Crop Duster Having the Busiest Summer in 25 Years

The farming industry relies on crop dusting planes each growing season to spray chemicals to keep their crops healthy. 
 
Crop dusting planes spray fungicide that could save a farmer's crops, and they are staying busy.

"This summer has been probably the busiest year up to this date that I've had in 24, 25 years," said Farrel Helm, owner of Helm Flying Services.

Disease can be crippling to a farmer's fields and the airplane is the easiest way to get the fungicide on them.

"A lot of farmers don't like to go out and drive down their grain anymore at this stage, because where they drive it's done, it's ruined. So the airplane comes into play there and then we can get across a lot of acres real quick," Helm said.

The plane hovers just 10 feet above the crops and it's a real science to get the right coverage on the crops.

"Years ago the old saying was if you didn't come back with some of the crop on your landing gear you weren't low enough, but we're finding now days that they want us up a little higher, we do a better job it gives the pattern a little time to spread out before it settles down. If we get too low we can start streaking," Helm said.

Helm is able to stay so busy because the way the business is structured is changing. Now he deals with one agronomist that is working with farmers all over the region.

"Which makes it possible for me to move off 100 miles and start spraying because I'm just dealing with the one agronomist and he's dealing with the farmers," Helm said.

Crop dusting is an expense more and more farmers are budgeting for because it keeps them from being discounted come harvest time.

Story and video:  http://www.kfyrtv.com

Filipina pilots take to the skies

 

Philippine Airlines pilot Capt. Marie Geraldine Gamallo, 31, is one of the 25 Filipinas in the country who are certified for transcontinental jets, like the Airbus 330 and 340, although their number is quickly increasing. 

Female pilots are rapidly increasing and earning their seats in the cockpit in the male-dominated airline industry with Civil Aviation Authority of the Philippines records showing that there are now 25  certified woman pilots operating planes across the country in the first quarter of 2015.

The first to earn that distinction in the Philippines is Capt. Aimee Carandang, the country’s first female commercial pilot who became the first full-fledged captain of Philippine Airlines in 1993, CAAP said.

The demand for pilots around the world has continuously increasing through the years and the needs are felt even in the country.

 For those who inspire to become a pilot will face many risks and is therefore rewarded for its prestige for taking command in the cockpit and matched with a promise of a good compensation.

 But CAAP Assistant Director General-Flight Standard Inspectorate Service (FSIS) Capt. Beda Badiola noted that while the number of Filipina pilots is steadily growing, it is still small “percentage-wise” with only only less than 2% of total pilots in the country.

CAAP records show there are 2,605 commercial pilot license-holders, 91 helicopter pilots, 538 airline transport pilots, 66 multi-crew pilots, 46 private helicopter pilots, 2,769 private pilots, 4,074 student pilot license-holders and 68 student helicopter pilot license-grantees in the country.

“There are so many female aircraft captains as of now, such as Philippine Airlines (PAL), Cebu Pacific (CEB) and other airlines to mentioned,” Badiola said. “More women want to fly an aircraft because it is a very challenging job and is mostly dominated by male pilots.”

Badiola said even his daughter Ileen Badiola-Logos shifted careers and belatedly went on to become a pilot at 42.

“My daughter is 42, married and with two kids, I asked her to learn how to fly. I persuaded her to change careers. She’s an AB Masscom graduate of Ateneo and a middle manager. Good thing is she adapted quickly,” he beamed.

His daughter is now a licensed commercial pilot with instrument rating and on her final interview with a reputable airline operator.

Story and photo:  http://manilastandardtoday.com

Chippewa County International Airport (KCIU) to receive new snow removal equipment

CHIPPEWA COUNTY — U.S. Senators Gary Peters and Debbie Stabenow announced this week that the EDC of Chippewa County will receive $71,250 for new snow removal equipment at Chippewa County International Airport at Kincheloe.

The equipment will assist in the airport’s ability to clear the airfield during the winter. The funding comes from the Department of Transportation’s Federal Aviation Administration (FAA).

“When severe winter weather strikes, it is vital that Michigan airports are equipped with the tools needed to quickly clear runways and facilitate safe air travel,” said Senator Peters. “This funding will improve airport operations and help those traveling to and from the Upper Peninsula reach their destinations safely.”

“This investment will make travelling to and from the Upper Peninsula safer and more efficient,” said Senator Stabenow. “By supporting Chippewa Airport, we’re also encouraging businesses to invest in the region and create jobs.”

The equipment will be purchased from O’Connor’s Chrysler Jeep Dodge Ram in Pickford.

Last summer $3.3 million dollars in federal funds were used to repave the 7,200 foot main runway, with Payne and Dolan the primary contractor.

This summer Roy Electric was the prime contractor for a 1.5 million dollar lighting project, which installed new runway lights and made major improvements to wiring and navigational systems.

In both major projects, other area contractors and vendors benefiting as well.

All FAA grants to Chippewa County International are supported by state matching funds and local matching funds provided by Chippewa County and the Chippewa County EDC.

Source:  http://www.sooeveningnews.com

Rep. Anna Eshoo to send airplane-noise survey to Federal Aviation Administration

Acting on numerous complaints by her constituents regarding an increase in aircraft noise, Rep. Anna Eshoo has assembled a survey for residents, which she plans to take to the Federal Aviation Administration (FAA) for possible changes to flight altitudes.

Residents in Palo Alto and other nearby cities say the noise level and airplane frequency have increased since the FAA rolled out its new NextGen flight system, which requires aircraft to travel within a narrower corridor to free up airspace for commercial and military drones. The FAA was required by U.S. Congress to devise the plan.

But throughout the country wherever NextGen has been implemented, residents are complaining that the noise and frequency of flights is deafening. Pilots have to descend using a continuous decrease in altitude rather than following a stepped descent, as previously done -- but that increases noise as engines throttle for the decline, residents say.

NextGen completed its rollout at San Francisco International Airport this spring, and Palo Alto residents reside under three flight paths that extend like superhighways over their neighborhoods.

Eshoo said she met with FAA Administrator Michael Huerta in May regarding the troubling increase in noise across her district, including communities in San Mateo, Santa Clara and Santa Cruz counties.

"I raised the concerns of the many constituents I've met with in my Palo Alto office with the administrator, and he agreed to reexamine flight altitudes passing over our region," she wrote in a letter to constituents. "He also agreed to have the FAA regional administrator hold a meeting with select community representatives in the near future. If we can bring the testimony of the people of the 18th Congressional District affected by this problem to the FAA, it will help demonstrate how urgent it is for the agency to address them.

"I ask you to please respond to the survey and consider passing it along to others in your community. Your concerns must be heard by the FAA in order for them to make the necessary changes to bring relief to my constituents."

Eshoo also encouraged residents to report any excessive aircraft noise to the SFO Noise Abatement Office.

"This is very important. Your call will become part of the official record and official documentation," she added.

The Noise Abatement Office can be reached at 650-821-4736 or by email at sfo.noise@flysfo.com.

The survey can be taken here.

Original article can be found here:  http://www.paloaltoonline.com

Piper PA-22-160 Tri-Pacer, N9712D: Accident occurred July 11, 2015 in Twin Sisters Mountain, Washington

Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms 

Location: Twin Sisters Mtn, WA
Accident Number: WPR15FA215
Date & Time: 07/11/2015, 0745 PDT
Registration: N9712D 
Aircraft: PIPER PA 22-160
Aircraft Damage: Destroyed
Defining Event: Controlled flight into terr/obj (CFIT)
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal

Analysis 

The noninstrument-rated private pilot was making a cross-country flight over mountainous terrain. Radar data showed the airplane flying in a northwesterly direction and climbing to an altitude of about 10,500 ft mean sea level (msl). About 38 minutes into the flight, the airplane's altitude started to decrease as it continued in a northwesterly direction, and, 6 minutes later, its altitude was 7,500 ft msl. The last radar return occurred 1 minute later at an altitude of 6,000 ft msl. The wreckage was located at the 6,000-ft level of a mountain ridgeline in the vicinity of the final radar return. Photographs of the wreckage revealed that the damage to the airplane was consistent with controlled flight into the terrain. The wreckage was not recovered from the accident site, and no follow-up examination was accomplished.

Weather radar imagery indicated that rain showers moved into the area from the south-southeast as the airplane approached the accident site. These showers extended from about 19,000 ft msl down to ground level. Although no direct weather observations of the accident location were available, the airplane's descent as it approached the site is consistent with an attempt by the pilot to maintain visual meteorological conditions while operating amidst rain and clouds that likely obscured the terrain.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be: 
The noninstrument-rated pilot's continued visual flight into instrument meteorological conditions, which resulted in controlled flight into mountainous terrain. 

Findings

Personnel issues
Decision making/judgment - Pilot (Cause)

Environmental issues
Mountainous/hilly terrain - Contributed to outcome (Cause)
Below VFR minima - Effect on personnel (Cause)

Factual Information

History of Flight

Enroute-cruise
VFR encounter with IMC
Controlled flight into terr/obj (CFIT) (Defining event) 

On July 11, 2015, about 0745 Pacific daylight time, a Piper PA-22-160, N9712D, was destroyed when it impacted the ridge of Twin Sisters Mountain, about 12 miles north of Hamilton, Washington. The airplane was registered to the private pilot who was operating the airplane under the provisions of 14 Code of Federal Regulations Part 91, as a visual flight rules flight. The pilot and single passenger were fatally injured. Visual meteorological conditions prevailed for the flight, and no flight plan had been filed. The flight originated from Stehekin, Washington, about 0700.

The airplane was subject of an ALNOT (alert notification) missing aircraft issued on July 14. Initial radar data depicts an airplane track starting at 8,300 feet mean sea level (msl) 16 miles northwest of Stehekin, at 0718 on July 11. The track continues in a northwesterly direction at an altitude about 10,500 feet mean sea level (msl). At 0738, the airplane's track altitude starts to decrease; by 0744 the altitude was 7,500 feet, and continued in the northwesterly direction. The last radar return occurred at 0745, at an altitude of 6,000 feet msl.

The wreckage was located on the morning of July 15, at the 6,000-foot level of the Twin Sisters Mountain ridge line in the vicinity of the final radar return data point.

Pilot Information

Certificate: Private
Age: 56, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 02/28/2014
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 440 hours (Total, all aircraft) 

The pilot, age 62, held a private pilot certificate with a single-engine land rating, issued May 26, 2010, and a third-class airman medical certificate issued February 3, 2014, with the limitation that the holder shall possess glasses for near and intermediate vision. The pilot's log book was not recovered for examination. On the pilot's February 3, 2014, application for his medical certificate he reported 440 total flight hours, with 47 hours within the previous six months. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: PIPER
Registration: N9712D
Model/Series: PA 22-160
Aircraft Category: Airplane
Year of Manufacture: 1959
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 22-6624
Landing Gear Type: Tailwheel
Seats: 4
Date/Type of Last Inspection: 06/16/2015, Annual
Certified Max Gross Wt.: 2000 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 2400 Hours as of last inspection
Engine Manufacturer: LYCOMING
ELT:
Engine Model/Series: O-320 SERIES
Registered Owner: On file
Rated Power: 160 hp
Operator: On file
Operating Certificate(s) Held: None 

The four-seat, high-wing, fixed-gear airplane, serial number 22-6624, was manufactured in 1959. It was powered by a Lycoming O-360 series normally aspirated engine. It was equipped with a fixed pitch propeller. Aircraft records were not located or obtained for examination. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KBLI, 148 ft msl
Observation Time: 0753 PDT 
Distance from Accident Site: 23 Nautical Miles
Direction from Accident Site: 270°
Lowest Cloud Condition:
Temperature/Dew Point: 17°C / 14°C
Lowest Ceiling: Broken / 3800 ft agl
Visibility:  10 Miles
Wind Speed/Gusts, Direction: 5 knots, 135°
Visibility (RVR):
Altimeter Setting: 29.87 inches Hg
Visibility (RVV):
Precipitation and Obscuration:  Moderate - Patches
Departure Point: Stehekin, WA (K6S9)
Type of Flight Plan Filed: None
Destination: Eastsound, WA (KORS)
Type of Clearance: None
Departure Time: 0700 PDT
Type of Airspace:  Class G 

An Automated Weather Observing System (AWOS) was located at Skagit Regional Airport (BVS) in Burlington/Mount Vernon, Washington, which was located about 22 miles southwest of the accident location at an elevation of approximately 145 feet. At 0735, BVS reported a variable wind at 5 knots, visibility of 9 statute miles, ceiling broken at 4,200 feet above ground level (agl), overcast cloud base at 5,000 feet agl, temperature of 17° Celsius (C), a dew point temperature of 14°C, and an altimeter setting of 29.88 inches of mercury.

WSR-88D Level-II weather radar base reflectivity imagery from Seattle/Tacoma, Washington (KATX), is located approximately 36 miles southwest of the accident site at an elevation of about 500 feet. Assuming standard refraction and considering the 0.95° beam width for the WSR-88D radar beam, the KATX 1.435° tilt would have "seen" altitudes between about 5,000 and 8,650 feet above msl at the accident location, the KATX 2.404° tilt would have "seen" altitudes between about 8,700 and 12,350 feet above msl at the accident location, the KATX 3.364° tilt would have "seen" altitudes between about 12,400 and 16,000 feet above msl at the accident location, and the KATX 4.292° tilt would have "seen" altitudes between about 15,900 and 19,500 feet above msl at the accident location.

The KATX base reflectivity imagery identified light values of reflectivity coincident with the accident location at the accident time, in a pattern consistent with light rain showers being present above/at the accident site. A review of a loop of KATX base reflectivity imagery indicated that these reflectivity features were moving from the south/southeast.

An Area Forecast that included the Cascade Mountains westward within the state of Washington was issued at 0345. The portion of the Area Forecast directed toward the Cascades forecasted for the accident time: broken clouds at 8,000 feet, cloud tops to FL200 (flight level 20,000 feet msl), scattered light rain showers, isolated thunderstorms and light rain, cumulonimbus cloud tops to FL350.

An Airmen's Meteorological Information (AIRMET) advisory for mountain obscuration issued at 0745 PDT was active for the accident location. Prior to this AIRMET, an AIRMET for mountain obscuration was issued at 0145 PDT and was active for the accident location. 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 48.689444, -121.970278 (est) 

The wreckage was located near the summit of Twin Sisters Mountain at 6,000 ft mean sea level (msl). The Whatcom County Sheriff Search and Rescue team provided photos of the accident site and wreckage. The wreckage consisted of two distinct sections within close proximity of one another on the rock face of steep terrain. The area was void of vegetation. The first section contained the cockpit, fuselage, left wing and tail. The second portion of the wreckage consisted of the right wing. The engine had separated from the engine mount and was located in the debris field. The propeller had separated from the engine crankshaft flange, one blade had about 4 inches of the tip missing and the trailing edge was deformed in an elongated s-shape, the other blade was bent aft. The wreckage was not recovered from the accident site and no follow-up examination was accomplished.

MEDICAL & PATHOLOGICAL INFORMATION

An autopsy was performed on the pilot on July 17, 2015, by the Whatcom County Chief Medical Examiner, Bellingham, Washington. The cause of death was listed as multiple blunt trauma injuries.

The FAA's Civil Aerospace Medical Institute (CAMI) Forensic Toxicology Research Team performed forensic toxicology on specimens from the pilot with negative results for ethanol or listed drugs. Tests for carbon monoxide and cyanide were not performed.

http://registry.faa.gov/N9712D

NTSB Identification: WPR15FA215
14 CFR Part 91: General Aviation
Accident occurred Saturday, July 11, 2015 in Twin Sisters Mtn, WA
Aircraft: PIPER PA 22-160, registration: N9712D
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 July 11, 2015, about 0745 Pacific daylight time, a Piper PA-22-160, N9712D, impacted the ridge of Twin Sisters Mountain, about 12 miles north of Hamilton, Washington. The airplane was registered to the private pilot who was operating the airplane under the provisions of 14 Code of Federal Regulations Part 91, as a visual flight rules flight. The pilot and single passenger were fatally injured. Visual meteorological conditions prevailed for the flight, and no flight plan had been filed. The flight originated from Stehekin, Washington, about 0700.

The airplane was subject of a ALNOT (alert notification) of a missing aircraft issued on July 14. Initial radar data depicts an airplane track starting at 8,300 feet mean sea level (msl) 16 miles northwest of Stehekin, at 0718 on July 11. The track continues in a northwesterly direction at an altitude about 10, 500 feet mean sea level (msl). At 0738, the airplane's track altitude starts to decrease; by 0744 the altitude was 7,500 feet, and continued in the northwesterly direction. The last radar return occurred at 0745, at a altitude of 6,000 feet msl.

The wreckage was located on the morning of July 15, at the 6,000-foot level of the Twin Sisters Mountain ridge line in the vicinity of the final radar return data point.
========

OLYMPIA, Wash. - Searchers have located wreckage believed to be a single-engine plane that flew from Minnesota but failed to arrive on Orcas Island on Saturday.

Officials say they have not made a positive identification of the plane or the occupants. It was located east of Bellingham.

Transportation officials say the search has been turned over to the Whatcom County Sheriff's Office. The wreckage site was found using radar coordinates from the aircraft's last known location on Saturday.

Authorities say the plane left International Falls, Minn. with two people aboard and was supposed to land on Orcas Island. A search was initiated to focus on Whatcom County, Washington.

KBJR Television in Duluth reports that the plane, a 1959 Piper PA-22-160, a fixed wing single engine four-seater, is registered to Bob Nevalainen of Ray, Minnesota. He and his wife Gail were expected to make several stops on their trip to Alaska. Their last known stop was in Yakima, WA.

"It's weighing heavy on our minds," Phil Hart, who is the proprietor of the Gateway General Store, said on the phone. "We're praying they are alive and safe."

Family of the missing occupants notified officials of the missing plane Tuesday night.

This missing plane was not connected to the plane crash Sunday near Mazama. Autumn Veatch, 16, survived the crash and walked out of the woods on her own to find help. Her grandparents, Leland and Sharon Bowman, did not survive.

Source: http://www.kare11.com

Bob Nevalainen

~

SEATTLE - Searchers on Wednesday found the wreckage of a second private plane that crashed in roughly the same area and within a few hours of the Lynden-bound plane that crashed Saturday in the North Cascades, killing the step-grandparents of a 16-year-old girl who survived.

The second plane was bound for Orcas Island, Wash., from International Falls., Minn., with a man and woman aboard when it vanished from radar Saturday in the same kind of weather conditions as the Lynden-bound plane.

State Department of Transportation spokeswoman Barbara LaBoe said the family did not notify officials of the second overdue plane until Tuesday night. The family said the missing man and woman were headed to Orcas Island on vacation.

Civil Air Patrol spokeswoman Jessica Jerwa told KOMO News that crews determined that the Orcas Island-bound plane had vanished a few hours before the Lynden-bound plane. Using reliable radar data, they were able to pinpoint a five-square-mile area in the North Cascades where the plane was thought to have crashed.

A few hours later, search planes spotted the wreckage of the plane about 20 miles north of the site where the wreckage of the Lynden-bound plane was found.

Whatcom Sheriff Bill Elfo said the wreckage is scattered across a large debris field at Twin Sister Mountain, about 10 miles east of Acme. He said it appears the plane flew right into the side of the mountain. Ground crews have not yet reached the site.

The names of the couple aboard the Minnesota plane have not been released.

The Lynden-bound plane crashed Saturday afternoon on a rugged, heavily wooded mountainside in the North Cascades while enroute from Kalispell, Mont. Aboard that plane were Leland and Sharon Bowman of Marion, Montana, and their step-granddaughter, Autumn Veatch, 16, of Bellingham.

The Bowmans were killed in the crash, but Veatch survived and managed to hike through the rugged terrain out of the mountains to a remote highway, where she was spotted by a motorist and taken to the nearest town. She was treated at a local hospital and arrived back home Tuesday night.

Source:  http://www.komonews.com

WHATCOM COUNTY, Wash. — A plane flying to Orcas Island with a Minnesota couple on board was reported as missing in Whatcom County.

A plane has been found crashed 10 miles east of Acme, according to the Whatcom County Sheriff's Office.

The plane crashed on a hillside, and crews are having difficulty accessing it in the rugged wildnerness.

Crews are assessing how to reach it.

It is suspected that the plane found crashed is the missing plane, but it has not been officially confirmed.

According to a friend who lives in Lake Kabetogama, the missing pilot is Bob Nevalainen. Nevalainen and his wife Gayle own a single-engine Piper plane.

He said Bob is retired and that Gayle works at the general store in the small town. Both are volunteer firefighters.

The friend told KIRO 7 the couple, in their late 50s or early 60s, left last week for a 6 to 8 week trip to Alaska.

The plane left from International Falls, MN.

Washington State Department of Transportation spokeswoman Barbara LaBoe said the plane was traveling to Orcas Island and was expected to land on Saturday. 

WSDOT said the small plane was not required to file a flight plan and it is not known what time it was expected to land.

LaBoe said WSDOT was notified by the family that the plane was missing late Tuesday.

WSDOT Aviation Emergency Services has launched a search. 

The Civil Air Patrol says the search area where the plane was last seen on radar is 5 miles by 5 miles and is within 20 miles of where another plane crashed on Saturday in which a teenage girl from Bellingham survived. 

Story, comments and photo:  http://www.kirotv.com

Michael McIntyre police helicopter Twitter pic probed by watchdog

A picture tweeted by a police helicopter team showing comedian Michael McIntyre standing in a London street is being investigated by the Information Commissioner's Office for a possible breach of data protection laws.

Michael McIntyre was snapped using a surveillance camera outside the Global Radio offices in Leicester Square at around 8am this morning.

The photo, posted on the National Police Air Service's (NPAS) London twitter account (@NPASLondon), was captioned: "Whilst on tasking in central London this morning we spotted a certain energetic funny man ... Can you guess who?"

An Information Commissioner's Office spokesman said: "Police forces like all other organisations must comply with the Data Protection Act.

"The police especially must ensure that they have legitimate grounds for processing personal data and disclosing images of this nature without a justifiable policing purpose could potentially breach the Data Protection Act.

"We will follow this up with the force concerned."

Surveillance Camera Commissioner Tony Porter said he believed the post was a breach of the Surveillance Camera Code of Practice, the 12-point code established in June 2013 to ensure the surveillance system was used for legitimate purposes.

Mr Porter has contacted the Metropolitan Police, which has overall responsibility for NPAS in London, to discuss the matter.

He said: "Under the code, images should only be used for their stated purpose - which for the police is to tackle crime and anti-social behaviour.

"Access to data that is captured by surveillance should be restricted - disclosure should only take place when it is necessary for law enforcement purposes.

"Public disclosure of anyone's image for the purposes of fun is a clear breach of that."

Mr Porter added that he would be seeking assurances from police forces that officers were made aware of the code to ensure the incident was not repeated.

Rachel Robinson, policy officer of Human Rights organisation Liberty, criticised the tweet, saying: "NPAS is getting a reputation for irresponsible tweeting and, with public concern around the misuse of state surveillance growing, this latest example suggests a blase attitude to our privacy.

"This doesn't bode well for those of us concerned about police use of new surveillance technology such as drones. How confident can we really be that our privacy is being taken seriously?"

The image also provoked anger on social media.

Robin Wilton, using the Twitter handle @futureidentity, tweeted: "Did you seek the individual's consent? Or is this an abuse of your considerable surveillance powers?"

Another, Edward Davie (@EdDavie), said: "You do a great job but this is dodgy. Do you have permission to post pics of these people from a spy cam on Twitter?"

Helicopter surveillance is overseen by the National Police Air Service , with regional bases across the country.

Each aircraft carries a variety of hand-held digital cameras, capable of taking high-resolution images to be used for evidential purposes or to assist officers in planning and executing operations. They are also capable of streaming live footage to command bases.

Police also regularly fly planes, fitted with surveillance equipment capable of intercepting phone calls and listening in on conversations, over London, according to reports.

Earlier today, the ground operations director for the NPAS, Superintendent Richard Watson, said: "We are aware of the tweet and, as far as we are aware, it does not breach any data protection legislation. We feel however it was inappropriate and it has since been removed.

"We will be speaking to the person who posted the tweet."

A spokesman for McIntyre said there would be no comment from the star.

The comedian is due to perform a gig at the Ipswich Regent tonight as a warm-up to his Happy And Glorious UK and Ireland tour.

Story and photo:   https://uk.news.yahoo.com

Piper downsizing, laying off workers

VERO BEACH, Fla. - When Tom Lamkin looked for a spot three years ago to open his deli and convenience store in Vero Beach, he saw opportunity near the airport. 

There was Piper Aircraft; a mainstay in the county for decades.

But Wednesday the company announced layoffs were coming.

“We knew it was coming, we had heard things had been a bit slow over there,” Lamkin said.

Piper employees who stopped in the deli would not talk on the record but say they were notified yesterday of what was to come.

Piper Aircraft announced that  15 to 20% of the current workforce will need to be downsized.

The company has more than 750 employees. It means up to 150 people could get pink slips.

Jackie Carlon,  a Piper Aircraft spokesperson,  says global economic instability and a decline in demand for general aviation aircraft are forcing the layoffs.  “This impacts our employees and our customers so we want to make sure we rightsize the business.”

Carlon says the company was caught a bit off guard by the sluggish sales, after recent years of steady recovery.  She’s optimistic with a new plane awaiting certification, sales will take flight again.

Nearby businesses are hoping that optimism is realized.

“You know hopefully they can turn it around and get things going because Piper is a big part of the city here,” Lamkin said.

The factory production schedule will be adjusted for the remainder of this year as well as next year.

Piper is the fourth largest employer in Indian River County and the largest private employer of full time employees.

Story and video:   http://www.wptv.com

A mass layoff announced today by Piper Aircraft Inc. of Vero Beach will impact more than 100 workers and possibly as many as 150. The airplane manufacturer is reducing its workforce by at least 15 percent and may cut its staff by as much as 20 percent.

Piper currently employs roughly 750 people, and it sells single- and twin-engine aircraft to both American and international customers. The company's layoff announcement follows two consecutive quarters of declines in the company's revenue, sales, and deliveries.

Simon Caldecott, the company's president and CEO, issued a formal statement, saying, "Piper Aircraft has experienced steady recovery since 2009, however, we are facing challenges and economic instability in several key regions of the world, including Asia, parts of Europe, and Latin America. The team at Piper is committed to the business and as such must make the agonizing decision to adjust accordingly."

In Piper's press release about the layoffs, the company said it was preparing a staff reduction schedule and would inform laidoff employees of their status as soon as possible. The company also indicated that it would be working with the Florida state unemployment office and local job placement organizations to ensure that its displaced workers receive assistance.

Original article can be found here:  http://www.floridatoday.com

Piper PA-32-300 Cherokee Six, N555PK: Fatal accident occurred July 14, 2015 in Brazoria, Texas

Robert A. Mena, ATP, CFII, MEI

David Michael Leining Sr. 

The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Houston, Texas
Piper Aircraft, Inc.; Vero Beach, Florida
Lycoming Engines; Williamsport, Pennsylvania
Hartzell Propeller, Inc.; Piqua, Ohio

Aviation Accident Factual Report - National Transportation Safety Board:  https://app.ntsb.gov/pdf

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

David M. Leining, Sr: http://registry.faa.gov/N555PK

NTSB Identification: CEN15FA305 
14 CFR Part 91: General Aviation
Accident occurred Tuesday, July 14, 2015 in Brazoria, TX
Aircraft: PIPER PA 32-300, registration: N555PK
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.

HISTORY OF FLIGHT

On July 14, 2015, about 1004 central daylight time, a Piper PA-32-300 airplane, N555PK, impacted terrain near Brazoria, Texas. Day visual meteorological conditions (VMC) prevailed at the time of the accident. The flight instructor and student pilot were fatally injured, and the airplane was destroyed. The flight was being operated as a 14 Code of Federal Regulations Part 91 instructional flight, and no flight plan had been filed. Day visual meteorological conditions existed near the accident site about the time of the accident. The local flight originated from Pearland Regional Airport (LVJ), Pearland, Texas, about 0910.

Witnesses reported that the flight instructor and student pilot arrived at the airport about 0800. A fuel receipt from the LVJ fixed-base operator showed that the student pilot purchased 59.7 gallons of 100 low lead aviation gasoline that morning. Witnesses also reported seeing the flight instructor and student getting a weather briefing. Airport security cameras captured them walking towards the airplane at 0847, and the airplane taxiing north towards the active runway at 0902.

A review of radar data from the Houston Air Route Traffic Control Center showed that the airplane first appeared on radar about 0915 near LVJ. At 1001:48, radar data showed the airplane flying on a southwesterly heading at 2,300 ft. It then entered a gradual descent, which continued until 1003:45, at which point the airplane had descended to 1,900 ft. At 1004:09, the airplane entered a left descending turn from 1,300 ft. At 1004:21, the airplane was at 1,100 ft. The last radar target was recorded at 1004:33 when the airplane was at 600 ft. By this time, the airplane had turned about 270°.

There were no known witnesses to the accident. A motorist driving on a remote road in the San Bernard Wildlife Refuge saw the wreckage and called 9-1-1 about 1130.

PERSONNEL INFORMATION

Flight instructor

The flight instructor held an airline transport pilot certificate with airplane single-engine and multiengine land ratings, a Beech 300 type rating, and commercial privileges with a rotorcraft-helicopter rating. He held a flight instructor certificate with airplane single-engine, multiengine, and instrument ratings. He also held an experimental aircraft repairman certificate. His second-class medical certificate, dated March 6, 2015, contained the restriction: "Must wear corrective lenses." When the instructor filed his application for this medical certificate, he estimated that his total flight time was 4,658 hours, 113 hours of which were accrued in the previous 6 months.

Student pilot

The student pilot held a student pilot certificate and a third-class medical certificate, dated December 8, 2014, with the following limitations: "Must have available glasses for near vision. Not valid for any class after December 31, 2014."

The student pilot's logbook contained entries from August 7, 2013, through April 21, 2015. According to the logbook, he had only flown with instructor once for 2 hours.. The logbook indicated that the student pilot had 94.9 hours of total time in single-engine airplanes, 2.2 hours of which were as pilot-in-command (solo). He had received 92.7 hours of dual instruction, and 2.6 hours of simulated instrument training.

AIRCRAFT INFORMATION

The fixed-landing gear airplane, serial number 32-7940100, was manufactured in 1979. It was powered by a Lycoming IO-540-K1G5 engine, rated at 300 horsepower at 2700 rpm. It was equipped with a Hartzell three-bladed, all-metal, constant-speed propeller (serial number B4981U).

According to maintenance records, the last annual inspection of the airframe was completed on September 10, 2014, at an airframe time of 5,393.8 hours. The engine was overhauled on October 12, 2000, at 3,975.55 total hours, and had accrued an additional 1,500.8 hours since the overhaul. At the time of the accident, the airplane had accumulated 5,4821.9 total hours

METEOROLOGICAL INFORMATION

The closest official weather reporting station was at Texas Gulf Coast Regional Airport (LBX), Angleton/Lake Jackson, Texas, located 14 miles north-northeast of the accident location. At 0953, the LBX Automated Surface Observation System reported wind from 190° at 12 knots, visibility, 10 miles, few clouds at 2,800 feet, temperature 31° C., dew point, 22° C., and altimeter setting of 29.94 inches of mercury.

WRECKAGE AND IMPACT INFORMATION

The accident site revealed evidence of a tree strike. The fuselage was aligned on a magnetic heading of 225°. There was a significant fuel spill at the scene, but there was no post-impact fire. A sample of the fuel was examined, and no evidence of fuel contamination was found. The wreckage was fragmented along the ground for about 110 feet and the outer portion of the left wing was completely separated near the initial impact scar. The forward cabin roof, from the instrument panel aft to the forward side window, was sheared and bent upwards about 90°. The windshield and all the windows were destroyed. The forward cabin door remained attached to its hinges and was lying across the left wing. The aft cabin and cargo door remained attached to the fuselage. The forward baggage compartment door was destroyed. The emergency locator transmitter switch was in the "off" position.

The engine compartment and forward cockpit area were impact damaged and partially separated from the main cabin area and the fuselage, which was in a nose-down position. The engine remained attached to the firewall, and the propeller remained attached to the engine. The nose landing gear had separated from the firewall. The firewall was crushed against the instrument panel which was crushed upwards. All instrumentation and circuit breakers were destroyed. Both control shafts, control wheels, and rudder pedals were destroyed. Flight control continuity was partially established. The engine power controls were in the "full forward" position. The flap control was in the "up" position. The fuel selector was positioned to the right main tank. The electric (auxiliary) fuel boost pump switch was on.

The vertical stabilizer remained attached to the empennage but was impact damaged, consistent with a tree strike. The rudder remained attached to the vertical stabilizer. The left wing was separated from the fuselage, but the right wing remained attached. All three propeller blades were bent aft about 40°, consistent with low rotation at impact. The spinner was crushed around the propeller hub. Partial disassembly of the engine revealed no discrepancies or anomalies that would have precluded power from being developed.

MEDICAL AND PATHOLOGICAL INFORMATION

The 57-year-old male CFI had reported hay fever, high blood pressure, LASIK eye surgery, and a history of a kidney stone to the FAA. His reported medications included losartan and amlodipine, both blood pressure medications that are not considered impairing. According to the autopsy performed by the County of Galveston Medical Examiner's Office, the cause of death was blunt force injuries and the manner of death was accident. Toxicology testing performed by the FAA's Bioaeronautical Sciences Research Laboratory identified amlodipine, losartan, doxylamine (0.116 ug/ml), and phentermine (0.343 ug/ml) in cardiac blood. All of these and naproxen, desmethylsildenafil, and oxymetazoline were found in urine. Amlodipine, losartan, naproxen, desmethylsildenafil, and oxymetazoline are not considered impairing. Doxylamine is a potentially impairing antihistamine that is so sedating its primary use is as a sleep aid. Phentermine is an amphetamine-class drug that is considered potentially impairing and is medically indicated for the short-term treatment of obesity.

The 63-year-old male student pilot had reported hypertension and type 2 diabetes to the FAA. He reported his medications as valsartan (a blood pressure medication not considered impairing), a combination of sitagliptin and metformin (marketed with the name Janumet) indicated for the treatment of type 2 diabetes, and simvastatin (a cholesterol lowering medication not considered impairing). While Janumet is not considered directly impairing by itself, it may cause low blood sugar (hypoglycemia) which is impairing. According to the autopsy performed by the County of Galveston Medical Examiner's Office, the cause of death was blunt force injuries and the manner of death was accident. Toxicology testing performed by the FAA's Bioaeronautical Sciences Research Laboratory identified sitagliptin, valsartan, and vardenafil in blood and urine. Vardenafil is an oral medication used to treat erectile dysfunction, which carries a warning about the potential for temporary changes in color vision but no warnings about performance impairment following use.

David Leining was standing in the path of the 2005 blast but survived. 

David Leining, shown in 2005, suffered two broken ankles in the BP explosion that killed 15 co-workers in Texas City. Leining and another man were killed in a plane crash on July 14, 2015.

Man who survived BP explosion dies in plane crash

BP explosion

NTSB Identification: CEN15FA305
14 CFR Part 91: General Aviation
Accident occurred Tuesday, July 14, 2015 in Brazoria, TX
Aircraft: PIPER PA 32-300, registration: N555PK
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 July 14, 2015, about 1004 central daylight time, a Piper PA-32-300 single-engine airplane, N555PK, impacted terrain near Brazoria, Texas. The flight instructor and the student pilot were killed, and the airplane was substantially damaged. The airplane was registered to and operated by a private individual, as a 14 Code of Federal Regulations Part 91 instructional flight. Day visual meteorological conditions (VMC) prevailed and a flight plan had not been filed. The airplane departed Pearland Regional Airport (LVJ), Pearland, Texas, about 0910 and was destined to return to LVJ.

No witnesses to the accident have yet been found. A motorist driving on a remote unpaved road in the national wildlife refuge saw the wreckage and called 9-1-1 emergency about 1130. Postaccident radar forensics show the airplane first appeared on radar about 0915 near LVJ and radar contact was lost at 1004. Evidence at the scene showed the airplane was moving to the northwest when it impacted terrain. The wreckage was fragmented along the ground for about 110 feet and the outer portion of the left wing was completely separated near the initial impact scar. The engine compartment and forward cockpit area were impact damaged and partially separated from the main cabin area and the fuselage, which came to rest in a nose down attitude. There was a significant fuel spill at the scene, but there was no postimpact fire.

The remaining on-board fuel was examined and no evidence of fuel contamination was found. At the LVJ facility where the airplane had most recently been refueled, refueling unit records and a review of security camera video showed that the airplane had been refueled with aviation gasoline and postaccident fuel quality checks of that fuel facility were satisfactory.

The wreckage was moved to a different location and will be further examined. A handheld GPS device and several avionics components containing non-volatile memory (NVM), including engine performance data, were removed from the wreckage for examination and an extraction of useful data is possible.

The closest official weather reporting station was at Texas Gulf Coast Regional Airport (KLBX), Angleton/Lake Jackson, Texas, located 14 miles north-northeast from the accident location. At 0953 the Automated Surface Observation System at KLBX reported wind from 190 degrees at 12 knots, visibility 10 miles, sky clear of clouds, temperature 31 degrees Celsius (C), dew point 22 degrees C, and an altimeter setting of 29.94 inches of Mercury.

Rantoul National Aviation Center Airport (KTIP), Rantoul, Illinois: Airport manager takes new position in D.C.

Rune Duke

RANTOUL — Rune Duke, Rantoul National Aviation Center manager for the past 15 months, has taken a new position in Washington, D.C.

Village Administrator Jeff Fiegenschuh said Duke has taken a lobbying position for the airline industry.

Duke said he opted to make the move “for reasons related to family.”

“I have learned many things related to aviation and non-aviation while being with the village, but it was my fellow village employees and their enthusiasm for making a positive difference that has had the biggest impact on me,” Duke said.

Fiegenschuh said Duke will not be replaced as manager. Instead, Carson Vericker, who has served in the No. 2 position under Duke, will assume oversight of the day-to-day operations of the airport. That includes overseeing the fixed-base operator, vendors and purchases.

Vericker will report to the public works department.

David Silver of the village inspections department will oversee property maintenance at the airport and the leasing of all airport facilities.

Fiegenschuh said not filling the airport manager post is expected to save $40,000-$50,000.

The personnel change will go forward on a six-month trial basis.

The village administrator lauded Duke’s work with the village.

“Rune was an extremely effective individual,” Fiegenschuh said. “He’s got so much potential in this industry. I’m happy and proud of him.”

Source:  http://www.rantoulpress.com