Sunday, May 19, 2013

Pilot Witnesses Tornado: ‘It’s Ripping Everything Up’

(CNN) — Tornadoes touched down in two states on Sunday, ripping roofs off homes and turning trees to match sticks, as severe weather swept the region.

A large “violent and extremely dangerous” tornado was spotted on the southwest side of Wichita, Kansas, moving northeast at about 30 miles per hour, the National Weather Service said.

A second confirmed tornado was seen near Edmond, Oklahoma, moving east at about 30 miles per hour, said the weather service. Another tornado was spotted in nearby Luther, Oklahoma, but it was not immediately clear whether that was the same tornado.

Also, a tornado moving northeast at 40 miles per hour touched down near Wellston, Oklahoma, taking out power lines and damaging several homes, according to video from CNN affiliate KFOR. The affiliate’s helicopter pilot estimated the funnel cloud to be about a half-mile wide.

“It’s tearing up everything,” the pilot said. “Just ripping everything up in its sight.”

Aerial video from KFOR and CNN affiliate KOCO showed severe damage near Wellston and near Carney, Oklahoma. *Click the video player below for that video*


Roofs were ripped from homes, branches stripped from trees and roads were filled with debris. 

The weather service did not mince words.

“You could be killed if not underground or in a tornado shelter. Complete destruction of neighborhoods, businesses and vehicles will occur. Flying debris will be deadly to people and animals,” it said in its Kansas advisory.

The twisters are part of a severe weather outbreak that is sweeping through parts of Kansas, Oklahoma, and possibly Iowa and Missouri.

Baseball-sized hail, wind gusts and tornadoes are threatening to pummel parts of the central Plains and Midwest on Sunday and Monday.

“Overall, the threat is similar for the region: strong supercells that will have the capability to produce hail baseball-size or larger, strong wind gusts and tornadoes,” CNN meteorologist Melissa Le Fevre said earlier Sunday. “It will ultimately depends on how warm the region gets today.”

According to the weather service, supercells are a special type of thunderstorm that can last for many hours. “They are responsible for nearly all of the significant tornadoes produced in the U.S. and for most of the hailstones larger than golf ball size,” the weather service says. “Supercells are also known to produce extreme winds and flash flooding.”

Warmer temperatures are an important factor, Le Fevre said.

“Warmer temperatures allow for the air in the atmosphere to mix, which causes it to be unstable,” she said. “Sunny days are essentially more unstable, which allows thunderstorms to develop and become strong to severe.”

Beyond the Midwest, other areas were already seeing severe weather on Sunday. In Atlanta, serious flooding was reported amid storms producing heavy rainfall.

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Dreamliner's Other Woes Draw Attention: WSJ

Boeing and Airlines Try to Improve More Systems After Fixing Battery Flaws

Updated May 19, 2013, 7:51 p.m. ET


The Wall Street Journal

As 787 Dreamliner commercial flights resume after a lengthy grounding for battery problems, Boeing Co. and its customers are refocusing on fixing the host of other technical and mechanical issues that affect the reliability of the cutting-edge aircraft.

United Continental Holdings Inc., the sole U.S. operator of the Dreamliner, is scheduled on Monday to make its first 787 flight since the global grounding in mid-January, after batteries burned on two 787s operated by Japanese airlines. United and the other seven carriers that fly Dreamliners will be monitoring—along with Boeing—to ensure that the battery fixes approved by regulators work properly.

But they will also be working to enhance the dependability of other components and systems, from new software to improved hydraulic lines to new parts for electrical panels and generators.

According to an internal Boeing report reviewed by The Wall Street Journal, during the 15 months before burning batteries temporarily idled all 787s, the global fleet of 50 planes experienced an array of unrelated problems resulting in delays, cancellations and diversions estimated to cost airlines more than $3 million.

All new airliners go through a period of eliminating early kinks. The report, prepared in March, gives the 787 an overall reliability rating of 97.7% for the three months before the Jan. 16 grounding, corresponding to about 23 delays out of every 1,000 flights. That is comparable to the performance of the Boeing 777, one of the most dependable long-range jets, in the first year or so after its introduction in 1995.

But the 60-page document also highlights specific trouble-prone systems on the 787. It ranks carriers in terms of maintaining schedules, and offers advice about how carriers can improve.

A Boeing spokeswoman declined to comment on the report, but said company teams are implementing Dreamliner "reliability enhancements" that vary by customer and plane—a process she said is "standard for new airplane introductions." Chief Executive Jim McNerney said last month that Boeing expects additional "normal…startup issues as more airplanes enter the fleet with more carriers in the months ahead." Boeing aims to "find them, address them and ultimately ensure the 787…achieves the very high level standard for performance and reliability we promise customers at the outset of the program," he added.

The report's biggest take-away is that Dreamliners experienced problems most frequently when they were first powered up. These issues had the biggest impact on keeping the 787 from leaving on time. Those events were almost always unrelated to the jet's batteries, and they took "more time on average to clear than those detected during any other phase of flight."

The report says carriers should consider turning on the 787's lithium-ion batteries, computers and electrical system three hours prior to the first flight each day, and adding time between flights to give cockpit crews and mechanics adequate time to resolve any difficulties.

Mike Sinnett, the 787's principal engineer, told federal safety watchdogs last month the fuel-efficient jet uses about 10 times more power during initial start-up than other Boeing jetliners with more-traditional batteries.

The report also pegged about 10% of around 350 "schedule interruptions" it analyzed to "quality issues" stemming from subcontractor-provided hardware or Boeing's own assembly processes. It said that was higher than the 777's early service.

Other problems flowed from the types of software bugs that have become more common on increasingly computerized aircraft. Dreamliner operators encountered hundreds of different warning messages, which can be time-consuming and frustrating because each must be dealt with before the jet can leave the gate—even though they often aren't signs of significant problems.

Boeing touted the 787 as being able to arrive at the gate, receive service and push away from the gate in as little as 45 minutes. The report suggests that remains a longer-term goal for many carriers.

But All Nippon Airways Co., a unit of ANA Holdings Inc. has achieved that target with its 787s dedicated to domestic routes, the report says, with excellent on-time results. The first operator of the 787, ANA also received the highest marks from Boeing experts on reliability. The airline now operates 18 Dreamliners, the most of any carrier. A total of 52 Dreamliners have now been delivered world-wide.

ANA said "punctuality is a key customer service, so those involved in passenger service, ground handling and catering operations all focus on pursuing on-time flights."

Both ANA and Japan Air Lines Co.  —which has the second-largest 787 fleet, with seven Dreamliners—said they haven't received recommendations from Boeing to power on the Dreamliner well before a day's first flight or extend time at the gate.

United scored the lowest in overall reliability by some measures, with disruptions to about one in 10 Dreamliner flights, and had the highest number of so-called nuisance messages that caused delays. Such messages "may indicate poor airline familiarity" with the vagaries of the 787 and its all-new technology, according to the Boeing report. United and other airlines were able to substitute other 787s and other large jets to keep their flights on schedule.

The Boeing spokeswoman declined to comment on the experiences of specific airlines.

United spokeswoman Christen Davis said the carrier asked Boeing to perform more than 20 modifications to the airline's six Dreamliners in addition to the battery-related changes. "We believe these modifications will significantly improve reliability," she said.

Ms. Davis said the modifications to United's Dreamliners include "hardware updates to various components in the cabin, cargo handling, central maintenance and other systems."

Not every part on a jetliner needs to be in full working order for safe operation. Regulators and individual airline-maintenance rules sometimes allow planes to fly for days before requiring certain repairs to be completed. But Boeing's experts concluded that ANA and other airlines that finished such repairs most quickly benefitted from better on-time performance.

While new technology has caused unexpected headaches on the Dreamliner, its advanced onboard sensors also have been used by Boeing and airlines to monitor tens of thousands of different systems and millions of parts aboard the jet.

Mr. Sinnett receives a live notification on his Blackberry for every issue that crops up with the fleet, and those notifications are also transmitted to Boeing teams at the company operations center that monitors thousands of Boeing jets world-wide.

When a United 787 diverted to New Orleans in December, after encountering a problem with one its electrical panels, Boeing knew about the difficulty before airline officials could pick up a phone.

Tied into a world-wide maintenance network, the 787 delivers real-time data about the status of the fleet directly to Boeing facilities near Seattle. The plane's computers track more onboard systems than any other Boeing jet, and the manufacturer concluded that such in-flight monitoring made a demonstrable difference in reliability. The report estimated that 29 flights had been "saved" because the monitoring system alerted airlines to preposition parts and maintenance personnel to meet a flight.

That was the difference between matching or beating the 777's reliability record, according to the report.

—Yoshio Takahashi in Tokyo contributed to this article.

Eureka! brings trendy food, drink to working-class: Hawthorne Municipal Airport's Jet Center, California

Melanie and Tim Hogan during the grand opening VIP party for Eureka! Tasting Kitchen at Hawthorne Airport on Tuesday, May 14, 2013. Eureka!, the gourmet burger and craft beer trendsetter, opened its first Los Angeles location at the airfield. The company also moved their headquarters above the eatery.
 (Jeff Gritchen/Staff Photographer)

The first new full-service restaurant to open in Hawthorne in a decade takes itself very seriously. Eureka! opened its doors last week inside Hawthorne Municipal Airport's Jet Center, offering gourmet burgers, crafted beer and artisan whiskey. And its menu boasts of dishes made with farm-to-table ingredients that could be found at a highbrow steakhouse or downtown bistro. 

"That was the best hamburger I've had in years," longtime Hawthorne airport supporter, pilot and local businessman Pat Carey said after eating dinner at Eureka! "The layout is really modern and up-to-date. As airports go, it's gonna be the best one in Los Angeles, I can assure you of that. Nothing's gonna compare to this."

Carey, director of operations for Advanced Air Charter's corporate and private jet service, said the shiny new eatery - which has just enough deconstructed design features to make it hip - is a reflection of the years of hard work and millions of dollars that have been poured into the 80-acre airport just three miles southeast of Los Angeles International.

"Back in 2000, when they were trying to close the airport because they said it was blighted and they wanted to build a mall there ... we vowed to make sure it was a very good place to have in the city," Carey said. "We've been working since 2002 to get to where we're at today. It's been a long, hard 10 years but there are the final little pieces."

The airport has been through extensive renovations in the last decade, since it was nearly razed to make way for an entertainment and retail complex. A group of community members, including Carey, rallied to save it, and they succeeded after the city's leadership put the issue on a ballot for residents to decide in 2000.

In 2005, a trio of real estate investors came together to refurbish dozens of old hangars and install a luxury lounge in the terminal building at Crenshaw Boulevard and 120th Street. Federal and city funds were combined to install new runway lights and signs, and repave the asphalt runway to make it strong enough for corporate jets to land.

Recently, the city has put in a new emergency generator for runway lighting that allows pilots to remotely turn on lights after hours. The city also is overseeing a noise study at the airport, and installing a new water main to the air traffic control tower, airport manager Arnie Shadbehr said.

"The airport has always been a jewel in Hawthorne, we've always loved it," Shadbehr said. "Even in this economy, it is thriving. We're trying to pump fresh blood in it, hoping that we see a real change in traffic when the economy gets better."

This is the eighth Eureka! restaurant to open in California since 2008. The owners have targeted "under served areas" such as Hawthorne, Claremont and Redlands, co-owner Justin Nedelman said. "We're bringing the Los Feliz and Echo Park feel," Nedelman said. "There are a lot of people here who crave quality but can't get it.

"The Hawthorne location includes company offices upstairs, which share a view with the restaurant of aircraft taking off and landing on the adjacent tarmac. The company also will use the restaurant as a test kitchen for new menu items at all of its locations.

Eureka! replaces Nat's Airport Cafe, a diner of the sort found in many small airports. Nedelman said he expects business from surrounding offices to keep the 88-seat eatery busy.

Space Exploration Technologies, Lithographix printing, and Triumph Aerostructures - Vought Commercial Division are large, world-class operations adjacent the airport. An 86-acre manufacturing site just south of the airport was redesigned into the Century Business Center in 2005. New offices and manufacturing businesses, including the SpaceX headquarters and design studios for Tesla Motors, have since opened there.

"All the developments along the airport are doing gang buster business now," Carey said. "The whole community in northeast Hawthorne has benefited from this."

Read more here:

All eyes will be on Dublin skies for air spectacular

• PLANE TO SEE: Robert Kennedy (6) pictured at the launch of ‘FlightFest’.

THOUSANDS of people are expected to gather by the River Liffey quays on Sunday, September 15, to experience the Irish Aviation Authority’s and Dublin City Council’s FlightFest, an international flypast.

 Details of the event were announced last week by the Lord Mayor of Dublin, Naoise Ó Muirí, Minister for Transport, Tourism & Sport, Leo Varadkar and IAA chairperson, Anne Nolan.

Over 30 aircraft will fly through the city of Dublin as part of the Gathering Ireland 2013. They will set off from Dublin Airport, before flying to Dublin Port and up along the River Liffey, as far as the Customs House.

The sustained flypast through Dublin city centre will take two hours to complete and the flights will be sequenced at five minute intervals.

FlightFest will be a free family event and a large section of the quays will be pedestrianised for the occasion. There will be many family attractions and festivities available, creating a carnival atmosphere.

Large commercial aircraft from Ireland and abroad will fly past, including the Boeing 737 and the Airbus A320, A321, A300, A330 and A340 aircraft.

The Irish Air Corps and the Royal Air Force will also participate and spectators will enjoy a variety of helicopters and vintage aircraft, including the World War II Spitfire and the B-17 Flying Fortress.

The Lord Mayor of Dublin, Naoise Ó Muirí, said that such a spectacular flypast, right in the heart of the city, will lift the spirits of local families and those who visit the capital.

“The display of all these aircraft over the Liffey will be a spectacle that will be remembered by old and young for many years to come,” he said. “Dublin City Council is delighted to work with the IAA, Dublin Port Company and the airlines, along with all those involved in putting together this spectacular family event.”

The Minister for Transport, Tourism and Sport, Leo Varadkar, said the event will be a real Gathering highlight.

“I can’t wait to see these aircraft flying over the Liffey,” Minister Varadkar stated. “It will be a fantastic draw for visitors from overseas and from Ireland.”

FlightFest is being brought to Dublin by the Irish Aviation Authority and Dublin City Council, in partnership with Dublin Port Company, Gathering Ireland 2013, Fáilte Ireland, Tourism Ireland, the Air Corps and An Garda Síochána.

Anne Nolan, chairperson of the Irish Aviation Authority, said: “Half of the world’s aviation fleet is now managed from Ireland, with 1,000 people directly employed in the aviation leasing industry in the country. By providing the people of Dublin and those visiting the city with an opportunity to see, at close hand, some of the best aircraft in the world, the industry is contributing to attracting domestic and international tourists to the city.”

The aviation financing and leasing community has come together to support the event, along with all the major Irish air operators.

The FlightFest flypast will take place on the afternoon of Sunday, September 15. It will be possible to see the aircraft from most parts of the city centre. However, the best vantage points will be along the River Liffey from Dublin Port right up to the Customs House.

The aircraft confirmed at present include: B-17 Flying Fortress; Pilatus PC9; Learjet; Casa; Gulfstream; Cessna; ML407 Grace Spitfire; RJ85; Sikorsky S92 and S61 and AW139 helicopters; C130 Hercules; Boeing 737; and Airbus A320, A321, A300, A330 and A340.

Owners of additional aircraft are expected to confirm their participation in the coming weeks.

AIR TANKERS: After a decade, still stuck with antiques

The nation’s dwindling fleet of large — and aging — air tankers has been in crisis for more than a decade, and this year is no different: the U.S. Forest Service has managed to sign full-time contracts for only eight of the big fire bombers.

The agency’s modernization efforts have been limping along for so many years that experts are increasingly suggesting that the delays may be an intentional effort to force Congress into an extraordinarily expensive solution that would benefit one powerful manufacturer.

Among those sounding the alarm is Walt Darran, a recently retired air tanker pilot who is safety committee chairman of the tanker pilots’ organization, Associated Aerial Firefighters.

“What seems to some to be unfocused management by USFS Fire & Aviation appears to others to be a tightly focused obsession to award Lockheed-Martin a $2 billion to $3 billion contract for a C130J fleet … without (on-board fire retardant tanks) even being available to support the fleet,” Darran writes for

Yes, the forest service recently announced that it plans to issue contracts to seven “next generation” air tankers, including an 11,600-gallon Victorville-based DC-10 jetliner-turned-super tanker and a privately owned ex-Navy C-130 that’s being converted to a 3,000-gallon tanker at a hangar in San Bernardino.

If so, that could mean that 15 big air tankers will be available this year. But it’s a big ‘if.’

Of the eight proposed next-gen tankers, only the DC-10 is ready to fight fires. At least some of the others may not be able to complete all of their Federal Aviation Administration paperwork and federal air tanker board requirements by the end of this fire season.

And the whole next-gen contracting process currently is stalled because of a protest filed by a company that wasn’t selected for any of those contracts.

Meanwhile, the Southern California fire season already is heating up. Early this month, the Summit Fire burned 3,100 acres in Banning. Three days later, the Gorgonio Fire blackened another 510 acres in the San Jacinto Mountains overlooking Banning.

And crews are currently fighting the 4,300-acre Grand Fire near Frazier Park.

Maybe the forest service aviation honchos in Washington, D.C., will surprise their critics and modernize the fleet by next year.

But right now, most of the eight tankers with full time contracts are antique piston-driven planes that are slower, smaller and less reliable than the 18 to 28 next generation, 300-knot, 3,000-gallon, jet-powered planes that the agency has said it wants.

“Granted, sequestration and other budgetary restrictions aren’t making things an easier,” Darran notes. “But a proactive plan … is what we require of our fire and fire aviation leadership as well as concerned politicians.”

Darran is certainly correct about one thing: The air tanker industry is at a crossroads, moving from surplus military and airline piston-engine planes costing roughly $100,000 each to relatively new jet-engined aircraft costing at least $10 million apiece.

Time will tell whether Darran is right in his bottom-line analysis:

“For whatever reason, top management at USFS seems totally focused on promoting a fleet of new ($80 million-a-copy) Lockheeld-Martin C130J aircraft, delaying or blocking exclusive-use contracts on (far cheaper) alternatives.”


Panic, as South Africa Airways makes emergency landing over spark

A LAGOS-BOUND South Africa Airways flight Sunday made an emergency return to OR Thambo Airport in Johannesburg after a spark was detected in the aircraft galley.

The galley is the kitchen aboard a vessel, usually laid out in an efficient, typical style with longitudinal units and overhead cabinets.

Media consultant to the airline, Tope Awe, confirmed that the aircraft, A340-600, “made an air return after a spark from a kettle in the galley,” adding that as a safety-conscious airline, the crew had to make an air return to base.

International best practice stipulates that a captain and his crew make an air return to base or the nearest airport in the event of technical problem with an aircraft in flight.

One of the passengers, Chuks Nwanne, who called The Guardian from Johannesburg, South Africa, narrated that the airplane took off at 2 p.m. Nigerian time. According to him, “less than an hour after take-off, the pilot announced that they had detected fire, and that he was going to jettison fuel to prevent any danger.

“He called the control tower and the airport to prepare the aircraft for emergency landing in OR Thambo after hovering for so long.”

Nwanne disclosed that the airport quickly responded as fire-fighting vehicles and other response equipment were immediately stationed in case of any eventuality, stressing that they were really ready for the aircraft.

The airplane, he said, eventually landed at the airport at about 3.30 p.m., just as he noted that about 300 passengers onboard the plane panicked.

“People jumped up in prayer, thanked God as the plane made a return to the airport,” he added. “After that, a team of engineers came to inspect the aircraft to rectify the problem before the airplane was certified to fly again.”

The aircraft was, however, rescheduled for 6 p.m. yesterday and was expected in Lagos at about 11.30 p.m. Sunday. Among dignitaries onboard were TuFace Idibia with his band, and Mrs. Josephine Anenih.

Nagpur Flying Club plans to acquire two more Cessna

NAGPUR: The Nagpur Flying Club (NFC) is planning to acquire two more aircraft to train its students. This will take the total number of planes with NFC to six. The club already has four Cessna aircraft, with three of them being Cessna 152 and one Cessna 172R.

"We are concentrating on improving the quality of training being given to our students and that is why efforts are being made to get more aircrafts, so that more resources are available to our children," said NFC in charge MAH Khan.

NFC is in talks with a person who is ready to give two Cessna aircraft with some conditions. The offer is under consideration. One of the conditions includes the right of usage to NFC if it maintains the aircraft.

Sources said, requests by NFC for new planes had been forwarded to the Aero Club of India. But the request enticed no response. The NFC also doesn't have a multi-engine aircraft on which students need certain hours experience to complete their training. For this, the trainee pilots have to go to other cities like Hyderabad.

When asked why NFC was not acquiring such an aircraft instead of another Cessna, Khan said, "A whole new set up will have to be made for the maintenance of a multi-engine aircraft and it will require a lot of money. Doing that will put more monetary pressure on our students, which we do not want. Comparatively, going to other cities for the training will always be a better option."

Firefly ready for Malindo Air

SUBANG JAYA (May 20, 2013): Firefly, which has been operating out of the SkyPark Terminal at Sultan Abdul Aziz Shah Airport in Subang, Selangor since April 2007, is ready for head-on competition with Malindo Air, its chief said.

Subang airport is currently the hub for Firefly and Berjaya Air commercial turboprop services, but the latter mainly offer flights to island resorts in the country and popular destination like Hua Hin, Thailand.

FlyFirefly Sdn Bhd CEO Ignatius Ong (pix) said the airline is ready to "embrace competition" from Malindo Air, which has been granted an air operators certificate (AOC) to operate turboprop flights out of Subang airport and is slated to start its first scheduled flight on June 3, 2013.

"We are always prepared if the eventuality comes (new airline coming to Subang). We embrace competition, but it must be ethical competition," he told SunBiz in an interview.

Ong said today, Firefly's value proposition consisting of convenience, speed and customer service, has worked well for the airline and its passengers, of whom 80% accounts for business travellers.

"Subang, being a city airport close to Petaling Jaya, Klang and Kuala Lumpur, many businessmen love to fly with us and they love the airport… We work with Subang SkyPark Sdn Bhd management and Malaysia Airports Holdings Bhd (MAHB) to ensure that passengers take no more than 15 minutes to walk to the aircraft from the time they are dropped off. That's the appeal that people like," he said.

The SkyPark Terminal is also designed to avoid long gate walks and long queues to get into aerobridges, while Firefly's aircraft size of 72 seats translates into quicker boarding.

Its ground operations also ensure smooth traffic movement.

"The one most important thing that we feel strongly for Firefly is that it makes flying hassle free. We don't ask you to come here two hours in advance. You don't have long check-in. You don't have a long boarding process with us.

"Basically, even when I fly, I get to the airport 15 minutes before the flight departs and I never delay my aircraft. It's really because of how the set-up is like and the aircraft type we use, that is, the ATRs. These are the latest generation aircraft out in the market. A lot of people say we don't offer aerobridges (and thus, when) raining (it) could be a hassle, but it's also because we are quick - it's the speed (that we offer)."

And although Firefly offers more commercial flights out of Subang airport and connects to more destinations, it has not been complacent in providing value to customers.

"Customers today are very savvy. I can't up my price to RM2,000 and still expect people to fly. You need to make sure that the customer sees that whatever they're paying for is worth their money.

"A lot of people did say that I'm a monopoly. I am, from a certain perspective, but like I say people are very savvy today," he said, adding that it will continue to ensure its air fares are reasonable.

"Monopoly is one thing but I still want to give low fares. Customers are very intelligent today and if Firefly behaves like the only carrier here and milk people in an unethical way, they will not come back to you.

"The whole point is to get more passengers to fly with you. It builds brand equity, loyalty and customer base," he added.

Ong also said even though Firefly will maintain its business model as a full service carrier, offering frills like 20kg complimentary baggage, refreshments served on board and assigned seats, there are no plans to offer in-flight entertainment or WiFi on its fleet of ATR 72-600s.

"(To have) WiFi on an ATR doesn't make sense. The flight is a short hop. By the time you reach cruising speed, the flight attendant will be on the PA system asking passengers to switch off their gadgets.

"In fact I have reviewed this before and we always said that for any flight that is less than two hours, it doesn't make sense to have WiFi because it takes time for the aircraft to ascend, during which time under national law you cannot switch on your WiFi," said Ong.

"When you're descending, you also can't switch on the Wifi. On a one-and-a-half hours flight, the time allowed for you to turn on the Wifi is probably 10 minutes. People will be angry if you charge them only to go online for 10 minutes and then they have to switch off before they can download anything," he said.

Thus, services like Wifi are more relevant for flights of at least five hours.

He added that Firefly's aim is to provide value to passengers rather than antagonise them by charging them for services that do not benefit them.

Although Firefly is a subsidiary of Malaysia Airlines (MAS), Ong said Firefly operates "95% independently of MAS" and has its own marketing strategies and cost structures.

"Our independent perspective gives us a way to build our own brand equity so people who work in Firefly have a sense of belonging and are never seen as a distant cousin of MAS," he said.

And while the airline has group procurements with MAS on certain items such as fuel, but its aircraft, on-board catering and others are separate from the parent company.

"We have an efficient team of less than 1,000 people. We always look at best alternatives and put our partners on their toes. To me, we do it as long as it is the lowest cost for us to operate because ultimately I need to translate this back to the customer," said Ong.

Legal Action After Bermuda Emergency Landing

A number of the 300-plus passengers aboard a British charter flight which had to divert to Bermuda last month after a small fire broke out in its cabin are taking legal action against UK vacation company Thomas Cook

Sheffield’s “Star” newspaper reports today that Doncaster couple Danny and Liselle McEwan are among the passengers seeking legal advice afters smoke poured into the cabin of their Thomas Cook flight from Mexico to Manchester.

They plan to sue the holiday company, claiming the incident left Mrs. McEwan with carbon monoxide poisoning.

“It was an absolutely terrifying experience,” she told the newspaper. “About 40 minutes after take-off the seat TVs started crackling and there was a strange smell … I was terrified the aircraft was going to burst into flames and plunge into the Atlantic.

“It was obvious there were many other passengers who were also terrified and suffering from inhaling the smoke. Although the smoke kept coming out for a while there were no oxygen masks, and after we were evacuated I almost collapsed and had to be treated by paramedics.”

The couple, who had been celebrating their fifth wedding anniversary, were later told there had been an electrical fire in the in-flight entertainment system.

UK law firm Irwin Mitchell is now taking action on behalf of some passengers of the May 1 Airbus A330 flight.

A Thomas Cook spokesman said: “During the flight a minor fault became apparent and, as a precaution and to establish the extent of the issue, the captain requested a divert into Bermuda.”

The aircraft landed safely and all passengers were looked after in hotels until the fault was fixed and the aircraft was ready for departure the following day.

Piper PA-28-140 Cherokee,, G-ATRR: Accident occurred May 19, 2013 at Caernarfon Airport, Gwynedd, Wales

A plane crash at Caernarfon airport, in which a passenger was killed, may have been caused by ice in the engine, a report has said. 

Iain Nuttall, 37, from Blackburn, died when the Piper Cherokee flown by his father lost power and hit a tree at the airfield in May 2013.

The Air Accident Investigations Branch (AAIB) said Mr Nuttall might not have been wearing his seatbelt at the time.

Its investigation did not find any mechanical faults with the engine.

Pilot John Nuttall, 61, hired the four-seater plane at Blackpool Airport and took off at 10:30 on 19 May with son Iain and grandson Daniel, five, on board.

Witnesses at Caernarfon told investigators the plane was flying very low, slowly and was making spluttering noises before hitting a tree.

It crashed nose down just inside the airfield boundary, killing Iain Nuttall.

His father and son survived, but both were taken to hospital with serious injuries.

Pilot Mr Nuttall had held a licence since 2006 and was familiar with the route. The report said the weather conditions were suitable for the flight.

But investigators said conditions meant ice could have interfered with the plane's carburetor.

"The investigation did not find any evidence of a failure within the engine but the atmospheric conditions were conducive to carburetor icing," the report said.

The report also stressed the importance of wearing a seatbelt, given Mr Nuttall and his grandson survived.

Iain Nuttall, 37, was a passenger in a plane flown by his father

Piper PA-28-140 Cherokee (G-ATRR) crashed at Caernarfon airport

A man was killed and two others have been left fighting for their lives after a light aircraft from Blackpool crashed on the approach to an airport runway. 

The trio, all members of the same family, were travelling in the single-engine Piper Cherokee aircraft which crashed on the airfield at Caernarfon Airport, North Wales, shortly before 11.30am yesterday.

A man, who was a passenger in the plane, was cut from the wreckage by fire crews but was pronounced dead at the scene. Two other people were airlifted to Ysbyty Gwynedd hospital in Bangor.

A Welsh Ambulance Service NHS Trust spokesman said a man in his 60s had “serious multiple lower limb injuries” and a young boy had head and abdomen injuries. Their condition last night was described as “critical”.

Police said the three people on board were all members of a family from Lancashire.

Air investigators arrived at the scene to begin a detailed probe into what caused the accident.
A spokesman for the Air Accident Investigation Branch said: “We are aware of the incident and have dispatched a team to carry out a preliminary inspection.”

A spokesman for North Wales Fire and Rescue Service said the aircraft had landed “off the runway” and had flipped over.

Sources at the airport suggested the aircraft, which had been rented from Fly Blackpool, may have clipped some trees close to the boundary of the westerly runway, and flipped over.

Witnesses described the plane as having gone through the runway and crashing into bushes.

Shocked pilots from Blackpool Airport today described the crash as a tragedy and extended their sympathies to the family, who police say are from Lancashire.

Paul Wane, who works at Fly Blackpool, said: “I’m shocked and devastated that one of the aircraft has gone down and it’s been fatal.

“Morale at the airport yesterday was very down, everyone is very upset – it’s a community here.”

Mr Wane, the operations manager at Fly Blackpool, said the route taken by the plane was a “regular” and “picturesque” one flown in what was reportedly an “immaculate” plane. He added: “It’s a picturesque airport ideal for cross country routes.

“The aircraft was immaculate in the hangar on Saturday. It’s tragic.

“Everyone is just wondering why and what went wrong.”

Fly Blackpool CEO Robert Murgatroyd added: “All we can say is our hearts and prayers go out to those involved.”

Airport fire crews were joined by eight appliances from five North Wales Fire Service stations who laid a foam blanket over the area to prevent spilt fuel igniting.

It is not clear what conditions were like at the North Wales airport but flying conditions in Blackpool yesterday were said to be “good”.

Mr Wane added: “Yesterday it was a bit overcast in the morning but I would say good flying conditions, in Blackpool certainly. 

“It was one of the best days for flying conditions.”

North Wales Police and the Air Accident Investigation Branch are today continuing their investigations.

Chief Inspector Darren Wareing, from North Wales Police, said: “An investigation is on-going and we are appealing to anyone who witnessed the plane as it approached the runway of Caernarfon Airport to contact police.”   A spokesman at the airport in North Wales would not comment on the incident yesterday.

Cessna 170B, N2865C: Accident occurred May 18, 2013 in Auburn, California

NTSB Identification: WPR13FA236 
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 18, 2013 in Auburn, CA
Probable Cause Approval Date: 05/08/2014
Aircraft: CESSNA 170B, registration: N2865C
Injuries: 2 Fatal.

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

The pilot's friend reported that he observed the accident airplane enter the airport traffic pattern but that he then diverted his attention to putting his airplane inside a hangar. Shortly after, when the accident airplane had not arrived, he immediately notified local authorities. The airplane wreckage was located the following morning in a heavily wooded area almost directly in line with the runway. Postaccident examination of the airframe, flight control system, and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. 

GPS data revealed that the accident airplane entered the downwind leg of the airport traffic pattern and proceeded to turn left onto the base leg and final approach to the runway. The last three GPS data points showed the airplane at a groundspeed of about 64 knots, which was well above the stall speed. The GPS data showed that the airplane was well above the 3-degree glidepath to both the runway threshold and the precision approach path indicator location. Wreckage and impact signatures were consistent with a stall and subsequent spin and a near-vertical impact with terrain. However, the reason for the stall could not be determined.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain airplane control during approach to landing, which resulted in an inadvertent stall and subsequent spin.


On May 18, 2013, about 1838 Pacific daylight time, a Cessna 170B airplane, N2865C, was substantially damaged when it impacted terrain while on final approach to landing at the Auburn Municipal Airport (AUN), Auburn, California. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The private pilot and his passenger were fatally injured. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight. The cross-country flight originated from the Crazy Creek Gliderport, near Middletown, California, about 1754 with an intended destination of AUN.

Information provided by the Federal Aviation Administration (FAA) revealed that the friend of the pilot contacted the FAA on the evening of May 18, 2013, after he became concerned when the pilot had not arrived at his intended destination. The FAA subsequently issued an Alert Notification (ALNOT). The United States Air Force Rescue Coordination Center (ARCC) and local law enforcement commenced search and rescue operations throughout the area. The wreckage was located by aerial units on the morning of May 19, 2013.

A friend of the pilot reported that he departed Crazy Creek Gliderport prior to the departure of N2865C. As he was over Lincoln, California, he was contacted via radio by the pilot of N2865C, who informed him that he was about 18 minutes behind. The witness stated that while he was on the ground at Auburn, and after he refueled his airplane, he briefly saw the accident airplane on downwind, however, didn't pay much attention to it as he was trying to put his airplane in the hangar. A few minutes later, he went to pick the accident pilot and passenger up, however, could not find them. He suspected the airplane that he saw wasn't them, however, about an hour later he grew concerned and notified authorities. 

There were no reported witnesses to the accident sequence. 


The pilot, age 59, held a private pilot certificate with an airplane single-engine land rating, which was issued on January 28, 2009, and a glider rating which was issued on April 4, 1992. A third-class airman medical certificate was issued to the pilot on March 26, 2012, with the limitation that stated "must have glasses for near vision." 
Review of the pilot's logbook revealed that as of the last recorded entry, dated May 2, 2013, he had accumulated 476.2 total flight hours in single-engine land airplanes, of which 432.1 hours was in the accident make/model airplane, 0.5 hours were in the previous 30 days, 2.75 hours in the previous 60 days, and 3.75 hours were in the previous 90 days. The pilot's most recent flight review was completed on January 22, 2013. Review of the pilot's logbook for gliders revealed that as of the most recent entry, dated May 18, 2013, he had accumulated 93.7 hours in gliders.


The four-seat, high-wing, fixed-gear tailwheel equipped airplane, serial number (S/N) 26408, was manufactured in 1954. It was powered by a Continental Motors O-300-A engine, serial number 31117-D-3-A, rated at 145 horse power, driving a McCauley 1C172 fixed pitch propeller. The airplane is equipped with wing flaps which can be positioned in 0, 20, 30, or 40-degree positions by the flap handle, located between the two front seats. 

The Cessna 170B operators manual states in part on page 28, item 3, "…the flaps on the 170 allow steep, well controlled approaches making slips unnecessary. Slips with full flaps are to be avoided because if the slip is extreme enough at a relatively high airspeed, the airflow is disturbed over the tail surface resulting in a sudden and steep downward pitch of the nose." 

Review of the airframe and engine maintenance logbooks revealed that the most recent annual inspection was completed on December 21, 2012, at an airframe total time and tachometer hour reading of 3,688.5 hours, and engine total time since major overhaul of 395.5 hours.


A review of recorded data from the Auburn Municipal Airport (AUN) automated weather observation station, located about 0.24 miles west of the accident site, revealed at 1835 conditions were wind from 300 at 4 knots, visibility 10 statute miles, clear sky, temperature 24 degrees Celsius, dew point 5 degrees Celsius, and an altimeter setting of 30.07 inches of mercury. Using the reported weather conditions and field elevation, the calculated density altitude was about 2,830 feet. Using the reported wind heading and velocity, the airplane would have had an approximate 3 knot headwind component. 

Review of the United States Naval Observatory's database, the sun began transit at 1301. Official sunset was 2013 with the end of civil twilight at 2043.


The Auburn Municipal Airport is a non-towered airport that operates in class E airspace. The airport features a single asphalt runway, 3,700-feet long and 75-feet wide, oriented on 070 and 250 degrees respectfully. The reported airport elevation is 1,539 feet. Runway 25 features a 1.5 percent downhill gradient. The two-light precision approach path indicator (PAPI) system was out of service at the time of the accident, and a Notice to Airman (NOTAM) was active at the time of the accident. Rising terrain was observed northeast and southeast of the runway approach path.


Examination of the accident site revealed that the airplane impacted wooded terrain about 1,257 feet east of the runway 25 threshold. The wreckage came to rest inverted oriented on a magnetic heading of about 040 degrees. All major structural components of the airplane were located within about 30 feet of the main wreckage. One tree located immediately west of the main wreckage had the right wing lodged between branches. No other trees or vegetation surrounding the accident site and wreckage were damaged.

The fuselage was mostly intact. The engine was crushed aft into the firewall and instrument panel. The cabin structure was compressed downward. The lower part of the fuselage surrounding the gearbox was torn open. The fuselage from the aft seats to the empennage was intact and bent/buckled throughout. The structure underneath the rear seats was partially torn open on the bottom side of the fuselage and buckled. 

Both front seats were equipped with dual shoulder strap inertial reel shoulder harnesses. Seat belts were cut by first responders. The right seat was found removed from the wreckage. The left seat was partially attached to its seat rails. Secondary seat stops were present on the seat rails for both front seats. The rear, inboard seat foot of seat 1 was against the secondary seat stop. 

The right wing was separated from the fuselage and lodged within a tree about 15 feet above the ground. The wing exhibited a circular impression at the flap/aileron junction that extended from the leading edge aft to the main spar. The right flap was separated from the wing and located adjacent to the fuselage. The right aileron remained attached via all of its mounts. The wing structure and fuel tank was displaced from the remainder of the wing and located on the ground below the tree. The left wing was partially attached to the fuselage and located slightly underneath the fuselage. The wing exhibited leading edge crushing throughout its span. The outboard portion of the wing exhibited approximate 30-degree crushing from the landing light outboard to the wingtip. The left aileron remained attached via all of its mounts. The left flap remained attached to the wing via all of its mounts. The stall switch from the left wing was intact and displaced from the wing with impact damage noted. The switch functioned mechanically, however, would not function electrically. 

The horizontal stabilizer, elevators, vertical stabilizer, and rudder remained attached to the empennage. The right elevator and horizontal stabilizer were bent on the outboard tip. The left elevator and horizontal stabilizer were bent and crushed on the outboard tip.

Flight control cable continuity was confirmed from each cockpit control to the associated flight control through either tension overload separations or cable cuts made during recovery of the wreckage. The elevator push/pull tube was fractured during the impact. The flap handle was displaced from its structure but appeared to be in the fully extended position. Damage to the flap tracks was indicative of the flap rollers being in the fully extended position. 

Examination of both the left and right wings revealed no evidence of a birdstrike or collision with objects. In addition, no evidence of a bird strike was observed inside the cabin area. 

The engine remained partially attached to the fuselage by various hoses and cables. The left magneto, starter, and the carburetor were separated from their respective mounts. The number six cylinder was partially pulled away from the crankcase and exhibited impact damage to the forward part of the barrel. The remaining cylinders remained secure. The internal areas of the cylinders including the intake and exhaust valves were examined using a lighted borescope. All cylinders exhibited unremarkable signatures with the exception of a blue colored stain on the number three, four, and six intake valve faces. The crankshaft behind the flange was mostly separated and exhibited a dull separation surface with 45-degree sheer lips consistent with overload and impact damage. 

The crankshaft was rotated by hand using a hand tool attached to the propeller flange. Rotational continuity was established throughout the engine and valve train. Thumb compression and suction was obtained on all six cylinders. 

The left magneto was impact damaged and rotated by hand. No spark was observed, however, two of the posts were separated from the magneto. The magneto was disassembled and all internal parts were intact except for the large gear which was damaged. The damage was consistent with impact damage to the magneto. The right magneto drive shaft rotated by hand freely and produced blue spark across all six posts with impulse coupling engagement.

The propeller remained attached to the crankshaft propeller flange. One propeller blade was mostly straight and exhibited chordwise scratches on the forward portion of the blade. The opposing blade was bent aft beyond 90 degrees about mid span and slightly twisted near the blade tip.

No evidence of any preexisting mechanical anomalies that would have prevented normal operation of the airframe and engine were found during examination of the engine and airframe.


The Placer County Coroner conducted an autopsy on the pilot on May 20, 2013. The medical examiner determined that the cause of death was "…blunt force trauma."

The FAA's Civil Aeromedical Institute (CAMI) in Oklahoma City, Oklahoma, performed toxicology tests on the pilot. According to CAMI's report, carbon monoxide, cyanide, volatiles, and drugs were tested. The toxicology tests was positive for 68 (ug/ml, ug/g) Acetaminophen in Urine.

Information provided from CAMI revealed that Acetaminophen is a common over the counter analgesic/antipyretic (Tylenol). It is available in many oral dosage forms and in combination with various decongestants and/or antihistamines. It is also available by prescription in combination with various opiate derivatives


A Garmin GPSmap 296 hand-held GPS was located within the main wreckage and was sent to the National Transportation Safety Board Vehicle Recorders Laboratory, Washington, D.C. for further examination. 

The Garmin GPSMap 296 was found to have sustained impact damage to the extern case and LCD screen. Stored data was recovered from the GPS utilizing a flash memory chip reader. 

The data for the accident flight showed that following the airplane's departure from Middletown, it continued on an easterly heading towards Auburn. The track indicated the flight entered the airport traffic pattern on the downwind leg at an altitude of about 2,568 feet, then continued a descent through base and final approach. The last three recorded GPS points depicted a course of 295, 281, and 267 degrees, groundspeeds of 65, 63, and 64 knots, at altitudes of 1,948, 1,867, and 1,744 feet mean sea level (msl) receptively. The last recorded GPS point was located about 130 feet east of the accident site.

A performance study was completed using the downloaded GPS data. The airplane's flight path distance was plotted versus altitude and compared to 3-degree glide slope to the threshold of runway 25 and the PAPI. The data showed that the accident aircraft was well above the 3-degree glide slope to both the PAPI and runway threshold. During the final minute of flight, the airplane descended more than 500 feet during a 180-degree turn from downwind to final for runway 25. The aircraft's descent rate was increasing throughout the turn onto final from -250 feet/min initially, to more than -800 feet/min as it completed the turn. In addition, about halfway through the turn from downwind to final, the downward flight path angle increased to about 9 degrees. For more information see the Performance Study within the public docket for this accident. 

NTSB Identification: WPR13FA236 
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 18, 2013 in Auburn, CA
Aircraft: CESSNA 170B, registration: N2865C
Injuries: 2 Fatal.

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

On May 18, 2013, about 1838 Pacific daylight time, a Cessna 170B airplane, N2865C, was substantially damaged when it impacted terrain while on final approach to landing at the Auburn Municipal Airport (AUN), Auburn, California. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The private pilot and his passenger were fatally injured. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight. The cross-country flight originated from the Crazy Creek Gliderport, near Middletown, California, about 1754 with an intended destination of AUN.

Information provided by the Federal Aviation Administration (FAA) revealed that a friend of the pilot contacted the FAA on the evening of May 18, 2013, after they became concerned when the pilot had not arrived at his intended destination. The FAA subsequently issued an Alert Notification (ALNOT). The United States Air Force Rescue Coordination Center (ARCC) and local law enforcement commenced search and rescue operations throughout the area. The wreckage was located by aerial units on the morning of May 19, 2013.

Examination of the accident site by the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) revealed that the airplane impacted wooded terrain about 1,257 feet east of the runway 25 threshold. The wreckage came to rest inverted oriented on a magnetic heading of about 040 degrees. All major structural components of the airplane were located within about 30 feet of the main wreckage. One tree located immediately west of the main wreckage was damaged and contained the right wing, which was lodged between two branches. No other trees or vegetation surrounding the accident site was damaged. The wreckage was recovered to a secure location for further examination.

Kathy and Bruce Rhymes pictured here were killed in a plane crash in Auburn over the weekend. 

AUBURN  – Authorities have released the identities of the two people killed when the single-engine Cessna aircraft they were flying in crashed near the Auburn Airport on Saturday night. 

The passengers have been identified as Bruce Albright Rhymes, 59, and wife, Kathy Lorraine Rhymes, 58, of Susanville.

The Placer County Sheriff’s Office received a call shortly after midnight from the California Office of Emergency Services to help search for the single-engine Cessna 170 that went down in a heavily wooded area at around 9:10 p.m.

The plane went down under “unknown circumstances,” said Federal Aviation Administration spokesman Allen Kenitzer. He did not know if the plane had just taken off or was on approach to the airport at the time of the crash.

Commercial airliners had reportedly received a distress signal from the aircraft’s emergency locating transmitter near the time of the crash.

Cal EMA provided specific GPS information to CHP’s fixed wing and Placer County Sheriff’s helicopter. They, along with a deputy on the ground, were able to locate the aircraft.

The NTSB and FAA are investigating the crash.

The airport near the scene of the crash is part of an industrial park in Auburn, a Sierra foothills community about 35 miles northeast of Sacramento.

At an elevation of 1,500 feet Auburn Municipal Airport is above the fog and usually clear year-round, according to its website. Weather at the time of the crash was clear and winds were calm, the National Weather Service said.

Murat Öztürk bugün son yolculuğuna uğurlanıyor: Last journey today

HAVA Oyunları Festivalinde gösteri yaparken kullandığı "Pitts" tipi uçağının yere çakılması sonrası hayatını kaybeden eski haber kameramanı, efsanevi gökyüzü muhabiri, sivil akrobasi pilotu ve pilot öğretmeni Murat Öztürk’ün cenazesi THY’ye ait bir uçakla Adana’dan İstanbul’a getirildi. Öztürk, bugün Ataköy 5. Kısım Camiinde kılınacak öğle namazının ardından Eyüp Sultan Mezarlığında toprağa verilecek. 

Murat Öztürk’ün cenazesi dün getirildiği Atatürk Havalimanı’nda THY uçağından indirildikten sonra daha önce beraber görev yaptığı Havalimanı Muhabiri arkadaşlarının omuzlarında uçaktan alınarak Devlet Hava Meydanları İşletmesi Ambülansına kadar taşındı. Uçak altında ağabeyinin cenazesiyle birlikte Adana’dan İstanbul’a gelen kardeşi Cem Öztürk’e aprona gelen Devlet Hava Meydanları İşletmesi Başmüdür Vekili Sıtkı Zeybel taziyelerini bildirdi. 

THY’nin TK-2463 sefer sayılı uçağı ile dün saat 18.05’de İstanbul’a getirilen Murat Öztürk’ün Cenazesinin bugün Ataköy 5. Kısım Camiinde kılınacak öğle namazının ardından Eyüp Sultan Mezarlığı'nda son yolculuğuna uğurlanacak. 



60-year-old pilot, Murat Öztürk, died after his show plane crashed during a demonstration in Adana International Aviation Festival as part of 19 May Youth and Sports Day festivities.

A show plane crashed in southern Turkish province of Adana on Sunday, killing a pilot on board. 60-year-old pilot, Murat Öztürk, died after his show plane crashed during a demonstration in Adana International Aviation Festival as part of 19 May Youth and Sports Day festivities. The pilot is one of the most famous acrobatic pilots of Turkey. Öztürk's plane crashed while flying low after hitting an orange tree.  

ÜNLÜ Pilot Murat Öztürk, bugün Adana'da gösteri uçuşu sırasında düşen uçakta yaşamını yitirdi. Havadan çektiği fotoğraf ve görüntüleri paylaşan ve bu alandaki başarısı nedeniyle 'gökyüzü fotoğrafçısı' diye anılan Murat Öztürk'ün kaybı, büyük üzüntü yarattı. Öztürk'ün uçağının düşme anı kameralara yansıdı 

Bu yıl ikincisi yapılan ve dün başlayan Adana Uluslararası Havacılık Festivali'ne katılan Murat Öztürk, bugün 19 Mayıs Atatürk'ü Anma Gençlik ve Spor Bayramı'nın kutlandığı meydanın üzerinde nefes kesen akrobasi gösterisi yaptı. Murat Öztürk, bu son gösterisi için, festivalin yapıldığı Yüreğir İlçesi'ne bağlı Suluca Beldesi yakınlarındaki Kelaynak Havacılık Kulübü pistinden havalandı. 19 Mayıs Atatürk'ü Anma Gençlik ve Spor Bayramı'nın kutlandığı merkez Seyhan İlçesi'ndeki Uğur Mumcu Meydanı semalarında gösterisini başarıyla tamamlayan Murat Öztürk, yeniden Kelaynak Meydanı'na geldi ve burada da gösteri uçuşu yapmaya başladı.


Uçuş sırasında dalışa geçen Öztürk, lövyeyi çekmesine rağmen 'pitts' tipi akrobasi uçağını dalıştan çıkartamadı. Çöküşle birlikte yere vuran uçak, yerden birkaç metre havalandı ve alev aldı. Uçak ardından yere vurdu.

Suluca ve Abdioğlu köyleri arasındaki portakal bahçesine düşen uçakta, evli ve bir çocuk babası 60 yaşındaki Murat Öztürk vefat etti. Kaza sonrası olay yerine ulaşanlar ünlü pilot Murat Öztürk'ün cansız bedeniyle karşılaştı.

Festivalin organizasyon Komitesi yetkililerinden Fırat Çeliköz, Murat Öztürk'ün gösteri için havalandığını, bunu tamamladıktan sonra uçağının havada alev aldığını, piste 500 metre kala portakal bahçeleri arasındaki patikaya düştüğünü söyledi. Çeliköz, "Olaydan büyük üzüntü duyduk" dedi.


TRT'nin Ankara ve İstanbul haber merkezlerinde kameramanlık yaptıktan sonra uçuş okulu açıp pilot yetiştiren Murat Öztürk, gazetecilik tutkusuyla haberciliği hiç bırakmadı. Birçok büyük olayda gökyüzünden çektiği fotoğraflarla haberciliğe damgasını vurdu.

Murat Öztürk daha önce de kazalar geçirmiş, en son geçen yıl Temmuz ayında Hezarfen Havaalanı'na inişe geçtiği sırada uçağı pistte takla almıştı.


Ünlü Pilot Murat Öztürk, bugün Adana'da gösteri uçuşu sırasında düşen uçakta yaşamını yitirdi. Düşme anı kameralara yansıdı

Story and Video:

May 13, 2013:

May 11, 2013:

Courtesy:  TOP AIR, Turkey
Hezarfen Pitts S2B Pilot Murat Öztürk:
Published on May 13, 2013

 Pilots Murat Öztürk and Lisa Şener SR-22, TC-SAS
 Accident occurred Sunday, August 12, 2012 in Marmara Sea, Turkey