Sunday, February 25, 2018

Where's the Virgin Atlantic $8M?

OROPOUCHE West MP Ramona Ramdial yesterday called on Tobago House of Assembly (THA) Chief Secretary Kelvin Charles, to update the nation on investigations into the stolen $8 million in fees meant for Virgin Atlantic Airways.

MP Ramdial, in a press release, also called for results of a promised audit to be made public as the money in question belongs to the taxpayers.

Ramdial cited a Newsday article dated November 29, entitled, “THA promises audit on missing 8M”, the fees of which were supposed to be paid to Virgin Atlantic. However, when the company called to report that the $8M was not received in their bank account it was then discovered that the money went to an incorrect foreign account and was withdrawn and the account subsequently closed.

The Fraud Squad was conducting investigations and the THA had also ordered that an Audit be done. Ramdial reminded the public that Minister of Tourism and MP for Tobago West Shamfa Cudjoe said in Parliament last Friday that her job is to protect the Tobago people.

The people of Trinidad and Tobago, Ramdial said, deserve answers and to quote Prime Minister, Dr. Keith Rowley, “there is no right to thief public money in Trinidad and Tobago!”

The Prime Minister, the Opposition MP said in her release, needs to therefore instruct his THA Chief Secretary and his Minister of Tourism to share the findings of the investigations and audit with the public.

Original article can be found here ➤  http://newsday.co.tt

Oil and Natural Gas Corporation seeks monthly flight safety report

On January 13, five senior ONGC officials and two senior pilots of Pawan Hans chopper were killed after their Eurocopter AS365N3 Dauphin 2,  VT-PWA, crashed off Mumbai coastline.



More than a month after a Pawan Hans chopper ferrying senior Oil and Natural Gas Corporation (ONGC) officials crashed off the Mumbai coastline killing five of its officials, ONCG has asked its operators to submit a monthly report card entailing details of services undertaken in the said month. The report must give a summary of flights and whether they complied with flight safety rules and guidelines, sources said.

In a letter marked to its chopper operators — Global Vectra, Pawan Hans and HeliGo — that provide aircraft to the oil firm, ONGC has sought details of Flight Operations Quality Assurance (FOQA) which analyses if the pilots followed the required parameters during a flight. FOQA also scans data obtained from Flight Data Recorder (FDR) and Cockpit Voice Recorder (CVR) to understand if a flight had complied with safety norms.

“We are taking every step possible to ensure the three operators adhere to safety norms. The FOQA report, submitted each month, could help us keep a check on safety parameters of choppers pressed into service by the operators. It will be a monthly report card to understand how many parameters the operators have complied with and if there is any room for improvement,” a senior ONGC official said, speaking on the condition of anonymity.

On January 13, five senior ONGC officials and two senior pilots of Pawan Hans chopper were killed after their chopper crashed off Mumbai coastline. Soon after, the Corporation decided to conduct a procedural audit by a renowned aviation agency Rotary Wing Aircraft Intercept (RWAI) of each of its aircraft equipment used in offshore operations. Collecting FOQA details from its chopper operators was one of the key recommendations of the auditor.

ONGC uses 11 choppers of Global Vectra company, seven of Pawan Hans and four choppers from HeliGo company for its offshore operations. As many as 3,500 personnel of the firms are engaged in the company’s offshore operations at Mumbai High — the country’s largest offshore oil field. It conducts aerial operations for running oil explorations from Juhu airport in Mumbai and Kakinada in Andhra Pradesh

However a senior pilot expressed reservations about monthly audit, citing cost as a reason for non-feasibility. He said, “The FOQA conducts a precise study of flight operations. There are some 60 parameters which contain details like how the chopper has been flown, at what altitude, in which direction etc. It also analyses speed limits of the pilots flying the chopper. It conducts a proper behavioural analysis of the pilots during flight. However,it is an expensive preposition and thus many operators refrain from doing it often.”

Senior ONGC officials said they have asked its operators to follow this procedure with rigor. “One of our operators said they do not have the required financial aid to conduct daily analysis. We have assured them of the required help, provided this audit is conducted diligently,” the official added. Post the tragedy, senior ONGC officials have also sought pre-maintenance and post-maintenance details of choppers in use. “We are analysing health of the aircraft. A senior safety officer from our team inspects the required choppers to be used in the day. A post-flight check is also conducted regularly by ONGC. We are making our safety rules stringent to ensure safety of officials flying offshore,” the ONGC official said.

Original article can be found here ➤  http://indianexpress.com

AirAsia X, Airbus A330-300, 9M-XXV: Incident occurred February 26, 2018 at Naha Airport, Okinawa, Japan

TOKYO, Feb. 26 (Xinhua) -- A Malaysian budget carrier AirAsia X plane made an emergency landing Monday at Okinawa's Naha airport following engine trouble, the transport ministry here said.

According to the ministry, none of the 379 passengers and crew members aboard the flight bound for Kuala Lumpur were injured in the emergency landing.

The transport ministry's local office said that the plane's right engine indicated problems at around 2:15 a.m. local time, forcing the captain to shut the troubled engine down and declare an emergency landing.

The plane touched down at Naha airport at round 3 a.m. local time. The plane had initially departed from Tokyo's Haneda airport, the ministry said.

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

A plane operated by Malaysian budget carrier AirAsia X made an emergency landing at Naha airport early Monday due to engine trouble, but no one was injured, the transport ministry said.

The Kuala Lumpur-bound flight, with 379 passengers and crew members aboard, landed at the airport in Okinawa Prefecture around 3 a.m. after departing from Tokyo's Haneda airport.

According to the ministry's office at the airport, the airliner's right engine developed problems around 2:15 a.m. It landed after its captain declared an emergency and shut down the engine.

After the plane landed, it took more than six hours for all the passengers to leave the aircraft, an airport source said. The reason was not immediately known.

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

Firms Pursue Upgraded Internet Access on Airplanes: Airbus, Delta, Sprint seek faster, seamless in-flight connections to web



The Wall Street Journal
By Andy Pasztor
Updated February 25, 2018 8:14 p.m. ET

Airbus SE , Delta Air Lines Inc., Sprint Corp. and two U.S. satellite-services providers have kicked off an initiative to enhance internet access on airliners, inviting other companies to join voluntary efforts to upgrade global standards for airborne connectivity.

The concept, still in its early stages, likely will require time to gain traction and develop necessary hardware and software changes. It also hinges on technical approvals from government regulators and aviation groups, along with overcoming traditional rivalries between wireless and satellite-services companies.

But if enough carriers, plane makers, communications providers and equipment suppliers eventually sign on, it could usher in an entirely new approach to airborne connectivity: faster speeds plus an improved user experience because passengers wouldn’t have to pay separately for broadband services on board.

A group calling itself the Seamless Air Alliance spelled out benefits of the potential changes on Sunday in Barcelona in conjunction with the opening of the Mobile World Congress, the annual gathering of the telecommunications industry. Mobile operators world-wide would be able to extend service directly into airliner cabins, allowing passengers to use their phones, tablets or other devices to seamlessly connect to the web while airborne.

As envisioned by proponents, connections would be available for an array of devices using various mobile networks just the way Wi-Fi hot spots now work on the ground. Connection speeds, rivaling the fastest cable access, would be comparable with those expected with widespread rollout of commercial fifth-generation, or 5G, cellular service across the U.S.

For passengers, extra benefits would be avoiding the time, and sometimes frustration, of having to authenticate devices and use credit cards to pay for them before logging on during flights.

In addition to Sprint, the No. 4 mobile carrier in the U.S. by subscribers, the alliance includes New Delhi-based Bharti Airtel Ltd. , which operates mobile networks in 16 countries across Asia and Africa.

Other early members include OneWeb Ltd. , a satellite startup developing a global broadband network; EchoStar Corp.’s Hughes Network Systems; and in-flight internet provider GoGo Inc. Together, companies already backing the initiative carry some 150 million airline passengers and serve roughly 450 million mobile users world-wide.

For years, many airlines around the globe have struggled with persistent user complaints about high prices, low speeds and sometimes-balky systems that offer internet access for passengers. Some carriers have experimented with upgraded satellite connections, while others have opted to make such services free.

If the latest concept takes off, airlines could eliminate the costs and hurdles of certifying and installing customized cabin internet systems, according to Greg Wyler, OneWeb’s founder. In an interview, Mr. Wyler said uniform hardware and operating standards are intended to provide outstanding “service quality that airlines and mobile operators can be proud of.”

Mr. Wyler stressed the alliance hopes to persuade many other companies to join, with the long-term goal of simplifying and improving the passenger experience through lower costs and easier use. “There are no smiles included” with current airborne broadband systems, he joked, adding that initial tests of the new approach could take place before the end of the year.

OneWeb, slated to commence service in coming years, would provide part of the satellite component.

Airbus and Japan’s SoftBank Group Corp., which owns more than 80% of Sprint, both are partners with Mr. Wyler in OneWeb.

In a news release, Gil West, Delta’s chief operating officer, said “we are excited to be collaborating” with forward-looking companies, including existing partner GoGo, to develop a system “that not only benefits Delta customers, but the entire airline industry.” The same release quotes Dow Draper, Sprint’s chief commercial officer, about the aim of “enabling customers to experience Sprint’s high-speed connectivity in the air, hassle-free.”

Some skeptics, however, question the proposal’s ultimate reach and competitiveness. With the largest global satellite fleets marketing as much as four times the capacity they had just a few years ago, prices of existing options for airborne connectivity have dropped sharply, according to industry analyst Roger Rusch. That trend, he said, could make it especially hard for new entrants such as OneWeb’s low-Earth-orbit constellation to compete. 

Apart from significant technical challenges of devising common standards acceptable to many different industry players, the concept doesn’t yet address basic economic issues. Relationships between airlines and their internet providers often are fraught, and past disputes about divvying up costs and profits prompted the demise of several would-be projects.   

Mark Dankberg, chairman and chief executive of satellite operator ViaSa t Inc., is rolling out higher-speed internet connections to customers, including airlines. In an interview Friday, Mr. Dankberg said ViaSat, with roughly 600 airliners in its system, has 1,000 additional aircraft under contract to be connected around the globe. United Continental Holdings Inc., American Airlines Group Inc. and JetBlue Airways Corp. are among ViaSat’s customers.

Mr. Dankberg said the upgraded internet connections are poised to benefit passengers flying across the Atlantic, the Caribbean and parts of Latin America. He also said the new system would alleviate capacity issues that can impair passenger connectivity near busy hub airports.

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

Airborne Edge XT-912-L, N98YW: Fatal accident occurred February 25, 2018 near Mid Florida Air Service Airport (X55), Eustis, Lake County, Florida

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

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office;  Orlando, Florida

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

John E. Farmer:  http://registry.faa.gov/N98YW

Location: Eustis, FL
Accident Number: ERA18LA089
Date & Time: 02/25/2018, 0810 EST
Registration: N98YW
Aircraft:  AIRBORNE WINDSPORTS PTY LTD EDGE XT 912 L
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On February 25, 2018, about 0810 eastern standard time, an Airborne Windsports Edge XT-912-L, N98YW, was substantially damaged when it impacted the ground while on approach to Mid Florida Air Service Airport (X55), Eustis, Florida. The sport pilot was fatally injured. The weight-shift-control aircraft was operated under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Day, visual meteorological conditions prevailed, and no flight plan was filed, for the local flight which departed from X55, about 0804.

According to witnesses, the pilot had recently purchased the weight-shift-controlled trike , from an individual in Hawaii. On the day before the accident, the pilot spent most of the day assembling the trike. The next morning (the day of the accident), the pilot taxied the aircraft to runway 18, where he then made three takeoffs and three landings within the length of the runway, each time taking off, climbing to a point about 30 ft above ground level, then descending, landing, then taking off again. The pilot then taxied back to the beginning of runway 18 and performed two more short takeoffs and landings. Then, while performing a third takeoff, instead of descending and landing again, he added power and joined the traffic pattern.

The trike was next seen on the left downwind leg of the traffic and was observed to overshoot the turn on to the left base leg. The trike then turned on to the final approach leg of the traffic, but once again overshot, rolling out past the centerline which placed the trike to the right of the runway centerline paralleling the final. The trike then made a hard-left turn towards the final approach leg of the traffic pattern, and the wings of the trike began rocking up and down. The right wing then "went down," the engine was heard to accelerate, and the trike impacted the ground.

Initial examination of the accident site and wreckage by a Federal Aviation Administration (FAA) inspector revealed that the trike had impacted the ground on airport property, north of the runway 19 threshold, to the right of the extended centerline, in a nose low, right wing down, attitude.

The recorded weather at Leesburg International Airport (LEE), Leesburg, Florida, located 10 nm west of the accident site, at 0753, included: winds 180° at 6 knots, 10 statute miles visibility, overcast ceiling at 8,500 ft, temperature 22°C, dew point 20°C, and an altimeter setting of 30.20 inches of mercury.

According to FAA airmen records, the pilot held a sport pilot certificate with an endorsement for weight-shift-control-land aircraft. He also held a repairman light sport aircraft certificate.

According to FAA airworthiness records, the trike was manufactured in 2009.

The wreckage was retained for further examination. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: AIRBORNE WINDSPORTS PTY LTD
Registration: N98YW
Model/Series:  EDGE XT 912 L B
Aircraft Category:  Weight-Shift
Amateur Built: No
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: LEE, 75 ft msl
Observation Time: 0753 EST
Distance from Accident Site: 10 Nautical Miles
Temperature/Dew Point: 22°C / 20°C
Lowest Cloud Condition:
Wind Speed/Gusts, Direction: 6 knots, 180°
Lowest Ceiling:  Overcast / 8500 ft agl
Visibility:  10 Miles
Altimeter Setting: 30.2 inches Hg
Type of Flight Plan Filed: None
Departure Point: Eustis, FL (X55)
Destination: Eustis, FL (X55) 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude:  28.843333, -81.630000 (est)

Those who may have information that might be relevant to the National Transportation Safety Board investigation may contact them by email eyewitnessreport@ntsb.gov, and any friends and family who want to contact investigators about the accident should email assistance@ntsb.gov




EUSTIS – Authorities on Monday identified the pilot of an ultralight that crashed while approaching Eustis Airport Sunday morning.

According to a report released Monday, a witness said John Farmer of Orlando had been doing touch-and-go’s on the airport runway with his red and white Trike ultralight just after 8 a.m. Sunday and then flew south away from the air strip. The witness said Farmer made a final approach back to the airport but crashed beyond the tree line.

The witness, Russell Smith, rushed to the scene and found the plane overturned on top of Farmer. He and a worshiper from a nearby church lifted the plane off him.

Smith said he cut the pilot out of his harness and began doing CPR. A Lake County Sheriff’s deputy arrived at the scene and said it was clear Farmer was dead. Farmer was 47.

“I’ve been through a few of these before,” Smith said. “I knew he was right but I’m trained to do CPR until paramedics get on the scene.”

The Federal Aviation Administration, which was called in to investigate, has identified the plane as a XT-912 Tundra Arrow Ultralight .

Smith said while he didn’t see the crash, he never heard the engine cut out. He speculated that the aircraft stalled, meaning that the fabric wings weren’t getting enough lift even if the engine was still running. That can happen with any aircraft, he said, but with an ultralight flying so low to the ground, there is little time to recover from a stall and the result can be fatal.

“If you don’t have lift and gravity is pulling you down, then you’re basically going 150 miles an hour into the ground,” he said.

Smith also said the drafts can be tricky around that airport, especially around the tree line.

http://www.dailycommercial.com

A 47-year-old man died this morning after he crashed a red-and-white “trike aircraft” near the runway of a general aviation airport in Eustis, the Lake County Sheriff’s Office said.

Deputies arrived 8:10 a.m. to the scene at 19803 Eustis Airport Road and the man was pronounced dead just four minutes later. The man’s name has not been released pending notification to his next-of-kin.

Russell Smith, a witness , told deputies he saw the ultralight plane doing “bunny hops,” bouncing up and down off the runway, Lake sheriff’s Sgt. Fred Jones said.

“Smith advised that the pilot fly south before making a final approach,” Jones said. “At this time the aircraft went beyond the trees and he could hear a loud crash.”

Smith rushed to the wreckage to discover the plane lying on top of the dead man, Jones said.

Jones said patrons from a nearby church came to Smith’s help, lifted the plane off the man and removed him from the cockpit.

The man was found with a wallet, Samsung smart phone and two sets of keys, according to a deputy’s report.

The Federal Aviation Administration has taken over the investigation.

http://www.orlandosentinel.com

LAKE COUNTY, Fla. - A man was killed in a plane crash at 19803 Eustis Airport Road, officials said.

The Lake County Sheriff's Office said deputies arrived to the scene to find an overturned red and white Trike aircraft and a body laying nearby.

A witness, Russell Smith, said he saw the plane hopping up and down on the runway before the pilot flew south, went beyond the trees and then he heard the plane crash.

Smith said he ran to the crash site, where he found the pilot dead, laying underneath the plane.

Deputies said Smith and a few other people from a nearby church lifted the plane off the victim.

Sheriff's Office officials said the investigation has been turned over to the Federal Aviation Administration.

https://www.clickorlando.com

Flying eye hospital touches down in Arizona




PHOENIX — The world’s only flying eye hospital — yes, you read that right, a flying eye hospital — landed in the Valley earlier this month.

The Orbis Flying Eye Hospital will spend some time in Goodyear for “vital maintenance work” before it heads to Peru, China, Mongolia and Ethiopia later this year, the company said on its website.

The Flying Eye Hospital is described as a “state-of-the-art teaching facility complete with [an] operating room, classroom and recovery room.” The first-generation plane was converted from a cargo plane in 1982.

The classroom is located where the plane’s passenger area would be and allows professionals to watch a live procedure. Laser treatment, operating and recovery rooms can all be found at the back of the plane.

The plane is also self-sustaining, meaning it has its own generators, air conditioners and water purifier, and even makes its own hospital-grade oxygen.

The company that operates the hospital, Orbis International, is a non-profit organization, which means all of the health care workers and pilots volunteer their services.



Bruce Johnson, director of aircraft operations for Orbis International, told 12 News that the hospital has been used to conduct 12.8 million eye exams and 36,000 surgical procedures in the last five years.

The teaching hospital allows experts to “travel the world sharing knowledge and developing skills with the communities that need it most,” the company said on its website.

“Wherever it lands, it raises awareness, creates change and rallies supporters – from local governments, global organizations, philanthropists, to the general public – to join the global fight to end avoidable blindness,” it said.

The hospital is not only used to train local eye care professionals, like doctors, nurses and medical technicians, but also helps advise ministers, presidents and ministries of health “so that we can make the case for investing in eye health for all.”

“This level of access has allowed Orbis to help change health policies for the better, reach doctors in need of training, improve the lives of those lacking access to care, and not least of all, develop lasting bonds with people around the globe to ensure a long-term impact,” the website reads.

Original article can be found here ➤ http://ktar.com

Moore County Airport (KSOP) Breaks Ground on Putting Green

This artist rendition of the proposed putting green at Moore County Airport shows the plantings and bunkers which will replace the brown and barren traffic circle, which currently greets visitors to the airport.



In a simple ceremony on a damp and gray Monday morning, the Moore County Airport broke ground on a world-class putting green to be installed in front of the terminal building.

The green is being built on behalf of the airport by Pinehurst PPF, a local nonprofit organization. The green will be seen and used by passengers traveling through the airport, visiting pilots, and the thousands of other visitors who come to the airport every year.

“Our town is the golf capital of America, and golf is the essence of our brand,” said Dan Maples, the golf architect who designed the new putting green. “Go anywhere in the world and mention Pinehurst, and people know about our village and the story of golf in America.”

Marty McKenzie, president of Pinehurst PPF, agrees. “A golf green simply makes sense,” he said. “When anybody comes through the airport, the first thing they should see is a symbol of what we’re all about.”

The airport already features a large sign which faces the runway and states, “Welcome to the Aviation Gateway to the Home of American Golf.”


The ground-breaking ceremony at the Moore County Airport on February 19th included (l-r) Barry Lerman, Crystal Myers, Airport Manager Ron Maness, Marty McKenzie of Pinehurst PPF, Bobby Cox, Dan Maples and Mike Jones.


The total cost for the project is estimated to be $80,000. The entire project will be funded from private donations; no public money will be used. While a substantial portion of the required monies have been raised, further donations still are being solicited. Interim construction loan financing has been arranged by Pinehurst PPF while fundraising continues. A small plaque in the terminal building will explain the purpose of the putting green and memorialize the donors.

Pinehurst PPF was formed in 2017 by local citizens. The goal of the organization is to develop community projects that enhance the attractiveness of the region and emphasize the history and traditions of the area. The putting green is the organization’s first project.

Donations Still Sought

McKenzie is pleased with the fundraising progress to date.

“We’ve raised more than half the funds needed,” he said. “Because of that success, on Feb. 13 the Airport Authority gave us permission to proceed with construction.”

“There’s a big air show planned at the airport at the end of April, and a Young Eagles event planned in May that brings hundreds of kids and parents to the airport,” noted Tom McPherson, chairman of the Airport Authority. “We want the green to be ready for those events.”

The low-maintenance putting green will be built on a large but weed-filled traffic circle in front of the terminal building. The design is intended as homage to Old Tom Morris and Donald Ross. There will be a hilly, Scottish-style putting surface and deep pot bunkers. The area will be lined with junipers, which resemble Scottish gorse but can survive the heat of the North Carolina summers. The flagpoles currently in front of the terminal building will be relocated to the Soldiers’ and Sailors’ monument at the airport and illuminated at night. Golf balls and putters will be available to visitors. Construction is expected to take six to eight weeks.

Aviation and Golf in North Carolina

Aviation and golf both have long and parallel histories in North Carolina. Bostonian James Tufts basically invented the modern golf industry in America when he bought 5,800 acres in the Sandhills and laid out the first course here in 1897/98. The soon-to-be famous Donald Ross, who served an apprenticeship with Old Tom Morris in St Andrews, arrived as the golf professional at Pinehurst in 1900. Dan Maples’ grandfather, Frank Maples, worked with Donald Ross as his construction superintendent on the courses at Pinehurst, Mid Pines, Pine Needles, Southern Pines and Roaring Gap.

While Ross was digging bunkers at Pinehurst, 250 miles to the east another revolution began. In 1903 the Wright Brothers made their first powered, heavier-than-air flight at Kill Devil Hills on the Outer Banks. This event is the reason aviation is featured on the North Carolina license plates. Today, aviation supports about $4 billion in economic output in North Carolina, including an estimated 23,000 high-paying jobs.

Moore County Airport, which is labeled “Pinehurst” on certain aviation charts, was built in 1929. It served as an Army training airfield during World War II. Numerous celebrities have used the airport, including Amelia Earhart. Peggy Kirk Bell, one of the pioneers of the LPGA, used the airport and was the first professional golfer of either gender to pilot a plane to tournaments. Today the airport is home to about 100 airplanes and more than a dozen businesses. The state of North Carolina estimates Moore County Airport adds about $30 million annually into the economy of the Sandhills.

‘Golf Is At the Heart’

Barry Lerman, a member of the Airport Authority, is pleased with this enhancement to the airport. “Golf is the heart of the Pinehurst experience. For many prestigious visitors, this airport is their entrance into our world of golf,” he said. “To feature golf at our airport is living proof the airport is intimately linked to our golf heritage and the golfing economy we all enjoy here.”

Today the airport offers a 6,500-foot runway and parking for more than 50 airplanes, and is equipped with state-of-the-art instrument approaches and lighting. There are about 90 hangars and a flight school. About 6,000 planes land or depart from the airport annually, and the Visitor and Convention Bureau estimates the airport is responsible for a small but highly profitable portion of the region’s hotel room traffic every year.

Looking to the future, the airport has an eye on improvements. A large portion of the parking area for airplanes is almost 50 years old. This needs to be replaced before the U.S. Open returns to Pinehurst in 2024 because it cannot support the weight of modern corporate jets. Within the next 10 years the runway will need to be resurfaced. The runway lighting is reaching the end of its service life, and new, LED-based lighting offers substantial operational savings and environmental benefits. All of these upgrades will be needed to maintain the airport and sustain its contribution to the regional economy.

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

Cirrus SR22T, N857SW: Accident occurred November 03, 2015 near Drake Field Airport (KFYV), Fayetteville, Washington County, Arkansas



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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Little Rock, Arkansas
Continental Motors; Mobile, Alabama
Cirrus Aircraft; Duluth, Minnesota

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

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

Aviation Accident Data Summary - National Transportation Safety Board:  https://app.ntsb.gov/pdf

http://registry.faa.gov/N857SW  


Location: Fayetteville, AR
Accident Number: CEN16LA026
Date & Time: 11/03/2015, 0950 CST
Registration: N857SW
Aircraft: CIRRUS DESIGN CORP SR22T
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 3 Minor, 1 None
Flight Conducted Under: Part 91: General Aviation - Personal

Analysis 

During the enroute climb to cruise altitude, the low oil pressure warning light activated. The pilot notified air traffic control, received vectors to the nearest airport, and began a descent as the oil pressure continued to decrease. About 3 miles from the airport, the engine experienced a total loss of power. The pilot could not see the airport or runway due to a cloud layer below and elected to deploy the airplane parachute system. The airplane descended under canopy to a four-lane road, where a car impacted the left wing. A postaccident examination of the engine revealed a fatigue fracture of the oil cooler cross fitting, which resulted in oil starvation, internal damage to the crankcase, and a subsequent total loss of engine power.

About four months before the accident, the engine manufacturer released a critical service bulletin (CSB) for a known problem pertaining to the oil cooler cross fitting assembly. Although the airplane underwent scheduled maintenance about a month before the accident, the CSB was not completed due to time constraints. Although compliance was not mandatory, it is likely that the accident would have been prevented had the CSB been completed. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The fatigue failure of the oil cooler cross fitting, which resulted in engine oil starvation and a total loss of engine power. 

Findings

Aircraft
Recip eng oil sys - Failure (Cause)
Recip eng oil sys - Design (Cause)
Recip eng oil sys - Not serviced/maintained

Factual Information

History of Flight

Enroute
Loss of engine power (total) (Defining event)

Emergency descent
Off-field or emergency landing
Powerplant sys/comp malf/fail

Enroute
Powerplant sys/comp malf/fail 




On November 3, 2015, at 0950 central standard time, a Cirrus SR22T airplane, N857SW, experienced a total loss of engine power, descended under the canopy of the Cirrus Airframe Parachute System (CAPS) and landed on a road in Fayetteville, Arkansas. The private rated pilot, pilot rated passenger and one person on the ground received minor injuries. The passenger in the right rear seat was uninjured. The airplane sustained substantial damage. The airplane was registered to WG Aviation LLC, Rogers, Arkansas, and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident and an instrument flight rules (IFR) flight plan was filed. The flight departed from Bentonville Municipal Airport (VBT), Bentonville, Arkansas, at 0934 and was en route to Waco Regional Airport (ACT), Waco, Texas. 

According to the pilot, after departure from VBT he leveled off around 10,000 ft mean sea level (msl) and was above a cloud layer. The pilot noticed that the crew alerting system (CAS) flashed an amber caution light for oil pressure and the engine was still producing normal power. The pilot notified air traffic control (ATC) of the oil pressure issue and received vectors to the nearest airport, Drake Field Airport (FYV), Fayetteville, Arkansas. The pilot descended and maneuvered toward FYV as the CAS illuminated a red warning light for oil pressure, which had dropped below 10 psi. The engine was producing inconsistent power as the airplane descended to 3,300 ft msl. The pilot notified ATC that he could not maintain altitude and ATC declared an emergency on his behalf. About 3 miles from FYV the airplane was still above the cloud layer and he could not see the airport or runway. The airplane slowed to 80 knots around 1,000 ft above ground level (agl) and the stall warning horn sounded. He deployed the CAPS and the airplane descended to the ground under the canopy. The landing was very firm and the seatbelt airbags deployed. 

Pilot Information

Certificate: Private
Age: 56, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 02/28/2014
Occupational Pilot: No
Last Flight Review or Equivalent: 08/16/2015
Flight Time:   572 hours (Total, all aircraft), 175 hours (Total, this make and model), 349 hours (Pilot In Command, all aircraft), 31 hours (Last 90 days, all aircraft), 19 hours (Last 30 days, all aircraft), 0.5 hours (Last 24 hours, all aircraft) 

Pilot-Rated Passenger Information

Certificate: Airline Transport; Flight Instructor
Age: 47, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 1 With Waivers/Limitations
Last FAA Medical Exam: 07/20/2015
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time: 

The pilot, age 56, held a private pilot certificate with ratings for airplane single engine land and instrument airplane. On February 26, 2014, the pilot was issued a third class medical certificate with no limitations listed. 

The pilot rated passenger, age 47, held an airline transport pilot certificate. He also held a flight instructor certificate for single engine airplane and instrument airplane. On July 20, 2015, he was issued a first class medical certificate with one limitation: must wear corrective lenses. 



Aircraft and Owner/Operator Information

Aircraft Manufacturer: CIRRUS DESIGN CORP
Registration: N857SW
Model/Series: SR22T
Aircraft Category: Airplane
Year of Manufacture: 2014
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 0816
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 09/30/2015, Continuous Airworthiness
Certified Max Gross Wt.:
Time Since Last Inspection: 27.5 Hours
Engines: 1 Reciprocating
Airframe Total Time: 232.4 Hours as of last inspection
Engine Manufacturer:  Continental Motors
ELT: Installed, not activated
Engine Model/Series: TSIO-550-K
Registered Owner: WG AVIATION LLC
Rated Power: 315 hp
Operator: On file
Operating Certificate(s) Held: None 

The Cirrus SR22T four seat, low wing, fixed tricycle landing gear airplane, serial number 0816, was manufactured in 2014. The airplane was powered by a 315-horsepower, turbocharged, Continental Motors TSIO-550-K engine, which drove a 3-bladed, composite, constant speed Hartzell propeller. 

A review of the airplane logbooks revealed that a 50 hour engine inspection was completed on September 30, 2015, at a total time of 232.4 hours and Hobbs meter time of 288.9 hours. 

A maintenance work order, opened September 24, 2015, and closed October 7, 2015, revealed under discrepancy 6 to comply with Continental Motors Critical Service Bulletin CSB15-2 – Oil Cooler Cross Fitting Replacement. The maintenance was deferred to a later date because the "owner was out of time to wait and requested" to complete the CSB during the next maintenance service. The work order also noted that the CSB was deferred due to the engine manufacturer being out of stock of oil cooler cross fittings. According to the maintenance facility inventory report, four oil cooler cross fittings were received from the engine manufacturer on September 29, 2015, immediately after they were back in stock. The pilot had already decided to defer this CSB, therefore it was not completed. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KFYV, 1259 ft msl
Observation Time: 0953 CST
Distance from Accident Site: 3 Nautical Miles
Direction from Accident Site: 175°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 16°C / 14°C
Lowest Ceiling: None
Visibility: 10 Miles
Wind Speed/Gusts, Direction: 9 knots/ 17 knots, 190°
Visibility (RVR):
Altimeter Setting: 30.11 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: BENTONVILLE, AR (VBT)
Type of Flight Plan Filed: IFR
Destination: WACO, TX (ACT)
Type of Clearance: IFR
Departure Time: 0934 CST
Type of Airspace:  Class C; Class D; Class E 

At 0953, the weather observation at FYV recorded wind from 190 at 9 knots, gusting to 17 knots, 10 miles visibility, clear sky, temperature 61° F, dew point 57° F, and altimeter setting 30.11 inches of mercury. 

Airport Information

Airport: DRAKE FIELD (FYV)
Runway Surface Type: Asphalt
Airport Elevation: 1252 ft
Runway Surface Condition: Unknown
Runway Used: 16
IFR Approach: None
Runway Length/Width: 6005 ft / 100 ft
VFR Approach/Landing: Forced Landing; Straight-in



Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: 1 Minor, 1 None
Aircraft Fire: None
Ground Injuries: 1 Minor
Aircraft Explosion: None
Total Injuries: 3 Minor, 1 None
Latitude, Longitude:  36.056667, -94.174444 (est) 

The airplane landed on the east bound side of a four lane road in Fayetteville, Arkansas. The airplane impacted a moving vehicle, then a curb, and came to rest on the sidewalk with the nose facing east. The left landing gear had partially collapsed outward, the right landing gear was separated, and the nose landing gear had collapsed and separated. The left wing sustained leading edge damage near the wing tip. The right wing sustained damage to the leading edge near the wing root. The bottom of the fuselage was damaged. A black oily residue was observed from the bottom of the fuselage to the bottom tip of the rudder. The parachute was found on the ground behind the airplane.

A postaccident examination was conducted on November 4, 2015. During the examination there was no evidence of a breach in the crankcase or the oil sump; however, the nipple fitting that connected to the oil cooler cross fitting was separated and oil residue was observed in the engine compartment. The top spark plugs were removed and found to be in "normal condition" when compared to a Champion Aviation Check-A-Plug AV-27 chart. However, each of the top spark plugs exhibited a dark, sooty coloration indicative of a rich fuel air mixture. Each of the six cylinders were examined with a lighted borescope. The intake and exhaust valves were intact with normal coloration and combustion signatures. The damaged propeller was manually rotated revealing that the internal engine components were "tight" and not easily rotated. The oil dipstick was removed and the engine oil level appeared to be 1 to 2 quarts. All fuel system components remained intact and attached to the engine. The magnetos remained intact and in place with no apparent impact damage. All other engine accessories were intact and unremarkable. 

Engine Examination and Disassembly

The engine was disassembled at the engine manufacturer's facility on November 23, 2015, under the supervision of the NTSB. The examination revealed that the nipple fitting that connected to the oil cooler cross fitting had fractured. The cross fitting had several tool marks on the flat sides of the part. The engine exhibited mechanical damage signatures on all rod and main bearing journals. The Nos. 1 and 3 rods had released from the crankshaft and internal damage to the interior of the crankcase was noted. The oil pump was examined and there was no indication of hard particle passage noted. The oil sump contained metal fragments of the rod bearings from the released connecting rods. The remainder of the engine exhibited normal operating signatures, with the exception of the mechanical and thermal damage. 

Additional Information

Recorded Flight Data – Cirrus Recoverable Data Module

The airplane's recoverable data module (RDM) was removed and sent to the NTSB Vehicle Recorders Laboratory for download. The data revealed that the airplane departed and climbed at a constant speed with the oil pressure indicating about 50 psi. At 0943:30, as the airplane was climbing through 9,500 ft msl, the oil pressure began to decrease. The airplane reached a peak altitude of 9,830 ft msl. At 0944 the oil pressure had decreased to 36 psi and the airplane made a left turn and started to descend. The airplane descended for about 7 minutes as the oil pressure decreased about 0.5 psi per second until it reached about 3 psi. Engine RPM decreased to 0 as oil pressure decreased below 1 psi at 0950:30.

Continental Motors Critical Service Bulletin CSB15-2 – Oil Cooler Cross Fitting Replacement

The CSB15-2 was originally published on July 2, 2015, and the purpose was to replace the old oil cooler cross fitting with a new enhanced cross fitting within the next 25 hours of engine operation or the next scheduled inspection or engine servicing, whichever occurred first." The bulletin noted "compliance necessary to maintain safety" and further stated "Continental Motors, Inc. (CMI) is aware of some occurrences in which the there was a loss of engine oil due to a fractured nipple fitting that connects the cross fitting to the pipe bushing at the oil cooler. Design improvements consolidate the oil cooler cross fitting stack-up into a single part, which significantly increases the strength and provides a simplified installation procedure for installing the oil cooler cross fitting found on specified TSIO-550 and TSIOF-550 engines."

CSB15-2A – The bulletin was revised on October 30, 2015, with updated warranty information and updated illustrated parts catalog instructions.

CSB15-2B – As a result of this accident investigation the bulletin was revised on November 6, 2015, to update the engine models affected.

Continental Motors Critical Service Bulletin CSB15-7 – Oil Cooler Cross Fitting Replacement

CSB15-7 – As a result of this accident investigation another critical service bulletin was issued on November 6, 2015. This bulletin was essentially the same as CSB15-2B, but was issued specifically for the accident engine model, TSIO-550-K. Additionally, the compliance time was updated from CSB15-2B and stated "Prior to further flight. A maximum of 5 hours flight time is authorized for aircraft repositioning in order to comply with this bulletin."

CSB15-7A – As a result of this accident investigation this bulletin was revised on November 10, 2015, to include specific engine serial numbers affected.

CSB15-7B – As a result of this accident investigation this bulletin was revised on April 26, 2016, with an updated compliance time which stated "Prior to further flight. A maximum of 5 hours flight time is authorized for aircraft repositioning in order to comply with this bulletin. An alternative method of compliance for hose and connection fittings may be available from the airframe manufacturer. Contact the airframe manufacturer for compliance alternatives under their authority."

Cirrus Aircraft Service Advisory SA15-04

Cirrus issued service advisories following the release of Continental Motors CSB15-2 and CSB15-7, informing Cirrus SR22T customers of the CSBs and issued mandatory compliance times.

Federal Aviation Administration regulations do not require compliance with service bulletins for aircraft operating under the provisions of 14 Code of Federal Regulations Part 91.

Tests And Research

Metallurgy Testing


The fractured nipple fitting surface was examined by the engine manufacturer's metallurgy laboratory. The examination revealed that the part separated in fatigue, which initiated at a thread root at the assembled intersection of the pipe nipple and bushing. 



 

 
 






  



NTSB Identification: CEN16LA026
14 CFR Part 91: General Aviation
Accident occurred Tuesday, November 03, 2015 in Fayetteville, AR
Aircraft: CIRRUS DESIGN CORP SR22T, registration: N857SW
Injuries: 3 Minor, 1 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 November 3, 2015, at 0950 central standard time, a Cirrus SR22T airplane, N857SW, descended under the canopy of the cirrus airframe parachute system (CAPS) and landed on a road in Fayetteville, Arkansas. The pilot, pilot rated passenger and one person on the ground received minor injuries. One passenger in the back right seat was uninjured. The airplane was substantially damaged. The airplane was registered to WG Aviation LLC, Rogers, Arkansas, and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident and an instrument flight rules (IFR) flight plan was filed. The flight departed from the Bentonville Municipal Airport (VBT), Bentonville, Arkansas, at 0934 and was en route to the Waco Regional Airport (ACT), Waco, Texas.

According to the pilot, after departure from ACT he leveled off around 10,000 ft mean sea level (MSL) and was in "VFR on top" conditions. The pilot noticed that the crew alerting system (CAS) flashed a yellow caution light for oil pressure; the engine was still producing power. The pilot notified air traffic control (ATC) of the issue and received vectors to the nearest airport, Drake Field Airport (FYV), Fayetteville, Arkansas. The pilot descended and maneuvered toward FYV as the CAS indicated a red warning light for oil pressure, which had dropped below 10 psi. The engine was producing inconsistent power as the airplane descended to 3,300 ft and FYV was still not in sight due to cloud coverage. The pilot was unable to maintain altitude and the airplane's stall warning horned sounded. The pilot deployed the Cirrus airframe parachute system (CAPS) and descended to the ground. During the landing the airplane collided with a truck and then came to rest on a four lane road.

At 0953, the weather observation at FYV reported wind from 190 at 9 knots, gusting to 17 knots, 10 miles visibility, clear sky, temperature 61° F, dew point 57° F, and altimeter setting 30.11 inches of mercury.

An initial postaccident examination was conducted on November 4, 2015, in Fayetteville. Engine oil was observed on the underside of the fuselage. The oil cooler cross fitting was broken and oil was observed in the engine compartment.

The airplane's recoverable data module and three data cards were removed and sent to the NTSB Vehicle Recorders Laboratory for download.

The airplane has been retained for further examination.