Saturday, February 20, 2016

Federal Aviation Administration banned Canadian private planes from United States airspace for 1 month: Security decision meant planes travelling between Canadian destinations couldn't use U.S. airspace



A U.S. security decision that banned private Canadian aircraft from flying through American airspace when travelling between cities in Canada affected dozens of flights and cost thousands of dollars in extra fuel before the decision was reversed, industry officials say.

The U.S. Federal Aviation Administration [FAA] issued a notice Dec.14 last year warning private pilots that all foreign private planes now had to obtain diplomatic clearance from the secretary of state before entering U.S. airspace.

The situation persisted for a month and cost thousands of dollars in increased fuel as planes had to be diverted.

Bernard Gervais president of the Canadian Owners and Pilots Association [COPA] worries the situation could reoccur.

"I don't want this to happen again," Gervais told CBC News. "It's a big issue for us. We need overfly there. There's no wall between our countries. It's always been that way."

Rudy Toering, president of the Canadian Business Aviation Association, says he wants reassurance from Transport Canada and the FAA that both agencies will follow the proper protocol in the future.

We want to know "that there will be direct communications between Canada and the United States as far as what are the impacts of this particular [decision]," Toering said.

"We're taking steps both from COPA and from ourselves to make sure the proper communication protocol is in place. I'm sure on the U.S. side the same thing is happening," he added.

'Airspace is national defence airspace'

The issue began when the FAA issued a notice to airmen (NOTAM) Dec.14, 2015 warning non commercial pilots about increased security measures.

"The FAA administrator hereby orders that all U.S. territorial airspace is national defence airspace," read the notice. "Pilots of such aircraft that do not adhere to procedures in the special security requirements contained in the NOTAM may be intercepted, detained and interviewed by law enforcement, U.S. Secret Service, or other security personnel.

"Any person who knowingly or willfully violates the special security requirements ... may be subject to penalties," the notice said.

Both aviation groups contacted Transport Canada to discover officials in the department had no idea the notice had been issued by the U.S. authorities.

"How come nobody knows about this," Toering asked. "How come Transport wasn't advised? How come our embassies weren't advised?

The ban meant hundreds of private business flights within Canada that passed through U.S. airspace to save time had to be rerouted to northern flight paths. Some flight schools near the border also had to cancel lessons.

The ban lasted until Jan.16 as government officials and aviation groups on both sides of the border worked together to fix the problem.

Many pilots were in disbelief, said Gervais whose association represents 17,000 private pilots in Canada.

"We're not at war with the U.S.," he said. "We don't have a defence zones around our countries. Why suddenly [was] this big wall between us and the U.S.?"

Major detours

Toering, whose association represents hundreds of companies and organizations including Walmart, Sobeys  said it cost one company almost $30,000 to divert three business flights around U.S. airspace.

"Every single city was affected," Toering said. "Our executives and their employees are usually going to very sensitive meetings … for us it was a monetary cost — fuel, a resource cost, and an inconvenience cost that created quite a bit of disturbance for us."

To help fix the problem, the International Council of Aircraft Owner and Pilot Associations spoke to the FAA directly.

"The FAA and the agencies were trying to close a perceived loophole to ensure they knew everyone that was flying over the United States," said Craig Spence, secretary general of the council.

"Many U.S. pilots transit Canadian airspace," Spence said. "If this change were to happen and Canada was to say: 'Well, thanks a lot guys, guess what we're going to do to your folks. You're not going to be able to cross over our territory if you're going from Buffalo to Detroit.'

"There's a lot of repercussions that can happen if we all don't work together and they don't fully understand the impact of the decisions and some of the changes they're making," Spence added.

U.S. recognized concerns

In a statement, Transport Canada said it was contacted by pilots raising concerns and realized the notice could also affect private air ambulances and emergency evacuation aircraft.

"Transport Canada, along with Canadian industry partners, engaged U.S. government officials to review the impact of the NOTAM," wrote a Transport Canada spokesperson. "The U.S. recognized the concerns and agreed to revise as quickly as they could."

In a written response, an FAA spokesperson said it issued the NOTAM originally to comply with new international civil aviation organization guidance.

"To streamline international operations such as provisions that made it easier for aircraft, including Canadian flights … to operate within the U.S. It also provided other needed updates," the FAA said.

Story, video and comments:  http://www.cbc.ca

Incident occurred February 20, 2016 at Northeast Florida Regional Airport (KSGJ), St. Augustine, St. Johns County, Florida



A Navy plane blew a tire as it made an emergency landing in St. Augustine after mechanical issues Saturday.

The E2-D Advanced Hawkeye aircraft dumped fuel for approximately 20 minutes before making the emergency landing at the Northeast Florida Regional Airport.

Officials said the multimillion-dollar aircraft blew a tire as it landed. A witness said it sounded like the plane had lost an engine.

The runway sustained minor damage after the landing, according to officials. It was closed for about an hour as crews worked to move the plane.

The plane weighs approximately 40,000 pounds according to the Navy website.

It will be taken to the Northrup Grumman St. Augustine facility where it was built, according to officials.

The plane has state-of-the-art radar and provides advanced early warning of attacks.

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

How has Virgin Galactic made their new spaceship safer?

Virgin Galactic will soon be back in the sky and, eventually, space. 

On Friday, Richard Branson, the billionaire owner of Virgin Galactic, unveiled the company’s newest spacecraft, named Virgin Space Ship Unity. The spacecraft will allow Virgin Galactic to continue its pursuit of space tourism almost 16 months after its first craft was destroyed in a flight-test accident.

The launch event featured Branson in a white SUV towing the brand new spacecraft, a christening by Branson’s one-year-old grandson, and celebrity appearances. The space tourism company got a boost in publicity from a recorded message from theoretical physicist Stephen Hawking, who said he planned on getting on board the craft.

“If I am able to go – and if Richard will still take me, I would be very proud to fly on this spaceship,” Mr. Hawking said in his message.

Despite the hype and the $250,000 price tag for a seat, the last lingering question for potential patrons could be: Is it safe?

“We have a new spaceship that’s going to be ready in a few months,” Virgin Galactic CEO George Whitesides said to TechTimes after the 2014 crash. “So we’re going to make sure we get that one as safe as we can and keep going.”

Virgin Galactic’s original SpaceShipTwo, which shared the same design as the new Space Ship Unity, experienced a catastrophic crash in October of 2014, killing one of the pilots and severely injuring the other. For a short time after the crash, many speculated whether it would be the end of Virgin Galactic’s space tourism aspirations, but the company recommitted after learning the crash was caused by piloting error.

A side-by-side comparison of the Virgin Space Ship Unity and the destroyed vehicle show little difference. The two are nearly identical with the same model and manufacturing of Unity began in 2012, before the accident or any redesigns occurred. However, the Unity does feature small safety additions.

A crucial pin has been added to prevent a pilot from accidentally unlocking the feathering mechanism on the ship’s tail, which caused the first crash, Mr. Whitesides told Reuters.

The aircraft is designed to take passengers to the outer edge of Earth's atmosphere, some 60 miles up, then gradually descend, slowed by the feather system – which creates aerodynamic drag as the craft returns to the ground. 

The latest design reportedly features some improvements to make the landing gear more distinct have also been added.

Are those small changes enough? Yes, for enthusiasts. Maybe, for the Federal Aviation Administration.

The 2014 crash was caused by a piloting error, but the National Transportation Safety Board (NTSB) also placed blame on Scaled Composites, who built the aircraft and employed the pilots, and cited the FAA for lax regulations, according to The Los Angeles Times.

The FAA’s current guidelines for spaceflight regulations have been focused on not hampering innovation with restrictions. The result is regulations around the safety of the environment, national security, and people on the ground, but a large amount of freedom for the company testing in the air.

It’s unclear how, but the FAA could change their regulations following the previous Virgin Galactic crash and the recommendations of the NTSB.

“We can expect more safety regulations on the industry,” Thomas Anthony, director of USC's Aviation Safety and Security Program told the Los Angeles Times. “Safety is always a balancing act, even with commercial aviation.”

However, safety concerns has not prompted hesitation or slowed ticket sales for enthusiasts. The Christian Science Monitor previously reported almost 700 people have signed up for rides at a price of $250,000 each.

“Together, we can make space accessible in a way that has only been dreamt of before now, and by doing so can bring positive change to life on Earth,” Branson said in the press release.

Source:  http://www.csmonitor.com

http://registry.faa.gov/N339SS

NTSB Identification: DCA15MA019
Nonscheduled 14 CFR Part 437: Commercial Space Flight
Accident occurred Friday, October 31, 2014 in Koehn Dry Lake, CA
Probable Cause Approval Date: 08/05/2015
Aircraft: SCALED COMPOSITES 339, registration: N339SS
Injuries: 1 Fatal, 1 Serious.

NTSB investigators traveled in support of this investigation and used data obtained from various sources to prepare this aircraft accident report.

The Safety Board's full report is available at http://www.ntsb.gov/investigations/AccidentReports/Pages/AccidentReports.aspx. The Aerospace Accident Report number is NTSB/AAR-15/02.

On October 31, 2014, at 1007:32 Pacific daylight time, the SpaceShipTwo (SS2) reusable suborbital rocket, N339SS, operated by Scaled Composites LLC (Scaled), broke up into multiple pieces during a rocket-powered test flight and impacted terrain over a 5-mile area near Koehn Dry Lake, California. The pilot received serious injuries, and the copilot received fatal injuries. SS2 was destroyed, and no one on the ground was injured as a result of the falling debris. SS2 had been released from its launch vehicle, WhiteKnightTwo (WK2), N348MS, about 13 seconds before the structural breakup. Scaled was operating SS2 under an experimental permit issued by the Federal Aviation Administration's (FAA) Office of Commercial Space Transportation (AST) according to the provisions of 14 Code of Federal Regulations (CFR) Part 437.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
Scaled Composites' failure to consider and protect against the possibility that a single human error could result in a catastrophic hazard to the SpaceShipTwo vehicle. This failure set the stage for the copilot's premature unlocking of the feather system as a result of time pressure and vibration and loads that he had not recently experienced, which led to uncommanded feather extension and the subsequent aerodynamic overload and in-flight breakup of the vehicle.

Severe storms destroy at least six light planes at airport in Sydney’s south-west

Overnight storms in Sydney have wreaked havoc in the city’s south-west, with at least six light planes destroyed and 12 buildings flattened at Camden Airport by the storm.

The Bureau of Meteorology declared the storm was “very dangerous” yesterday afternoon with destructive winds, giant hailstones and very heavy rainfall lashing the area.

The owner of the airfield told 9NEWS he was devastated by the damage to the aircraft.

“You could probably see about ten feet out of the door, the darkness came over, the building started to shake, the roof and the back wall disappeared at the same time and debris flew all over us, its absolute devastation around the place,” he said.

It’s believed only one man received minor injuries during the destructive storm.

Story and photo gallery:   http://www.9news.com.au

Accident occurred February 20, 2016 at Orlando International Airport (KMCO), Orange County, Florida

ORLANDO, Fla. —  Three people were injured Saturday afternoon after a plane caught fire in a hangar at the Orlando International Airport, officials said.

The fire ignited at about 2:15 p.m. at the Cessna Citation Service Center off of Bear Road and Tradeport Drive in the northwest corner of the airport property, said Carolyn Fennell, an airport spokeswoman.

Firefighters extinguished the fire and the plane involved was removed from the service hangar, Fennell said.

Three people were brought to a hospital for treatment.

It isn’t known what the extent of their injuries are, and it's not known what sparked the fire.

The fire didn’t impact airport operations, Fennell said.

Source:  http://www.wftv.com

Three people have been hospitalized after an airplane caught fire at Orlando International Airport Saturday afternoon, according to OIA spokesperson Carolyn Fennel.

Fennell tells FOX 35 that the fire broke out around 2:10 pm at the Cessna Citation Service Center off of Bear Road and Tradeport Drive.

The fire was isolated to the one aircraft, which was located inside the interior of the hangar.

The airplane is private and was being serviced at Cessna Citation Service Center. 

This fire did not have an impact on commercial activity.

Source:  http://www.fox35orlando.com

Closing submissions in fatal plane crash trial: Maule M5-235C, VH-HOG

The jury in the trial of a pilot whose plane hit powerlines and plunged into the Clarence River at Ewingar in 2014 resulting in the death of 11-year-old Kayla Whitton has heard closing submissions.

John Crumpton, 55, of Goonengerry, faces charges of manslaughter, operating an aircraft recklessly to endanger the life of a person, operating an aircraft recklessly to endanger a person or property and flying an aircraft below 500 feet.

The charges relate to a crash in Mr Crumpton's Maule M-5 four-seater plane on April 12, 2014.

Crown prosecutor Jeff McLennan SC told the jury Mr Crumpton did not know there were height restrictions on how low you could fly in unpopulated areas.

Mr. McLennan said he flew at least 420 feet below the legal height restrictions of 500 feet.

"This was a journey that would never be approved by the Civil Aviation Safety Authority CASA," he said.

The jury heard Mr Crumpton had never flown so low in the area of the crash before, but he had done so further down-river.

Mr. McLennan said the jury must unanimously prove, beyond reasonable doubt, that Mr Crumpton was criminally negligent by his conduct of flying so low.

Defence barrister Tony Bellanto QC reminded the jury they must consider the level of criminal negligence Mr Crumpton displayed and whether it was deserving of serious criminal punishment.

Mr. Bellanto highlighted there had been 119 crashes in 10 years by light planes into powerlines.

He told the jury there was no liaison between CASA and Essential Energy about the location of powerlines.

The jury heard Mr Whitton and his daughter Kayla had flown in 2013 with Mr Crumpton over Cape Byron.

Mr. Bellanto said Mr Crumpton did every possible safety check on his plane before the flight.

"At the time he thought he was aware of all the hazards in the area," he said.

"If he wasn't aware of the powerlines and had taken steps to be aware, why should he be convicted."

The trial continues.

Source:  http://www.northernstar.com.au

Wirestrike involving Maule M-5, VH-HOG, 50 km WSW of Casino, NSW on 12 April 2014

Investigation number: AO-2014-068

Investigation status: Completed 

What happened
On 12 April 2014, a Maule M-5 aircraft, registered VH-HOG, collided with a powerline spanning the Clarence River, approximately 50 km west-south-west of Casino, New South Wales. The pilot was accompanied on the private category flight by two passengers, an adult and a child. The aircraft departed controlled flight after the wirestrike and impacted the water, coming to rest inverted with the cabin submerged.

The pilot and front-seat adult passenger escaped the cockpit through one of the forward doors and attempted to free the rear-seat child passenger from the flooded cabin. After repeated attempts by the pilot to open the rear-right cabin door, the rear-seat passenger was recovered through a cockpit door. Sustained attempts to resuscitate the rear-seat passenger were unsuccessful.

What the ATSB found
The aircraft was capable of normal operation prior to the wirestrike. The weather conditions in the vicinity were suitable for visual flight.

The wirestrike and resulting loss of aircraft control was an unintended consequence of the pilot’s spur of the moment decision to fly at very low level along the river, in an unfamiliar environment and below the minimum stipulated height for flights over unpopulated areas. The pilot reported seeing the powerline cables just before the collision, but with insufficient time to avoid a wirestrike. The pilot did not hold an approval to conduct low-flying operations and had not completed any training to identify the hazards associated with such operations. The powerline was not fitted with visual warning markers, nor was there any requirement for such markers in this case.

The submerged, flooded and inverted cabin increased the difficulty experienced by the occupants in exiting the aircraft. Furthermore, impact damage sustained by the right wing likely rendered the rear-right cabin door unusable as an emergency exit, delaying the recovery of the rear-seat passenger.

Safety message
This accident reaffirms the risk of unnecessary and unauthorized low flying.

Operations at low altitude expose an aircraft and its occupants to a number of environment‑specific hazards and result in significantly reduced safety margins. Powerline cables and other wires, which can be encountered even in relatively remote locations, are typically very difficult to see and present a critical hazard to any low-flying aircraft. In recognition of these and the other specific risks and hazards of low-level flying, the Civil Aviation Safety Authority requires pilots to receive special training and endorsements before conducting low-level operations.

The operation of an aircraft in close proximity to terrain or water limits the opportunity to recover from any loss of control or respond to any in-flight emergency when compared to flight at higher altitudes.

http://www.atsb.gov.au

Cessna 180A, N620MM: Incidents occurred February 20, 2016 on St. Catherines Island, Liberty County, Georgia and July 26, 2014 at Burlington International Airport (KBTV), Chittenden County, Vermont

Date: 20-FEB-16
Time: 19:05:00Z
Regis#: N620MM
Aircraft Make: CESSNA
Aircraft Model: 180
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
FAA Flight Standards District Office: FAA Atlanta FSDO-11
City: SAINT CATHERINES ISLAND
State: Georgia

AIRCRAFT FORCE LANDED ON A GRASS STRIP, SAINT CATHERINES ISLAND, GA

http://registry.faa.gov/N620MM




According to fire and rescue personnel who just returned from St. Catherine’s Island, the pilot was forced to make an emergency landing when he said his engine began to sputter.

He was able to safely land in an open field on the island.

There were two other people on board, all of them are currently waiting for a mechanic to come out and determine the cause of the engine problems.

——————————————————–

Liberty County emergency crews are working to reach a pilot who landed on St. Catherine’s Island.

County EMA Director Mike Hodges was unsure whether this was a crash or a hard landing but said the pilot was alert and was able to call 911 from the ground.

Eastern District Volunteer Fire and Rescue is heading to him by boat and medical personnel are on standby at Fort Morris Dock.

Source:  http://wsav.com

A single-engine plane made an emergency landing on St. Catherines Island shortly after 2 p.m. Saturday, Liberty County Emergency Management Agency Director Mike Hodges said. 

The pilot exited the plane and called 911. Eastern District Volunteer Fire and Rescue personnel said the pilot told them that he landed in an open field on the island after the engine sputtered. Two other people were on board with the pilot. They were waiting around 4 p.m. for a mechanic to look at the engine.

No injuries were reported.

Source:  http://coastalcourier.com



Incident occurred July 26, 2014 in Burlington, Vermont: 

AIRCRAFT GROUND LOOPED AFTER LANDING. 

Flight Standards District Office: FAA Portland FSDO-65 

SOUTH BURLINGTON, Vt. - A small plane landed on its nose at Burlington International Airport Saturday afternoon, sending emergency crews into action for the second time this week.

The Cessna 180 had just landed at the airport when officials say it entered into a ground loop, or a rapid rotation of the aircraft. It then ended up on its nose. No one was injured.

Gene Richards, Director of Aviation at Burlington International, says the aircraft was moved from the runway and stored in a hangar until Monday. The Federal Aviation Administration will investigate what happened.

The incident comes just days after a Delta flight bound for Detroit had to return to Burlington for an emergency landing. In that case, the flight crew noticed unusual vibrations on the aircraft. Early indications are that there was a problem with the plane's ram air turbine near the front of the aircraft.

No one was injured in that case either.

Richards thanked emergency crews for a quick response in both situations.


Source:  http://www.mychamplainvalley.com

The 'great engine game' behind new Boeing jet project

SINGAPORE • Aircraft engine makers are placing bets that could reshape their industry for decades as Boeing weighs a novel design for an airplane with 240-250 seats — a neglected area of the jet market.

The plane is designed to fill a slender gap between narrow-body jets, which typically have 150-200 seats, and intercontinental planes with 250 or more. Competition to get onboard would usually be a skirmish for the big engine makers.

But technological bets and partnerships on that plane could reshape the engine industry for the next two decades and influence who has the upper hand when Airbus and Boeing come to renew the main part of their fleets in 15 years.

“This could well determine what happens in the next round of the great engine restructuring game,” said aerospace consultant Richard Aboulafia.

Boeing aims to broadly replace its 757 model, a top-end narrow-body jet with a single aisle.

The new model would try to rewrite airplane economics by being wide enough for two aisles to seat seven people in each row, but able to produce the skintight margins of a smaller single-aisle, six-abreast plane such as the workhorse Boeing 737 and Airbus A320.

Airbus calls the project a bluff and says it reflects Boeing’s frustration at losing market share to its A321.

One of the designs on Boeing’s drawing board is an unusually oval-shaped cross-section, rather than a rounder shape typical of most designs. It strips away unneeded cargo space and would potentially be made of weight-saving carbon-composite, industry sources say.

It would also need a new engine that could cost $5 billion to $6 billion to develop.

That comes at a time when engine makers are split over the latest engine technology and marking time in the shifting alliances between General Electric, Rolls-Royce and Pratt & Whitney.

Pratt & Whitney, elbowed out of the commercial market by Rolls and GE in the 1990s, is on the rise again with a geared turbofan design that went into service last month.

Its engines power half of Airbus’ newest small jets, but it has been years since it was selected by Boeing.

The new president of Pratt & Whitney, Robert Leduc, believes the mid-market idea is attractive. “It is for me, because I want to get back on a Boeing airplane,” he told Reuters at the Singapore Airshow.

Britain’s Rolls-Royce is also studying the plane.

It recently abandoned a venture with Pratt in small jets to focus on wide-body aircraft.

Industry sources say it is regretting the decision, because the narrow-body market is growing at record speed. Pratt is meanwhile hungry to return to the market for larger jets.

SORRY, IT’S OVER

With both companies facing pressures, Boeing’s design offers an opportunity to break out of the current box — Rolls in big engines, Pratt in small ones — without shouldering all risk.

That has triggered speculation that something like their former venture, International Aero Engines, could be revived.

But Pratt is reluctant to rush back into the arms of Rolls-Royce, with whom it occasionally clashed inside IAE.

This week, the U.S. company that powered Amelia Earhart sketched out a more independent strategy.

Asked whether Pratt could revive co-operation with Rolls on Boeing’s study, Leduc told Reuters: “There is no room left. … They made their decision and we had to move forward.”

Asked if the U.K. manufacturer could buy its way back onboard, his message was firmer: “They could always be a financial investor, but there would be nothing for them to make.”

To press the point that Pratt now sees itself as a standalone force, Leduc pronounced as dead a separate alliance with GE on the A380 superjumbo.

“I’d say pretty much yes; I’d say the A380 is … done,” he told Reuters, asked if the venture had run its course.

The remarks reflect Pratt’s conviction that it has invested in technology and earned an independent place at the top table.

But it also has an interest in seizing the opportunity presented by Boeing quickly to maximize its advantage.

“It is a negotiating position,” an airshow delegate said.

In reality, analysts say, Pratt’s options depend on how its geared turbofan performs. The technology aims to increase efficiency but critics say it adds complexity.

Early signs are mixed. Qatar Airways threatened this week to cancel an order due to technical glitches.

WAIT AND SEE

Rolls-Royce has not ruled out working with Pratt on the new jet, a testbed for technology that could reopen the door to the narrow-body market in time for the next new designs in 2030.

“We are not closing any door, but we are not active on any door. We are kind of neutral, and it is more ‘wait and see’ on where this market is going,” Eric Schulz, president of civil aerospace, told Reuters.

Sitting back with the least interest in upsetting the status quo is GE, the world’s largest engine manufacturer, which is strong in both small and large markets.

Industry analysts nonetheless speculate GE is working on the new geared engines, but GE is not showing its hand.

GE has a “road map of technologies, including advanced materials and designs, to position us for new engine opportunities,” a spokeswoman said.

Boeing’s idea is not without risks.

Building a new engine could cannibalize existing sales. GE has the biggest share of all, Pratt is doing well out of the A321 and Rolls-Royce could see some wide-body business affected.

But after busting budgets on ambitious designs in the past decade, planemakers have little fresh on their drawing boards, and few suppliers can afford to stay out of the next round.

“It is better to cannibalize your own market than have someone do it for you,” Abouafia said.

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

Lumberton Regional Airport (KLBT) in need of new terminal: Seeks funding from city, county

Troy Gammon
~


LUMBERTON — The Lumberton Regional Airport needs a new terminal building, and according to the airport’s manager, it can’t come too soon.

“The building was built in 1969 and at that time was the prototype for airport terminals across the state,” said Troy Gammon, the airport’s manager for the past 11 months. “This building is more than 46 years old and needs lots of repairs.”

Gammon said the building’s electrical system does not meet code.The out-of-date plumbing is all cast iron. None of the bathrooms comply with the requirements of the American Disabilities Act. The roof leaks. All but one window has been part of the building since it was built.

“We were originally looking at renovations,” Gammon aid. “But to make renovations we would have to gut the building from the inside and start again.”

Gammon said people don’t necessarily complain about the terminal’s shortcomings, but it’s not a first good impression for visitors who arrive by flight.

“People don’t say anything about the condition of the terminal,” he said. “But by what they see they make an initial assessment about the kind of business relationship they will have here.”

Gammon likes to refer to the airport as the “face” of Lumberton and Robeson County. It is a tool, he says, that if utilized properly can be a major key in recruiting new businesses and jobs to the area.

“When a lot of companies come into the area, the first thing they see is the airport,” he said. “We are trying to put a good face on Lumberton and Robeson County.”


Troy Gammon, the manager of the Lumberton Regional Airport, hopes that Robeson County and Lumberton officials will provide the local match for a state grant he hopes can be obtained to cover half of the cost of building a new terminal.


Gammon said the airport is used significantly by both commercial and small aircraft.

“The business at the airport is up and down, but we do pretty good for an airport like this,” he said. “Over the course of a year we average 12 flights a day … . We can accommodate large business jets of up to 90,000 pounds. We have a hangar for corporate jets wanting to stay overnight … . Overall there are about 38 to 41 small aircraft based here now. We can accommodate a maximum of 55 aircraft staying an extended time here at any one time.”

Gammon told the Robeson County Board of Commissioners on Monday that local funding — split between the county and the city of Lumberton — will be needed during the next fiscal year, beginning July 1, for the plan to have a new terminal in operation by the end of 2017 to become reality.

According to Gammon, the Lumberton Regional Airport Commission has already hired the architectural firm of Becker/Morgan Group — the same firm that designed the police station in Lumberton — to design and make cost recommendations for a new terminal. The state Division of Aviation, he said, offers grant funding for half — or $564,000 — of what a 4,500-square-foot building would cost.

“The county and city would then have to split the other $564, 000, with each paying 50 percent,” Gammon said.


The terminal at the Lumberton Regional Airport was built in 1969. At that time it was the prototype for other airport terminals across the state.


Gammon said that he hopes the two governing bodies will make the local matching funds available in July when the 2016-17 fiscal budget goes into effect. At that time, a grant application can be filed with the state.

Gammon said that the Aviation Division would not award the grant until at least January of 2017, with construction most likely not being completed until late 2017.

“We don’t know if the state will award us a grant or not,” Gammon told the commissioners. “But if we can have all of our local money in place, the chances improve exponentially that the grant will be awarded.”

Gammon said that if the grant does not materialize, all funding will have to come from other local sources. The only other alternative funding the project, he said, would be to wait and apply another year for the state grant.

Story and photo gallery:  http://robesonian.com

Mount Pleasant ISD adds aviation to career tech offerings

Zach Luker, a junior at Mount Pleasant High School, gets help from his aviation instructor, Matt Bongers, rotating a propeller to turn the engine of a World War II era B-25 Bomber on Thursday. They were making sure there was no oil in the cylinders. Luker is the first student in the MPISD’s new aviation program through a partnership with the Mid America Flight Museum. 



Mount Pleasant ISD has a lot to brag about when it comes to its Career and Technical Education program. 

With February being CTE month, the district is flying high with its latest offering – hands-on aviation instruction through a partnership with the Mid America Flight Museum in Mount Pleasant.

Class size for the test run of the program is one. That lucky student is Zach Luker, a junior who has never been around planes before.

Luker, 16, said, despite that, he jumped at the chance to join the program.

“I’ve always thought planes were cool, so when our AP came to me and asked me if I was interested, I said, ‘Yes, Sir,’” Luker said. “It’s really interesting.”

Luker said both his parents are in the medical field and he has been on that same path, taking health science classes at MPISD, but now that he’s learning aviation, he’s considering it as a career.

“I originally thought about going in the medical field. I’m still thinking about that, but I don’t know now. I’ve got some thinking to do,” he said.

He started the program in January and will continue this summer with flying lessons at the museum located at the Mount Pleasant Regional Airport and then finish the program in his senior year.

The museum, which has a massive new hangar under construction that will be able to house 30 planes, is a collection by Mount Pleasant businessman Scott Glover, an aviation enthusiast who acquires vintage planes and restores them to their former flying glory.

“It’s just crazy how it all works. I’m used to going on vacation in huge planes. I didn’t even know planes like this were out there,” Luker said. “All these different types of aircraft from the military, it’s really interesting to learn where they’ve been and what they’ve done.”

Matt Bongers, the museum’s director of maintenance and operations, who learned to fly three years ago with Glover’s instruction and took career tech classes in his high school days, is Luker’s instructor. He said he’s been teaching him how to do compression checks on engines, the principles of how airplanes work and control services. 

“He is starting fresh, but it’s neat to watch someone learn. I’ve been thankful to have those opportunities in my life and it’s great to be able to give someone else that same opportunity,” Bongers said.

The idea for the program was born last summer out of a casual conversation between CATE Director Jay Silman and Director of Student Services Brian McAdams.

“We were right beside the airport and we said, ‘Let’s just go over there,’” Silman said. “We met with Scott Glover and Matt Bongers a few times. They were open to the idea and we looked at the course sequence and we started with one student as a test run.”

McAdams said partnering with the airport and the Mid America Flight Museum is “a prime example of the commitment MPISD has demonstrated in providing unique opportunities for our students regardless of their interest.”

“Matt and Scott are great people and MPISD is certainly appreciative of their time and effort in this cooperative endeavor,” McAdams said. 

MPISD Superintendent Judd Marshall said the opportunity for MPISD students to be involved with aviation is something that very few school districts are able to do. 

“Our students will greatly benefit from their experiences at the airport, and we are excited for the chance to provide this to our students,” Marshall said.

Other new offerings this year are law enforcement dual credit courses and the addition of ag powers, which focuses on small engine repair, to the agriculture program.

The school hired Elizabeth Bailey, who has a master’s degree in criminal justice, to teach advanced level courses in the existing law enforcement program.

“We start with an introduction to criminal justice, covering the basics of courts and corrections and then transition to Crime in America, where it gets more in-depth into the sequences, but takes a more research approach,” Bailey said.

In ag powers, instructor Slatyr Hunnicutt said his students are in the shop every day.

“At the beginning of the year there were 10 boxes full of engine parts and the students put all those engines back together by themselves by the end of the six weeks,” he said. “It’s a big deal for these kids to be able to do hands-on stuff.”

Silman said the ag powers class will become a lead-in for the aviation program and will also be a transition for a farm practicum where students will be able to work on tractors at a local farm.

The school has also added to its Information Technology courses. They have started a new program through a partnership with Priefert Manufacturing to add hands-on IT training specific to Priefert’s specialized systems.

Silman said while a lot of school are reducing their career tech options, MPISD’s classes have been increasing in number and depth each year.

“I like to look and see what’s possible, even if we have to start small and move up from there,” he said.

Source:  http://www.dailytribune.net

Boeing Secures Iran License: U.S. government permits company to begin commercial talks with Iranian airlines



The Wall Street Journal
By Jon Ostrower
Updated Feb. 19, 2016 8:06 p.m. ET


Boeing Co. said Friday that it received a license from the U.S. government to begin commercial discussions with Iranian airlines, opening the door to what could be the first U.S. jet deliveries to the Islamic Republic since the 1970s.

Iranian carriers have among the oldest fleets in global aviation following decades of sanctions that have left them unable to leverage an advantageous geographical location and a domestic market of nearly 80 million people. Rapidly growing Gulf neighbors in Qatar, the United Arab Emirates and Turkey have exploited their position and new-technology jets to fuel rapid expansion in commercial aviation.

Iran is seeking to quickly catch up and refresh its airlines with new aircraft, with leasing industry officials forecasting the country could support 300 to 600 new planes.

“The license permits us to engage approved airlines to determine their actual fleet requirements,” a Boeing spokesman said.

Airbus Group SE in January signed a cooperation agreement with Iranian officials for the purchase of 127 new aircraft that range in size from single-aisle jets all the way to its double-deck A380. Earlier this month, a joint venture between Airbus and Italy’s Finmeccanica SpA said Iran Air was purchasing as many as 40 small turboprop aircraft.

Boeing, which last year provided maintenance manuals to Iranian airlines, will be looking for government cues on how to cultivate long-dormant commercial ties in the potentially fertile market.

“We understand that the situation in the region is complicated and ever changing and we will continue to follow the U.S. government’s guidance as it relates to conducting business with Iran,” the Boeing spokesman said.

General Electric Co. said it, too, has submitted an application for a license to sell engines and spare parts to Iranian airlines, but has not yet been granted approval, according to a company spokeswoman.

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

Piper PA-28-181 Archer II, N2209W, Electrical Training USA LLC: Fatal accident occurred February 12, 2016 in Destin, Okaloosa County, Florida

The National Transportation Safety Board did not travel to the scene of this accident. 

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Birmingham, Alabama
Piper Aircraft Inc; Vero Beach, Florida
Lycoming Engines; Williamsport, Pennsylvania

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

NTSB Identification: ERA16LA106 
14 CFR Part 91: General Aviation
Accident occurred Friday, February 12, 2016 in Destin, FL
Aircraft: PIPER PA28, registration: N2209W
Injuries: 2 Fatal.

NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On February 12, 2016, about 1850 central standard time, a Piper PA-28-181, N2209W, was destroyed during collision with water while maneuvering to land at Destin Executive Airport (DTS), Destin, Florida. The private pilot and a passenger were fatally injured. The flight departed Pearland Regional Airport (LVJ), Pearland, Texas, about 1715. Night visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

According to radar data from the Federal Aviation Administration (FAA), the airplane approached DTS from the west, and transitioned along the shore on the south side of the airport for landing on runway 32. The radar track depicted the airplane crossing the approach end of runway 32, then turning upwind on the east side of the runway. The airplane continued in a left circuit around the airport, and its altitude varied between 500 and 700 feet mean sea level (msl).

The radar depicted a left turn in a location consistent with a left base turn for landing on runway 32. Instead of continuing to an approximate ground track of 050 degrees for the base leg of the traffic pattern, the airplane rolled out on an approximate ground track of 090 degrees, and flew through the final approach course, west to east, as it tracked parallel to the coast. The airplane then turned 90 degrees to the south and tracked out over the water. The last radar target showed the airplane at 175 feet msl at 128 knots groundspeed.

A witness, who was monitoring the CTAF as he approached the airport in his own airplane, reported he heard the accident pilot announce his go-around and his positions as he circumnavigated the airport. The pilot's last radio call announced he would be "circling somewhere." There were no further communications from the accident airplane. The witness reported windy conditions as he approached DTS, and that conditions were "extremely bumpy" below 300 feet.

A witness who was jogging in an easterly direction along the beach reported to an FAA inspector that his attention was drawn to the airplane as it crossed the beach and headed south over the water. He stated that the engine was running, but the front of the airplane was illuminated as if the engine was "on fire." The witness stated he thought the airplane was in a wings-level attitude, not turning, but descending rapidly. He said that when the airplane struck the water, he heard an explosion and the light at the front of the airplane "went out."

The weather reported at DTS at the time of the accident included clear skies and wind from 240 degrees at 7 knots gusting to 15 knots. Official sunset was at 1731, and the end of civil twilight was at 1755. The moon was illuminated 13 percent in the western sky.

According to FAA records, the pilot held a private pilot certificate with a rating for airplane single engine land. His most recent FAA third-class medical certificate was issued on March 3, 2014. The pilot reported 306 total hours of flight experience on that date. The pilot did not possess an instrument rating.

Toxicological testing was performed on the pilot by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. Results were negative for all tested-for drugs. The Office of the Medical Examiner, District I, Florida, performed an autopsy on the pilot. The cause of death was listed as multiple blunt force injuries.

The four-seat, single-engine, low-wing airplane was manufactured in 1979, and was equipped with a Lycoming O-360 series reciprocating engine. The maintenance logbooks for the airplane were not recovered, but copies of logbook entries revealed the airplane's most recent annual inspection was completed May 8, 2015, at 2,239 total aircraft hours. On February 9, 2016, the engine oil was changed at 2,272 total aircraft hours.

The airplane was recovered from the Gulf of Mexico and moved to a secure facility for a detailed examination. According to the FAA inspector on site during the recovery, the airplane was destroyed by impact forces. Except for a large section of the right wing, all major components of the airplane were accounted for. The engine, with the propeller attached, was completely entangled with the instrument panel, control cables, and wiring. All damage appeared consistent with impact and overload-type separation. There was no evidence of pre- or post-impact fire.

The engine was removed from the airframe, and could not be rotated by hand at the propeller. Examination of the cylinders with a lighted borescope revealed that each contained sediment and corrosion from salt water immersion. The engine accessories and all four cylinders were removed, and the crankshaft rotated freely by hand.

The propeller spinner was fragmented. The propeller remained attached to the engine crankshaft flange. One propeller blade exhibited scratches on the front and rear surfaces but was otherwise intact. The other blade was curved aft about 90 degrees and exhibited twisting, leading edge gouges and trailing edge "S" bending.

Impact damage and saltwater immersion precluded testing of engine accessories. The vacuum pump was disassembled and the carbon rotor, carbon vanes, and the composite drive coupling were intact.

The examination of the airframe and engine revealed no preimpact mechanical anomalies that would have prevented normal operation of the airplane.

ADDITIONAL INFORMATION

Spatial Disorientation

According to FAA Advisory Circular AC 60-4A, "Pilot's Spatial Disorientation," tests conducted with qualified instrument pilots indicated that it can take as long as 35 seconds to establish full control by instruments after a loss of visual reference of the earth's surface. AC 60-4A further states that surface references and the natural horizon may become obscured even though visibility may be above VFR minimums, and that an inability to perceive the natural horizon or surface references is common during flights over water, at night, in sparsely-populated areas, and in low-visibility conditions.

According to the FAA Airplane Flying Handbook (FAA-H-8083-3), "Night flying is very different from day flying and demands more attention of the pilot. The most noticeable difference is the limited availability of outside visual references. Therefore, flight instruments should be used to a greater degree.… Generally, at night it is difficult to see clouds and restrictions to visibility, particularly on dark nights or under overcast. The pilot flying under VFR must exercise caution to avoid flying into clouds or a layer of fog." The handbook described some hazards associated with flying in airplanes under VFR when visual references, such as the ground or horizon, are obscured. "The vestibular sense (motion sensing by the inner ear) in particular tends to confuse the pilot. Because of inertia, the sensory areas of the inner ear cannot detect slight changes in the attitude of the airplane, nor can they accurately sense attitude changes that occur at a uniform rate over a period of time. On the other hand, false sensations are often generated; leading the pilot to believe the attitude of the airplane has changed when in fact, it has not. These false sensations result in the pilot experiencing spatial disorientation."

NTSB Identification: ERA16LA106
14 CFR Part 91: General Aviation
Accident occurred Friday, February 12, 2016 in Destin, FL
Aircraft: PIPER PA28, registration: N2209W
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 may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On February 12, 2016, about 1850 central standard time (CST), a Piper PA-28-181, N2209W, was destroyed during collision with water while maneuvering to land at Destin Executive Airport (DTS), Destin, Florida. The private pilot and a passenger were fatally injured. The flight departed Pearland Regional Airport (LVJ), Pearland, Texas, about 1715. Night visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which was conducted under the provisions of Title 14 CFR Part 91.

According to preliminary radar data from the Federal Aviation Administration (FAA), as well as witness accounts, the airplane approached DTS from the west, and transitioned along the shore on the south side of the airport for landing on runway 32. Witnesses reported the pilot announced a go-around on the airport's common traffic advisory frequency (CTAF), and the radar track depicted the airplane crossing the approach end of runway 32, then turning upwind on the east side of the runway. The airplane continued in a left-hand circuit around the airport and its altitude varied between 500 and 700 feet mean sea level (msl).

The radar depicted a left turn in a location consistent with a left base turn for landing on runway 32. Instead of continuing to an approximate heading of 050 degrees for the base leg of the traffic pattern, the airplane rolled out on an approximate heading of 090 degrees, and flew through the final approach course, west to east, as it tracked parallel to the coast. The airplane then turned 90 degrees to the south and tracked out over the water. The last radar target showed the airplane at 175 feet msl at 128 knots groundspeed.

A witness who was monitoring the CTAF as he approached the airport in his own airplane reported he heard the accident pilot announce his go-around and his positions as he circumnavigated the airport. The pilot's last radio call announced he would be "circling somewhere." There were no further communications from the accident airplane. The witness reported windy conditions as he approached DTS, and that conditions were "extremely bumpy" below 300 feet.

A witness who was jogging in an easterly direction along the beach reported to an FAA inspector that his attention was drawn to the airplane as it crossed the beach and headed south over the water. He stated that the engine was running, but the front of the airplane was illuminated as if the engine was "on fire." The witness stated he thought the airplane was in a wings-level attitude, not turning, but descending rapidly. He said that when the airplane struck the water, he heard an explosion and the light at the front of the airplane "went out."

According to FAA records, the pilot held a private pilot certificate with a rating for airplane single engine land. His most recent FAA third-class medical certificate was issued on March 3, 2014. The pilot reported 306 total hours of flight experience on that date. The pilot did not possess an instrument rating.

The four-seat, single-engine, low-wing airplane was manufactured in 1979 and was equipped with a Lycoming O-360 series engine. The maintenance logbooks for the airplane were not recovered, but copies of logbook entries revealed the airplane's most recent annual inspection was completed May 8, 2015, at 2,239 total aircraft hours. On February 9, 2016, the engine oil was changed at 2,272 total aircraft hours.
==========



They fly over Destin’s beaches all the time, small private airplanes and company jets, prop planes and Cessna’s. 

For the most part they are just part of the scenery Destin residents have gotten used to due to the close proximity of Eglin Air Force Base and the Destin Executive Airport (DTS) right in the heart of the city.

But when news of an aircraft crashing into the Gulf of Mexico hit the stands last week, the Destin Log decided to find out exactly what it takes to fly an aircraft in and out of Destin.

Chief Flight Instructor Larry Anderson pilots a 172 Skyhawk Cessna plane, one of 10 airplanes he knows how to fly.
~


The Factors

Larry Anderson, the chief flight instructor at DTS, is a local expert on the flight patterns in Destin. With 43 years of flying experience, and 15 of those years instructing in Destin, Anderson is very familiar with the interworking factors surrounding the small airport.

“I got my license here at Destin back when there was just a little shack at the end of the airstrip,” he said. “Now I can fly 10 different kinds of aircraft.”

Anderson explained there are several moving factors in place when flying any aircraft, the first being the pilot’s license.

“When you get a private pilot’s license you can only fly in good weather according to Visual Flight Rules or VFR,” he said. “Basically, you cannot fly in any clouds. But when the weather is bad, you have to use an instrument reading and have to have a separate license called an Instrument Flight Rules or IFR.”

According to these specifications, in order to fly on a sunny day, visibility must be at least three miles ahead with clouds above at a 100-foot ceiling. However, if flying with the use of instruments the requirements change to visibility at three quarters of a mile and a cloud ceiling at 272 feet.

With the specifications out of the way, Anderson said that each aircraft planning to fly using instruments must submit a flight-plan with the Federal Aviation Administration (FAA) prior to takeoff.

When asked what the greatest challenge pilot’s face flying in or out of DTS, Anderson said for this area, it’s the fact that the air is government operated.

“I think the biggest challenge about flying into Destin is dealing with Eglin,” he said.

He then explained that because the military owns the air above Destin, every flight coming or going must coordinate and gain permission from Eglin before entering the airspace. This can be a tedious process as Eglin does not have a tower at DTS, and must be radio signaled by each pilot before each takeoff or landing.

According to the annual accounts log, last year saw roughly 6,800 flight operations come either in or out of DTS. Anderson said that the heavy flight traffic also adds to the stress of flying into Destin.

“Another thing that makes it challenging to fly into Destin is we have a mix of airplanes — large and small — so on a holiday it’s very busy,” he said. “Other than that this is a safe and easy airport.”


The northern approach into DTS is the most favored by pilots due to the common southerly head-winds.
~


The Approach

Although aircraft can be seen flying into Destin from the north and the south, there is only one runway at DTS. Anderson said that planes land from one side or the other depending on the direction of the wind.

“You want to land with the wind in your face so you pick the runway based on the wind,” he said. “It’s one piece of concrete, but we call the runways according to your orientation and which way you want to land.”

The 5,000-foot runway has a northern orientation of 1-4 and a southern orientation of 3-2. The call numbers are used by the pilot’s before landing to ensure an open strip and a correct compass reading.

“The number comes from the nearest 10 degrees on the heading,” Anderson explained. “Looking at the compass for the northern approach, the orientation of the compass would be 140 degrees so it’s called 1-4.”

Anderson said the Northern approach is the most common.

“1-4 is used more often probably because the wind comes in from the south and most people like it better,” he said.


Destin Executive Airport is home to two terminals run by the fixed based operator, Destin Jet.
~


The Layout

There may only be one runway at DTS, but there are two terminals — Destin Jet North and Destin Jet South — now run by the same Fixed Base Operator (FBO).

“Destin Jet all came under one roof roughly a year and a half ago,” said Interim Airport Director Tracey Stage. “An FBO is much like a full service gas station on the freeway. They are responsible to keep up with county standards such as they must provide fueling, aircraft maintenance, pilot flight-planning, flight instruction, flight school, manage parking, and offer hangar spaces. They are nice facilities, like small general aviation terminals.”

The Destin Executive Airport, established in the late 1950’s, was once known as Coleman Kelly Field. But in 1964, Coleman and his wife Mattie Kelly granted the property to the Okaloosa County Airport and Industrial Authority for future growth and operation.

Today, the airport features a brand new runway finished in 2013 and a Destin control tower that began construction last year. When completed, the new air traffic control tower will eliminate the pilot’s need to make radio calls to Eglin.

“It will be eyes from the tower on the field and on the traffic pattern,” Stage said. “Eglin cannot see our airport, they don’t have eyes on the field and they don’t know what aircraft is on the taxiway or runway, all they know is what comes on the frequencies.”

 Once finished, the Destin tower will communicate with the Eglin tower taking that pressure off the pilot.

“It will definitely be better from an operational and safety standpoint and it will definitely increase our control of the airfield,” said Stage.

Story and photo gallery:  http://www.thedestinlog.com

The airplane was recovered from the Gulf of Mexico and moved to a secure facility for a detailed examination at a later date. According to the FAA inspector on site during the recovery, the airplane was destroyed by impact forces. Except for a large section of the right wing, all major components of the airplane were accounted for. The engine, with the propeller attached, was completely entangled with the instrument panel, control cables, and wiring. All damage appeared consistent with impact and overload.