipes from her mother, a native of Italy. The Lundstrom family purchased the business in 2001, but has since moved and expanded it, most recently into the airport in 2008.
Bill McKown, executive director of the airport, said he wishes Lundstrom the best, and both men said the relationship will continue on through catering and support.
“It’s an exciting change for him,” McKown said, crediting Louise’s Italian Fine Dining with a number of loyal customers. “We definitely support him.”
Meanwhile, the facility has begun work toward finding a new restaurant for what McKown said is a facility ready to grow with demand.
“I think it’s very important to keep a food service,” he said, adding the board is expected to issue a request for proposals at its March meeting, and a number of prospects have already approached him.
What kind of restaurant, and what its hours will be, is still under discussion. McKown expressed his interest in securing a provider which offers breakfast, lunch and dinner. In addition to work set to begin on new facilities for the Indiana Army National Guard, the airport has finalized agreements with the Indiana State University Flight Academy to return students to its runways. The university and airport had discontinued that relationship prior to McKown assuming the director position, and its return will bring a mass of people at various points throughout the day. Providing meal service at early hours through late evening, as well as lunch, are all priorities, he said.
McKown said his organization will be announcing Lundstrom’s new location and opening date on its website once that’s been established.
Lundstrom emphasized that the move does not reflect poorly on either party, it’s just an opportunity to expand.
“We’ll continue to be a big supporter of the airport,” he said.
Source: http://tribstar.com
Pilot toils to restore rare antique airmail plane
HAMILTON, Texas (AP) —
Harry Hansen was a Continental Airlines co-pilot in 1961 flying from
Dallas to Abilene when his captain pointed down to a decrepit airplane
parked next to a farmhouse near Lake Worth.
An aficionado of old aircraft, Hansen was intrigued. After the flight, he learned that the farmhouse was on Amon G. Carter Sr.’s Shady Oak Farm. Hansen knew Carter’s son, Amon Carter Jr., from a previous job flying for oilman W.A. Moncrief.
So Hansen called Carter Jr. and told him he was interested in the aging airplane. Carter Sr. had died in 1955.
“He asked me, ‘What do you want that old piece of junk for?’” said Hansen, now 79. “I said I wanted to restore it one of these days. And I was there the next morning to get it.”
The aircraft that Carter gave him was a Travel Air 5000, a rare and iconic plane that today is considered the oldest known piece of the Carter family’s aviation legacy in North Texas, according to the Veterans Memorial Air Park in Fort Worth. It was one of only 14 such planes built and was operated by National Air Transport when it first added passenger service to its Chicago-to-Fort Worth airmail route in 1927.
Now it is an aviation artifact that organizations supporting the air park hope to return to Fort Worth. They’re seeking financial pledges and a grant to raise the money to buy the airplane, which Hansen plans to auction later this year.
“This is the oldest piece of aviation history that we have,” said Jim Hodgson, executive director of the air park. “We really feel it belongs here.”
Hansen declined to say how much he hopes to sell the airplane for. But, if air park officials can raise enough money, he has agreed to sell it to them before the auction. The auction could occur in August or September, he said.
Air park officials say they hope to raise $200,000 to buy, transport and continue rehabilitation of the aircraft.
Hansen told the Fort Worth Star-Telegram (http://bit.ly/VVxn2J) said he has slowly restored the plane in his hangar in Hamilton during the past 10 to 15 years but didn’t have time to do it all. He had a friend rebuild the wooden wings out of spruce. He refurbished other parts like the rudder, elevator and aileron, he said.
Plenty of work remains. The plane, which has a 51-foot wingspan, needs “skin,” the cotton fabric covering the outside. The engine must be restored. Age and health will keep Hansen from finishing it.
“As you get older, you don’t get to do everything you want to do when you are younger,” Hansen said.
Bill Morris, who researches aviation history, documented the Travel Air 5000’s story for the air park.
The aircraft grew from a 1925 effort by a group of investors in Chicago, New York and Detroit looking to connect the cities with airmail service. They formed the airline National Air Transport, also known as NAT, which would become United Airlines in 1931.
Carter Sr. and other local Fort Worth business leaders began working to put Fort Worth on a NAT mail service route. In November 1925, the airline was awarded a contract by the U.S. Post Office to carry mail between Fort Worth and Chicago.
“By transferring its airmail operations to private companies, the government effectively created the commercial aviation industry in the United States,” Morris wrote.
Initially, NAT moved mail on 10 Curtiss “Carrier Pigeons,” open-cockpit biplanes designed for airmail delivery, according to the air park’s literature. But the airline soon wanted to add passenger service to the mail flights.
The Travel Air 5000s were developed by Wichita, Kan.-based Travel Air Manufacturing Co., which was founded in 1925 by three young aircraft designers — Walter Beech, Clyde Cessna and Lloyd Stearman. All three would go on to become giants in the aviation industry.
Only 14 Travel 5000s were built. One of the airplanes provided Fort Worth with its first scheduled interstate passenger airlines service at Meacham Field in 1927.
With their enclosed cabins, the planes could fit four passengers behind the pilot, Morris said. But they had to squeeze in with the bags of mail.
“If you had a big load of mail, you might only be able to put three passengers in there,” he said. “If it’s Christmas time and you have a bunch of packages, you definitely aren’t going to fit four. There was no center aisle and certainly no stewardess.”
The tight seating meant the Travel Air 5000’s time was limited. Looking to expand passenger service, NAT replaced the 5000s with 14-passenger Ford Trimotors by 1931. The Travel Air 5000 was gifted to Carter for his contributions to aviation during a presentation Feb. 1, 1931, in Fort Worth.
Hansen has an old washed-out photograph of the ceremony. In it, Carter and NAT President Paul Henderson stand in front of the airplane looking at a piece of paper. Carter’s friend, humorist Will Rogers, stands next to them, smiling at the camera.
Carter stored the airplane at Shady Oak as a souvenir until he gave it to Hansen. The retired pilot said he contacted United Airlines to see if it was interested in the aircraft, but the company was not.
Morris said that air park officials are pursuing a grant to help with the expense of buying the aircraft. In the meantime, they’re accepting financial pledges from the public on the air park’s website. Ideally, they would like to see the plane serve as the centerpiece for a museum. So far, the air park has raised more than $20,000, he said.
“We’re seeing some enthusiasm out there for this,” Hodgson said. “This is a unique piece of history, and we hope people will take an interest.”
Source: http://lubbockonline.com
An aficionado of old aircraft, Hansen was intrigued. After the flight, he learned that the farmhouse was on Amon G. Carter Sr.’s Shady Oak Farm. Hansen knew Carter’s son, Amon Carter Jr., from a previous job flying for oilman W.A. Moncrief.
So Hansen called Carter Jr. and told him he was interested in the aging airplane. Carter Sr. had died in 1955.
“He asked me, ‘What do you want that old piece of junk for?’” said Hansen, now 79. “I said I wanted to restore it one of these days. And I was there the next morning to get it.”
The aircraft that Carter gave him was a Travel Air 5000, a rare and iconic plane that today is considered the oldest known piece of the Carter family’s aviation legacy in North Texas, according to the Veterans Memorial Air Park in Fort Worth. It was one of only 14 such planes built and was operated by National Air Transport when it first added passenger service to its Chicago-to-Fort Worth airmail route in 1927.
Now it is an aviation artifact that organizations supporting the air park hope to return to Fort Worth. They’re seeking financial pledges and a grant to raise the money to buy the airplane, which Hansen plans to auction later this year.
“This is the oldest piece of aviation history that we have,” said Jim Hodgson, executive director of the air park. “We really feel it belongs here.”
Hansen declined to say how much he hopes to sell the airplane for. But, if air park officials can raise enough money, he has agreed to sell it to them before the auction. The auction could occur in August or September, he said.
Air park officials say they hope to raise $200,000 to buy, transport and continue rehabilitation of the aircraft.
Hansen told the Fort Worth Star-Telegram (http://bit.ly/VVxn2J) said he has slowly restored the plane in his hangar in Hamilton during the past 10 to 15 years but didn’t have time to do it all. He had a friend rebuild the wooden wings out of spruce. He refurbished other parts like the rudder, elevator and aileron, he said.
Plenty of work remains. The plane, which has a 51-foot wingspan, needs “skin,” the cotton fabric covering the outside. The engine must be restored. Age and health will keep Hansen from finishing it.
“As you get older, you don’t get to do everything you want to do when you are younger,” Hansen said.
Bill Morris, who researches aviation history, documented the Travel Air 5000’s story for the air park.
The aircraft grew from a 1925 effort by a group of investors in Chicago, New York and Detroit looking to connect the cities with airmail service. They formed the airline National Air Transport, also known as NAT, which would become United Airlines in 1931.
Carter Sr. and other local Fort Worth business leaders began working to put Fort Worth on a NAT mail service route. In November 1925, the airline was awarded a contract by the U.S. Post Office to carry mail between Fort Worth and Chicago.
“By transferring its airmail operations to private companies, the government effectively created the commercial aviation industry in the United States,” Morris wrote.
Initially, NAT moved mail on 10 Curtiss “Carrier Pigeons,” open-cockpit biplanes designed for airmail delivery, according to the air park’s literature. But the airline soon wanted to add passenger service to the mail flights.
The Travel Air 5000s were developed by Wichita, Kan.-based Travel Air Manufacturing Co., which was founded in 1925 by three young aircraft designers — Walter Beech, Clyde Cessna and Lloyd Stearman. All three would go on to become giants in the aviation industry.
Only 14 Travel 5000s were built. One of the airplanes provided Fort Worth with its first scheduled interstate passenger airlines service at Meacham Field in 1927.
With their enclosed cabins, the planes could fit four passengers behind the pilot, Morris said. But they had to squeeze in with the bags of mail.
“If you had a big load of mail, you might only be able to put three passengers in there,” he said. “If it’s Christmas time and you have a bunch of packages, you definitely aren’t going to fit four. There was no center aisle and certainly no stewardess.”
The tight seating meant the Travel Air 5000’s time was limited. Looking to expand passenger service, NAT replaced the 5000s with 14-passenger Ford Trimotors by 1931. The Travel Air 5000 was gifted to Carter for his contributions to aviation during a presentation Feb. 1, 1931, in Fort Worth.
Hansen has an old washed-out photograph of the ceremony. In it, Carter and NAT President Paul Henderson stand in front of the airplane looking at a piece of paper. Carter’s friend, humorist Will Rogers, stands next to them, smiling at the camera.
Carter stored the airplane at Shady Oak as a souvenir until he gave it to Hansen. The retired pilot said he contacted United Airlines to see if it was interested in the aircraft, but the company was not.
Morris said that air park officials are pursuing a grant to help with the expense of buying the aircraft. In the meantime, they’re accepting financial pledges from the public on the air park’s website. Ideally, they would like to see the plane serve as the centerpiece for a museum. So far, the air park has raised more than $20,000, he said.
“We’re seeing some enthusiasm out there for this,” Hodgson said. “This is a unique piece of history, and we hope people will take an interest.”
Source: http://lubbockonline.com
Potsdam Municipal Airport (KPTD), New York: Village seeks funding for costly jet fuel pump
POTSDAM — The village is
looking to secure grant funding to build a jet fuel pump at the Potsdam
Municipal Airport after discovering that the project will cost about
$25,000 more than initially anticipated.
The village began planning for a jet fuel pump in August in hopes of selling the fuel at a 15 percent markup to the Cape Air planes and LifeNet medical helicopters that operate at the airport.
Early estimates indicated the pump would cost about $60,000, but two contractors have bid to perform the installation and the lowest bid was $86,000.
“The cost is considerably higher than we hoped it would be,” Village Administrator David H. Fenton said.
The high price tag is hard to stomach, he said, especially since jet fuel sales would be only a modest moneymaker for Potsdam.
“It’s tough to justify spending that kind of money,” he said.
The village has started looking for outside funding to support some or all of the cost of the new equipment. Leaders hope to score a grant from the St. Lawrence River Valley Redevelopment Agency, which focuses on economic development and job creation in the region.
The Potsdam Municipal Airport already sells standard aviation fuel, but not the jet fuel used by LifeNet’s helicopters and other commercial aircraft.
Having jet fuel available may increase traffic at the airport and allow it to expand, Mr. Fenton said.
According to village Mayor Steven W. Yurgartis, both the airport and LifeNet helicopters provide a benefit to the entire region, not just the village, and should be eligible for funding from outside sources.
“I think that should it should be regionally funded,” Mr. Yurgartis said.
When the board initially began looking for contractors to install the pump last fall, nobody responded. This was because of a high demand for similar work in other communities, Mr. Fenton said.
The village has also commissioned an obstruction study for the airport, identifying tall trees that might prove hazardous to low-flying aircraft.
“If you’re going to have the airport, you’ve got to keep it where it’s safe,” Mr. Fenton said.
Source: http://www.watertowndailytimes.com
The village began planning for a jet fuel pump in August in hopes of selling the fuel at a 15 percent markup to the Cape Air planes and LifeNet medical helicopters that operate at the airport.
Early estimates indicated the pump would cost about $60,000, but two contractors have bid to perform the installation and the lowest bid was $86,000.
“The cost is considerably higher than we hoped it would be,” Village Administrator David H. Fenton said.
The high price tag is hard to stomach, he said, especially since jet fuel sales would be only a modest moneymaker for Potsdam.
“It’s tough to justify spending that kind of money,” he said.
The village has started looking for outside funding to support some or all of the cost of the new equipment. Leaders hope to score a grant from the St. Lawrence River Valley Redevelopment Agency, which focuses on economic development and job creation in the region.
The Potsdam Municipal Airport already sells standard aviation fuel, but not the jet fuel used by LifeNet’s helicopters and other commercial aircraft.
Having jet fuel available may increase traffic at the airport and allow it to expand, Mr. Fenton said.
According to village Mayor Steven W. Yurgartis, both the airport and LifeNet helicopters provide a benefit to the entire region, not just the village, and should be eligible for funding from outside sources.
“I think that should it should be regionally funded,” Mr. Yurgartis said.
When the board initially began looking for contractors to install the pump last fall, nobody responded. This was because of a high demand for similar work in other communities, Mr. Fenton said.
The village has also commissioned an obstruction study for the airport, identifying tall trees that might prove hazardous to low-flying aircraft.
“If you’re going to have the airport, you’ve got to keep it where it’s safe,” Mr. Fenton said.
Source: http://www.watertowndailytimes.com
Airlines not holding regional affiliates to safety standards, US watchdog finds
WASHINGTON — Since a
deadly airline crash near Buffalo in 2009, the government hasn’t kept
its promise to ensure that major airlines are holding their smaller
partners to the same safety standards, a federal watchdog says.
In a new report, the U.S. Transportation Department’s inspector general faults the Federal Aviation Administration for not taking steps to encourage the big airlines “to consistently share safety information and best practices” with regional airlines that operate flights under contract for them.
That business link is known as code-sharing, by which one airline sells tickets for seats on a flight operated by another airline — United and United Express, for example.
More than half of all airline flights in the U.S. are operated by regional airlines using names such as United Express, Delta Connection, American Connection and US Airways Express under code-sharing arrangements.
Three regional airlines — JetBlue Airways, Delta Connection and US Airways Express — fly out of Stewart International Airport in Orange County.
A flight operated by regional carrier Colgan Air for Continental Airlines under the name Continental Express crashed in February 2009 in Clarence, N.Y., near Buffalo, killing 50 people. After that crash, officials at the department and the FAA said they would begin reviewing code-share contracts to see if they impinged on safety.
Investigators cited pilot training lapses by Colgan as a factor. Colgan stopped flying in September 2012 as part of its parent company’s restructuring.
A National Transportation Safety Board investigation and congressional hearings after the Colgan crash pointed out the differences in safety cultures that sometimes occur between the two types of airlines.
For example, at that time, some regional carriers were hiring pilots with as few as 250 hours of flight experience, which FAA rules allow. Major airlines typically hired pilots with about 10 times that much experience.
After the crash near Buffalo, pilots’ unions and safety advocates said regional carriers were driven to cut corners on safety, including hiring inexperienced pilots at low wages, in part to meet performance goals required under the code-sharing contracts. Airlines that met their goals often earned more money under the agreements, while those that failed to meet such goals were sometimes penalized.
The FAA, despite earlier promises, isn’t reviewing any code-share contracts for their safety implications, and the Transportation Department reviews only a small share for their potential economic impact, not safety, the transportation inspector general’s report said.
“As a result, most domestic code-share agreements go into effect without being reviewed by any (federal) regulatory entity,” the report said.
The Associated Press obtained a copy of the report before its public release.
The FAA also doesn’t have procedures in place “to advance the agency’s commitment to ensure the same level of safety between mainline air carriers and their code-share partners,” the report said.
Responding to the report, Robert Rivkin, the Transportation Department’s general counsel, said the FAA “believes that all carriers ... meet an appropriate level of safety” regardless of whether they are in a code-share agreement.
After the Buffalo-area crash, U.S. Transportation Secretary Ray LaHood and then-FAA chief Randy Babbitt announced an industry-government “call to action” and held a well-publicized safety summit. An airline safety “action plan” released by FAA officials at the time promised the FAA and the Transportation Department would “develop the authority and processes to review agreements” between major carriers and their regional partners.
That plan said one of its short-term goals was that “major carriers should seek specific and concrete ways” to ensure that their smaller airline partner carriers adopt and implement the larger company’s most effective practices for safety. That was to include periodic meetings to review safety data gathering programs and “to constantly emphasize their shared safety philosophy.”
The transportation inspector general’s report said that although the FAA sponsors biannual information-sharing events for the airline industry, “it has not taken steps to encourage mainline carriers to consistently share safety information and best practices with their code-share partners.”
The FAA dropped its plans to review code-sharing agreements because agency officials felt the largest airlines had taken steps to increase their safety sharing with their regional partners, the report said.
But the inspector general found that while that was true of one large airline, it wasn’t the case for others. The report reviewed four major and eight regional carriers that participate in code-share agreements, but it did not identify the airlines.
Rivkin replied in a letter to the transportation inspector general that the FAA doesn’t make a distinction between “major” and “regional” carriers because “all of those carriers meet the same standards.”
Scott Maurer, whose 30-year-old daughter, Lorin, died in the crash near Buffalo, said he was disappointed but not surprised by the inspector general’s findings.
“These promises tend to end up becoming lip service,” he said. “It sounds good at the time, but there is no follow through.”
A year after the 2009 crash, then-Continental Airlines CEO Jeffrey Smisek angered victims’ families when he said it was the FAA’s responsibility to ensure Colgan’s pilots were properly trained, not Continental’s.
“We did not train those pilots. We did not maintain those aircraft. We did not operate the aircraft. But we expect them to be safe. We expect the Federal Aviation Administration to do its job,” Smisek told a hearing of the House Transportation and Infrastructure Committee.
The father of a law student killed in the crash later cornered Smisek in the hallway outside the hearing room, complaining that his daughter bought her ticket from Continental, not Colgan.
Smisek now is the president and CEO of the holding company for United Airlines, which merged with Continental.
Source: http://www.dailyfreeman.com
In a new report, the U.S. Transportation Department’s inspector general faults the Federal Aviation Administration for not taking steps to encourage the big airlines “to consistently share safety information and best practices” with regional airlines that operate flights under contract for them.
That business link is known as code-sharing, by which one airline sells tickets for seats on a flight operated by another airline — United and United Express, for example.
More than half of all airline flights in the U.S. are operated by regional airlines using names such as United Express, Delta Connection, American Connection and US Airways Express under code-sharing arrangements.
Three regional airlines — JetBlue Airways, Delta Connection and US Airways Express — fly out of Stewart International Airport in Orange County.
A flight operated by regional carrier Colgan Air for Continental Airlines under the name Continental Express crashed in February 2009 in Clarence, N.Y., near Buffalo, killing 50 people. After that crash, officials at the department and the FAA said they would begin reviewing code-share contracts to see if they impinged on safety.
Investigators cited pilot training lapses by Colgan as a factor. Colgan stopped flying in September 2012 as part of its parent company’s restructuring.
A National Transportation Safety Board investigation and congressional hearings after the Colgan crash pointed out the differences in safety cultures that sometimes occur between the two types of airlines.
For example, at that time, some regional carriers were hiring pilots with as few as 250 hours of flight experience, which FAA rules allow. Major airlines typically hired pilots with about 10 times that much experience.
After the crash near Buffalo, pilots’ unions and safety advocates said regional carriers were driven to cut corners on safety, including hiring inexperienced pilots at low wages, in part to meet performance goals required under the code-sharing contracts. Airlines that met their goals often earned more money under the agreements, while those that failed to meet such goals were sometimes penalized.
The FAA, despite earlier promises, isn’t reviewing any code-share contracts for their safety implications, and the Transportation Department reviews only a small share for their potential economic impact, not safety, the transportation inspector general’s report said.
“As a result, most domestic code-share agreements go into effect without being reviewed by any (federal) regulatory entity,” the report said.
The Associated Press obtained a copy of the report before its public release.
The FAA also doesn’t have procedures in place “to advance the agency’s commitment to ensure the same level of safety between mainline air carriers and their code-share partners,” the report said.
Responding to the report, Robert Rivkin, the Transportation Department’s general counsel, said the FAA “believes that all carriers ... meet an appropriate level of safety” regardless of whether they are in a code-share agreement.
After the Buffalo-area crash, U.S. Transportation Secretary Ray LaHood and then-FAA chief Randy Babbitt announced an industry-government “call to action” and held a well-publicized safety summit. An airline safety “action plan” released by FAA officials at the time promised the FAA and the Transportation Department would “develop the authority and processes to review agreements” between major carriers and their regional partners.
That plan said one of its short-term goals was that “major carriers should seek specific and concrete ways” to ensure that their smaller airline partner carriers adopt and implement the larger company’s most effective practices for safety. That was to include periodic meetings to review safety data gathering programs and “to constantly emphasize their shared safety philosophy.”
The transportation inspector general’s report said that although the FAA sponsors biannual information-sharing events for the airline industry, “it has not taken steps to encourage mainline carriers to consistently share safety information and best practices with their code-share partners.”
The FAA dropped its plans to review code-sharing agreements because agency officials felt the largest airlines had taken steps to increase their safety sharing with their regional partners, the report said.
But the inspector general found that while that was true of one large airline, it wasn’t the case for others. The report reviewed four major and eight regional carriers that participate in code-share agreements, but it did not identify the airlines.
Rivkin replied in a letter to the transportation inspector general that the FAA doesn’t make a distinction between “major” and “regional” carriers because “all of those carriers meet the same standards.”
Scott Maurer, whose 30-year-old daughter, Lorin, died in the crash near Buffalo, said he was disappointed but not surprised by the inspector general’s findings.
“These promises tend to end up becoming lip service,” he said. “It sounds good at the time, but there is no follow through.”
A year after the 2009 crash, then-Continental Airlines CEO Jeffrey Smisek angered victims’ families when he said it was the FAA’s responsibility to ensure Colgan’s pilots were properly trained, not Continental’s.
“We did not train those pilots. We did not maintain those aircraft. We did not operate the aircraft. But we expect them to be safe. We expect the Federal Aviation Administration to do its job,” Smisek told a hearing of the House Transportation and Infrastructure Committee.
The father of a law student killed in the crash later cornered Smisek in the hallway outside the hearing room, complaining that his daughter bought her ticket from Continental, not Colgan.
Smisek now is the president and CEO of the holding company for United Airlines, which merged with Continental.
Source: http://www.dailyfreeman.com
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