Monday, 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

Hamilton, Mississippi: Man Survives and Walks Away From Plane Crash

 


HAMILTON, Miss. (WCBI/CNN) - An Alabama pilot is lucky to be alive after surviving a 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

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

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

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

Taylorcraft BC12-D, N94973: Accident occurred November 28, 2012 in Clutier, Iowa

NTSB Identification: CEN13FA078 
14 CFR Part 91: General Aviation
Accident occurred Wednesday, November 28, 2012 in Clutier, IA
Probable Cause Approval Date: 11/06/2013
Aircraft: Taylorcraft BC12-D, registration: N94973
Injuries: 1 Fatal, 1 Serious.

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

The airplane was on approach to an unimproved airstrip when it struck power lines and then impacted terrain. The pilot had previously flown into this airstrip but had not done so recently. When the field was previously used as an airstrip, the power lines were buried; however, the power lines had recently been moved above ground. The pilot may not have been aware that the power lines had been moved above ground, and the lines were not marked. The surviving passenger stated that he never saw the power lines before the airplane struck them. 

The pilot's medical records revealed diagnoses of hypertension, diabetes, high cholesterol, and bipolar disease. Toxicology testing showed the presence of medications consistent with the treatment of these conditions. Although the pilot’s medical records and toxicology results indicated that the pilot had recently stopped taking some medications that could have adversely affected his performance, his bipolar disease would have had significant negative effects on cognition, including memory and executive functioning/judgment, and would have been disqualifying for a medical certification. Therefore, although it is possible that the pilot's underlying psychiatric disease and its treatment may have affected his judgment, it is not possible to determine the extent to which it may have contributed to the accident.

 The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
 The pilot’s failure to monitor, recognize, and identify obstacles on approach to landing, which resulted in an inadvertent collision with power lines. Contributing to the accident was the pilot’s expectation and assumption that there were no above-ground power lines in the area.


 HISTORY OF FLIGHT

On November 28, 2012, about 1057 Central Standard Time, a Taylorcraft BC12-D, N94973, struck power lines on approach to an unimproved airstrip in 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 (CFR) 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.


Witnesses told Tama County Sheriff’s deputies that they saw the airplane flying very slow at treetop level. It flew west then turned south. They didn’t think it was high enough to clear a hill. The airplane then disappeared from their line of sight. The witnesses heard the crash and saw smoke.

When Federal Aviation Administration (FAA) inspectors arrived on the scene, the Tama County Sheriff’s Office told them the airplane was on approach to an unimproved airstrip near the intersection of 245th Street and R Avenue. The passenger told first responders that they were “attempting to land.” The passenger told his son they “never saw the wires.” The pilot had flown into this airstrip on previous occasions, but had not done so recently. When the field was used as an airstrip, power lines were buried underground along the approach end of the runway. Recently, however, the lines had been strung up on power poles. It could not be determined if the pilot was aware of the raised power lines.


PERSONNEL (CREW) INFORMATION

The pilot, age 69, held a private pilot certificate with an airplane single-engine land rating. His expired third class airman medical certificate, dated June 19, 2001, contained the restriction for wearing corrective lenses. At that time, the pilot reported he had logged approximately 700 hours total flight time.

The Taylorcraft BC12-D is defined by FAA as a light sport aircraft (LSA). Pilots flying LSAs are only required to possess a valid driver’s license and comply with Title 14 Code of Federal Regulations 61.53(b), which states that no person may act “as pilot in command, or in any other capacity as a required pilot flight crewmember, while that person knows or has reason to know of any medical condition that would make the person unable to operate the aircraft in a safe manner.”


AIRCRAFT INFORMATION

N94973 (serial number 9373), a model BC-12D, was manufactured by Taylorcraft Aircraft Corporation in 1946. It was a 2-place, high-wing monoplane. The fuselage was constructed of welded steel tubing and covered with fabric. The wings employed braced steel tube struts. It was powered by a Continental C-65-8 engine, rated at 65 horsepower, driving a Sensenich 2-blade, fixed pitch wooden propeller. The airplane’s gross weight was 1,200 pounds.


METEOROLOGICAL INFORMATION

Weather recorded at 1053 by the Marshalltown (KMIW), Iowa, Automated Surface Observing System (ASOS), located about 26 miles west of Clutier, was as follows:

Wind, 220 degrees at 3 knots; visibility, 10 statute miles; sky condition, clear; temperature, 1 degree C. (Celsius); dew point, -4 degrees C.; altimeter, 30.39 inches of Mercury.


AERODROME INFORMATION

The airstrip had one runway, aligned on a magnetic heading of 136 degrees. It was about 1,760 feet long and 105 feet wide. The field elevation was 999 feet msl (mean sea level).


WRECKAGE AND IMPACT INFORMATION

The wreckage was located near the threshold of the runway at geographical coordinates 42 degrees, 05.159’ North latitude, and 092 degrees, 26.527 West longitude. The nose of the airplane was aligned on a magnet heading of 261 degrees.

Four severed strands of electrical transmission cables extended from the west utility pole to the airplane wreckage and were wrapped around the landing gear, engine, and passenger cabin. Fire had consumed much of the fabric covering back to the empennage. Both wings were consumed by the fire.

According to the Grundy County Rural Electric Cooperative, the exact time of the power outage was recorded at 10:57:06. Four wires were severed, interrupting power to 300 residents. The wire type was 000 ACSR (aluminum conduit, steel reinforced), transmitting 12,500 volts. The wires were not marked with orange balls.


MEDICAL AND PATHOLOGICAL INFORMATION

The passenger succumbed to his injuries on January 6, 2013. Because more than 30 days had elapsed since the accident, his injuries did not meet the definition of “fatal injury” as contained in Title 49 CFR Part 830.2.

According to the autopsy report, the pilot’s death was attributed to thermal and blunt force injuries. The report also noted the pilot had severe hypertensive and arteriosclerotic cardiovascular disease and chronic obstructive pulmonary disease. The toxicology report noted the presence of amlodipine, carbamazepine, chlorthalidone, glipizide, losartan, and rosuvastatin in blood and liver.

NTSB’s medical officer was consulted. According to her factual report, amlodipine (marketed under the trade name Norvasc), chlorthalidone (marketed under the trade name Thalitone), and losartan (marketed under the trade name Cozaar) are medications used to treat hypertension. Glipizide (marketed under the trade name Glucotrol) is an oral agent used to treat diabetes, and rosuvastatin (marketed under the trade name Crestor) is used to treat high cholesterol. Carbamazepine (marketed under the trade name Tegretol) is used to prevent seizures, treat bipolar disease, and prevent migraine headaches. Examination of the pilot’s personal medical records revealed a diagnosis of hypertension (the pilot had reported controlled hypertension to the FAA), diabetes, high cholesterol, prostate cancer in remission, peripheral vascular disease, and bipolar disease with two psychiatric hospitalizations in the year preceding the crash. The records did not indicate that cardiac disease had been diagnosed.


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.

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.

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

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.

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

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.

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.

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

Cessna 177 Cardinal, N30227: Accident occurred February 17, 2013 in Elcho, Wisconsin

http://registry.faa.gov/N30227

NTSB Identification: CEN13CA175

14 CFR Part 91: General Aviation
Accident occurred Sunday, February 17, 2013 in Elcho, WI
Probable Cause Approval Date: 06/24/2013
Aircraft: CESSNA 177, registration: N30227
Injuries: 1 Minor,1 Uninjured.

NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.

The pilot reported that the engine experienced a total loss of power while in cruise flight. He attempted to restart the engine without success; therefore, he executed a forced landing on a snow-covered field. Upon landing, the airplane nosed over and then came to rest on its back. The airplane sustained substantial damage, including damage to both wings and the horizontal stabilizer. The pilot said that he decided not to refuel before the flight because his fuel calculations showed that he should have had at least 30 minutes of fuel reserve upon arrival at the destination airport; however, he did not use a calibrated instrument in determining the preflight fuel quantity. He further stated that the accident could have been prevented if he had refueled before the flight. He reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's inadequate preflight and in-flight fuel management, which led to a total loss of engine power due to fuel exhaustion.


The pilot reported that the airplane experienced a total loss of engine power while in cruise flight. He attempted to restart the engine without success and executed a forced landing to a field. Upon landing in the snow-covered field, the airplane nosed over and came to rest on its back. The airplane sustained substantial damage, including damage to both wings and the horizontal stabilizer. In his written statement, the pilot said that he decided not to add additional fuel prior to the flight because his fuel calculations showed that he should have had at least 30 minutes of fuel reserve upon arrival at the destination airport; however, he did not use a calibrated instrument in determining the preflight fuel quantity. He further stated that the accident could have been prevented by adding additional fuel prior to the flight. He listed no mechanical malfunctions of the airplane on his written report.


 
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 (MyFoxWausau) -

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.

Authorities say the FAA will head to the scene tomorrow to investigate.

http://www.myfoxwausau.com/



Unloading a 1953 Piper Tri-Pacer

Cessna T210L, N59214: Accident occurred August 01, 2008 in Ketchikan, Alaska

 
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.


On August 1, 2008, about 1906 Alaska daylight time (ADT), a Cessna T210 airplane, N59214, sustained substantial damage when it ditched in the ocean following a complete loss of engine power, about 5.4 miles west-northwest of Ketchikan, Alaska. The airplane was being operated as an instrument flight rules (IFR) cross-country personal flight under Title 14, CFR Part 91, when the accident occurred. The airplane was operated by the private certificated pilot who was not injured. The sole passenger received minor injuries due to hypothermia. Instrument meteorological conditions prevailed for the en route portion of the flight, but visual conditions prevailed at the Ketchikan International Airport. An IFR flight plan was filed by the pilot for the flight that departed Bellingham, Washington, about 1530 pacific daylight time (1430 ADT).

According to Federal Aviation Administration (FAA) personnel, and from a review of air to ground communication recordings between the accident airplane and FAA air traffic control facilities by the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the pilot contacted the FAA's Air Route Traffic Control Center (ARTCC) about 34 miles south of the Annette Island VOR, which is about 19 miles southeast of Ketchikan. The pilot requested a descent from 12,000 feet to 4,000 feet, but the ARTCC controller said that the lowest altitude he could give in that area was 8,000 feet, direct to the Annette Island VOR. The pilot requested a visual approach to runway 29, and commented that 8,000 feet would put him in instrument meteorological conditions (IMC), but he acknowledged the clearance.

The ARTCC controller then conferred with the Ketchikan Flight Service Station (FSS) about the possibility of a visual approach from the south to runway 29. The FSS specialist reported that the mountain tops at the south end of Annette Island were obscured by clouds, and suggested that the instrument landing system (ILS) or the area navigation (RNAV) global positioning system (GPS) approach to runway 11, would be the best.

The ARTCC controller then told the pilot that the lowest altitude he could give was 7,000 feet until Annette Island, and then to 6,500 feet after the VOR. The pilot elected to make the ILS, distance measuring equipment (DME) approach to runway 11 at Ketchikan with a circle to land on runway 29. He was cleared for the ILS DME-1 approach about 1814.

The ILS DME-1 approach to runway 11 has an initial approach fix on the 295 degree radial from Annette Island at 35 DME, and maintains a 35 DME arc until joining the inbound course for the ILS, on a 109 degree heading. The arc does not have a procedure turn. A second approach option is to join the outbound localizer course on a 289 degree heading, and has a procedure turn at 17 DME before proceeding inbound. A third approach option is to proceed to the initial approach fix at DOOZI, which is 40 DME from Annette Island.

The ARTCC controller inquired from the pilot about his plans for the approach by stating, "N59214, are you expecting the 295 radial transition." The pilot replied that he was expecting to go to the initial approach fix at DOOZI. The ARTCC controller again inquired, "After Annette Island VOR, are you going to try the Annette 295 radial, out for the arc, or are you going to go over toward the localizer for the procedure turn." The pilot replied that he was planning to go direct to DOOZI at 8,200 feet, but seemed uncertain about his approach options. The ARTCC controller stated, "N59214, over Annette Island VOR, as initial approach fix, you can use the 295 radial for the arc, or there is another radial you can use to go out and join the localizer, and track outbound for the procedure turn. The pilot replied, "We're looking, Oh I see it, you want us to set up 295 outbound for [unintelligible]." The ARTCC controller replied, "affirmative."

As the accident airplane neared the ILS localizer, the pilot was advised by ARTCC personnel to contact the Ketchikan FSS and radar services were terminated. The pilot made radio contact with Ketchikan FSS at 1843 and said that he was on the ILS approach, and about 30 seconds from turning final, about 17 miles from the airport. The FSS specialist advised the pilot to "report the 11 DME fix."

About 1846, ARTCC personnel noticed that the airplane did not turn onto the localizer, and was continuing away from the airport. The FSS specialist contacted the pilot who said he must have gone through the localizer and inquired whether the FSS had radar coverage, which the FSS specialist replied, "negative, I do not." The FSS specialist advised the pilot to execute the missed approach procedure immediately, saying "there's mountains in these clouds." There was no immediate reply from the pilot, but an unidentified voice was heard on the FSS radio frequency saying, "burning up fuel that we don't really have." The FSS specialist then told the pilot to switch back to the ARTCC radio frequency, and to climb and maintain 7,000 feet. The FSS specialist indicated that it might be possible to get a lower altitude near the VOR and into VFR conditions. The pilot acknowledged the frequency change, and stated he was at 7,300 feet.

The pilot did not contact ARTCC, and about 1850, the FSS specialist called the pilot on the FSS frequency to advise the pilot to maintain 6,500 feet and contact ARTCC. The pilot stated that he was below the clouds and he would watch out for mountains. The FSS specialist confirmed the pilot was in VFR conditions, and asked the pilot if he wanted to cancel his IFR clearance, to which he stated "affirmative."

The FSS specialist was concerned about the pilot's location, and asked, "Do you know where you are in relationship to the airport." The pilot replied, "not really, but we are going to [unintelligible] in the GPS in a second here." The FSS specialist made several additional calls to the pilot, but there was no response. At 1855, the FSS specialist asked the ARTCC if they still had radar contact with the accident airplane, to which they replied no, but the last position before loss of radar contact was about 30 miles on the 280 degree radial from Ketchikan, headed toward the airport.

The FSS specialist continued to attempt radio contact with the pilot, and about 1856, he asked a float-equipped airplane, N08Q, to look for the accident airplane, and to assist in relaying radio messages between the FSS and the accident pilot. The accident pilot's radio messages were being received by the FSS as broken and garbled, and the pilot of N08Q relayed that the accident pilot was 27 DME west, inbound to Ketchikan on a 093 degree heading toward the airport. The FSS specialist asked N08Q and several other float-equipped airplanes to begin looking for the accident airplane.

About 1859, the pilot reported to the FSS that he was level at 3,000 feet, over the water, and was low on fuel. About 1902, the pilot said that the engine had stopped running. He said that he was 16.3 miles from the airport, and had switched from the right fuel tank to the left tank, which was "flat." The pilot continued to report his status by stating he was at 3,400 feet, but it "does not look good, I think we are going to lose it." He next reported that he was on a 080 degree heading at 15.1 miles, with a desired GPS track of 093 degrees to the airport.

The FSS specialist continued to inquire about the status of the accident airplane, and the pilot reported that he had civilization in sight about 6 to 7 miles ahead of the airplane. When the FSS specialist next checked with the pilot about his status, he reported that he was continuing toward the airport, but he probably was too low to make it around a peninsula that was visible ahead. He then said he was at 1,000 feet, and he would call immediately if the engine quit.

At 1906, the pilot reported that he was 7.5 miles from the airport, had turned to a heading of 060 degrees to avoid hitting little islands ahead. He then said that he saw civilization and smoke ahead, and was "going in."

About 1909, the pilot of N08Q reported that he had spotted the accident airplane near Vallenar Point at the north end of Gravina Island, nose down in the water, and stated that he was landing to assist.

About 1911, the pilot of N08Q said that he saw two persons swimming to shore. He was able to get the accident pilot and passenger aboard his airplane, and flew to Ketchikan where they were met by an ambulance. The airplane subsequently sank in about 50 feet of water.

During a telephone conversation with the NTSB IIC, on August 5, the pilot reported that he requested a fuel vendor at the Bellingham Airport to fill the airplane fuel tanks, and he received a weather briefing from the Seattle Automated Flight Service Station (AFSS), which included a winds aloft forecast. After departure, the pilot said that during the flight, headwinds were greater than expected, and the cloud ceiling at Ketchikan was lower than expected. He also said that the fuel vendor may have not completely filled the fuel tanks to their maximum capacity.

The pilot said that his airplane has a fuel capacity of 90 gallons, and usually burns between 16 to 17 gallons per hour. He used a cruise altitude of 12,000 feet, his total flight time for the accident flight was 4 hours and 15 minutes, and his usual ground speed of about 160 knots was as low as 143 knots. He indicated that during the approach to Ketchikan, his autopilot system was coupled to the GPS receiver, but as the airplane approached the localizer heading, the autopilot failed to capture the localizer and initiate a turn on course. Consequently, the airplane flew through the localizer, which prompted ARTCC to request a climb. The pilot reported that he was low on fuel, and saw an opening in the clouds. He descended into visual conditions, and flew toward the airport, but the engine lost power. He selected an emergency landing spot in the water, just off the north end of Gravina Island. He and his passenger were rescued by other airplanes.

In the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1) submitted by the pilot, the pilot estimated that the airplane received between 82 to 84 gallons of fuel before departure. He indicated that in the future, he would "stay with the airplane while it is being fueled to use his ladder to check visually to be certain the fueler has fully topped both tanks." In addition, the pilot noted that the airplane did not have a mechanical malfunction or failure.

Aircraft and Flight Information

The straight-line distance between Bellingham, Washington, and Ketchikan, Alaska, without any maneuvering turns, is about 521 nautical miles. The accident airplane's Pilot's Operating Handbook (POH) was reviewed by the NTSB IIC, and the following data was noted for a no-wind condition at 12,000 feet, with a 45 minute reserve at 45 percent power:

The airplane's range at 65 percent power was about 890 nautical miles. At 70 percent power, the range was about 860 nautical miles.

At 65 percent power, the airplane POH listed a speed of about 168 knots, with an endurance of about 5 hours and 30 minutes, and consuming about 14.2 gallons per hour.

At 70 percent power, the POH listed a speed of about 173 knots, with an endurance of about 5 hours and 6 minutes, and consuming about 15.5 gallons per hour.

At 168 knots, the airplane would cover 521 miles in about 3 hours and 8 minutes. At 143 knots, which the pilot said he flew, the airplane would cover 521 miles in about 3 hours and 38 minutes.

Using the speed of 143 knots provided by the pilot, and using a fuel consumption rate of 16.5 gallons per hour, also provided by the pilot, the airplane would have consumed 90 gallons of fuel in about 5 hours and 27 minutes.

Weather Data

The area forecast for southern, southeast Alaska, issued at 1145 and valid until 2400, was indicating, in part: Synopsis, valid until August 2, at 0600; High pressure ridge persists over eastern Gulf of Alaska and southeast Alaska panhandle through 2400. AIRMET Sierra was issued for mountain obscuration, and mountains occasionally obscured in clouds, and was valid until 1800. Clouds and weather: 2,500 feet scattered, 4,500 feet broken with layers above. Tops at 20,000 feet. Occasionally, 2,500 feet broken, 4,500 feet overcast. Turbulence, nothing of significance. Icing and freezing level, nothing of significance. Freezing level, 7,000 feet.

The winds aloft forecast for the accident route of flight at 12,000 feet msl, based on data that was for use between 1300 and 2200 on August 1, was reporting, in part:

Vancouver International Airport, Canada 310 degrees (true) at 10 knots
Seattle, Washington 250 degrees (true) at 30 knots
Port Hardy, Canada 330 degrees (true) at 15 knots
Sandspit, Canada 320 degrees (true) at 15 knots
Annette Island, Alaska 330 degrees (true) at 15 knots

The terminal forecast for Ketchikan, valid between 1600 on August 1, and 1600 on August 2, was reporting, in part: Wind, 330 degrees at 6 knots, visibility greater than 6 statute miles; clouds and sky condition, 4,000 feet broken, 6,000 feet overcast.

At 1853, an aviation routine weather report (METAR) at Ketchikan was reporting, in part: Wind, 350 degrees (true) at 5 knots; visibility, 10 statute miles; clouds and sky condition, few at 2,500 feet, 3,500 feet broken, 4,500 feet overcast; temperature, 57 degrees F; dew point, 52 degrees F; altimeter, 30.01 inHg; remarks, rain began 15 minutes past the hour and ended 26 minutes past the hour, harbor wind 280 degrees at 10 knots.

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