Monday, April 10, 2017

Lee County, Georgia: First responders train with Air Life flight crew




LEESBURG — Lee County emergency personnel took part in a training exercise Monday at the Lee County Fire Department to learn safety procedures and protocols required while interacting with an emergency transport Air Life helicopter.

After a short classroom briefing, the Air Life flight crew landed on the scene at the Leesburg station and practiced a live scenario in which volunteer trauma victim, Lt. Coleman Williams, was loaded into the helicopter — while the aircraft was running — by several different teams.

“The number one thing we are here to learn today is safety,” Lee County Fire Chief David Forrester said. “The transport time to a trauma center is so much quicker using the helicopter and we want all of our personnel to know the proper procedures of how to interact with that rotorcraft.”



Flight paramedic Jack Paulson briefed first responders during the training exercise on the dos and don’ts of working around a helicopter, which included landing site security, never approaching the aircraft unless you have a “thumbs up” permission from the pilot, always approaching the aircraft from a 45-degree angle of the nose, and always securing lose clothing, eye wear or equipment.

Paulson points out that something as simple as a sheet from a strecther could be catastrophic if sucked into the rotor blades.

“Scene safety and security is a big thing, no matter where we are landing, but especially if we are landing in someone’s yard, in a field or on a highway,” Paulson said. “That scene has to be secure because when we are landing on the scene we are going to leave that helicopter running.



“We cannot have anybody approach the aircraft. If we are landing on a highway, we have to have both directions of traffic shut down. We can’t land in the northbound lane of Highway 19 and not shut down the southbound lane. There have been incidents of drivers gawking at what is going on and actually run into the helicopter.”

According to Paulson, Air Life was brought to rural south Georgia because of the lack of access to trauma centers.

“… (T)here are no trauma services available until you get to Thomasville, Tallahassee and Dothan,” Paulson said. “In this area there are no trauma centers and there is no access to it. When you have a major trauma, the idea is that you want to be on a surgical table within an hour of the incident.

“By ground, that is impossible, especially in this area. You can’t even get to Thomasville within an hour from here with the ambulance stretched out.”

A helicopter can travel the same distance as an ambulance in about one-third of the time, Paulson said.

“When we talk about ground versus air time, it is usually a third,” said Paulson. “If you can make it there in an hour, we can make it there in 20 minutes. This particular aircraft cruises at about 115 knots, which translates to about 138 mph; straight line, no curves, no stop lights, no traffic, no nothing, just straight there. We are always pushing that golden hour; trying to get patients to a trauma center, to a surgical center within an hour of the incident.”

Beyond speed, there are other advantages over ground ambulance units, according to Paulson.

“In Georgia, on the ground, paramedics are not allowed to paralyze people to pass an intratracheal tube, but we are capable of doing that,” said Paulson. “When you get someone who has had a head injury and they are combative, they got blood in their airway and you can’t really secure their airway really good, it is very handy that we can actually put them to sleep, take control of their airway, and protect it. That way you don’t have to worry about aspiration pneumonia, you don’t have to worry about them fighting you and other stuff. It makes a tremendous difference.

“We also carry blood products in the aircraft, which no other helicopter service does that. We carry fresh frozen plasma and packed red blood cells, so we can actually give blood in the field. If we have someone who has had a major hemorrhage, we can start blood on them before we get them to the hospital. That has never been done before.”

According to Paulson, the main issue with any emergency is the clock.

“It all really boils down to time,” Paulson said. “Getting the patient to the trauma center, getting them to that comprehensive center, getting them to a specialty hospital as quickly as possible is the most important thing and doing it safely.”

Air Life is based out of Camilla and provides emergency airlift flight services for all of Southwest Georgia.

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

Cessna 150M, N3601V (and) General Dynamics F-16C Fighting Falcon, US Air Force, 96-0085: Fatal accident occurred July 07, 2015 in Moncks Corner, South Carolina

Joseph Johnson of Moncks Corner, South Carolina


Michael Elman Johnson of Pinopolis, South Carolina 



The family of a father and son killed when an Air Force jet cleaved their civilian Cessna in half mid-air over rural Berkeley County filed a wrongful death lawsuit last week against the federal government.

The suit, filed by the Motley Rice law firm, alleges the Federal Aviation Administration personnel responsible for air traffic control that day failed to react appropriately to the situation.

The FAA “did not take action until a collision was imminent,” attorneys said.

Jim Brauchle, lead attorney on the case, said family of the two men killed in the crash feel forgotten. The firm has been negotiating with the government for about six months to no end, Brauchle said. 

"The families are very disappointed and feel the government hasn’t taken responsibility for this accident," he said. 

The suit details that the Cessna, a small two-seat airplane, was hit four minutes after taking off from Berkeley County Airport in Moncks Corner on July 7, 2015. Joseph Johnson, 30, and Michael Johnson, 68, were headed to Grand Strand Airport in North Myrtle Beach.

Air traffic control radar received a warning at 11 a.m. that the two airplanes were two miles apart and just moments away from a collision. A controller sent an alert to the F-16, piloted by Air Force Maj. Aaron Johnson (no relation), at first telling Johnson the Cessna was two miles away and straight ahead.

The Air Force pilot was then sent the transmission: “If you don’t have that traffic in sight, turn left heading one eight zero immediately,” according to air traffic control transcripts obtained by the law firm. Johnson began to turn the F-16.

Seconds later, the Air Force plane sliced the Cessna in half, and it careened out of control toward the Cooper River. Both Michael and Joseph Johnson were killed in the crash. Aaron Johnson parachuted to safety.

Brauchle, a former U.S. Air Force navigator, said given that a crash was imminent, the controller should have had more urgency. 

"She gave too much control up to the aircraft, instead of being direct with what he should have done," he said.

The government's response to the suit is due July 3. 

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



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

Additional Participating Entities: 
Federal Aviation Administration / Flight Standards District Office; West Columbia, South Carolina
Textron Aviation; Wichita, Kansas
United States Air Force; Albuquerque, New Mexico
FAA/AJI; Washington, DC
National Air Traffic Controllers Association; Washington, DC
Lockheed Martin Aeronautics; Fort Worth, Texas

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

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

Joseph Elman Johnson: http://registry.faa.gov/N3601V





NTSB Identification: ERA15MA259A
14 CFR Part 91: General Aviation
Accident occurred Tuesday, July 07, 2015 in Moncks Corner, SC
Probable Cause Approval Date: 11/15/2016
Aircraft: CESSNA 150M, registration: N3601V
Injuries: 2 Fatal, 1 Minor.

NTSB Identification: ERA15MA259B
14 CFR Armed Forces
Accident occurred Tuesday, July 07, 2015 in Moncks Corner, SC
Probable Cause Approval Date: 11/15/2016
Aircraft: LOCKHEED-MARTIN F-16CM, registration: 96-0085

Injuries: 2 Fatal, 1 Minor.

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

The pilot of the F-16, who was operating on an instrument flight rules (IFR) flight plan, was in contact with air traffic control (ATC) and was provided radar vectors for a practice instrument approach to Charleston Air Force Base/International Airport (CHS), Charleston, South Carolina; the F-16 descended to an altitude of about 1,600 ft mean sea level as instructed by the air traffic controller. Shortly thereafter, the Cessna departed under visual flight rules (VFR) from a nearby nontowered airport; the Cessna pilot was not in contact with ATC, nor was he required to be, and had not requested traffic advisory (flight-following) services. As the Cessna continued its departure climb, the airplanes converged to within about 3.5 nautical miles (nm) laterally and 400 ft vertically, triggering a conflict alert (CA) on the controller's radar display and an aural alarm. About 3 seconds later, the air traffic controller issued a traffic advisory notifying the F-16 pilot of the position, distance, and indicated altitude of the radar target that corresponded to the Cessna, stating that the aircraft type was unknown. When the F-16 pilot replied that he was looking for the traffic, the controller issued a conditional instruction to the F-16 pilot to turn left if he did not see the airplane. The F-16 pilot did not see the airplane and responded, asking "confirm two miles?" The controller responded, "if you don't have that traffic in sight turn left heading 180 immediately." As the controller began this transmission, the F-16 pilot initiated a standard rate (approximately) left turn using the autopilot so that he could continue to visually search for the traffic; however, the airplanes continued to converge and eventually collided about 40 seconds after the controller's traffic advisory notifying the F-16 pilot of traffic. (Figure 1 in the factual report for this accident shows the calculated flight tracks for the Cessna and F-16.)

Air Traffic Controller and F-16 Pilot Performance

During postaccident interviews, the controller reported that when she observed the Cessna's target on her radar display as it departed, she thought that the airplane would remain within its local traffic pattern, which was not the case. Therefore, it was not until the airplanes were within about 3.5 nm and 400 vertical ft of one another that the controller notified the F-16 pilot of the presence of the traffic by issuing the traffic advisory, which was about 3 seconds after the ATC radar CA alarmed. (Federal Aviation Administration [FAA] Order 7110.65, Air Traffic Control, paragraph 2-1-21, "Traffic Advisories," states, in part, that a controller should "Unless an aircraft is operating within Class A airspace or omission is requested by the pilot, issue traffic advisories to all aircraft (IFR or VFR) on your frequency when, in your judgment, their proximity may diminish to less than the applicable separation minima. Where no separation minima applies, such as for VFR aircraft outside of Class B/Class C airspace, or a TRSA [terminal radar service area], issue traffic advisories to those aircraft on your frequency when in your judgment their proximity warrants it. …") 

When the controller issued the traffic advisory, about 40 seconds before the eventual collision, the F-16 and the Cessna had a closure rate of about 300 knots. If the F-16 pilot had reported the Cessna in sight after the controller's traffic advisory, the controller likely would have directed the F-16 pilot to maintain visual separation, which is a common controller technique to separate aircraft. While the controller tried to ensure separation between the airplanes, her attempt at establishing visual separation at so close a range and with the airplanes converging at such a high rate of speed left few options if visual separation could not be obtained. 

The options available to the controller when issuing instructions to the F-16 pilot to avoid the conflict included a turn, climb, some combination thereof, or not issuing an instruction at all. (An instruction to descend was not an option because the F-16 was already at the minimum vectoring altitude for the area.) The controller indicated in a postaccident interview that she chose not to instruct the F-16 to climb because the altitude indicated for the Cessna's radar target was unconfirmed (the Cessna pilot had not contacted ATC). An element informing the controller's decision-making as to which instruction to provide was likely the flow of other traffic into the airport at that time. Arriving aircraft, including the accident F-16, were being sequenced to runway 15 via the final approach course extending from the approach end of the runway. Given the traffic flow, the left turn instruction to the F-16 would have kept the airplane on a heading closer toward, rather than farther from, its destination and would have made returning the F-16 to the intended final approach course much easier. However, the controller's instruction to the F-16 pilot to turn left required the F-16's path to cross in front of the Cessna. Although this decision was not contrary to FAA guidance for air traffic controllers, it was the least conservative decision, as it was most dependent on the F-16 pilot's timely action for its success.

Further, the controller issued the instruction to turn left if the F-16 pilot did not have the Cessna in sight. The F-16 pilot responded to the controller's conditional instruction with a question ("confirm two miles?") that indicated confusion about the distance of the traffic. The F-16 pilot's attempt to visually acquire the Cessna per the controller's conditional instruction likely resulted in a slight delay in his beginning the turn. The collision likely would have been avoided had the F-16 pilot initiated the left turn, as ATC instructed, when he realized that he did not have the traffic in sight. About 7 seconds elapsed between the beginning of the controller's first conditional instruction to turn and the beginning of her subsequent conditional instruction to the F-16 pilot to turn "immediately." Analysis of the radio transmission recordings and the F-16's flight recorder data showed that, as the controller was making the subsequent conditional instruction, the F-16 pilot began turning to the left, which pointed his aircraft toward the Cessna. 

Due to the closure rate, the close proximity of the two airplanes, and human cognitive limitations, the controller did not recover from her ineffective visual separation plan, which placed the airplanes in closer proximity to each other, and switch to an alternative method of separation. The controller's best course of action would have been to instruct the F-16 pilot to turn before the airplanes came into close proximity with each other and preferably in a direction that did not cross in front of the Cessna's path.

In postaccident interviews, the controller stated that when she issued the command to the F-16 pilot to turn left "immediately," she expected that the F-16 pilot would perform a high performance maneuver and that she believed that fighter airplanes could "turn on a dime." The FAA's Aeronautical Information Manual (AIM) Pilot-Controller Glossary defines "immediately" as a term used by ATC or pilots "when such action compliance is required to avoid an imminent situation." Further, the AIM states that controllers should use the term "immediately" to "impress urgency of an imminent situation" and that "expeditious compliance by the pilot is expected and necessary for safety." As described above, the F-16 pilot did not meet her expectation that the turn be conducted at a greater-than-standard rate. 

The controller's expectation of the F-16 pilot's performance was based on her assumption that a fighter airplane would perform a high performance turn to the heading; however, this expectation of performance was not clearly communicated. Based on the controller's instructions and the actions of the F-16 pilot in response, it is clear that the term "immediately" held different expectations for both parties. Although the controller's use of the term "immediately" was in keeping with FAA guidance, further clarification of her expectation, such as directing the pilot to "expedite the turn," would have removed any ambiguity.

See-and-Avoid Concept

According to 14 Code of Federal Regulations 91.113, "Right-of-Way Rules," "when weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft." The concept that pilots are primarily responsible for collision avoidance was similarly stressed in US Air Force training documents. In addition, FAA Advisory Circular (AC) 90-48C, "Pilots' Role in Collision Avoidance," which was in effect at the time of the accident, stated that the see-and-avoid concept requires vigilance at all times by each pilot, regardless of whether the flight is conducted under IFR or VFR. (AC 90-48D replaced AC 90-48C in 2016 and contains the same statement.)

The see-and-avoid concept relies on a pilot to look through the cockpit windows, identify other aircraft, decide if any aircraft are collision threats, and, if necessary, take the appropriate action to avert a collision. There are inherent limitations of this concept, including limitations of the human visual and information processing systems, pilot tasks that compete with the requirement to scan for traffic, the limited field of view from the cockpit, and environmental factors that could diminish the visibility of other aircraft.

Factors Impacting the Pilots' Ability to Detect Other Traffic

The collision occurred in a relatively low-density air traffic environment in visual meteorological conditions (VMC). The Cessna was equipped with an operating transponder and single communication radio but was not equipped with any technologies in the cockpit that display or alert of traffic conflicts, such as traffic advisory systems, traffic alert and collision avoidance systems, or automatic dependent surveillance-broadcast systems. The Cessna had departed from a nontowered airport and was still in close proximity to the airport when the collision occurred. The Cessna pilot had not requested or received flight-following services from ATC at the time of the collision, nor was he required to do so. Based on his proximity to the departure airport, it is reasonable to expect that the Cessna pilot likely was monitoring that airport's common traffic advisory frequency (CTAF) for awareness of airplanes in the vicinity of the airport, as recommended by the FAA's AIM. Based on statements from the Cessna pilot's flight instructor and from his logbook entries, which both cited past experience communicating with ATC, it is also reasonable to assume that had the collision not occurred, the pilot likely would have contacted ATC at some point during the flight to request flight-following services.

Due to the Cessna's lack of technologies in the cockpit that display or alert of traffic conflicts and the pilot's lack of contact with ATC, his ability to detect other traffic in the area was limited to the see-and-avoid concept. While not required, had the Cessna been equipped with a second communication radio, the pilot could have used it to contact ATC while still monitoring the departure airport's CTAF. Had the Cessna pilot contacted ATC after departing and received ATC services, the controller would have had verification of the Cessna's altitude readout and its route of flight, which would have helped her decision-making process. The controller also could have provided the Cessna pilot awareness of the F-16. 

The F-16 was operating under IFR in VMC. The F-16 pilot's ability to detect other traffic was limited to the see-and-avoid concept, supplemented with ATC traffic advisories. While the F-16 pilot could use the airplane's tactical radar system to enhance his awareness of air traffic, it was designed to acquire fast-moving enemy aircraft rather than slow-moving, small aircraft and was thus unable to effectively detect the Cessna. (The radar system did detect a target 20 miles away, which is likely what led the F-16 pilot to question the location of the traffic that the controller had indicated was 2 miles away.) The F-16 was not otherwise equipped with any technologies in the cockpit that display or alert of traffic conflicts. The F-16 pilot did eventually visually acquire the Cessna but only when the airplanes were within about 430 ft of one another, about 1 second before the accident.

A factor that can affect the visibility of traffic in VMC is sun glare, which can prevent a pilot from detecting another aircraft when it is close to the position of the sun in the sky. For the F-16 pilot, the sun would have been behind and to his left as the airplanes approached one another. Although the Cessna pilot would have been heading toward the sun, the sun's calculated position would likely have been above a point obstructed by the Cessna's cabin roof and would not have been visible to the Cessna pilot. Thus, sun glare was not a factor in this accident.

Aircraft Performance and Cockpit Visibility Study

Our aircraft performance and cockpit visibility study showed that, as the accident airplanes were on converging courses, they each would have appeared as small, stationary, or slow-moving objects to the pilots. Given the physiological limitations of vision, both pilots would have had difficulty detecting the other airplane. Specifically, the study showed that the Cessna would have appeared as a relatively small object through the F-16's canopy, slowly moving from the center of the transparent heads-up display (HUD) to the left of the HUD. As the F-16 started the left turn as instructed by the air traffic controller, the Cessna moved back toward the center of the HUD and then off to its right side, where it may have been obscured by the right structural post of the HUD. It was not visible again until about 2 seconds before the collision. (Figures 3a and 5a in the factual report for this accident show the simulated cockpit visibility from the F-16 at 1100:18 and 1100:56, respectively.) The F-16 pilot reported that before the controller alerted him to the presence of traffic, he was actively searching for traffic both visually and using the airplane's targeting radar. He reported that after the controller advised him of traffic, he was looking "aggressively" to find it. By the time he was able to visually acquire the Cessna, it was too late to avert the collision.

Our investigation could not determine to what extent the Cessna pilot was actively conducting a visual scan for other aircraft. Our aircraft performance and cockpit visibility study showed that the F-16 would have remained as a relatively small and slow-moving object out the Cessna's left window (between the Cessna's 9 and 10 o'clock positions) until less than 5 seconds before the collision. Given the speed of the F-16, the Cessna pilot likely would not have had adequate time to recognize and avoid the impending collision.

Cockpit Display of Traffic Information

Although the Cessna and F-16 pilots were responsible for seeing and avoiding each other, our aircraft performance and cockpit visibility study showed that, due to the physiological limitations of vision and the relative positions of the airplanes, both pilots would have had difficulty detecting the other airplane. Research indicates that any mechanism to augment and focus pilots' visual searches can enhance their ability to visually acquire traffic. (AC 90-48D highlights aircraft systems and technologies available to improve safety and aid in collision avoidance, and our report regarding a midair collision over the Hudson River [AAR-10/05] states that "traffic advisory systems can provide pilots with additional information to facilitate pilot efforts to maintain awareness of and visual contact with nearby aircraft to reduce the likelihood of a collision. …") One such method to focus a pilot's attention and visual scan is through the use of cockpit displays and aural alerts of potential traffic conflicts. Several technologies can provide this type of alerting by passively observing and/or actively querying traffic. While the accident airplanes were not equipped with these types of systems, their presence in one or both cockpits might have changed the outcome of the event. (The images from our in-cockpit traffic display simulation are representative of the minimum operations specifications contained in RTCA document DO-317B, Minimum Operational Performance Standards for Aircraft Surveillance Applications System [dated June 17, 2014], but do not duplicate the implementation or presentation of any particular operational display exactly; the actual images presented to a pilot depend on the range scale and background graphics selected by the pilot.)

Because the Cessna pilot was not in contact with ATC and was relying solely on the see-and-avoid concept, an indication of approaching traffic might have allowed him to visually acquire the F-16 and take action to avoid it. While most systems are limited to aiding pilots in their visual acquisition of a target and do not provide resolution advisories (specific maneuvering instructions intended to avoid the collision), the augmentation of a pilot's situational awareness might allow the pilot to change the flightpath in anticipation of a conflict and, thus, avoid airplanes coming in close proximity to one another. The Cessna pilot might have noted the presence of the F-16 and its level altitude of about 1,600 ft as he continued his departure climb. With this information, the Cessna pilot might have arrested his airplane's climb as he began a visual search, thus creating an additional vertical buffer between his airplane and the approaching F-16.

While the F-16 pilot's visual search was augmented by the controller's traffic advisory, a successful outcome would have depended upon the pilot's visual acquisition of the target airplane in time to take evasive action. Our in-cockpit traffic display simulation showed that the F-16 pilot might have first observed the Cessna when it was about 15 nm away, or nearly 3 minutes before the collision. As the F-16 closed to within 6 nm of the Cessna, or slightly more than 1 minute before the collision, the conflict might have become even more apparent to the pilot showing that not only were the airplanes in close proximity laterally but also that they were only separated vertically by 600 ft. As the F-16 pilot was beginning his left turn as instructed by ATC, the presence of the Cessna would have been aurally annunciated, and its traffic symbol would have changed from a cyan color to a yellow color. The information presented on the in-cockpit traffic display would have clearly indicated that the airplanes were on a collision course that might not be resolved by a left turn and that the vertical separation between the airplanes had decreased to 300 ft. 

Consequently, an in-cockpit traffic display could have helped the F-16 pilot recognize the potential for a collision in advance of the controller's instruction to turn left. The earlier warning also could have provided him additional time to conduct his visual search for the Cessna and potentially take other preemptive action to avoid the collision. Had the F-16 been equipped with a system that was able to provide the pilot with resolution advisories, the F-16 pilot could have taken action in response to that alarm to avoid the collision, even without acquiring the Cessna visually.

Postaccident Actions

In November 2016, we issued safety recommendations to the FAA and Midwest Air Traffic Control, Robinson Aviation, and Serco (companies that operate federal contract towers) to (1) brief all air traffic controllers and their supervisors on the ATC errors in this midair collision and one that occurred on August 16, 2015, near San Diego, California; and (2) include these midair collisions as examples in instructor-led initial and recurrent training for air traffic controllers on controller judgment, vigilance, and/or safety awareness.

In November 2016, we also issued a safety alert titled "Prevent Midair Collisions: Don't Depend on Vision Alone" to inform pilots of the benefits of using technologies that provide traffic displays or alerts in the cockpit to help separate safely. (In May 2015 [revised in December 2015], we issued a safety alert titled "See and Be Seen: Your Life Depends on It" regarding the importance of maintaining adequate visual lookout.)

After the accident, the Cessna's departure airport engaged in several outreach efforts (including posting midair collision avoidance materials locally and having outreach meetings with pilots) to raise awareness regarding midair collisions and encourage contact with ATC. The airport also updated its chart supplement to note the presence of military and other traffic arriving at and departing from CHS.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The approach controller's failure to provide an appropriate resolution to the conflict between the F-16 and the Cessna. Contributing to the accident were the inherent limitations of the see-and-avoid concept, resulting in both pilots' inability to take evasive action in time to avert the collision. 


NTSB Air Safety Investigator Dennis Diaz 




Gulfstream expanding services for growing Asia Pacific fleet



Savannah-based Gulfstream Aerospace Corp. announced Monday that it continues to add resources for operators in the Asia-Pacific region, home to the company’s largest and fastest-growing international fleet.

“Our Asia-Pacific fleet grew by 25 aircraft in 2016 and is now well over 300,” said Derek Zimmerman, president of Gulfstream Product Support.

“Strong customer response to our aircraft over the past several years in the region, especially Greater China, has resulted in us building a significant support presence there, which we enhance and supplement whenever possible.

“As always, we are committed to providing our customers first-class support throughout their Gulfstream ownership experience.”

Zimmerman is in Shanghai for the Asian Business Aviation Conference & Exhibition, which runs Tuesday through Thursday. Three Gulfstream business jets – the super-midsize G280, the high-performance G550 and the company flagship G650ER – are on display.

ABACE is Asia’s biggest business aviation event, bringing together the most influential providers of business aviation products and services with the entrepreneurs, decision-makers and others using business aircraft.

It’s also an opportunity to strengthen business ties.

Gulfstream now has 314 aircraft operating in Asia-Pacific region. More than 180 of those are based in the Greater China region, which encompasses China, Hong Kong, Macau and Taiwan.

Zimmerman said the company has strengthened its depth of customer support in the area, doubling the number of field service representatives in Hong Kong from two to four. The company also has two field service representatives in China and one each in Japan, Singapore, Australia and India.

“The additional field service representatives give Gulfstream operators easy local access to our growing network,” Zimmerman said. “Their technical expertise complements our robust and strategically located presence in the region and is a resource that can be called upon 24 hours a day, seven days a week.”

At Gulfstream Beijing, the first factory-owned business jet service center in China, technicians have serviced more than 600 aircraft in the facility’s four-plus years of operation at Beijing Capital International Airport.

Earlier this year, Gulfstream Beijing was certified as an authorized maintenance organization by the Cayman Islands, which means the site’s technicians can perform maintenance on aircraft registered in that British territory. They are also authorized to work on most Gulfstream aircraft registered in the U.S., China, Macau and Hong Kong.

To support its growing fleet in the Asia Pacific, Gulfstream maintains a parts inventory of approximately $55 million, strategically placed in Hong Kong, Beijing, Singapore and Melbourne.

ABOUT GULFSTREAM

Savannah-based Gulfstream Aerospace Corporation, a wholly owned subsidiary of General Dynamics (NYSE: GD), designs, develops, manufactures, markets, services and supports a line of technologically advanced business-jet aircraft. Gulfstream’s fleet of business jets includes the Gulfstream G280, G550,G500, G600, G650 and the G650 ER. Gulfstream also offers aircraft ownership services via Gulfstream Pre-Owned Aircraft Sales.

ON THE WEB

www.gulfstream.com

www.generaldynamics.com

Original article can be found here:  http://savannahnow.com

‘Grim Reaper’ fighter jets to make loud exit from Pease




PORTSMOUTH — A squadron of F-15C fighter jets that have stayed at the Air National Guard Base at Pease will begin leaving early Tuesday morning.

David Mullen, the executive director of the Pease Development Authority, acknowledged they won’t be going quietly.

“My understanding is they’re going to use their afterburners when they take off,” Mullen said. “They take off, then turn on their afterburners and go straight up, it’s like a rocket ship.”

“We do get calls when that happens,” Mullen said.

The PDA issued a “community advisory” on Monday, letting area residents know that the F-15Cs would be leaving Pease.

In the advisory, Sandra McDonough, the PDA’s operations specialist, noted that the fighter jets are “required to utilize the engines’ afterburners as an operational necessity with this aircraft.”

“Consequently, area residents may perceive a significant noise event as a result of the jet aircraft departures,” she added.

The F15Cs will begin leaving at 3 a.m. on Tuesday, with six jets leaving the airport, followed by six more at 5 a.m. on Wednesday and the final two at 7 a.m. on Thursday, airport officials said.

“It’s really something to see,” Mullen said about the fighter jets using their afterburners. “It’s like a mini-air show.”

The jets are part of the 493rd U.S. Air Force wing out of England.

Andrew Pomeroy, airport operations manager for the Pease Development Authority, said pilots from the 493rd wing landed at Pease on Sunday, April 2.

The 493rd fighter squadron, who are nicknamed the “Grim Reapers,” are part of the Air Force’s 48th fighter wing, and are located at RAF Lakenheath, England.

The F-15Cs, which are also called F-15 Eagles, “are an all-weather, extremely maneuverable, tactical fighter designed to permit the Air Force to gain and maintain air supremacy over the battlefield,” according to the official website for the Royal Air Force Base where the 493rd is stationed. “The Eagle’s air superiority is achieved through a mixture of unprecedented maneuverability and acceleration, range, weapons and avionics. It can penetrate enemy defense and outperform and outfight any current enemy aircraft.”

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

Nepal Airlines captain nabbed with undeclared USD $93,000 from Tribhuvan International Airport

Apr 10, 2017- A captain of the Nepal Airlines has been arrested with a huge amount of undeclared United States dollars from the Tribhuvan International Airport (TIA) in the Capital on Sunday.

According to SSP Chabilal Joshi of the Metropolitan Police Range, Kathmandu, captain Subarna Awal was nabbed with USD 93,000 while he was entering the airport for a flight to Dubai last night.

Following the incident, captain Mahesh Man Dangol was assigned to fly the NAC flight RA 229 to the destination.

Original article can be found here: http://kathmandupost.ekantipur.com

Team Rocket F1 Rocket, N3839Y: Accident occurred April 07, 2017 in Bessemer, Jefferson County, Alabama


Federal Aviation Administration / Flight Standards District Office; Birmingham, Alabama 

http://registry.faa.gov/N3839Y

NTSB Identification: GAA17CA220
14 CFR Part 91: General Aviation
Accident occurred Friday, April 07, 2017 in Bessimer, AL
Aircraft: SHILT JERRY C F-1 ROCKET, registration: N3839Y


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

Aircraft landing gear collapsed and ground looped.

Date: 07-APR-17
Time: 14:30:00Z
Regis#: N3839Y
Aircraft Make: EXPERIMENTAL TEAM ROCKET
Aircraft Model: F-1 ROCKET
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
City: BESSEMER
State: ALABAMA

Piper PA-22-150, N7236D: Incident occurred April 08, 2017 in Talkeetna, Alaska

http://registry.faa.gov/N7236D

Federal Aviation Administration / Flight Standards District Office; Anchorage, Alaska

Aircraft after departure, fuel tank cover separated from aircraft. 

Date: 08-APR-17
Time: 01:00:00Z
Regis#: N7236D
Aircraft Make: PIPER
Aircraft Model: PA22
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: UNKNOWN
Flight Phase: UNKNOWN (UNK)
City: TALKEETNA
State: ALASKA

Cessna 180J Skywagon, N52035: Incident occurred April 07, 2017 at Lakeland Linder Regional Airport (KLAL), Polk County, Florida

http://registry.faa.gov/N52035

Federal Aviation Administration / Flight Standards District Office; Orlando, Florida 

Aircraft on landing, ground looped and wing struck the ground.

Date: 07-APR-17
Time: 16:05:00Z
Regis#: N52035
Aircraft Make: CESSNA
Aircraft Model: C180
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
City: LAKELAND
State: FLORIDA

Beech A60, Benvenuti Aviation LLC, N928PT: Incident occurred April 08, 2017 in Tampa, Hillsborough County, Florida

Benvenuti Aviation LLC:   http://registry.faa.gov/N928PT 

Federal Aviation Administration / Flight Standards District Office; Tampa, Florida

Aircraft on landing, gear collapsed. 

Date: 08-APR-17
Time: 20:00:00Z
Regis#: N928PT
Aircraft Make: BEECH
Aircraft Model: BE60
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
City: TAMPA
State: FLORIDA

Titan experimental T-51B, N751TA: Accident occurred April 08, 2017 in South Lakeland, Polk County, Florida

http://registry.faa.gov/N751TA

Federal Aviation Administration / Flight Standards District Office; Orlando, Florida 

Aircraft on landing, gear collapsed.  

Date: 08-APR-17
Time: 16:30:00Z
Regis#: N751TA
Aircraft Make: TITAN EXPERIMENTAL
Aircraft Model: T51B
Event Type: ACCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: SUBSTANTIAL
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
City: SOUTH LAKELAND
State: FLORIDA

Cessna 414, Aeromack LLC, N56H: Accident occurred April 07, 2017 at Fulton County Airport (KFTY), Atlanta, Georgia

Aeromack LLC: http://registry.faa.gov/N56H

Federal Aviation Administration / Flight Standards District Office; Atlanta, Georgia 

Aircraft on landing, gear collapsed.  

Date: 07-APR-17
Time: 16:47:00Z
Regis#: N56H
Aircraft Make: CESSNA
Aircraft Model: C414
Event Type: ACCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: SUBSTANTIAL
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
City: ATLANTA
State: GEORGIA

Beech C90-1 King Air, Central Virginia Aviation Inc., N167BB: Accident occurred April 09, 2017 at Chicago Executive Airport (KPWK), Palwaukee, Illinois

Central Virginia Aviation Inc:   http://registry.faa.gov/N167BB

Federal Aviation Administration / Flight Standards District Office; Des Plaines, Illinois 

Aircraft landed gear up.

Date: 09-APR-17
Time: 22:00:00Z
Regis#: N167BB
Aircraft Make: BEECH
Aircraft Model: C90
Event Type: ACCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: SUBSTANTIAL
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
City: PALWAUKEE
State: ILLINOIS

Piper PA-22-135 Tri-Pacer, N2389A: Accident occurred April 07, 2017 near Greensburg Municipal Airport (I34), Decatur County, Indiana

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

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Cleveland, Ohio

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

http://registry.faa.gov/N2389A

NTSB Identification: CEN17LA154

14 CFR Part 91: General Aviation
Accident occurred Friday, April 07, 2017 in Greensburg, IN
Aircraft: PIPER PA-22-135, registration: N2389A
Injuries: 1 Minor, 2 Uninjured.

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 April 7, 2017, at 1835 eastern daylight time, a Piper PA-22-135, N2389A, impacted terrain near the Greensburg Municipal Airport (I34), Greensburg, Indiana. The pilot received minor injuries and two passengers were uninjured. The aircraft sustained substantial damage. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 and was not operating on a flight plan. Visual meteorological conditions prevailed for the personal flight that departed from Upper Cumberland Regional Airport, Sparta, Tennessee, at 1535, and was destined to I34.


The airplane was on approach to runway 36 at I34 when it experienced an uncontrolled left roll. The pilot attempted a forced landing but impacted terrain.

Piper PA-28R-201 Cherokee Arrow III, Plane Nonsense Inc., N281ND: Incident occurred April 07, 2017 in Bedford, Middlesex County, Massachusetts

Plane Nonsense Inc: http://registry.faa.gov/N281ND

Federal Aviation Administration / Flight Standards District Office; Boston, Massachusetts 

Aircraft on landing, nose gear collapsed.

Date: 07-APR-17
Time: 19:27:00Z
Regis#: N281ND
Aircraft Make: PIPER
Aircraft Model: PA28
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: INSTRUCTION
Flight Phase: UNKNOWN (UNK)
City: BEDFORD
State: MASSACHUSETTS

Piper PA28R-201 Arrow III, DCT Aviation, N36458: Incidents occurred April 09, 2017 (and) December 05, 2016 at Oakland County International Airport (KPTK), Pontiac, Michigan

IXI LLC:   http://registry.faa.gov/N36458

Federal Aviation Administration / Flight Standards District Office; Great Lakes 

Aircraft on landing, gear collapsed. 

Date: 09-APR-17
Time: 15:14:00Z
Regis#: N36458
Aircraft Make: PIPER
Aircraft Model: PA28
Event Type: ACCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: SUBSTANTIAL
Activity: INSTRUCTION
Flight Phase: LANDING (LDG)
City: PONTIAC
State: MICHIGAN

FAA Flight Standards District Office: FAA East Michigan FSDO-23

Aircraft on landing, nose gear collapsed.

Date: 05-DEC-16
Time: 20:32:00Z
Regis#: N36458
Aircraft Make: PIPER
Aircraft Model: PA28R
Event Type: Incident
Highest Injury: None
Damage: Minor
Activity: Instruction
Flight Phase: LANDING (LDG)
City: PONTIAC
State: Michigan




A pilot of a small airplane is going to be okay after a rough landing at Oakland County International Airport on Monday.

Around 3:30 Monday afternoon, the single-engine plane came in for a rough landing. It had spent the previous two and half hours circling the airport.
  
According the airport, the plane's pilot was unable to get the landing gear locked down when they tried to initially land. The pilot aborted that landing attempt and then tried to remedy the problem while circling overhead.

SkyFox was near the airport and captured video of the plane landing. When it came in for the landing, the front landing gear collapsed and the plane skidded to a stop.

The pilot escaped the plane quickly and was not injured.


The plane is a 1978 Piper PA-28 Cherokee and is registered to IXI LLC. 


Story and video:  http://www.fox2detroit.com 




WATERFORD TOWNSHIP, Mich. (WXYZ) - A small plane has made a daring emergency landing at the Oakland County International Airport.

The plane began having problems with its front landing gear shortly before noon.

After circling for hours, it finally came in a short time ago.

As it came in, you could see the pilot trying to keep the weight of the plane on the back landing gears.

As soon as the front wheel hit the ground, it folded underneath the aircraft.

Once the plane came to a stop, two people quickly hopped out, in case it caught fire.

Fortunately, everyone appears to be okay.

We're told the plane is part of a flight school that flies out of Oakland County Airport.

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

Cessna 210D Centurion, N3938Y: Accident occurred April 08, 2017 in Santa Teresa, Doña Ana County, New Mexico

Federal Aviation Administration / Flight Standards District Office; Albuquerque, New Mexico 

http://registry.faa.gov/N3938Y

NTSB Identification: GAA17CA226
14 CFR Part 91: General Aviation
Accident occurred Saturday, April 08, 2017 in Santa Teresa, NM
Aircraft: CESSNA 210, registration: N3938Y

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

Aircraft on landing, flipped over.  

Date: 08-APR-17
Time: 15:30:00Z
Regis#: N3938Y
Aircraft Make: CESSNA
Aircraft Model: C210
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
City: SANTA TERESA
State: NEW MEXICO