To all readers:
Robert Shaw passed away on August 11, 2008 after a long illness at age 91.
Among our last conversations, he expressed sorrow that he would not be able to continue writing this blog. He had a folder full of ideas for postings.
After more than 70 years of aviation experience, he wanted to share his knowledge with others. This blog became that outlet for him.
He will be missed.
As always,
Thanks for listening, and safe flying to you all.
Saturday, August 16, 2008
Saturday, July 12, 2008
June 2008 Accident / Incident Accounting
Hi Readers:
Following my long hospital stay, delays in NTSB reporting of accidents, as indicated in May and June 2008, I'm having to struggle to keep current. May passed like a flash and it was well into July before all of the June accidents were accounted for. To make matters worse, the total, fatal and non-fatal picture does not look good to me.
For the moment, let's drop the incidents in consideration of just what they are -- accidents happening, reflecting current operations and considering many factors. Incidents having a trend of their own -- minor to fatal consequencies, yet replete with safety of flight considerations.
Now let's look at the years' accidents including June - we find a relative steady climb of total accidents in January of 84 to 137 in May and 114 in June. We find the same general climb of non-fatal accidents from January 0f 62 to 98 in May and back to 82 in June. For the same period the fatal accidents varied from 22 in January to 39 in May and back to 33 in June.
Those figures must be considered in light of two important factors, the estimated annual increases in flying (seasonal mainly), increases in Part 135 and Part 137 flying; and in Helicopter, Sport, and amateur-built aircraft flying - and also where we find increases in fatal accidents. In May for instance, Helicopter accidents increased from 9 to 12 (5 fatal accidents) and on June 29, 2008 two B407 medical evacuation helicopters managed to collide during the landing of both at the Flagstaff, AZ hospital in late afternoon with 6 reported fatalities. The NTSB is still investigating as they are in so many fatal accidents, many on foreign request, to accomplish their mission.
All of this, of course, in the face of several types of economic conditions - the increasing price of fuel, and increasing costs of doing business - both airline and GA and weather and alternative airport costs. And many of the pilot-operational problems are still with us. VFR flying into IFR conditions, mix of pilot proficiency between small jets and and reciprocating engine airplanes, lack of weather-flight analysis.
All of the accidents need investigating--we must get to the true cause factors. The cause of the accident was the one that made the accident inevitable - but there are many factors that played a part in the accident. We must know those factors as well. We must have more and current analysis of accidents - ferret out those accident factors and apply solid safety of flight actions.
We'll see what July brings. Thanks for listening.
Robert Shaw
Following my long hospital stay, delays in NTSB reporting of accidents, as indicated in May and June 2008, I'm having to struggle to keep current. May passed like a flash and it was well into July before all of the June accidents were accounted for. To make matters worse, the total, fatal and non-fatal picture does not look good to me.
For the moment, let's drop the incidents in consideration of just what they are -- accidents happening, reflecting current operations and considering many factors. Incidents having a trend of their own -- minor to fatal consequencies, yet replete with safety of flight considerations.
Now let's look at the years' accidents including June - we find a relative steady climb of total accidents in January of 84 to 137 in May and 114 in June. We find the same general climb of non-fatal accidents from January 0f 62 to 98 in May and back to 82 in June. For the same period the fatal accidents varied from 22 in January to 39 in May and back to 33 in June.
Those figures must be considered in light of two important factors, the estimated annual increases in flying (seasonal mainly), increases in Part 135 and Part 137 flying; and in Helicopter, Sport, and amateur-built aircraft flying - and also where we find increases in fatal accidents. In May for instance, Helicopter accidents increased from 9 to 12 (5 fatal accidents) and on June 29, 2008 two B407 medical evacuation helicopters managed to collide during the landing of both at the Flagstaff, AZ hospital in late afternoon with 6 reported fatalities. The NTSB is still investigating as they are in so many fatal accidents, many on foreign request, to accomplish their mission.
All of this, of course, in the face of several types of economic conditions - the increasing price of fuel, and increasing costs of doing business - both airline and GA and weather and alternative airport costs. And many of the pilot-operational problems are still with us. VFR flying into IFR conditions, mix of pilot proficiency between small jets and and reciprocating engine airplanes, lack of weather-flight analysis.
All of the accidents need investigating--we must get to the true cause factors. The cause of the accident was the one that made the accident inevitable - but there are many factors that played a part in the accident. We must know those factors as well. We must have more and current analysis of accidents - ferret out those accident factors and apply solid safety of flight actions.
We'll see what July brings. Thanks for listening.
Robert Shaw
Thursday, June 19, 2008
2008 NTSB Aircraft accident/Incident Accounting
Hi Readers: Having been in and out of the hospital these past few weeks, I've fallen a little behind in the 2008 Accident/Incident reporting and accounting. Since the month of May has passed and June is well on it's way, I've decided to account for the two months together, making the important comparisons and discussing the safety of flight trends.
Meanwhile, I hope you are aware of the current changes taking place in the Aviation Industry in an effort to keep our economics balanced and stable. The Airlines, in addition to the mergers and agreements within themselves, are cutting back on flights and routes, pilots, flight attendants, mechanics, etc. to reduce operational costs, such as the high cost of fuel; and the sting of passing the fuel costs to the ticket-buyer is having a reverse effect on travel demand. And the airline services are getting worse and worse. Travelers are looking toward train and bus transportation - (actually we need both in addition, not as an alternate).
The GA User Fee is rearing its ugly head again, after having been reported as settled; the demand for production of new jets and other airplanes is apparently beginning to "sag" in the middle; and all the employee cutbacks are beginning to add to the other problems - all economics. The FAA Controller problems, shortages and training, are still with us - in spite of much study and review (by whom?).
It appears to me that the present Administration does not understand, or is not willing to understand, or study the current problems taking place in the Aviation Industry. And Congress keeps itself busy with it's political nitpicking, most of the time preventing a reasonable vote on the issues it considers, and the aviation problems seem to be at the bottom of the list. What's more, the aviation problems seemto be divided between so many committees - the aviation Industry, knit from pilot to airplanes to airspace to airports, etc., must be considered within itself, en total, to get the fair picture.
Who is actually oversiteing the aviation problems - the problems that go together, the solution of which provides our prime mode of transportation. Yes, you and I, and I've said many times that we must start looking at the total aviation picture, with the long-term view in mind.
Enough for this time. Keep reading, and thanks! Robert Shaw.
Meanwhile, I hope you are aware of the current changes taking place in the Aviation Industry in an effort to keep our economics balanced and stable. The Airlines, in addition to the mergers and agreements within themselves, are cutting back on flights and routes, pilots, flight attendants, mechanics, etc. to reduce operational costs, such as the high cost of fuel; and the sting of passing the fuel costs to the ticket-buyer is having a reverse effect on travel demand. And the airline services are getting worse and worse. Travelers are looking toward train and bus transportation - (actually we need both in addition, not as an alternate).
The GA User Fee is rearing its ugly head again, after having been reported as settled; the demand for production of new jets and other airplanes is apparently beginning to "sag" in the middle; and all the employee cutbacks are beginning to add to the other problems - all economics. The FAA Controller problems, shortages and training, are still with us - in spite of much study and review (by whom?).
It appears to me that the present Administration does not understand, or is not willing to understand, or study the current problems taking place in the Aviation Industry. And Congress keeps itself busy with it's political nitpicking, most of the time preventing a reasonable vote on the issues it considers, and the aviation problems seem to be at the bottom of the list. What's more, the aviation problems seemto be divided between so many committees - the aviation Industry, knit from pilot to airplanes to airspace to airports, etc., must be considered within itself, en total, to get the fair picture.
Who is actually oversiteing the aviation problems - the problems that go together, the solution of which provides our prime mode of transportation. Yes, you and I, and I've said many times that we must start looking at the total aviation picture, with the long-term view in mind.
Enough for this time. Keep reading, and thanks! Robert Shaw.
Sunday, June 1, 2008
April 2008 Accounting of NTSB Accidents/Incidents - Part I
Hi Readers:
Here is the promised accounting of the April 2008 Accidents/Incidents. Some changes from March have occured. The GA flying seems to be in full swing. Maybe no for the better. We'll see.
There was a total count of 118 accidents/incidents reported for the 30 day month -- 5 were non-US, 4 were incidents, 4 were Part 135, 4 were agricultural (Part 137), 1 was public use, and there was one unknown scheduled type with three fatalities in Parma, Italy. Of the total there were 26 fatal accidents, with 85 fatalities, and 92 non-fatal accidents. Three of the fatal accidents were non-US. There were 9 Alaska accidents this month, one of which had 4 fatalities. There were 4 incidents - an Airbus A320 experienced severe turbulence from Denver to Phoenix, where 4 flight attendants and 3 passengers sustained minor injuries; an Eclipse EA500 experienced a stuck rudder trim during a simulated SE approach to Flint, Michigan; a Bombardier CL 600 lost both engines during taxi at Minneapolis St. Paul; and a Hill Hartz CB-1 pilot lost control during landing in gusty winds in Erie, Colorado.
Each month we are having more and more experimental / amateur-built aircraft accidents - an indication of greater interest in this type of flying and also sport flying. However, there appears a need for closer inspection of these airplanes by the FAA. There were 6 of these experimental / amateur-built type accidents, unfortunately all fatal, involving low altitude flight and loss of control. There we two on April 7th; The first a Cartwright RV-10 impacted trees and terrain in Seale, Alabama following a missed approach at Euaufauley, Alabama. IFR conditions prevailed and the pilot was instrument rated. The airplane was seen as much as 400 ft above and 1200 ft below the assigned altitude during the last 14 minutes of flight by the controller on radar. The pilot possessed 526 total hours of flight experience, 63 of which was in the accident airplane.
The second accident on April 7th a Glassair III impacted terrain near Cheyenne, Wyoming, on a personal cross country flight from Greybal, Wyoming to Larned, Kansas, no flight plan.
On April 13th, an amateur-built Lancain collided with the ground shortly after takeoff in Lakeland, Florida. VFR condition prevailed. The pilot was ovserved having difficulties closing the canopy prior to takeoff. A witness also reported seeing the canopy moving during takeoff, then the airccraft lost power and went down. On April 17th an E.B. Wood Phantom XI aircraft registered to and operated by a student pilot crashed into a wooded area during an approach to Warrenton, Virginia. The pilot had been performing touch-and-gos landings. The Air Worthiness Certificate awarded the airplane ahd an airframe time of 94 hours. The pilot was 63 years of age. On April 21st an amateur-built Quicksilver GT500 impacted trees and terrain near Paris, Tennessee on an aerial application flight. An engine failure occured. The airplane used automotive fuel, and had experienced abrupt engine failure previously. On April 23rd, the pilot of a Lancain IV-P experienced loss of control during takeoff from Mesa, Arizona on a day flight to Santa Ana, California. Witnesses observed smoke trailing from the airplane and the pilot was advised. The pilot did not respond and the airplanedived into an orange grove, exploded, and was consumed by fire.
The remaining fatal accidents (19), evermore serious and frought with errors, and the 92 nonfatal accidents will be covered in Part II.
Not to end on a tragic occurrence, but lessons must be learned, sometimes the hard way. Everybody loves sports, and skydiving is very popular these days. Here is a skydiving accident that should never have happened. On April 19th a Cessna 206 skydiving flight crashed in Mt. Vernon, Missour. After climbing to 10,500 ft, the pilot signaled the 6 parachutists to open the door. The parachutist informed the pilot that he had overshot the landing zone. The pilot then started a right turn, then the stall warning horn sounded, the airplane stalled, and rolled off to the right into a spin. Three chutists exited safely, a fourth broke his right leg in exiting the plane. The fifth chutist deployed and became entangled around the tail of the airplane, sustaining fatal injuries. The sixth person was found in the wreckage fatally injured. The pilot was flown to a hospital in Springfield. The airplane contacted trees and terrain in a nose down attitude.
Again NTSB is busier than ever with investigations and the aviation fuel prices are still climbbing, becoming a larger cost factor in both airline and GA flying. The latest count by koll.com for 5/30/08, by region for Jet A average $5.64 per gallon and 100LL averaged $5.42 per gallon over the US.
Part II will be coming up soon.
Thanks for listening.
RS
Here is the promised accounting of the April 2008 Accidents/Incidents. Some changes from March have occured. The GA flying seems to be in full swing. Maybe no for the better. We'll see.
There was a total count of 118 accidents/incidents reported for the 30 day month -- 5 were non-US, 4 were incidents, 4 were Part 135, 4 were agricultural (Part 137), 1 was public use, and there was one unknown scheduled type with three fatalities in Parma, Italy. Of the total there were 26 fatal accidents, with 85 fatalities, and 92 non-fatal accidents. Three of the fatal accidents were non-US. There were 9 Alaska accidents this month, one of which had 4 fatalities. There were 4 incidents - an Airbus A320 experienced severe turbulence from Denver to Phoenix, where 4 flight attendants and 3 passengers sustained minor injuries; an Eclipse EA500 experienced a stuck rudder trim during a simulated SE approach to Flint, Michigan; a Bombardier CL 600 lost both engines during taxi at Minneapolis St. Paul; and a Hill Hartz CB-1 pilot lost control during landing in gusty winds in Erie, Colorado.
Each month we are having more and more experimental / amateur-built aircraft accidents - an indication of greater interest in this type of flying and also sport flying. However, there appears a need for closer inspection of these airplanes by the FAA. There were 6 of these experimental / amateur-built type accidents, unfortunately all fatal, involving low altitude flight and loss of control. There we two on April 7th; The first a Cartwright RV-10 impacted trees and terrain in Seale, Alabama following a missed approach at Euaufauley, Alabama. IFR conditions prevailed and the pilot was instrument rated. The airplane was seen as much as 400 ft above and 1200 ft below the assigned altitude during the last 14 minutes of flight by the controller on radar. The pilot possessed 526 total hours of flight experience, 63 of which was in the accident airplane.
The second accident on April 7th a Glassair III impacted terrain near Cheyenne, Wyoming, on a personal cross country flight from Greybal, Wyoming to Larned, Kansas, no flight plan.
On April 13th, an amateur-built Lancain collided with the ground shortly after takeoff in Lakeland, Florida. VFR condition prevailed. The pilot was ovserved having difficulties closing the canopy prior to takeoff. A witness also reported seeing the canopy moving during takeoff, then the airccraft lost power and went down. On April 17th an E.B. Wood Phantom XI aircraft registered to and operated by a student pilot crashed into a wooded area during an approach to Warrenton, Virginia. The pilot had been performing touch-and-gos landings. The Air Worthiness Certificate awarded the airplane ahd an airframe time of 94 hours. The pilot was 63 years of age. On April 21st an amateur-built Quicksilver GT500 impacted trees and terrain near Paris, Tennessee on an aerial application flight. An engine failure occured. The airplane used automotive fuel, and had experienced abrupt engine failure previously. On April 23rd, the pilot of a Lancain IV-P experienced loss of control during takeoff from Mesa, Arizona on a day flight to Santa Ana, California. Witnesses observed smoke trailing from the airplane and the pilot was advised. The pilot did not respond and the airplanedived into an orange grove, exploded, and was consumed by fire.
The remaining fatal accidents (19), evermore serious and frought with errors, and the 92 nonfatal accidents will be covered in Part II.
Not to end on a tragic occurrence, but lessons must be learned, sometimes the hard way. Everybody loves sports, and skydiving is very popular these days. Here is a skydiving accident that should never have happened. On April 19th a Cessna 206 skydiving flight crashed in Mt. Vernon, Missour. After climbing to 10,500 ft, the pilot signaled the 6 parachutists to open the door. The parachutist informed the pilot that he had overshot the landing zone. The pilot then started a right turn, then the stall warning horn sounded, the airplane stalled, and rolled off to the right into a spin. Three chutists exited safely, a fourth broke his right leg in exiting the plane. The fifth chutist deployed and became entangled around the tail of the airplane, sustaining fatal injuries. The sixth person was found in the wreckage fatally injured. The pilot was flown to a hospital in Springfield. The airplane contacted trees and terrain in a nose down attitude.
Again NTSB is busier than ever with investigations and the aviation fuel prices are still climbbing, becoming a larger cost factor in both airline and GA flying. The latest count by koll.com for 5/30/08, by region for Jet A average $5.64 per gallon and 100LL averaged $5.42 per gallon over the US.
Part II will be coming up soon.
Thanks for listening.
RS
Wednesday, May 21, 2008
Where Is Aviation Heading?
Hi Readers - I'm getting more than concerned about Aviation - where we are, so many problems, and where are we going with total aviation. I look at aviation as an industry, a way of life, our primary mode of travel, a huge conglomeration of businesses - airplanes, scheduled and nonscheduled Airlines, General Aviation (GA), cargo and Part 135 flights, airports, associations, schools, and other elements.
In almost all aspects we now have problems of regulation, de-regulation, high taxes, and most irritating, the high fuel prices. The grand regulator of our flying, the FAA - tells us what we can do, how we do it and when - is underfunded, supposedly understaffed, and constantly under pressure to perform, to encourage aviation while regulating it, and charged with a never-ending problem of safety of flight. Have we given FAA a total workload that cannot be handled effectively and efficiently?
The development of aircraft and technical equipment is equally important - the problems created faster than the development and use of the advanced equipment to handle an ever-increasing number of aircraft in flight at any one time and the separation and safety of these aircraft in flight. An can certain elements of aviation, such as GA, afford the cost of the advanced equipment now available, in the interest of inflight collision and terrain avoidance?
Our Air Lines are crowding the same traffic hubs, terminals, and airports in the interest of their own economies, and are using surcharges as a method of recovering sky-rocketing fuel and other costs which normally would be their own costs of doing business. Travelling passengers are forced to swallow numerous delays and odd routing of flights to get to their destinations, and are totally frustrated by lack of pertinent information, delays, and misplaced and lost baggage.
Adding to this mess of confluence, our Congress, democratic or republican, which is aware of many of these problems, is sitting on it's "duff" ( not to say they all are not working at something) awaiting the political outcome of the next 4 years of presidency.
Who am I to critisize - well, I'm one of those taxpayers who believe I'm paying my share, or more than my share, of the total tax burden, and; in the interest of overseeing aviation, which I point out that Congress is charged with doing, I can see some of the glaring areas of fault. At present, I do not like what I see and I want changes made for the better in the future for my and your aviation. And I'm here to do my part. Keep checking my Website.
The April NTSB accouting of Accidents/Incidents will be coming up shortly.
Thanks for listening. Robert Shaw.
In almost all aspects we now have problems of regulation, de-regulation, high taxes, and most irritating, the high fuel prices. The grand regulator of our flying, the FAA - tells us what we can do, how we do it and when - is underfunded, supposedly understaffed, and constantly under pressure to perform, to encourage aviation while regulating it, and charged with a never-ending problem of safety of flight. Have we given FAA a total workload that cannot be handled effectively and efficiently?
The development of aircraft and technical equipment is equally important - the problems created faster than the development and use of the advanced equipment to handle an ever-increasing number of aircraft in flight at any one time and the separation and safety of these aircraft in flight. An can certain elements of aviation, such as GA, afford the cost of the advanced equipment now available, in the interest of inflight collision and terrain avoidance?
Our Air Lines are crowding the same traffic hubs, terminals, and airports in the interest of their own economies, and are using surcharges as a method of recovering sky-rocketing fuel and other costs which normally would be their own costs of doing business. Travelling passengers are forced to swallow numerous delays and odd routing of flights to get to their destinations, and are totally frustrated by lack of pertinent information, delays, and misplaced and lost baggage.
Adding to this mess of confluence, our Congress, democratic or republican, which is aware of many of these problems, is sitting on it's "duff" ( not to say they all are not working at something) awaiting the political outcome of the next 4 years of presidency.
Who am I to critisize - well, I'm one of those taxpayers who believe I'm paying my share, or more than my share, of the total tax burden, and; in the interest of overseeing aviation, which I point out that Congress is charged with doing, I can see some of the glaring areas of fault. At present, I do not like what I see and I want changes made for the better in the future for my and your aviation. And I'm here to do my part. Keep checking my Website.
The April NTSB accouting of Accidents/Incidents will be coming up shortly.
Thanks for listening. Robert Shaw.
Monday, April 28, 2008
WWII Changed Our Aviation Language
Hi Readers: I ran across this in my notes during my present move to a new address - which is Standiford Place, 3420 Shawnee Dr., Apt 204, Modesto, CA. 95350
Here are some words of our aviation language, possibly more than familiar by now, sparked by WWII. The words developed mostly by necessity, maybe a time-saver, a quick look, a long glance, a link to the past, still a choice of the present - by love, anger, devotion, admiration, respect, and pride:
The Gooney bird, the Spruce Goose, it's a 2-winger, gimme 1/4 flaps, full bore, gimme ten, the Boxcar, 45 inches, gear down, Jimmy Doo, feather it!, and flaps coming up. Then there is Hap Arnold, head up your __, low pitch, flattop, Tokyo Rose, fly boy, ground-pounder, and Oh My GOD.
And you've heard of: Corn-cob engine, low-winger, plebe, 2-seater, hard landing, aviatrix, go-around, 4-seater, Tits Malloy, Rosie-the-Riveter, the skipper, the 'ole man, the black widow, "bubbles", and look at those boobs.
There were others, too: The Flying Wing, the Flying Tigers, the Hellcat, airhead, Kissin cousin, and geronimo. And then we had the CAP, the WACS, the Waves, the Wasps, and the WAFS. I'm sure you can think of others.
Thanks for listening. R.S.
Here are some words of our aviation language, possibly more than familiar by now, sparked by WWII. The words developed mostly by necessity, maybe a time-saver, a quick look, a long glance, a link to the past, still a choice of the present - by love, anger, devotion, admiration, respect, and pride:
The Gooney bird, the Spruce Goose, it's a 2-winger, gimme 1/4 flaps, full bore, gimme ten, the Boxcar, 45 inches, gear down, Jimmy Doo, feather it!, and flaps coming up. Then there is Hap Arnold, head up your __, low pitch, flattop, Tokyo Rose, fly boy, ground-pounder, and Oh My GOD.
And you've heard of: Corn-cob engine, low-winger, plebe, 2-seater, hard landing, aviatrix, go-around, 4-seater, Tits Malloy, Rosie-the-Riveter, the skipper, the 'ole man, the black widow, "bubbles", and look at those boobs.
There were others, too: The Flying Wing, the Flying Tigers, the Hellcat, airhead, Kissin cousin, and geronimo. And then we had the CAP, the WACS, the Waves, the Wasps, and the WAFS. I'm sure you can think of others.
Thanks for listening. R.S.
Monday, April 21, 2008
March 2008 Accidents/Incidents - Part II
Hi Readers: Part II covers, primarily, the fatal and nonfatal accidents with indicated causes and analysis where possible. All told, Cessna Aircraft dominated the accident picture with 21 accidents/Incidents. And this would be expected since there are more Cessna aircraft flying in GA; also dominating the small jet inventory. In fact, Cessna Aircraft, owned by Textron, Inc. (a $10 Billion industry in 33 countries) is the largest manufacturer of GA airplanes. It is of note that Textron, Inc. also owns Bell Helicopter, Lycoming Engines, and other companies in the aviaation industry. Therefore, considering the exposure, we don't tag Textron or Cessna as a bad accident actor. The individual accident rates tell the story.
Of the fatal accidents, a Cessna 500 topped the list, on a day X-C flight after takeoff from Wiley Post airport at Oklahoma City, Oklahoma. The ATP instrument rated pilot and 3 passengers sustained fatal injuries. Loss of control and impact with terrain occurred under VFR conditions on an IFR flight plan. A qualified aviation witness indicated a right engine compressor stall, the aircraft descending 60-70 degrees nosedown and observed pieces of bird falling. A Cessna 172 accident followed with 4 fatalities on a day VFR bird survey flight, with loss of control and impact with the ground. The aircraft was observed in low flight to strike the ground under power. A 2 fatal Cessna T210M collided with terrain on an instrument X-C night flight from Baton Rouge to Lafayette, LA. The instrument rated pilot was receiving vectors for an instrument approach to R/W4R at Abbeville, La. The weather was reported as multi-layered clouds with heavy rain showers. A Canadian Cessna 182B impacted a swamp near Wilwood, FL. while maneuvering near a private ranch at night under VFR conditions. The non-instrument pilot and passenger sustained fatal injuries. The night was reported as dark, the ceiling between 800' and 1,000'. Another Cessna 172 crashed at Gun Barrel City, TX. after striking power lines on a day VFR flight from Athens, Tx. One fatal and one serious injury was reported.
A day ground collision occurred at Titusville, FL. airport when a Velocity XC RG aircraft and a Vans RV-8 came together on R/W 15 after landing in VFR conditions. Both aircraft were arriving for an Experimental Aircraft Association breakfast at Titusville. Four RV-8s had exited the runway at Intersection B after landing. The Veocity XC landed, following the 4 aircraft and departed the runway entering a grassy area separating R/W 15 and the taxiway. The pilot applied full power in a left bank (apparently trying to avoid the collision). The Velocity XL commercial pilot sustained serious injury and his passenger sustained fatal injuries. In the Vans RV 8 airplane that was struck, the ATP pilot and a pilot rated passenger received fatal injuries.
There were 3 Cirrus SR22 accidents during the period, one a non-U.S., losing power on a day takeoff and impacting a building. It was reported that the aircraft had been refueled with Jet A-1 instead of gasolene. The pilot and 3 passengers sustained fatal injuries. Another Cirrus SR22 aircraft impacted a mountain under power shortly after a marginal weather night takeoff on a X-C IFR flight plan flight to Baltimore from FT. Royal, VA. The elevation of the FT. Royal airport was 709' msl and the elevation of the mountain ridge was 1,200' msl. The pilot possessed a 3rd class medical certificate and had a total flight time of 180 hours; however he had an instrument rating. The reported weather was strictly IFR conditions. The aircraft was equipped with Engine Multifunction and Primary Flight Display. The pilot and a passenger sustained fatal injuris. One other Cirrus SR22 collided with trees on a day VFR approach to R/W6 at Weddington, NC. The pilot sustained fatal injuries.
There were 2 Mooney M20C accidents, both on day X-C flights. One was an inflight breakup of the aircraft offshore of the Grand Bahamas. Fishermen reported a loud noise and saw what appeared to be the engine and other components falling in the sky. The flight departed the Grand Bahamas Int'l airport en route to the ST. Lucie airport, FL. The pilot and a passenger sustained fatal injuries. The other Mooney M20C accident occurred near Atkins, VA., impacting terrain during an IFR flight from Charleston, West VA. to Jacksonville, FL. Cruising at 6,200' MSA (Minimum safe Altitude), the pilot reported icing and requested a lower altitude. Because of the MSA the Controller gave the pilot a 30 degree turn and asked if he would like to climb to 8,000' (another pilot 30 miles to the East reported cloud tops at 7,500'). The pilot reported that he would. Three minutes later the pilot advised that he was lossing altitude. There was no further communication. Radar data showed a climb to 6,500' before losing altitude. The crash site indicated a vertical descent. The Canadian pilot did not have an instrument rating. His total flight time was 327 hours, 10 hours of which was actual instrument flight. He had 10 hours of simulated instrument time. The weather was heavy IFR conditions.
A Ritter RV10 amateur-built aircraft impacted terrain, following loss of control in cruise flight near Ledbetter, Tx. The weather was VFR conditions. The pilot sustained fatal injuries. A Jenkins RV7 experimental aircraft crashed on a VFR day flight on takeoff at Winslow, AZ. The aircraft climbed nosehigh, rolled left, and struck the ground nose low. The pilot lost control and sustained fatal injuries. This was the first flight since engine repair. A PA-28-161 impacted water shortly after takeoff from Venice, FL. during night VFR conditions. This was the commercial pilot's first flight at night in the aircraft after a day checkout. The pilot sustained fatal injuries.
There were 44 nonfatal accidents, including one Bell 206B helicopter. The nonfatal accidents represented a myriad of GA aircraft types, including 11 Cessna types (one 525B Citation), 4 Piper types, 2 Beech types, 2 Diamond aircraft types, a Great Lakes aircraft, 6 helicopters, 2 Maule M4's, and a host of other types (12). There was one interesting accident at Tracy, CA. A certified flight instructor, with a student, was demonstrating an engine failure during takeoff initial climb by executing an 180-degree turn back to the airport. He then initiated a go-around by applying full power. The airplane, an American Champion 7GCAA, stalled and impacted the runway.
The indicated causes of the nonfatal accidents seemed to cluster around the landing, go-around, and approach phases of flight, associated with engine failure and loss of power, and X-wind conditions leading to loss of control. There were 9 accidents the direct result of x-wind conditions, 8 airplane hard landings (3 helicopters incurring hard landings after an initial problem), 5 forced landings due to loss of engine power, one forced landing due to fuel exhaustion (the pilot forgot to switch fuel tanks), 4 gear collapses on landing, 3 gear up landings (one at night), one aborted takeoff, one stalled on takeoff, several component failures such as malfunction of brakes, inflight separation of nosewheel, one partial rudder separation in flight, and 2 landing short of the runway due to wind shear.
One pilot attempted to land in a 90-degree x-wind and was swept off the runway. And one lucky pilot, departing on a night solo flight, encountered IFR weather conditions, became lost, and was forced down by impact with high terrain. The pilot was found several days later, after dispensing flares. He did not remember the impact.
There was one Hot Air Balloon accident, the balloon forced down by strong winds to a hard landing, then catching fire. There were several serious injuries.
The nonfatal accidents indicated a lack of proficiency, poor judgment, lack of flight planning, and non-use of a checklist.
Thanks for listening. R.S.
Of the fatal accidents, a Cessna 500 topped the list, on a day X-C flight after takeoff from Wiley Post airport at Oklahoma City, Oklahoma. The ATP instrument rated pilot and 3 passengers sustained fatal injuries. Loss of control and impact with terrain occurred under VFR conditions on an IFR flight plan. A qualified aviation witness indicated a right engine compressor stall, the aircraft descending 60-70 degrees nosedown and observed pieces of bird falling. A Cessna 172 accident followed with 4 fatalities on a day VFR bird survey flight, with loss of control and impact with the ground. The aircraft was observed in low flight to strike the ground under power. A 2 fatal Cessna T210M collided with terrain on an instrument X-C night flight from Baton Rouge to Lafayette, LA. The instrument rated pilot was receiving vectors for an instrument approach to R/W4R at Abbeville, La. The weather was reported as multi-layered clouds with heavy rain showers. A Canadian Cessna 182B impacted a swamp near Wilwood, FL. while maneuvering near a private ranch at night under VFR conditions. The non-instrument pilot and passenger sustained fatal injuries. The night was reported as dark, the ceiling between 800' and 1,000'. Another Cessna 172 crashed at Gun Barrel City, TX. after striking power lines on a day VFR flight from Athens, Tx. One fatal and one serious injury was reported.
A day ground collision occurred at Titusville, FL. airport when a Velocity XC RG aircraft and a Vans RV-8 came together on R/W 15 after landing in VFR conditions. Both aircraft were arriving for an Experimental Aircraft Association breakfast at Titusville. Four RV-8s had exited the runway at Intersection B after landing. The Veocity XC landed, following the 4 aircraft and departed the runway entering a grassy area separating R/W 15 and the taxiway. The pilot applied full power in a left bank (apparently trying to avoid the collision). The Velocity XL commercial pilot sustained serious injury and his passenger sustained fatal injuries. In the Vans RV 8 airplane that was struck, the ATP pilot and a pilot rated passenger received fatal injuries.
There were 3 Cirrus SR22 accidents during the period, one a non-U.S., losing power on a day takeoff and impacting a building. It was reported that the aircraft had been refueled with Jet A-1 instead of gasolene. The pilot and 3 passengers sustained fatal injuries. Another Cirrus SR22 aircraft impacted a mountain under power shortly after a marginal weather night takeoff on a X-C IFR flight plan flight to Baltimore from FT. Royal, VA. The elevation of the FT. Royal airport was 709' msl and the elevation of the mountain ridge was 1,200' msl. The pilot possessed a 3rd class medical certificate and had a total flight time of 180 hours; however he had an instrument rating. The reported weather was strictly IFR conditions. The aircraft was equipped with Engine Multifunction and Primary Flight Display. The pilot and a passenger sustained fatal injuris. One other Cirrus SR22 collided with trees on a day VFR approach to R/W6 at Weddington, NC. The pilot sustained fatal injuries.
There were 2 Mooney M20C accidents, both on day X-C flights. One was an inflight breakup of the aircraft offshore of the Grand Bahamas. Fishermen reported a loud noise and saw what appeared to be the engine and other components falling in the sky. The flight departed the Grand Bahamas Int'l airport en route to the ST. Lucie airport, FL. The pilot and a passenger sustained fatal injuries. The other Mooney M20C accident occurred near Atkins, VA., impacting terrain during an IFR flight from Charleston, West VA. to Jacksonville, FL. Cruising at 6,200' MSA (Minimum safe Altitude), the pilot reported icing and requested a lower altitude. Because of the MSA the Controller gave the pilot a 30 degree turn and asked if he would like to climb to 8,000' (another pilot 30 miles to the East reported cloud tops at 7,500'). The pilot reported that he would. Three minutes later the pilot advised that he was lossing altitude. There was no further communication. Radar data showed a climb to 6,500' before losing altitude. The crash site indicated a vertical descent. The Canadian pilot did not have an instrument rating. His total flight time was 327 hours, 10 hours of which was actual instrument flight. He had 10 hours of simulated instrument time. The weather was heavy IFR conditions.
A Ritter RV10 amateur-built aircraft impacted terrain, following loss of control in cruise flight near Ledbetter, Tx. The weather was VFR conditions. The pilot sustained fatal injuries. A Jenkins RV7 experimental aircraft crashed on a VFR day flight on takeoff at Winslow, AZ. The aircraft climbed nosehigh, rolled left, and struck the ground nose low. The pilot lost control and sustained fatal injuries. This was the first flight since engine repair. A PA-28-161 impacted water shortly after takeoff from Venice, FL. during night VFR conditions. This was the commercial pilot's first flight at night in the aircraft after a day checkout. The pilot sustained fatal injuries.
There were 44 nonfatal accidents, including one Bell 206B helicopter. The nonfatal accidents represented a myriad of GA aircraft types, including 11 Cessna types (one 525B Citation), 4 Piper types, 2 Beech types, 2 Diamond aircraft types, a Great Lakes aircraft, 6 helicopters, 2 Maule M4's, and a host of other types (12). There was one interesting accident at Tracy, CA. A certified flight instructor, with a student, was demonstrating an engine failure during takeoff initial climb by executing an 180-degree turn back to the airport. He then initiated a go-around by applying full power. The airplane, an American Champion 7GCAA, stalled and impacted the runway.
The indicated causes of the nonfatal accidents seemed to cluster around the landing, go-around, and approach phases of flight, associated with engine failure and loss of power, and X-wind conditions leading to loss of control. There were 9 accidents the direct result of x-wind conditions, 8 airplane hard landings (3 helicopters incurring hard landings after an initial problem), 5 forced landings due to loss of engine power, one forced landing due to fuel exhaustion (the pilot forgot to switch fuel tanks), 4 gear collapses on landing, 3 gear up landings (one at night), one aborted takeoff, one stalled on takeoff, several component failures such as malfunction of brakes, inflight separation of nosewheel, one partial rudder separation in flight, and 2 landing short of the runway due to wind shear.
One pilot attempted to land in a 90-degree x-wind and was swept off the runway. And one lucky pilot, departing on a night solo flight, encountered IFR weather conditions, became lost, and was forced down by impact with high terrain. The pilot was found several days later, after dispensing flares. He did not remember the impact.
There was one Hot Air Balloon accident, the balloon forced down by strong winds to a hard landing, then catching fire. There were several serious injuries.
The nonfatal accidents indicated a lack of proficiency, poor judgment, lack of flight planning, and non-use of a checklist.
Thanks for listening. R.S.
Wednesday, April 16, 2008
March 2008 Aircraft Accidents and Incidents - Part I
Hi Readers: There was a total of 64 accidents/Incidents for March 2008 as reported by NTSB (National Transportation Safety Board). As of 4-16-08 the 19th and 23rd were unreported. There were 5 incidents, 15 fatal accidents with 35 fatalities, and 43 nonfatal accidents. There were 3 non-U.S. accidents, one public-use accident, 4 Part 137 accidents, 4 Part 135 accidents, 3 Part 121 accidents, and 49 accidents classified as GA accidents.
There were 7 helicopter accidents reported, the most serious accident (10 fatal) occurring 10 miles west of Santa Cruz, Peru when a Bell 412 EP, piloted by a U.S. certified air transport pilot and a peruvian provisional copilot, impacted mountainous terrain. There were two other Bell 206B accidents, one (2 minor injuries) in Alaska colliding with terrain - an aerial photography flight involving a loss of control while covering a dogsled race; the other, an agriculture flight, the skids contacting a field while spraying. There were 2 Robinson R22 helicopter accidents, one fatal - a combination photo and student training lesson, when the helicopter was observed to shed parts at low altitude and impact the ground. The tail cone had separated from the fuselage at a "right angle" and the main rotor blades exhibited "coning". Also, one of the main rotor blade sections exhibited an impression consistent in shape to the leading edge of the vertical stabilizer. Examination of the instrument panel revealed that the engine rpm needle was in a high limit position and the rotor rpm needle was in a low limit position. The pilot was properly rated for the flight. The other Robinson helicopter impacted terrain following a loss of engine power at 300 feet during a practice 180-degree autorotation at the Las Vegas, NM. airport following a flight from Broomfield, CO. There were no injuries. On March 9th a Sikorsky helicopter impacted a coal mound during a forced landing near Belmont, WV. The certified commercial pilot was seriously injured. The purpose of the flight was to remove construction equipment from a 620-ft tall powerplant smokestack. After 5 loads were removed successfully, the pilot refueled the helicopter and returned to pick up the sixth and final load. After lifting clear of the stack, the pilot noted that the calibrated load meter read 5,200# - an overload condition. Seconds later the pilot felt a high frequency vibration, which was followed by a yaw to the right and separation of the tail rotor assembly. After two 360-degree rotations, the pilot released the load, reduced the collective pitch and performed an autorotation. The helicopter sustained substantial damage during the hard landing. The 7th helicopter accident involved a Willey Rotorway Exec 90 flight to practice autorotation and simulated SE failures. After 45 minutes of flight both the Instructor and the Student noted that the engine tachometer read lower than the rotor tachometer. Assuming a following engine failure, an autorotation was made. The helicopter landed in soft terrain and rolled on its side.
There were 5 incidents - none sustaining injury. One, a Southwest Airlines B-737, Flight 411, collided, during taxi, with Southwest's B-737, Flight 15, during ground operations at Love Field, Dallas, TX. Both airplanes were damaged. While taxiing past flight 15 (stationary), the left winglet of Flight 411 contacted the left wing stabilizer of Flight 15. A Continental Airlines B-737 sustained minor damage when all four landing gear tires blew on touchdown at Houston, TX. Sounds like a very hard landing. A B-747 wet-leased to Saudia Arabian Airlines by Air Atlantic Icelandic experienced a fire in the the No. 3 engine pylon during the landing rollout at Dhaka, Bangladesh. On March 14th a UK Cessna 550 Citation experienced control problems in flight and landed at Edinburgh, Scotland for investigation - the flight originating in Spain. On March 26th a Great Lakes Aviation Raytheon 1900 D, operating as Flight 5187, en route to Farmington, NM., experienced an open cargo door after takeoff from Page, AZ.
There were 3 Alaskian accidents; one, a Cessna 185 ski-equipped airplane, which aborted the takeoff because the snow would not release from the skis. The airplane slid off the end of the runway and down an embankment at Takoti, Alaska. Another, a Bell 206B collided with terrain following loss of control whil maneuvering 59 miles SE of Nikolia, Alaska on a phot4o flight. The third accident occurred when a Stinson 108 rolled to the left on takeoff, struck the runway and nosed over. An inspection revealed that the ailerron control cables were misrouted, the direction of movement indicated in reverse.
The 4 Part 137 accidents involved agriculture operations and were minor, and a matter of pilot judgment.
The fatal accidents, as well as the nonfatal accidents, involved X-C flights, day and night, weather, an inflight breakup, and using the wrong fuel. All of these accidents will be covered in detail in Part II.
Thanks for listening. R.S.
There were 7 helicopter accidents reported, the most serious accident (10 fatal) occurring 10 miles west of Santa Cruz, Peru when a Bell 412 EP, piloted by a U.S. certified air transport pilot and a peruvian provisional copilot, impacted mountainous terrain. There were two other Bell 206B accidents, one (2 minor injuries) in Alaska colliding with terrain - an aerial photography flight involving a loss of control while covering a dogsled race; the other, an agriculture flight, the skids contacting a field while spraying. There were 2 Robinson R22 helicopter accidents, one fatal - a combination photo and student training lesson, when the helicopter was observed to shed parts at low altitude and impact the ground. The tail cone had separated from the fuselage at a "right angle" and the main rotor blades exhibited "coning". Also, one of the main rotor blade sections exhibited an impression consistent in shape to the leading edge of the vertical stabilizer. Examination of the instrument panel revealed that the engine rpm needle was in a high limit position and the rotor rpm needle was in a low limit position. The pilot was properly rated for the flight. The other Robinson helicopter impacted terrain following a loss of engine power at 300 feet during a practice 180-degree autorotation at the Las Vegas, NM. airport following a flight from Broomfield, CO. There were no injuries. On March 9th a Sikorsky helicopter impacted a coal mound during a forced landing near Belmont, WV. The certified commercial pilot was seriously injured. The purpose of the flight was to remove construction equipment from a 620-ft tall powerplant smokestack. After 5 loads were removed successfully, the pilot refueled the helicopter and returned to pick up the sixth and final load. After lifting clear of the stack, the pilot noted that the calibrated load meter read 5,200# - an overload condition. Seconds later the pilot felt a high frequency vibration, which was followed by a yaw to the right and separation of the tail rotor assembly. After two 360-degree rotations, the pilot released the load, reduced the collective pitch and performed an autorotation. The helicopter sustained substantial damage during the hard landing. The 7th helicopter accident involved a Willey Rotorway Exec 90 flight to practice autorotation and simulated SE failures. After 45 minutes of flight both the Instructor and the Student noted that the engine tachometer read lower than the rotor tachometer. Assuming a following engine failure, an autorotation was made. The helicopter landed in soft terrain and rolled on its side.
There were 5 incidents - none sustaining injury. One, a Southwest Airlines B-737, Flight 411, collided, during taxi, with Southwest's B-737, Flight 15, during ground operations at Love Field, Dallas, TX. Both airplanes were damaged. While taxiing past flight 15 (stationary), the left winglet of Flight 411 contacted the left wing stabilizer of Flight 15. A Continental Airlines B-737 sustained minor damage when all four landing gear tires blew on touchdown at Houston, TX. Sounds like a very hard landing. A B-747 wet-leased to Saudia Arabian Airlines by Air Atlantic Icelandic experienced a fire in the the No. 3 engine pylon during the landing rollout at Dhaka, Bangladesh. On March 14th a UK Cessna 550 Citation experienced control problems in flight and landed at Edinburgh, Scotland for investigation - the flight originating in Spain. On March 26th a Great Lakes Aviation Raytheon 1900 D, operating as Flight 5187, en route to Farmington, NM., experienced an open cargo door after takeoff from Page, AZ.
There were 3 Alaskian accidents; one, a Cessna 185 ski-equipped airplane, which aborted the takeoff because the snow would not release from the skis. The airplane slid off the end of the runway and down an embankment at Takoti, Alaska. Another, a Bell 206B collided with terrain following loss of control whil maneuvering 59 miles SE of Nikolia, Alaska on a phot4o flight. The third accident occurred when a Stinson 108 rolled to the left on takeoff, struck the runway and nosed over. An inspection revealed that the ailerron control cables were misrouted, the direction of movement indicated in reverse.
The 4 Part 137 accidents involved agriculture operations and were minor, and a matter of pilot judgment.
The fatal accidents, as well as the nonfatal accidents, involved X-C flights, day and night, weather, an inflight breakup, and using the wrong fuel. All of these accidents will be covered in detail in Part II.
Thanks for listening. R.S.
Sunday, April 13, 2008
In Passing
Hi Readers: On the way to the March 2008 accident count ( and we'll view with some alarm) the current Airline Cancellations of flights and the rush to complete the required airplane inspections that should have been accomplished progressively in the past instead of being delayed to a convenient time or overlooked entirely. As airline passengers, the travelling public is upset over the cancellation of flights for this reason, as do the pilots and flight attendants as well. Nothing like spending hours preparing and waiting for a flight that will be cancelled in minutes. American Airlines advises that the cancellation of flights is now over - well, we'll see. There are other airworthiness issues that will appear in the near future.
The current air travel picture seems replete with one problem after another (one problem comes to mind - one day we are hiring pilots and flight attendants, and maybe some mechanics, and the next day they are dropped because of aircraft inspections, fuel problems, and scheduling problems). Why? The faults, at the moment, appear to be across the entire aviation spectrum- Airline, DOT, FAA, You and I, and Congress itself.
In fact, Congressmen are upset over the Airlines lack of comittment to serve and its service and are threatening a reorganization of Airline operations. Additionally, passengers are getting fed up with Airline additions of service costs ( on fares and following) which should be the Airlines cost of doing business. All the while it appears that Congressmen have failed in their oversite of aviation operations, depending on "think tank groups" to point out the problems and failures, rather than conduct their own committee studies and investigations.
Thanks for listening. R.S.
The current air travel picture seems replete with one problem after another (one problem comes to mind - one day we are hiring pilots and flight attendants, and maybe some mechanics, and the next day they are dropped because of aircraft inspections, fuel problems, and scheduling problems). Why? The faults, at the moment, appear to be across the entire aviation spectrum- Airline, DOT, FAA, You and I, and Congress itself.
In fact, Congressmen are upset over the Airlines lack of comittment to serve and its service and are threatening a reorganization of Airline operations. Additionally, passengers are getting fed up with Airline additions of service costs ( on fares and following) which should be the Airlines cost of doing business. All the while it appears that Congressmen have failed in their oversite of aviation operations, depending on "think tank groups" to point out the problems and failures, rather than conduct their own committee studies and investigations.
Thanks for listening. R.S.
Thursday, April 3, 2008
Remember the Spruce Goose
Hi Readers: Remember? At my age - yes. At your age - maybe. The Spruce Goose was a big airplane, Howard Hughes (RKO Pictures) grand effort, with Henry Kaiser (Liberty Ships) to transport troops (750 at a time) to Europe at the beginning of WW II under a Government contract. The idea, generated by the two entrepreneuers, after we had lost 800,000 tons of supply ships to German U-boats in 1942.
The prototype HK-1 (Hughes Kaiser design #1)- three to be constructed - was licenced Nx 37602 as an 8-engine (P & W) spruce and birch laminated veneer plywood flying boat. The price tag of the huge 220' long, 80' high, 320' wingspan flying boat was $18 million.
The Hughes team of engineers developed new concepts for large-scale fuselage hulls, and flying control surfaces such as the "artificial feel system" in the control yoke. For instance, for each pound of pressure exerted by the control yoke, the elevator received 1,500 pounds of pressure to operate. Some of the systems developed then are in use today in our big airplanes.
After delays in the construction process, Henry Kaiser withdrew from the project and Howard Hughes took personal responsibility for the flying boat. It was redesignated as the H-4. Well, the project never made it for WW II and was dropped. In 1945 criticism of the project was severe. Hughes had invested $7 million in the project, while the U.S. government had spent $18 million.
Howard Hughes was determind to demonstrate the capability of the H-4, and on 11-4-47 made a takeoff at 90 knots in a 3-mile stretch of the California San Pedro Harbor. With Hughes at the controls the flying boat lifted off and flew at an altitude of 70' for one minute. After that flight the flying boat was placed in a custom-built hangar at a cost of one million dollars/year.
After the death of Howard Hughes, his holding company - Summa Corp. - made plans to disassemble the historic seaplane. After many negotiations, the seaplane was berthed at Pier E, adjacent to the passenger ship Queen Mary in 1983, and later shipped by barge to a new owner, Wrather Corp., only to be purchased by the Disney Corp., and later donated to the Aero Club which awarded custody of the boat to Evergreen Aviation in McMinnville, Oregon as a last resting place.
Flying boats were not new to WW II, and many were developed after WW II and are in use in our Air Transportation System.
Good news! FAA expects to hire nearly 1,900 Air Traffic Controllers in FY 2008. Starting pay for trainees will be $17,046 and first assignments to an FAA facility will be $33,000.
The March 2008 accounting of NTSB aircraft accidents will be coming up soon.
Thanks for listening. R.S.
The prototype HK-1 (Hughes Kaiser design #1)- three to be constructed - was licenced Nx 37602 as an 8-engine (P & W) spruce and birch laminated veneer plywood flying boat. The price tag of the huge 220' long, 80' high, 320' wingspan flying boat was $18 million.
The Hughes team of engineers developed new concepts for large-scale fuselage hulls, and flying control surfaces such as the "artificial feel system" in the control yoke. For instance, for each pound of pressure exerted by the control yoke, the elevator received 1,500 pounds of pressure to operate. Some of the systems developed then are in use today in our big airplanes.
After delays in the construction process, Henry Kaiser withdrew from the project and Howard Hughes took personal responsibility for the flying boat. It was redesignated as the H-4. Well, the project never made it for WW II and was dropped. In 1945 criticism of the project was severe. Hughes had invested $7 million in the project, while the U.S. government had spent $18 million.
Howard Hughes was determind to demonstrate the capability of the H-4, and on 11-4-47 made a takeoff at 90 knots in a 3-mile stretch of the California San Pedro Harbor. With Hughes at the controls the flying boat lifted off and flew at an altitude of 70' for one minute. After that flight the flying boat was placed in a custom-built hangar at a cost of one million dollars/year.
After the death of Howard Hughes, his holding company - Summa Corp. - made plans to disassemble the historic seaplane. After many negotiations, the seaplane was berthed at Pier E, adjacent to the passenger ship Queen Mary in 1983, and later shipped by barge to a new owner, Wrather Corp., only to be purchased by the Disney Corp., and later donated to the Aero Club which awarded custody of the boat to Evergreen Aviation in McMinnville, Oregon as a last resting place.
Flying boats were not new to WW II, and many were developed after WW II and are in use in our Air Transportation System.
Good news! FAA expects to hire nearly 1,900 Air Traffic Controllers in FY 2008. Starting pay for trainees will be $17,046 and first assignments to an FAA facility will be $33,000.
The March 2008 accounting of NTSB aircraft accidents will be coming up soon.
Thanks for listening. R.S.
Friday, March 28, 2008
Summary of February 2008 Aircraft Accidents/Incidents Part II
Hi Readers: As you've probably noticed, Part II has been a long time coming. Reason? All through the month of March 2008 NTSB has been revising the February list of accidents as originally reported. We'll have to assume that reports had not been submitted on time because of Winter and severe weather conditions across the Continental U.S. And, of course, we'll have to realize that NTSB has been 'up to its ears' in investigations and reports. Some of the current aviation problems being reported, such as "overflown airplanes ", lack of airplane inspections, the FAA budget situation, and the lack of FAA controller and technical personnel has not helped our total aviation safety either.
To set the record straight, the total February 2008 aircraft accidents are now 88 instead of 53, and 7 incidents instead of 6. There are now 25 fatal accidents instead of 21, and there are 63 nonfatal accidents instead of 34 (quite an increase), and the fatalities increased from 39 to 57. The majority of both fatal and nonfatal accidents were weather-associated and indicated winter weather problems involving airports, takeoff, landing, and inflight operations. In fact, there are indications that pilots are either not being informed or are not considering winter weather conditions concerning runways and taxiways, and takeoff, landing, and inflight operations. Also, since I started my accounting and analysis of aircraft accidents in early 2007, there has been an increase in sport flying, and a striking increase in experimental and amateur-built aircraft flying - unfortunately an increase in accidents and problems of airplane airworthiness and power outages.
Of the 25 fatal accidents (accounting for 57 fatalities) the majority were loss of control, under both VFR and IFR conditions, day and night, on X-C flights of 40 to 1600+ miles (mostly 200-300 miles), and weather associated, about half without a flight plan. Why are pilots so reluctant to file a flight plan? In a hurry, necessity to check the weather, flight too short, I'll climb above it, no reporting? Here lies a basic problem in flight planning. Before I get into the lecture mode, I'll say this. Pilots must start flight planning based on the route of flight and the destination weather (considering an alternate destination), get the best weather briefing possible, file a flight plan, and start checking the weather ahead after climb to cruise. Amen.
There were 53 nonfatal accidents with the usual myriad cause indications - power loss or failure - (followed by loss of control), power or telephone line strikes, landings on snow and ice, bird strikes, severe turbulence, prop strikes on landing, etc.
Of the fatal accidents, of note was a Raytheon C90A (6 fatal) accident on 2-1-08. The aircraft impacted terrain near the Mt. Airy, North Carolina airport following loss of control after a GPS RNAV "missed approach" under IFR conditions. Witnesses reported rain, low cloud ceilings, and fog in the local area. This is an interesting accident in that the details indicate that the insrument-rated commercial pilot did everything "right", up to a point, and then "lost it". It was reported that the pilot had a total of 780 flight hours. It will be interesting to know the pilot's instrument time, time in this airplane, number of instrument approaches made previously, and the GPS instrumentation installed in the airplane. We'll wait until all the facts are in - this loss of control could have been precipitated by a number of factors such as fuel starvation (although there was evidence of fuel), instrument failure, interference in the cockpit, pilot proficiency, et cetera.
Another interesting accident occurred on 2-1-08 involving a Cessna Citation 525 and an inflight loss of control in IFR conditions following takeoff from Augusta, Maine on a X-C flight to Lincoln, Nebraska. The instrument-rated female pilot filed an IFR flight plan for night flight with the FSS and received a standard weather briefing (whatever that was). The pilot and passenger then departed from the snow-covered ramp area and was observed taxiing over ground covered with snow and ice to R/W 35. The weather conditions had turned from light snow to freezing rain. The pilot subsequently, after taxiing across a ditch, taxiied on to R/W 17 (the active R/W) and made takeoff. After takeoff the pilot contacted ATC and reported at 1,000' climbing to
10,000'. One minute later she advised "we've got an attitude indicator failure", subsequently announcing they were not certain which way they were turning. The aircraft impacted terrain 6 miles SSW of Augusta at flight speed. One can only conclude that this flight, under IFR and night conditions must have been compelling. The temperature and dewpoint temperature (not reported) had to be below zero and indicative of serious icing conditions.
There were other fatal accidents, of note for serious errors. For now, let me conclude that pilots must be more weather-conscious in both VFR and IFR flying. Plan for the weather and fly by the weather!
Thanks for listening. R.S.
To set the record straight, the total February 2008 aircraft accidents are now 88 instead of 53, and 7 incidents instead of 6. There are now 25 fatal accidents instead of 21, and there are 63 nonfatal accidents instead of 34 (quite an increase), and the fatalities increased from 39 to 57. The majority of both fatal and nonfatal accidents were weather-associated and indicated winter weather problems involving airports, takeoff, landing, and inflight operations. In fact, there are indications that pilots are either not being informed or are not considering winter weather conditions concerning runways and taxiways, and takeoff, landing, and inflight operations. Also, since I started my accounting and analysis of aircraft accidents in early 2007, there has been an increase in sport flying, and a striking increase in experimental and amateur-built aircraft flying - unfortunately an increase in accidents and problems of airplane airworthiness and power outages.
Of the 25 fatal accidents (accounting for 57 fatalities) the majority were loss of control, under both VFR and IFR conditions, day and night, on X-C flights of 40 to 1600+ miles (mostly 200-300 miles), and weather associated, about half without a flight plan. Why are pilots so reluctant to file a flight plan? In a hurry, necessity to check the weather, flight too short, I'll climb above it, no reporting? Here lies a basic problem in flight planning. Before I get into the lecture mode, I'll say this. Pilots must start flight planning based on the route of flight and the destination weather (considering an alternate destination), get the best weather briefing possible, file a flight plan, and start checking the weather ahead after climb to cruise. Amen.
There were 53 nonfatal accidents with the usual myriad cause indications - power loss or failure - (followed by loss of control), power or telephone line strikes, landings on snow and ice, bird strikes, severe turbulence, prop strikes on landing, etc.
Of the fatal accidents, of note was a Raytheon C90A (6 fatal) accident on 2-1-08. The aircraft impacted terrain near the Mt. Airy, North Carolina airport following loss of control after a GPS RNAV "missed approach" under IFR conditions. Witnesses reported rain, low cloud ceilings, and fog in the local area. This is an interesting accident in that the details indicate that the insrument-rated commercial pilot did everything "right", up to a point, and then "lost it". It was reported that the pilot had a total of 780 flight hours. It will be interesting to know the pilot's instrument time, time in this airplane, number of instrument approaches made previously, and the GPS instrumentation installed in the airplane. We'll wait until all the facts are in - this loss of control could have been precipitated by a number of factors such as fuel starvation (although there was evidence of fuel), instrument failure, interference in the cockpit, pilot proficiency, et cetera.
Another interesting accident occurred on 2-1-08 involving a Cessna Citation 525 and an inflight loss of control in IFR conditions following takeoff from Augusta, Maine on a X-C flight to Lincoln, Nebraska. The instrument-rated female pilot filed an IFR flight plan for night flight with the FSS and received a standard weather briefing (whatever that was). The pilot and passenger then departed from the snow-covered ramp area and was observed taxiing over ground covered with snow and ice to R/W 35. The weather conditions had turned from light snow to freezing rain. The pilot subsequently, after taxiing across a ditch, taxiied on to R/W 17 (the active R/W) and made takeoff. After takeoff the pilot contacted ATC and reported at 1,000' climbing to
10,000'. One minute later she advised "we've got an attitude indicator failure", subsequently announcing they were not certain which way they were turning. The aircraft impacted terrain 6 miles SSW of Augusta at flight speed. One can only conclude that this flight, under IFR and night conditions must have been compelling. The temperature and dewpoint temperature (not reported) had to be below zero and indicative of serious icing conditions.
There were other fatal accidents, of note for serious errors. For now, let me conclude that pilots must be more weather-conscious in both VFR and IFR flying. Plan for the weather and fly by the weather!
Thanks for listening. R.S.
Monday, March 17, 2008
Summary Of February 2008 Aircraft Accidents & Incidents - Part I
Hi Readers: A bit of aviation history first - women are very much a part of Aviation - France's Le Barrone De' Larchoe became the first certificated woman pilot in March 1910; and NASA began the Space Shuttle Program in March 1972.
Now the summary of the February 2008 aircraft accidents and Incidents. There were no reports of accidents for 2-14, 2-19, and 2-25, and, of course, February was a month of 29 days.
There was a total of 58 U.S. accidents and incidents. There was 6 incidents overall - 5 U.S. There were 21 fatal accidents (1 non-U.S.), accounting for 39 fatalities. There were 34 nonfatal accidents.
There were 3 non-U.S. occurrences, 2 fatal accidents and a B-737 incident in Helsinki, Finland - no injury - when the aircraft clipped the right wingtip of another aircraft after landing. The other two occurrences involved a Beech 95-55 impacting terrain after a loss of engine power on a x-c evening flight in France. Injuries were 1 fatal, 1 serious injury. The other, a PA-28R-200 impacted terrain during a day x-c flight. Reduced visibility in the area was reported.
Of the remaining 5 incidents, there were no injuries except for the incident of Southwest Airlines at Las Vegas, Nevada in which a B-737-300 encountered severe turbulence during descent for landing in a day VFR flight. Five passengers and one flight attendant sustained minor injuries when the seat belt fittings failed and separated. The other incidents involved a McDonnell Douglas MD-88 bird strike on a visual approach to Bergstrom International at Austin, Texas. A Mesa Airlines Bombardier CL-600 (dba as GO') overflew its destination airport at Hilo, Hawaii by 15 miles while in morning cruise flight. The pilots reversed course and landed at Hilo. A functional check of the pressurization system and carbon monoxide exposure proved negative. A Hawker Beech 99, operated by Suburban Air Freight, encountered inflight fire behind the instrument panel during a night VFR x-c flight.
The remaining incident invvolved a student pilot runway incursion at St. Augustine, Florida, following night VFR flight from DeLand, Florida. The student pilot requested to taxi back to the active runway (R/W31) for departure, after landing on R/W31, and became confused. In response, the contract local tower controller instructed him to taxi via R/W20, taxiing on B to B4. The student pilot progressed past taxiway B4, and then requested the tower controller to provide progressive taxi instructions. The tower controller then instructed the student pilot to taxi on to R/W6 (which was not in use) and to hold short on R/W31. He then stated, "R/W31, cleared for takeoff." The student pilot thought he was on R/W31 and cleared for takeoff. He then stated "cleared for takeoff". The pilot then started takeoff on R/W6 from the intersection of R/Ws 6 and 31, with approximately 200 feet of runway remaining. The aircraft was flown off R/W6 into an intercoastal waterway. This accident should never have happened. The errors here are obvious and the flight planning and execution was at its worst. The contract tower controller did not help with his obvious assumptions of the student pilot, even if he had known it was a student pilot involved.
There were 5 Part 135 Air Taxi occurrences - one an incident, one a fatal accident, and 3 nonfatal accidents. The fatal accident involved an air transport certificated pilot in a PA-30 aircraft contacting terrain during a day x-c VFR flight under power at low altitude. Of the remaining nonfatal Part 135 accidents, one involved a Cessna 210L night main landing gear collapse at Tampa International airport, Florida during VFR landing conditions. Examination revealed that the right main landing gear plunger of the down-and-lock switch was misaligned and had malfunctioned. In another, a Cessna P210N, the left main landing gear collapsed during a night landing roll at Carefree, Arizona. The accident is being investigated. The remaining Part 135 accident involved a Cessna 425 impacting a runway sign during taxi for takeoff on an icy Taxiway at Cahokia, Illinois.
Part II will summarize the 21 fatal and 34 nonfatal accidents of February 2008 for indicated causes and corrective action.
Thanks for listening. R.S.
Saturday, March 8, 2008
My Hindenburg Article- And I have an Aviation Novel for Sale
Hi Readers: Let's take a break from aircraft accidents and aviation problems and let me tell you about my article Eye Witness to Disaster in the April 2008 issue of the Flight Journal magazine. This is my story of the Hindenburg Fire (German Zeppelin crash) at Lakehurst, New Jersey in May 1937. I was on the airfield, with others, rescuing survivors. I was 19 years old at the time and was slated for U.S. Navy duty in the U.S. dirigible Los Angeles. Many of you may not remember the Hindenburg or have been around to remember.
Flight Journal is a class A monthly Aviation Adventure magazine with many pictures and articles on past and current aircraft, edited by Budd Davisson and Roger Post, Jr., publisher Air Age Media, www.flightjournal.com, toll-free customer service (800) 442-1871. I'm not in the business of promotion, except for Aviation and Safety, but I think you would enjoy reading this issue and my story. Robert Shaw.
New subject: I must tell you, also, that I have a published aviation novel, Justin's Way Back, by Robert Shaw, for sale. I had only a few remaining copies, however, a few days ago 160 of the books (presumably lost) were found. So now they are for sale at $12.95 per copy plus postage. It's all about an Airline Captain and the Boeing 777 airplane and some problems. If your aviation-oriented and love flying, you'll like this one. E-mail me at roberthshaw@sbcglobal.net or telephone (209) 238-3450.
Thanks for listening. Robert Shaw.
Flight Journal is a class A monthly Aviation Adventure magazine with many pictures and articles on past and current aircraft, edited by Budd Davisson and Roger Post, Jr., publisher Air Age Media, www.flightjournal.com, toll-free customer service (800) 442-1871. I'm not in the business of promotion, except for Aviation and Safety, but I think you would enjoy reading this issue and my story. Robert Shaw.
New subject: I must tell you, also, that I have a published aviation novel, Justin's Way Back, by Robert Shaw, for sale. I had only a few remaining copies, however, a few days ago 160 of the books (presumably lost) were found. So now they are for sale at $12.95 per copy plus postage. It's all about an Airline Captain and the Boeing 777 airplane and some problems. If your aviation-oriented and love flying, you'll like this one. E-mail me at roberthshaw@sbcglobal.net or telephone (209) 238-3450.
Thanks for listening. Robert Shaw.
Thursday, March 6, 2008
January 2008 Aircraft Accidents and Incidents - Part II
Hi Readers: As previously reported in Part I, this is a summary of the January 2008 fatal acidents (both U.S. and non-U.S.) based on the facts available. NTSB is in a continual process of the investigation of accidents, and the probable causes will not be available for some time yet. As stated in Part I, The fatal accidents (more often than not) usually indicate the more serious safety of flight problems and indicate the areas for specific study. The january fatal accidents varied as to time of flight, VFR-IFR meteorological conditions, phase of flight, type of flight operations, pilot classification, proficiency or mission, ad infinitum. There were 22 fatal accidents during the period. Beginning with a fatality-injury count, a 6-fatal Cessna 210M accident on 1-11-08, a day charter flight at Enos airport, Windhaek, Nambia. Engine power was lost on takeoff and the airplane crashed in a residential area. The pilot and the 5 passengers did not survive the crash and post-crash fire. The next, a 4-fatal accident, involved a Cessna 340, operated by a private pilot, impacted terrain in day VFR x-c flight during an approach to R/W27 at Keller Field, Port Clinton, Ohio on the downwind leg of the traffic pattern. The airplane was observed in slow flight to stall and enter a left spin with the landing gear extended. There was some evidence of fuel at the crash site, but both engine propellers were bent rearward indicating lack of power. Weather conditions in the area were reported as VFR. The temperature was 2 degrees C. and the dewpoint temperature was -4 degrees C.
A 6-fatal accident occurred on 1-5-08 when a Piper PA-31-350 impacted ocean water, a loss of control shortly after takeoff from R/W 36 at Kodiak, Alaska in daylight. The flight was a on-demand charter flight of Servant Air, Inc. to transport a group of fishermen from Kodiac to Homer for a Russian Christmas. Many lived in the Homer, Alaska community. A surviving passenger related that the forward baggage door popped open (in the nose) while over the departure end of the runway. The pilot made a shallow right turn, presumably to return to the airport. The baggage door then swung full open. As th e airplane continued the right turn, it rolled sharply to the right and entered a rapid nose-low descent. The airplane disintegrated on impact and sank 200 yards offshore in shallow water. The Kodiak METAR weather report cited wind at 300 degrees, 17 knots with gusts to 26 knots, with the temperature and dewpoint at 46 and 44 degrees C. The air transport pilot and 5 passengers sustained fatal injuries, 3 passengers were seriously injured, and there was one minor injury. Indications are that the opening baggage door resulted in an airfoil problem leading to a stall and loss of control.
A 3-fatal accident occurred on 1-12-08 when a Cessna 172L, piloted by a private pilot, approached the Clearwater airport, Florida for a left downwind for R/W22. In communication with the Tower Controller, the pilot was cleared to land and acknowledged. A witness on the ramp observed the airplane flying at an estimated altitude of 100 feet, then observed a 90-degree bank to the right, followed by a 45-degree roll to the left, followed by a wings level attitude. The airplane was then observed in a 10-15 degree noseup attitude, followed by a stall and a descent in a left, nose-low and erratic attitude. The pilot and 2 passengers were fatally injured.
On 1-12-08 an Italian-registered Piper PA-28 impacted terrain approaching the Treviso, Italy airport under VFR conditions. The pilot and a passenger were fatally injured. On 1-23-08 a U.S. registered and British-operated Beech 58P was destroyed when the airplane impacted water approximately 7 nm north of Cherbourg, France during a day VFR x-c flight. There were 2 fatalities and one serious injury. On 1-15-08 a non-U.S. Beech C-90B, during a day training flight, crashed at Port Said, Egypt. There was a post-crash fire and both pilots were fatally injured. On 1-19-08, an experimental category airplane, an Air Creation Clipper, crashed in desert terrain 8 miles NW of Green Valley, Arizona. The airplane appeared to have descended in a steep nose-down attitude. The student pilot and a flight instructor sustained fatal injuries. On 1-27-08, an amateur-built Free Bird Sportlite 103 impacted terrain near McCullough, Alabama during day flight. The non-certificated pilot was fatally injured. The airplane, a 2-seat tandum, was purchased by the pilot over the internet. A center-of-gravity problem was indicated. The circumstances regarding this airplane was very involved, and the pilot had only 38 hours ground instruction, 25 hours of flight instruction, and had passed a written FAA examination prior to solo.
On 1-16-08 an Air Taxi Aero Commander 500B crashed on a night IFR flight from Tulsa, Oklahoma to the Wiley Post airport following a loss of control after takeoff. The pilot reported that he was having a gyro problem. The airplane was observed on radar, and the pilot was given instructions to turn left to 300 degrees. The pilot initiated a right turn and was informed by Tulsa Approach Control of the mistake. The airplane continued in a steep right turn and disappeared from the radar scope. The weather at the time of the accident was overcast at 1,900 feet, visibility 3 miles in freezing drizzle and snow, temperature 32 degrees F. with winds 300 degrees at 18 knots, gusting to 21 knots. The pilot was fatally injured.
A Hawker Beech 58, on 1-16-08, crashed during a night x-c VFR flight following its climb from Cleveland, Ohio airport, impacting Lake Erie. The airline transport pilot sustained fatal injuries. There were no details. On 1-3-08 a line technician was struck and killed by the moving propeller of a Pilatus PC-12/45 airplane parked on the ramp, awaiting departure, at the Wiley Post airport in Oklahoma City in the early morning hours. The commercial pilot and the 7 passengers aboard were not injured. The airplane was operated by the Cardiovascular Associates, a medical group. A non-U.S. Bell 206B helicopter was destroyed when it impacted terrain under unknown circumstamces near Zuzenhausen, Germany. The passenger was fatally injured and the pilot sustained minor injuries.
All in all, January 2008 was not a good month, with some very bad weather over the continental U.S. We'll hope for an improvement in the month of February. Keep flying - safely.
Thanks for listening. R.S.
A 6-fatal accident occurred on 1-5-08 when a Piper PA-31-350 impacted ocean water, a loss of control shortly after takeoff from R/W 36 at Kodiak, Alaska in daylight. The flight was a on-demand charter flight of Servant Air, Inc. to transport a group of fishermen from Kodiac to Homer for a Russian Christmas. Many lived in the Homer, Alaska community. A surviving passenger related that the forward baggage door popped open (in the nose) while over the departure end of the runway. The pilot made a shallow right turn, presumably to return to the airport. The baggage door then swung full open. As th e airplane continued the right turn, it rolled sharply to the right and entered a rapid nose-low descent. The airplane disintegrated on impact and sank 200 yards offshore in shallow water. The Kodiak METAR weather report cited wind at 300 degrees, 17 knots with gusts to 26 knots, with the temperature and dewpoint at 46 and 44 degrees C. The air transport pilot and 5 passengers sustained fatal injuries, 3 passengers were seriously injured, and there was one minor injury. Indications are that the opening baggage door resulted in an airfoil problem leading to a stall and loss of control.
A 3-fatal accident occurred on 1-12-08 when a Cessna 172L, piloted by a private pilot, approached the Clearwater airport, Florida for a left downwind for R/W22. In communication with the Tower Controller, the pilot was cleared to land and acknowledged. A witness on the ramp observed the airplane flying at an estimated altitude of 100 feet, then observed a 90-degree bank to the right, followed by a 45-degree roll to the left, followed by a wings level attitude. The airplane was then observed in a 10-15 degree noseup attitude, followed by a stall and a descent in a left, nose-low and erratic attitude. The pilot and 2 passengers were fatally injured.
On 1-12-08 an Italian-registered Piper PA-28 impacted terrain approaching the Treviso, Italy airport under VFR conditions. The pilot and a passenger were fatally injured. On 1-23-08 a U.S. registered and British-operated Beech 58P was destroyed when the airplane impacted water approximately 7 nm north of Cherbourg, France during a day VFR x-c flight. There were 2 fatalities and one serious injury. On 1-15-08 a non-U.S. Beech C-90B, during a day training flight, crashed at Port Said, Egypt. There was a post-crash fire and both pilots were fatally injured. On 1-19-08, an experimental category airplane, an Air Creation Clipper, crashed in desert terrain 8 miles NW of Green Valley, Arizona. The airplane appeared to have descended in a steep nose-down attitude. The student pilot and a flight instructor sustained fatal injuries. On 1-27-08, an amateur-built Free Bird Sportlite 103 impacted terrain near McCullough, Alabama during day flight. The non-certificated pilot was fatally injured. The airplane, a 2-seat tandum, was purchased by the pilot over the internet. A center-of-gravity problem was indicated. The circumstances regarding this airplane was very involved, and the pilot had only 38 hours ground instruction, 25 hours of flight instruction, and had passed a written FAA examination prior to solo.
On 1-16-08 an Air Taxi Aero Commander 500B crashed on a night IFR flight from Tulsa, Oklahoma to the Wiley Post airport following a loss of control after takeoff. The pilot reported that he was having a gyro problem. The airplane was observed on radar, and the pilot was given instructions to turn left to 300 degrees. The pilot initiated a right turn and was informed by Tulsa Approach Control of the mistake. The airplane continued in a steep right turn and disappeared from the radar scope. The weather at the time of the accident was overcast at 1,900 feet, visibility 3 miles in freezing drizzle and snow, temperature 32 degrees F. with winds 300 degrees at 18 knots, gusting to 21 knots. The pilot was fatally injured.
A Hawker Beech 58, on 1-16-08, crashed during a night x-c VFR flight following its climb from Cleveland, Ohio airport, impacting Lake Erie. The airline transport pilot sustained fatal injuries. There were no details. On 1-3-08 a line technician was struck and killed by the moving propeller of a Pilatus PC-12/45 airplane parked on the ramp, awaiting departure, at the Wiley Post airport in Oklahoma City in the early morning hours. The commercial pilot and the 7 passengers aboard were not injured. The airplane was operated by the Cardiovascular Associates, a medical group. A non-U.S. Bell 206B helicopter was destroyed when it impacted terrain under unknown circumstamces near Zuzenhausen, Germany. The passenger was fatally injured and the pilot sustained minor injuries.
All in all, January 2008 was not a good month, with some very bad weather over the continental U.S. We'll hope for an improvement in the month of February. Keep flying - safely.
Thanks for listening. R.S.
Sunday, March 2, 2008
January 2008 Aircraft Accidents and Incidents - Part I
Hi Readers: After a 2-week hospital stay, I'm back on track.
There were 89 aircraft accidents in January 2008, of which 8 were non-U.S. There were 5 incidents of which 3 were non-U.S. A Bell 212 helicopter, non-US. accident, injuries not available was also reported. There were no reports of accidents for 1-20-08.
There were 22 fatal accidents accounting for 62 fatalities. Of the non-U.S. fatal accidents, a Beech 200 airplane crashed in Angola (13 fatal); a Cessna 210M crashed in Nambio (6 fatal); a Beech 58P crashed in Cherbourg, France (2 fatal); a Beech C90B crashed in Port Said, Egypt; a Piper PA-28 crashed in Treviso, Italy (2 fatal); and a Bell 206B helicopter crashed in Zuzenhausen, Germany (1 fatal).
There were 3 incidents during the period: One, an Air Canada Airbus 319 experienced a turbulence upset enroute from Toronto to Victoria, Canada, while climbing from FL 360 to 370. The airplane rolled uncommanded 36 degrees right, followed by a 57 degree roll to the left, then pitching nosedown. With 5 crew and 83 passengers aboard, there were 11 minor injuries. In another incident, American Air Lines FLT 1738, a B-757 on a night VFR flight from San Juan, Puerto Rico to Philadelphia had to declare an emergency due to smoke in the cockpit, landing at Palm Beach Intl airport. The pilot, First Officer, 3 of the Flight Attendants, and one passenger were transported to a hospital. While trying to determine the source of the smoke, the First Officer noticed that his windshield began to crack and small chards off glass began to impact him. During descent the windshield shattered, blocking outside visibility. In another incident an American Star Jet Charter B-737 experienced loss of directional control on exiting the landing runway at Lincoln, Nebraska on a day flight.
Of note, a non-U.S. British Airways accident occurred on 1-17-08 when a B-777 landed short of R/W 27L at Heathrow Intl airport. The 136 passengers deplaned by the emergency slide exits, with only 2 minor injuries. Th UK Air Accident Investigation Board is investigating. Also, of note, a Beech 200 (non-U.S.) charter flight crashed in mountainous terrain near Huambo, Angola during approach to land in IFR conditions. Thirteen fatalities were reported.
A 10-fatal mid-air collision occurred on 1-20-08 in daylight btween a Cessna 150M and a Cessna 172N, (both high-wing monoplanes) at the Corona, Ca. municipal airport (uncontrolled). The Cessna 150 was on the downwind leg for R/W25 and the Cessna 172 was entering a LH traffic pattern for R/W25. The commercial pilot and the passenger in the 172 and the two private pilots in the 150, and a person on the ground were fatally injured. There was no maneuvering prior to the collision. There is indication that the Cessna 150 was contacted from above, and that neither pilot observed the other airplane.
There were 3 helicopter accidents during the period, a Robinson R22 (1 fatal) impacted a Los Angeles freeway at night; a Robinson R44 (2 fatal) collided with the ground while maneuvering in daylight in Florida; and a non-U.S. Bell 212 helicopter crashed in a jungle area near Ketini,Peru, under unknown circumstances. Injuries to the 2-man flight crew and 7 passengers were unknown.
Of the non-fatal accidents during the period, there was a myriad of causes such as forced landing due to engine failure in flight, or on takeoff or landing, both airplanes and helicopters; numerous hard landings and groundloops, many connected with snow and ice conditions. There was one waterloop on landing, and an agriculture accident at night. A PA-28 and a Glastar airplane collided in flight and made it back to the airport. And there was one gear collapse. Of note, a B-757 and a Bombardier airplane, both being pushed back from the terminal at San Francisco, contacted each other at the tail sections. This is a new one on me.
Once again, the reported 22 fatal accidents over the Continental U.S. during the period indicate serious safety of flight problems - not limited to any particular time of flight, phase of flight, weather condition, mission, or pilot classification or proficiency issues. A fatal accident of note was a witnessed daylight breakup of a Fresno, CA.-based Beech V35B in flight over Selma, CA. at about 7,000 feet altitude.
The analysis of these fatal accidents will be covered in detail under PartII of the January 2008 accidents and incidents.
Thanks for listening. R.S.
There were 89 aircraft accidents in January 2008, of which 8 were non-U.S. There were 5 incidents of which 3 were non-U.S. A Bell 212 helicopter, non-US. accident, injuries not available was also reported. There were no reports of accidents for 1-20-08.
There were 22 fatal accidents accounting for 62 fatalities. Of the non-U.S. fatal accidents, a Beech 200 airplane crashed in Angola (13 fatal); a Cessna 210M crashed in Nambio (6 fatal); a Beech 58P crashed in Cherbourg, France (2 fatal); a Beech C90B crashed in Port Said, Egypt; a Piper PA-28 crashed in Treviso, Italy (2 fatal); and a Bell 206B helicopter crashed in Zuzenhausen, Germany (1 fatal).
There were 3 incidents during the period: One, an Air Canada Airbus 319 experienced a turbulence upset enroute from Toronto to Victoria, Canada, while climbing from FL 360 to 370. The airplane rolled uncommanded 36 degrees right, followed by a 57 degree roll to the left, then pitching nosedown. With 5 crew and 83 passengers aboard, there were 11 minor injuries. In another incident, American Air Lines FLT 1738, a B-757 on a night VFR flight from San Juan, Puerto Rico to Philadelphia had to declare an emergency due to smoke in the cockpit, landing at Palm Beach Intl airport. The pilot, First Officer, 3 of the Flight Attendants, and one passenger were transported to a hospital. While trying to determine the source of the smoke, the First Officer noticed that his windshield began to crack and small chards off glass began to impact him. During descent the windshield shattered, blocking outside visibility. In another incident an American Star Jet Charter B-737 experienced loss of directional control on exiting the landing runway at Lincoln, Nebraska on a day flight.
Of note, a non-U.S. British Airways accident occurred on 1-17-08 when a B-777 landed short of R/W 27L at Heathrow Intl airport. The 136 passengers deplaned by the emergency slide exits, with only 2 minor injuries. Th UK Air Accident Investigation Board is investigating. Also, of note, a Beech 200 (non-U.S.) charter flight crashed in mountainous terrain near Huambo, Angola during approach to land in IFR conditions. Thirteen fatalities were reported.
A 10-fatal mid-air collision occurred on 1-20-08 in daylight btween a Cessna 150M and a Cessna 172N, (both high-wing monoplanes) at the Corona, Ca. municipal airport (uncontrolled). The Cessna 150 was on the downwind leg for R/W25 and the Cessna 172 was entering a LH traffic pattern for R/W25. The commercial pilot and the passenger in the 172 and the two private pilots in the 150, and a person on the ground were fatally injured. There was no maneuvering prior to the collision. There is indication that the Cessna 150 was contacted from above, and that neither pilot observed the other airplane.
There were 3 helicopter accidents during the period, a Robinson R22 (1 fatal) impacted a Los Angeles freeway at night; a Robinson R44 (2 fatal) collided with the ground while maneuvering in daylight in Florida; and a non-U.S. Bell 212 helicopter crashed in a jungle area near Ketini,Peru, under unknown circumstances. Injuries to the 2-man flight crew and 7 passengers were unknown.
Of the non-fatal accidents during the period, there was a myriad of causes such as forced landing due to engine failure in flight, or on takeoff or landing, both airplanes and helicopters; numerous hard landings and groundloops, many connected with snow and ice conditions. There was one waterloop on landing, and an agriculture accident at night. A PA-28 and a Glastar airplane collided in flight and made it back to the airport. And there was one gear collapse. Of note, a B-757 and a Bombardier airplane, both being pushed back from the terminal at San Francisco, contacted each other at the tail sections. This is a new one on me.
Once again, the reported 22 fatal accidents over the Continental U.S. during the period indicate serious safety of flight problems - not limited to any particular time of flight, phase of flight, weather condition, mission, or pilot classification or proficiency issues. A fatal accident of note was a witnessed daylight breakup of a Fresno, CA.-based Beech V35B in flight over Selma, CA. at about 7,000 feet altitude.
The analysis of these fatal accidents will be covered in detail under PartII of the January 2008 accidents and incidents.
Thanks for listening. R.S.
Friday, February 8, 2008
Careers In Aviation - 2008
Hi Readers: This is a good time to begin a career in aviation. There are no less than 12 major aviation career fields open, now employing hundreds of thousands of qualified personnel, male and female, all working to provide an expanding prime mode of transportation in the U.S. and most of the world. Within these career fields there are 70+ job opportunities that have to be filled, periodically, by attrition, retirement, or by new developments. The expansion of air travel itself, year to year, keeps the need current for more pilots, air traffic controllers, mechanics, and other qualified personnel.
Currently, the aviation industry offers opportunities in pilot careers, airline and airport operations, airline and airport services, aircraft companies (new companies and expansion), aircraft systems and electronics maintenance, technical services, food services, law and security services, and travel and tourist operations. And this list does not include the federal, state, and municipal department and agency requirements for aviation services (such as for fire and rescue, ambulance and health, etc.), and does not include the military use off independent contractors for air travel requirements. Nor does it include aviation requirements by agencies such as DOT, FAA, and NTSB.
In the midst of the jet age, development of new airplanes and equipment have required advanced designs and manufacture, resulting in new jobs, particularly in connection with automated digital systems and air traffic control. Air Cargo is expanding, day by day; and increased public travel have required more and better passenger processing and security. It is ironic that computer engineers are telling us that the present-day computer science will soon be replaced by more advanced systems.
All these career categories require education, training, and many, experience. Some of this is supplied by the airplane companies themselves; others, by independent aviation contractors; Colleges and Universities; and technical schools. There are private individual offers, also. Schools such as Embrey-Riddle, King, Airline Transport Professionals, and American Flyers, to cite a few, are seasoned aviation educational suppliers, as are colleges and universities. The University of North Dakota, for instance, has had a separate school for air traffic controllers. And there are others. Almost all of these contractors provide computer on-line courses, either complete or incrementally.
The cost of the education and training for these categories is not cheap, but appears reasonable considering a lot of the training garantees job placement and at least interview. The flying-hour certificates, such as a Regional Jet Standards Certificate, which garantees an airline pilot interview (with Airline partnerships) can run $5,995/7days. Garanteed ME ratings are priced at $1,295 to $1,475, an ATP certificate is priced at $1,595, and a multi-CFI for $1395. In Dallas, TX., for instance, ME PIC time is priced at $129/hr wet.
There is all kinds of help on the computer to satisfy your needs for instruction and training. There is, for example, a 1300+ Aviation School Database on line - an index of flying schools http://www.bestaviation.net/. Seaplanes ratings, for instance, can be obtianed through http://www.adventureseaplane.com/ and Aircraft Dispatcher training can be obtained on-line and by correspondence courses from http://www.avgschools.com/. There are some opportunities with the Airlines themselves - Northwest Airlines has a website for unpaid internships, and University Aviation Associates has career opportunities for aviation educators. Aviation Associations, such as AOPA, can be a big help, too.
Aviation employment still appears very positive. A recent report from Regional Airlines indicate the need: WestJet Airlines for pilots, flight attendants, and mechanics; Wings of Alaska for pilots and mechanics; Gemini Air Cargo for pilots and mechanics; Ryan Intl Airlines for mechanics; Anana Flight for pilots and mechanics; A13X Airlines for pilots and mechanics; Mesaba Airlines for pilots, flight attendants, and mechanics, and USA 3000 Airlines for mechanics only. These were Jan and Feb reports.
The January 2008 NTSB aircraft Accident reports will be coming up soon.
Thanks for listening. R.S.
Currently, the aviation industry offers opportunities in pilot careers, airline and airport operations, airline and airport services, aircraft companies (new companies and expansion), aircraft systems and electronics maintenance, technical services, food services, law and security services, and travel and tourist operations. And this list does not include the federal, state, and municipal department and agency requirements for aviation services (such as for fire and rescue, ambulance and health, etc.), and does not include the military use off independent contractors for air travel requirements. Nor does it include aviation requirements by agencies such as DOT, FAA, and NTSB.
In the midst of the jet age, development of new airplanes and equipment have required advanced designs and manufacture, resulting in new jobs, particularly in connection with automated digital systems and air traffic control. Air Cargo is expanding, day by day; and increased public travel have required more and better passenger processing and security. It is ironic that computer engineers are telling us that the present-day computer science will soon be replaced by more advanced systems.
All these career categories require education, training, and many, experience. Some of this is supplied by the airplane companies themselves; others, by independent aviation contractors; Colleges and Universities; and technical schools. There are private individual offers, also. Schools such as Embrey-Riddle, King, Airline Transport Professionals, and American Flyers, to cite a few, are seasoned aviation educational suppliers, as are colleges and universities. The University of North Dakota, for instance, has had a separate school for air traffic controllers. And there are others. Almost all of these contractors provide computer on-line courses, either complete or incrementally.
The cost of the education and training for these categories is not cheap, but appears reasonable considering a lot of the training garantees job placement and at least interview. The flying-hour certificates, such as a Regional Jet Standards Certificate, which garantees an airline pilot interview (with Airline partnerships) can run $5,995/7days. Garanteed ME ratings are priced at $1,295 to $1,475, an ATP certificate is priced at $1,595, and a multi-CFI for $1395. In Dallas, TX., for instance, ME PIC time is priced at $129/hr wet.
There is all kinds of help on the computer to satisfy your needs for instruction and training. There is, for example, a 1300+ Aviation School Database on line - an index of flying schools http://www.bestaviation.net/. Seaplanes ratings, for instance, can be obtianed through http://www.adventureseaplane.com/ and Aircraft Dispatcher training can be obtained on-line and by correspondence courses from http://www.avgschools.com/. There are some opportunities with the Airlines themselves - Northwest Airlines has a website for unpaid internships, and University Aviation Associates has career opportunities for aviation educators. Aviation Associations, such as AOPA, can be a big help, too.
Aviation employment still appears very positive. A recent report from Regional Airlines indicate the need: WestJet Airlines for pilots, flight attendants, and mechanics; Wings of Alaska for pilots and mechanics; Gemini Air Cargo for pilots and mechanics; Ryan Intl Airlines for mechanics; Anana Flight for pilots and mechanics; A13X Airlines for pilots and mechanics; Mesaba Airlines for pilots, flight attendants, and mechanics, and USA 3000 Airlines for mechanics only. These were Jan and Feb reports.
The January 2008 NTSB aircraft Accident reports will be coming up soon.
Thanks for listening. R.S.
Saturday, February 2, 2008
Flight Into Terrain - VFR
Hi Readers: Very recently the National Transportation Safety Board (NTSB) published a Safety Alert on controlled flight into terrain, citing several prominent fatal aircraft accidents involving VFR and IFR pilots operating under VFR conditions at night, particularly in remote areas.
As noted (ver-batim):
1. In many cases, the pilots were in contact with Air Traffic Control (ATC) at the time of the
accident and receiving radar service.
2. The pilot and Controllers involved all appear to have been unaware that the aircraft was
in danger.
3. Increased altitude awareness and better preflight planning would likely have prevented
all of these accidents.
The Safety Alert continued with 8 points of preflight planning that might have avoided these accidents, among them (paraphrasing):
1. Darkness may eliminate your horizon and render avoidance of high terrain impossible.
2. When receiving radar service, do not depend on ATC to warn of terrain hazards ahead.
3. When issued a heading, along with "maintain VFR", be aware that the heading may not
provide adequate terrain clearance.
4. That ATC software provides only limited prediction and warning of terrain hazards, and
is designed for IFR flight, not VFR, and VFR coverage must be requested by the pilot.
I couldn't agree more with the Safety Alert (although I thought it could have been expanded to include weather), particularly with respect to the aforementioned preflight planning points. I have been discussing these points for some time now on my website.
The fact of the matter is that without surface light reflection below or ahead, complete darkness will be experienced and any mountain ahead will not be seen. This means that the horizon will be lost and continued flight will have to be on instruments. With regard to radar services, these services depend on the Controller's workload - which he is not obligated to provide for VFR flight. With respect to an issued heading, with instructions to "maintain VFR", that heading does not gaurantee terrain clearance - it's still up to the pilot. And, of course, the radar software was designed for IFR flight, not VFR flight.
I recommend that all pilots obtain and read this Safety Alert. I'm sure that NTSB will provide wide distribution of this Alert through their own and FAA channels. Also, pilots can download the Alert on AOPA ONLINE. To those of you who cannot locate the Alert, let me know on www.roberthshaw@sbcglobal.net and I will place the entire Safety Alert on www.Robertsflyers.blogspot.com.
New subject: AOPA ONLINE has an article "When Legal Isn't Safe" by Marc K. Henegar (who today is an Alaska Airlines B-737 Captain). An excellent article regarding pilot experience and "go-no go" decisions. Again, available on AOPA ONLINE.
Thanks for listening. R.S.
As noted (ver-batim):
1. In many cases, the pilots were in contact with Air Traffic Control (ATC) at the time of the
accident and receiving radar service.
2. The pilot and Controllers involved all appear to have been unaware that the aircraft was
in danger.
3. Increased altitude awareness and better preflight planning would likely have prevented
all of these accidents.
The Safety Alert continued with 8 points of preflight planning that might have avoided these accidents, among them (paraphrasing):
1. Darkness may eliminate your horizon and render avoidance of high terrain impossible.
2. When receiving radar service, do not depend on ATC to warn of terrain hazards ahead.
3. When issued a heading, along with "maintain VFR", be aware that the heading may not
provide adequate terrain clearance.
4. That ATC software provides only limited prediction and warning of terrain hazards, and
is designed for IFR flight, not VFR, and VFR coverage must be requested by the pilot.
I couldn't agree more with the Safety Alert (although I thought it could have been expanded to include weather), particularly with respect to the aforementioned preflight planning points. I have been discussing these points for some time now on my website.
The fact of the matter is that without surface light reflection below or ahead, complete darkness will be experienced and any mountain ahead will not be seen. This means that the horizon will be lost and continued flight will have to be on instruments. With regard to radar services, these services depend on the Controller's workload - which he is not obligated to provide for VFR flight. With respect to an issued heading, with instructions to "maintain VFR", that heading does not gaurantee terrain clearance - it's still up to the pilot. And, of course, the radar software was designed for IFR flight, not VFR flight.
I recommend that all pilots obtain and read this Safety Alert. I'm sure that NTSB will provide wide distribution of this Alert through their own and FAA channels. Also, pilots can download the Alert on AOPA ONLINE. To those of you who cannot locate the Alert, let me know on www.roberthshaw@sbcglobal.net and I will place the entire Safety Alert on www.Robertsflyers.blogspot.com.
New subject: AOPA ONLINE has an article "When Legal Isn't Safe" by Marc K. Henegar (who today is an Alaska Airlines B-737 Captain). An excellent article regarding pilot experience and "go-no go" decisions. Again, available on AOPA ONLINE.
Thanks for listening. R.S.
Tuesday, January 29, 2008
Photo - Aero Commander 560 Accident
Hi Readers: It's time that I explained the unmarked photo on my site as I previously promised. The photo - A twin-engined Aero Commander 560 in a 90 degree nosedown attitude just short of contacting the ground. Here is the story - I investigated this accident for the NTSB on 3-19-71. We'll skip the names.
The pilot rented the twin-engine Aero Commander 560 from World West Aviation in Van Nuys, CA. the morning of the accident to transport himself and four other engineers from two different companies to Helendale, Ca. Auxiliary airport to conduct a drop test (6 runs) of an electronic parachute dsevice. The landing was made at Helendale (North of Victorville, Ca.), and it was reported that the airplane was functioning normally after the en route flight. The test plan called for a number of runs at altitude, releasing the electronic parachute device out the door from the left rear seat. The wind was determined to be from the north at about 15-20 mph. The first run was made from about 2,000' into the wind and was successful. Since the device landed approximately 1/4 mile south of the Auxilliary field, the second run was planned for 1,000'. Prior to the takeoff, the pilot mentioned the possibility of "cutting" the left engine during the drop to reduce the airstream velocity. Subsequently, the airplane departed on the second run (the pilot in the left cockpit seat and the drop engineer in the left rear seat), south to north at about 1,000', at a slower speed, and the release of the device was observed approximately 1/4 mile north of the Helendale field. Two occupants on the ground were observing with binoculars, and another was to film the run using an 8 mm movie camera.
Seconds later, after release of the device, the left wing of the airplane was observed to dip sharply, followed by a sudden rotation to the left into a vertical dive, and impact the terrain. The airplane exploded on impact. The cabin door could not be identified, and a power reduction could not be determined. The parachute device was found on the ground between the field and the wreckage in a released configuration.
The Aero Commander 560 airplane comes from a line of light "twins" set up originally by Ted Smith (Aerostar Company) - a fast, high wing, 6-seat cabin monoplane, all metal, of 4500 to 6,000 pounds, powered by two 190 hp Lycoming engines. The Rockwell Co. took over the Ted Smith Co. in 1958, then a merger took place with North American Aviation in 1967, then a purchase by Gulfstream in 1981, and finally the Twin Commander Co. took over in 1989. The Commander was made famous by Bob Hoover, flying acrobatics. The Commander was used extensively as a transport and cargo charter airplane, as well as an air ambulance and a VIP transport, particularly in Australia and other countries.
The Aero Commander is still flying, and there are models available here and there. I've flown the Commander on x-c flights - a stable, 7-hr range, roomy cockpit and cabin, wide-gear airplane that's easy to land.
The accident was unfortunate - the airplane apparently stalled, or control was lost, with a power cutback on the left engine, and a left entry into a spin mode at low altitude. The electronic parachute device was found on the ground in a released configuration.
Thanks for listening. R.S.
The pilot rented the twin-engine Aero Commander 560 from World West Aviation in Van Nuys, CA. the morning of the accident to transport himself and four other engineers from two different companies to Helendale, Ca. Auxiliary airport to conduct a drop test (6 runs) of an electronic parachute dsevice. The landing was made at Helendale (North of Victorville, Ca.), and it was reported that the airplane was functioning normally after the en route flight. The test plan called for a number of runs at altitude, releasing the electronic parachute device out the door from the left rear seat. The wind was determined to be from the north at about 15-20 mph. The first run was made from about 2,000' into the wind and was successful. Since the device landed approximately 1/4 mile south of the Auxilliary field, the second run was planned for 1,000'. Prior to the takeoff, the pilot mentioned the possibility of "cutting" the left engine during the drop to reduce the airstream velocity. Subsequently, the airplane departed on the second run (the pilot in the left cockpit seat and the drop engineer in the left rear seat), south to north at about 1,000', at a slower speed, and the release of the device was observed approximately 1/4 mile north of the Helendale field. Two occupants on the ground were observing with binoculars, and another was to film the run using an 8 mm movie camera.
Seconds later, after release of the device, the left wing of the airplane was observed to dip sharply, followed by a sudden rotation to the left into a vertical dive, and impact the terrain. The airplane exploded on impact. The cabin door could not be identified, and a power reduction could not be determined. The parachute device was found on the ground between the field and the wreckage in a released configuration.
The Aero Commander 560 airplane comes from a line of light "twins" set up originally by Ted Smith (Aerostar Company) - a fast, high wing, 6-seat cabin monoplane, all metal, of 4500 to 6,000 pounds, powered by two 190 hp Lycoming engines. The Rockwell Co. took over the Ted Smith Co. in 1958, then a merger took place with North American Aviation in 1967, then a purchase by Gulfstream in 1981, and finally the Twin Commander Co. took over in 1989. The Commander was made famous by Bob Hoover, flying acrobatics. The Commander was used extensively as a transport and cargo charter airplane, as well as an air ambulance and a VIP transport, particularly in Australia and other countries.
The Aero Commander is still flying, and there are models available here and there. I've flown the Commander on x-c flights - a stable, 7-hr range, roomy cockpit and cabin, wide-gear airplane that's easy to land.
The accident was unfortunate - the airplane apparently stalled, or control was lost, with a power cutback on the left engine, and a left entry into a spin mode at low altitude. The electronic parachute device was found on the ground in a released configuration.
Thanks for listening. R.S.
Friday, January 25, 2008
Troublesome Definitions
Hi Readers: In my aviation experience I've found that certain definitions (FAA regulations, for instance) - acronyms and phrases - indicate a definite meaning, but relate to several separate operations. Here is a beginning list, covering a few basics, and items relating pretty much to complete flight. There are other definitions that will be covered, periodically, in future blogs. In fact, most of them are covered in the Pilot/Controller Glossary of the Aeronautical Information Manual (AIM).
Basics:
Ceiling - Height of the lowest layer of clouds or obscuration phenomena that is reported as
broken, overcast, or as obscuration.
Visibility - In units of distance to see and identify prominent unlighted object by day and
lighted objects at night, in statute miles.
Track - The actual flight path of the aircraft over the surface of the earth.
Tailwind - Any wind greater than 90 degrees to the longitudinal axis (magnetic) of the
runway.
Crosswind Component - The wind component measured in knots at 90 degrees to the
longitudinal axis of the runway.
True Airspeed - Calibrated airspeed corrected for altitude and temperature. True airspeed
increases with altitude.
Cardinal Altitudes - Odd or even thousand-foot altitudes or flight levels.
Weather:
Significant Weather - SIGMETS - severe and extreme turbulence, severe icing, widespread
dust or sandstorm that will reduce visibility to less than 3 miles.
Marginal Weather - Less than VFR conditions.
Hazardous Weather - Summary of SIGMETS and PIREPS such as thunderstorms, low
ceilings and visibilities not included in Hazardous Advisories.
Climb and VFR Flight:
Cleared As Filed - Aircraft is cleared to proceed IAW the route of flight filed in a flight
plan - does not include the altitude, DP, or DP transition.
Climbout - That portion of flight between takeoff and the initial cruising altitude.
Climb To VFR - ATC authorization for an aircraft to climb to VFR conditions, within certain
class surface areas when the only weather limitation is restricted visibility
- must remain clear of clouds.
VFR Not Recommended - An advisory by a FSS to a pilot during preflight or an inflight
weather briefing - when current and forecast conditions are at
or below VFR minimums.
Visual Meteorological Conditions - Weather conditions in terms of visibility, distance from
clouds, and ceiling equal to or better than minimums.
Special VFR Conditions - Conditions that are less than for basic VFR - permitted flight
under VFR class surface areas.
Approach and Landing:
Visual Approach - On an IFR flight plan, which authorizes the pilot to proceed visually -
ceiling 1,000' and visibility 3 miles.
Contact Approach - By visual reference, on an IFR flight plan, only by request from the
pilot, and when the ground visibility is at least 1 mile.
Straight-In Approach - Can be either VFR or IFR - visually and clear of clouds.
Runway Threshold - Relates to runway markings for visual, precision, and nonprecision
approaches, including a displaced threshold.
Touchdown Zone - The first 3,000' of runway beginning at the threshold.
Terminal Area - A general term used to describe airspace in which Approach Control
provides service to airport traffic.
Thanks for listening. R.S.
Basics:
Ceiling - Height of the lowest layer of clouds or obscuration phenomena that is reported as
broken, overcast, or as obscuration.
Visibility - In units of distance to see and identify prominent unlighted object by day and
lighted objects at night, in statute miles.
Track - The actual flight path of the aircraft over the surface of the earth.
Tailwind - Any wind greater than 90 degrees to the longitudinal axis (magnetic) of the
runway.
Crosswind Component - The wind component measured in knots at 90 degrees to the
longitudinal axis of the runway.
True Airspeed - Calibrated airspeed corrected for altitude and temperature. True airspeed
increases with altitude.
Cardinal Altitudes - Odd or even thousand-foot altitudes or flight levels.
Weather:
Significant Weather - SIGMETS - severe and extreme turbulence, severe icing, widespread
dust or sandstorm that will reduce visibility to less than 3 miles.
Marginal Weather - Less than VFR conditions.
Hazardous Weather - Summary of SIGMETS and PIREPS such as thunderstorms, low
ceilings and visibilities not included in Hazardous Advisories.
Climb and VFR Flight:
Cleared As Filed - Aircraft is cleared to proceed IAW the route of flight filed in a flight
plan - does not include the altitude, DP, or DP transition.
Climbout - That portion of flight between takeoff and the initial cruising altitude.
Climb To VFR - ATC authorization for an aircraft to climb to VFR conditions, within certain
class surface areas when the only weather limitation is restricted visibility
- must remain clear of clouds.
VFR Not Recommended - An advisory by a FSS to a pilot during preflight or an inflight
weather briefing - when current and forecast conditions are at
or below VFR minimums.
Visual Meteorological Conditions - Weather conditions in terms of visibility, distance from
clouds, and ceiling equal to or better than minimums.
Special VFR Conditions - Conditions that are less than for basic VFR - permitted flight
under VFR class surface areas.
Approach and Landing:
Visual Approach - On an IFR flight plan, which authorizes the pilot to proceed visually -
ceiling 1,000' and visibility 3 miles.
Contact Approach - By visual reference, on an IFR flight plan, only by request from the
pilot, and when the ground visibility is at least 1 mile.
Straight-In Approach - Can be either VFR or IFR - visually and clear of clouds.
Runway Threshold - Relates to runway markings for visual, precision, and nonprecision
approaches, including a displaced threshold.
Touchdown Zone - The first 3,000' of runway beginning at the threshold.
Terminal Area - A general term used to describe airspace in which Approach Control
provides service to airport traffic.
Thanks for listening. R.S.
Sunday, January 20, 2008
What Is Marginal Weather?
Hi Readers: Marginal weather is a subject which has bugged pilots for years, and has been the cause of many aircraft accidents - many fatal. Airline pilots, if given marginal weather conditions, automatically expect IFR conditions to follow, and of course they file IFR flight plans anyway. To the GA pilot, marginal weather, depending on the pilot's ratings, experience, and proficiency, is a matter to be dealt with on an individual basis. Too often the GA pilot fools himself by deciding the weather, deteriorating, will get better ahead.
Unless we have divine powers or a degree in meteorology or Aerology, we should not attempt to outguess the weather. Let's let the weather man - briefer, forecaster, or whatever name he goes by, handle the weather for us, X-C or local flight. We should listen closely to his words and ask the routine and difficult questions. As pilots, however, that still does not absolve us of not knowing what VFR, marginal weather, and IFR are and their differences. And the flight, local or X-C, is ours to plan and execute safely.
So marginal weather conditions are somewhere between VFR and IFR - let's get specific.
The FAA defines the term as ceiling 1,000' to 3,000' (AGL), and visibility 3 to 5 miles - interpreted as flight visibility (How expert are we in estimating visibility?). So marginal weather is just beyond VFR and that's usually where the problems start. Unless we are IFR qualified, we should immediately question our ability to continue with our flight plan (if we have one) or alter our course and revise our flight plan. Let's ask ourselves, do we honestly believe, knowing our capabilities, that we should continue the flight.
The National Weather Service, and other weather facilities, stand ready to assist us in our preflight preparations and flight planning, but do not define marginal weather or make decisions with respect to marginal weather. There can be a briefing for the flight, a forecast for the route of flight, or weather advisories. Readily available is METAR, FA (Area forecasts which give MVFR (Marginal VFR) reports for areas of 3,000 Sq miles at any one time, SIGMETS (4 hour period), and AIRMETS (6 hour period). TIBS ( area and route briefings) can be used, but is not considered a substitute for briefings by a weather Specialist (Call 1-800-WX BRIEF). Then there is also AWOS (Automatic Weather Observing System) at most airports, transmitted on a discrete VHF radio frequency - these airports listed in the FAA Airport Facility Directory.
There is a fine line between VFR, MVFR, and IFR conditions due to weather phenomenon such as low-level, layered clouds (associated or not associated with weather fronts) changing ceilings and visibilities with the advent of fog, dust, or haze conditions, even to the point of sky obscuration.
Most aircraft accidents relating to low ceilings and visibilities (flying into marginal weather) are the result of somewhat inactive pilots who are not qualified for IFR flight and, more often than not, attempt flight by visual reference into deteriorating weather conditions. Losing the visual horizon, they are immediately at risk to experience vertigo. If flying by reference to instruments is not accomplished immediately, control of the aircraft may be lost. Continued flight into adverse weather (marginal conditions) is the single cause of the greatest number of fatal accidents.
The best advice is to be aware of, and on the alert for, weather phenomena that may produce marginal VFR and IFR conditions. Above all, pilots should be honest with respect to their capabilities. Can I handle this weather? If not, do a 180 degree turn or change course or altitude immediately - don't wait. Get back to VFR conditions. There will always be another time - perhaps additional proficiency time.
Thanks for listening. R.S.
Unless we have divine powers or a degree in meteorology or Aerology, we should not attempt to outguess the weather. Let's let the weather man - briefer, forecaster, or whatever name he goes by, handle the weather for us, X-C or local flight. We should listen closely to his words and ask the routine and difficult questions. As pilots, however, that still does not absolve us of not knowing what VFR, marginal weather, and IFR are and their differences. And the flight, local or X-C, is ours to plan and execute safely.
So marginal weather conditions are somewhere between VFR and IFR - let's get specific.
The FAA defines the term as ceiling 1,000' to 3,000' (AGL), and visibility 3 to 5 miles - interpreted as flight visibility (How expert are we in estimating visibility?). So marginal weather is just beyond VFR and that's usually where the problems start. Unless we are IFR qualified, we should immediately question our ability to continue with our flight plan (if we have one) or alter our course and revise our flight plan. Let's ask ourselves, do we honestly believe, knowing our capabilities, that we should continue the flight.
The National Weather Service, and other weather facilities, stand ready to assist us in our preflight preparations and flight planning, but do not define marginal weather or make decisions with respect to marginal weather. There can be a briefing for the flight, a forecast for the route of flight, or weather advisories. Readily available is METAR, FA (Area forecasts which give MVFR (Marginal VFR) reports for areas of 3,000 Sq miles at any one time, SIGMETS (4 hour period), and AIRMETS (6 hour period). TIBS ( area and route briefings) can be used, but is not considered a substitute for briefings by a weather Specialist (Call 1-800-WX BRIEF). Then there is also AWOS (Automatic Weather Observing System) at most airports, transmitted on a discrete VHF radio frequency - these airports listed in the FAA Airport Facility Directory.
There is a fine line between VFR, MVFR, and IFR conditions due to weather phenomenon such as low-level, layered clouds (associated or not associated with weather fronts) changing ceilings and visibilities with the advent of fog, dust, or haze conditions, even to the point of sky obscuration.
Most aircraft accidents relating to low ceilings and visibilities (flying into marginal weather) are the result of somewhat inactive pilots who are not qualified for IFR flight and, more often than not, attempt flight by visual reference into deteriorating weather conditions. Losing the visual horizon, they are immediately at risk to experience vertigo. If flying by reference to instruments is not accomplished immediately, control of the aircraft may be lost. Continued flight into adverse weather (marginal conditions) is the single cause of the greatest number of fatal accidents.
The best advice is to be aware of, and on the alert for, weather phenomena that may produce marginal VFR and IFR conditions. Above all, pilots should be honest with respect to their capabilities. Can I handle this weather? If not, do a 180 degree turn or change course or altitude immediately - don't wait. Get back to VFR conditions. There will always be another time - perhaps additional proficiency time.
Thanks for listening. R.S.
Saturday, January 19, 2008
In Passing - Again
Hi Readers: I must tell you about a 12-song CD, Country and Western music, that was given to me by Ted and Tula Mattingly of Modesto, California today at lunch. A very engaging couple - Ted is the lead singer and Tula the Photographer.
The CD - Ted "Big T" Mattingly - Recorded at Song Haven Studio, Tujunga, Ca - 12 Songs.
Although I'm 91 and of the Swing set music era, I'll say the CD is a 4-star hit with me and I recommend the album. Ted has a clear, pleasant voice (you can actually hear the words) and the background of piano and sax is outstanding.
Ted and Tula: "It feels So Right", "Can't Help Falling in Love", and "I'm not Built That Way" were my favorites, and "Louisiana Saturday Night" made me want to get with it and dance (and I walk with a cane). For what it's worth, you have a great CD and I'd buy it. Thanks and good luck!
Marginal weather coming up. Thanks for listening. R.S.
The CD - Ted "Big T" Mattingly - Recorded at Song Haven Studio, Tujunga, Ca - 12 Songs.
Although I'm 91 and of the Swing set music era, I'll say the CD is a 4-star hit with me and I recommend the album. Ted has a clear, pleasant voice (you can actually hear the words) and the background of piano and sax is outstanding.
Ted and Tula: "It feels So Right", "Can't Help Falling in Love", and "I'm not Built That Way" were my favorites, and "Louisiana Saturday Night" made me want to get with it and dance (and I walk with a cane). For what it's worth, you have a great CD and I'd buy it. Thanks and good luck!
Marginal weather coming up. Thanks for listening. R.S.
Monday, January 14, 2008
In Passing
Hi Readers: Now that the 2007 Accidents/Incidents have passed, we'll see what 2008 will do. Better, we hope. Not that I have aircraft accidents on my mind all the time, or having been an NTSB Investigator of accidents in the past, but every now and then I think of the needless and sorrowful accidents that occur. One that comes to mind is the Payne Stewart Learjet 35 fatal accident of 11-10-00.
Payne Stewart was not only an excellent golfer, but a good person and a family man. Along with his fatal journey in an proven jet aircraft, 4 others were taken with him. Why? Principally, because somebody, the pilot or others, failed to check the pressurization or oxygen system, or use the checklist, prior to takeoff. The 5 occupants departed Orlando, FL in the Learjet for a Texas Golf Tournament. Air Traffic Controllers and U.S. Air Force Fighter jets watched the jet travel across country, as high as 45,000 feet, out of control, before it finally came down near Aberdeen, South Dakota, apparently out of fuel. After takeoff and 20 minutes into the flight, there was no communication with or response from the pilots. It was assumed that a pressurization problem existed and that all occupants succumbed to oxygen deprivation after takeoff at altitude.
New subject - Who must you allow to see your pilot and medical certificates on demand?
1. The FAA Administrator
2. An authorized representative of the NTSB.
3. Any federal, state, or local law enforcement officer.
4. An authorized representative of the Transportation Security Administration.
However, do not allow the certificates to leave your possession in any circumstance, and require the questioner to produce identification.
Marginal weather will be coming up next.
Thanks for listening. R.S.
Payne Stewart was not only an excellent golfer, but a good person and a family man. Along with his fatal journey in an proven jet aircraft, 4 others were taken with him. Why? Principally, because somebody, the pilot or others, failed to check the pressurization or oxygen system, or use the checklist, prior to takeoff. The 5 occupants departed Orlando, FL in the Learjet for a Texas Golf Tournament. Air Traffic Controllers and U.S. Air Force Fighter jets watched the jet travel across country, as high as 45,000 feet, out of control, before it finally came down near Aberdeen, South Dakota, apparently out of fuel. After takeoff and 20 minutes into the flight, there was no communication with or response from the pilots. It was assumed that a pressurization problem existed and that all occupants succumbed to oxygen deprivation after takeoff at altitude.
New subject - Who must you allow to see your pilot and medical certificates on demand?
1. The FAA Administrator
2. An authorized representative of the NTSB.
3. Any federal, state, or local law enforcement officer.
4. An authorized representative of the Transportation Security Administration.
However, do not allow the certificates to leave your possession in any circumstance, and require the questioner to produce identification.
Marginal weather will be coming up next.
Thanks for listening. R.S.
Friday, January 11, 2008
2007 December Accidents/ incidents - Part II
Hi Readers: Continuing from Part I, there were 9 other fatal accidents and 4 nonfatal accidents (1 serious injury) in the December 2007 accounting. The first accident, a Beech A36 -3 fatal - appeared as a typical VFR, no flight plan, 391 nm X-C flight encountering IFR conditions, colliding with mountainous terrain at 7,000 feet near Minersville, Utah. The reported weather at Melford, Utah (5,039' msl) was visibility 13/4 miles in light snow, scattered clouds at 2,500', overcast at 3,000', temperature -6 degrees C., dewpoint -7 degrees C. A private pilot occupied the left seat, an ATP was in the right seat, and a student pilot occupied the rear passenger seat. There were no known details regarding a weather briefing or weather check prior to takeoff or in flight.
The next 3-fatal accident involved a Beech V35B aircraft on an instrument flight plan in IFR conditions, and on an ILS approach to Springfield, Illinois. The pilot reported a problem (unk), but continued the approach. The aircraft impacted terrain 3 miles out from the Outer Marker, on the localizer centerline. The weather at Springfield was reported as visibility 2.5 miles with mist, overcast at 500' agl, temperature 3 degrees C., and dewpoint 2 degrees C. The next fatal accident, (2 fatal) involved a Beech 200 aircraft, a corporate - Executive flight, impacting a hangar at Salmon, Idaho, after takeoff in a snowstorm, trying to maintain VFR flight prior to clearance delivery of an IFR clearance by ARTCC. The weather conditions were not reported (obviously IFR conditions).
Another 2-fatal accident involving an instrument-rated pilot in a Cessna 210N on a X-C IFR flight plan collided with ground at Bloomsfield, Kentucky. The last known communication with ATC indicated that the pilot "read back" a clearance to descend from 8,000' to 6,000'. Radio and radar contact with the flight was lost. The weather was not reported. The next 2-fatal accident involved a Cessna R182 Commercial Flight Instructor and a student on a night, no flight plan, instructional flight from Orlando, Florida to Meridianville, Alabama. No weather was reported. The aircraft crashed near Woodland, Alabama.
There were two 1-fatal accidents involving collision with ground while maneuvering in night VFR conditions; one a Piper PA-28 near Ortiz, Washington, circumstances unknown, and a PA-32 on a night marginal VFR X-C flight near Warren, Wiisconsin. The weather near the accident site was visibility 6 miles, haze, overcast at 1,800 ', temperarture 2 degrees C. and dewpoint -2 degrees C. A witness near the accident site reported ground fog. Another 1-fatal Piper PA-28 involved a night forced landing when the engine quit near Augusta, Georgia; and a 1-fatal Beech 60 aircraft impacted terrain on a VFR X-C takeoff at Newcastle, Delaware. The weather was reported as wind 21 knots, gusting to 26 knots, visibility 10 miles, temperature 0 degrees C., and dewpoint -3 degrees C. At the accident site the gear was found retracted, the right flap was fully extended, and the left flap was fully retracted. Both flaps were observed extended prior to takeoff.
There were 4 Homebuilt aircraft accidents and 1 Sports aircraft accident, and 1 gyrocopter accident reported. One Homebuilt accident, killing the pilot, impacted trees on takeoff when the canopy opened and a fabric cover exited the cockpit and contacted the propellors. Two other serious injury accidents; one stalled on takeoff, and the other lost engine power inflight. Another Homebuilt, a Vans GA, lost complete power in flight and nosed over on landing. The pilot visually verified that both fuel tanks were full prior to departure (providing a range of 3 hours and 45 minutes of flight). At the accident site, both fuel tanks were found to be empty. The 2-fatal gyrocopter accident, an Althouse RAF 2000 GTX, contacted ground near Cromley, Texas, apparently an engine problem. A Sport pilot in a Garniss STOL 701 was killed during an apparent buzzing accident.
Four other accidents were reported, one a Mooney M20C when the engine caught fire inflight at night. The pilot managed a forced landing near Phillipsburg, Kansas. The pilot and a passenger received serious injury. Two ATp's in a Cessna 551, with 6 passengers, landed at Coeur d' Alene, Idaho in 21/2 inches of snow slush, and departed the runway when the nosegear failed. The pilot was told there was 3/4 inch of snow on the runway. Another, a Piper PA-30, sustained substantial damage when the landing gear collapsed during the landing roll at Bridger, Montana. And a Cessna 152 was damaged during a forced landing following loss of engine power during cruise near Ft. Worth, Texas. The student pilot was not injured.
The majority of the fatal accidents were weather-related. We'll wait out the NTSB Investigator's findings on those accidents.
A word or two regarding the GA and fatal accident rates for 2007. Some of the aviation experts have stated or indicated a reduction in those rates for 2007 from 2006. The data, however, based on the best available, does not really indicate a reduction. Rather, a slight increase in the GA rate and a slight decrease in the fatal accident rate. Based on accidents / 100,000 flying hours, the reported rate for 2006 was 6.64 and 1.32. The computed rates for 2007, based on NTSB accidents through November 2007 and the addition of the December accidents result in rates of 6.78 and 1.24 respectively. And a higher number of
accident and fatal accidents in December would increase the rates, and a lesser number of flying hours (from the estimated) would also increase the rates.
Thanks for listening. R.S.
The next 3-fatal accident involved a Beech V35B aircraft on an instrument flight plan in IFR conditions, and on an ILS approach to Springfield, Illinois. The pilot reported a problem (unk), but continued the approach. The aircraft impacted terrain 3 miles out from the Outer Marker, on the localizer centerline. The weather at Springfield was reported as visibility 2.5 miles with mist, overcast at 500' agl, temperature 3 degrees C., and dewpoint 2 degrees C. The next fatal accident, (2 fatal) involved a Beech 200 aircraft, a corporate - Executive flight, impacting a hangar at Salmon, Idaho, after takeoff in a snowstorm, trying to maintain VFR flight prior to clearance delivery of an IFR clearance by ARTCC. The weather conditions were not reported (obviously IFR conditions).
Another 2-fatal accident involving an instrument-rated pilot in a Cessna 210N on a X-C IFR flight plan collided with ground at Bloomsfield, Kentucky. The last known communication with ATC indicated that the pilot "read back" a clearance to descend from 8,000' to 6,000'. Radio and radar contact with the flight was lost. The weather was not reported. The next 2-fatal accident involved a Cessna R182 Commercial Flight Instructor and a student on a night, no flight plan, instructional flight from Orlando, Florida to Meridianville, Alabama. No weather was reported. The aircraft crashed near Woodland, Alabama.
There were two 1-fatal accidents involving collision with ground while maneuvering in night VFR conditions; one a Piper PA-28 near Ortiz, Washington, circumstances unknown, and a PA-32 on a night marginal VFR X-C flight near Warren, Wiisconsin. The weather near the accident site was visibility 6 miles, haze, overcast at 1,800 ', temperarture 2 degrees C. and dewpoint -2 degrees C. A witness near the accident site reported ground fog. Another 1-fatal Piper PA-28 involved a night forced landing when the engine quit near Augusta, Georgia; and a 1-fatal Beech 60 aircraft impacted terrain on a VFR X-C takeoff at Newcastle, Delaware. The weather was reported as wind 21 knots, gusting to 26 knots, visibility 10 miles, temperature 0 degrees C., and dewpoint -3 degrees C. At the accident site the gear was found retracted, the right flap was fully extended, and the left flap was fully retracted. Both flaps were observed extended prior to takeoff.
There were 4 Homebuilt aircraft accidents and 1 Sports aircraft accident, and 1 gyrocopter accident reported. One Homebuilt accident, killing the pilot, impacted trees on takeoff when the canopy opened and a fabric cover exited the cockpit and contacted the propellors. Two other serious injury accidents; one stalled on takeoff, and the other lost engine power inflight. Another Homebuilt, a Vans GA, lost complete power in flight and nosed over on landing. The pilot visually verified that both fuel tanks were full prior to departure (providing a range of 3 hours and 45 minutes of flight). At the accident site, both fuel tanks were found to be empty. The 2-fatal gyrocopter accident, an Althouse RAF 2000 GTX, contacted ground near Cromley, Texas, apparently an engine problem. A Sport pilot in a Garniss STOL 701 was killed during an apparent buzzing accident.
Four other accidents were reported, one a Mooney M20C when the engine caught fire inflight at night. The pilot managed a forced landing near Phillipsburg, Kansas. The pilot and a passenger received serious injury. Two ATp's in a Cessna 551, with 6 passengers, landed at Coeur d' Alene, Idaho in 21/2 inches of snow slush, and departed the runway when the nosegear failed. The pilot was told there was 3/4 inch of snow on the runway. Another, a Piper PA-30, sustained substantial damage when the landing gear collapsed during the landing roll at Bridger, Montana. And a Cessna 152 was damaged during a forced landing following loss of engine power during cruise near Ft. Worth, Texas. The student pilot was not injured.
The majority of the fatal accidents were weather-related. We'll wait out the NTSB Investigator's findings on those accidents.
A word or two regarding the GA and fatal accident rates for 2007. Some of the aviation experts have stated or indicated a reduction in those rates for 2007 from 2006. The data, however, based on the best available, does not really indicate a reduction. Rather, a slight increase in the GA rate and a slight decrease in the fatal accident rate. Based on accidents / 100,000 flying hours, the reported rate for 2006 was 6.64 and 1.32. The computed rates for 2007, based on NTSB accidents through November 2007 and the addition of the December accidents result in rates of 6.78 and 1.24 respectively. And a higher number of
accident and fatal accidents in December would increase the rates, and a lesser number of flying hours (from the estimated) would also increase the rates.
Thanks for listening. R.S.
Tuesday, January 8, 2008
2007 December Accidents/Incidents - Part One
Hi Readers: Here is the December 2007 accounting of Accidents/Incidents as reported by NTSB, and with some preliminary analysis. No accidents were reported for December 18, 19, 21, 22, 23, 24, 25, 27, 30, and 31. A matter of no accidents occurring on those dates or more likely late reports. This seems to occur every month. And, generally, I would expect fewer accidents in December considering weather occurrences over the U.S. and the year-end events.
There was a total of 38 accidents and 4 Incidents (1 non-U.S.) as compared to 65 accidents (3 non-U.S.) and 2 incidents in November. There was 18 fatal accidents accounting for 37 fatalities as compared to 25 fatal (2 non-U.S.) accidents and 52 fatalities (9 non-U.S.) in November. A reduction of accidents and fatal accidents appear from November, without considering accidents that may be late in the reporting to NTSB.
There were 3 foreign accidents (accounting for 6 fatalities) as there were in November (accounting for 6 fatalities).
The Incidents: Two of the incidents involved Helicopters, a Bell 407 losing tail rotor control, and one involving a Robinson R22B on a practice hover. The remaining incident involved a PA-46 on climbout from Aspen, Colorado at 16,000 feet, when oil appeared on the windscreen from a propeller-crankshaft fracture. The pilot managed to dead-stick the airplane in to Aspen after losing the propeller.
There was a total of 6 Helicopter accidents and one Eurocopter BK 117C1 accident at Whittier, Alaska, which accounted for 4 fatalities (a lost medical response flight). One fatal Bell 206 accident at Venice, LA. involved "settleing with power" into the Gulf of Mexico ( one passenger drowned, 3 were injured). The remainder of Helicopter accidents involved matters of judgment and materiel failures.
There were 3 airline, Part 121, accidents: One a B-777-222 encountered smoke in the cabin during approach to the Chicago O'Hare airport. An immediate landing was made and the passengers were evacuated. One passenger was injured. Metallic deposits were found on one of the engine chip detectors, and oil deposits were located in the engine compressor section. Another accident involved a Bombardier CL 600-21319 at Providence, R.I. when the airplane departed the runway after a hard landing. The airplane porpoised after touchdown and veered from the runway. The left main gear collapsed and punctured the left wing. The third accident involve a Bombardier CL 600 when it struck a tug during taxi after landing.
There was a total of 5 Part 135 accidents, that of the 4-fatal Eurocopter in Whittier, Alaska; the Bell 407 at Hig Island; the 1-fatal Bell 206 helicopter at Venice, LA.; and a Bell 206 LA wire strike at Talladaga, AL.; and a Cessna 208 Caravan, 2-fatal, accident in Columbus, OH. The commercial pilot of the Caravan cargo flight may have encountered icing problems (after being de-iced) on takeoff from Columbus in IFR conditions.
There was one mid-air collision during December involving a Piper PA-30 (1 fatal) and a Cessna 152 (1 fatal) over the Everglades near Parkland, Florida. The certificated pilot in the Piper and the student pilot in the Cessna apparently did not see each other (although the Piper pilot was in communication with the Miami Approach Controller and was being given traffic advisories), both at the 2,000 ft. level.
Part II of the December 2007 Accident accounting will be forthcoming next.
Thanks for listening. R.S.
There was a total of 38 accidents and 4 Incidents (1 non-U.S.) as compared to 65 accidents (3 non-U.S.) and 2 incidents in November. There was 18 fatal accidents accounting for 37 fatalities as compared to 25 fatal (2 non-U.S.) accidents and 52 fatalities (9 non-U.S.) in November. A reduction of accidents and fatal accidents appear from November, without considering accidents that may be late in the reporting to NTSB.
There were 3 foreign accidents (accounting for 6 fatalities) as there were in November (accounting for 6 fatalities).
The Incidents: Two of the incidents involved Helicopters, a Bell 407 losing tail rotor control, and one involving a Robinson R22B on a practice hover. The remaining incident involved a PA-46 on climbout from Aspen, Colorado at 16,000 feet, when oil appeared on the windscreen from a propeller-crankshaft fracture. The pilot managed to dead-stick the airplane in to Aspen after losing the propeller.
There was a total of 6 Helicopter accidents and one Eurocopter BK 117C1 accident at Whittier, Alaska, which accounted for 4 fatalities (a lost medical response flight). One fatal Bell 206 accident at Venice, LA. involved "settleing with power" into the Gulf of Mexico ( one passenger drowned, 3 were injured). The remainder of Helicopter accidents involved matters of judgment and materiel failures.
There were 3 airline, Part 121, accidents: One a B-777-222 encountered smoke in the cabin during approach to the Chicago O'Hare airport. An immediate landing was made and the passengers were evacuated. One passenger was injured. Metallic deposits were found on one of the engine chip detectors, and oil deposits were located in the engine compressor section. Another accident involved a Bombardier CL 600-21319 at Providence, R.I. when the airplane departed the runway after a hard landing. The airplane porpoised after touchdown and veered from the runway. The left main gear collapsed and punctured the left wing. The third accident involve a Bombardier CL 600 when it struck a tug during taxi after landing.
There was a total of 5 Part 135 accidents, that of the 4-fatal Eurocopter in Whittier, Alaska; the Bell 407 at Hig Island; the 1-fatal Bell 206 helicopter at Venice, LA.; and a Bell 206 LA wire strike at Talladaga, AL.; and a Cessna 208 Caravan, 2-fatal, accident in Columbus, OH. The commercial pilot of the Caravan cargo flight may have encountered icing problems (after being de-iced) on takeoff from Columbus in IFR conditions.
There was one mid-air collision during December involving a Piper PA-30 (1 fatal) and a Cessna 152 (1 fatal) over the Everglades near Parkland, Florida. The certificated pilot in the Piper and the student pilot in the Cessna apparently did not see each other (although the Piper pilot was in communication with the Miami Approach Controller and was being given traffic advisories), both at the 2,000 ft. level.
Part II of the December 2007 Accident accounting will be forthcoming next.
Thanks for listening. R.S.
Thursday, January 3, 2008
Aviation Weather Services
Hi Readers: Aviation Weather Services promolgated by the FAA, the NWS, and NASA are best described by and necessarily involve the actual flight, local or x-c, VFR and IFR flight plans; beginning with flight planning, and leading to en route flight, and terminating with descent and approach to land. In addition, the Weather Services provide an assist to the Controllers in preparing for the duties in which they are charged. Even local flights must be considered in terms of current weather - often pilots on local flights are caught in a sudden change of weather from VFR to IFR, as many of the aircraft accidents reveal.
Weather is a 24-hour phenomenom, in constant change of its elements and phases. In 20 minutes a cloud ceiling may ascend or descend 2,000 feet, precipitation can change from rain to ice, and visibilities can become obscured or obliterated.
Since most weather services are tied to a specific phase of flight, let's plan a VFR x-c flight. Without getting into the details, we would either file a flightplan with AFSS/FSS by telephone using TIBS (Telephone Information Briefing Service), a recording of the destination current weather, or talking with a weather specialist concerning the destination current and forecasted weather (1-800-WxBrief- toll free). This is a Preflight Briefing to help the pilot determine a "go" or "no go" decision. Or, if you are computer-oriented, you may file a flight plan with DUATS(Direct User Access Terminal System) - toll free, and get alpha-numeric preflight weather data and file a domestic VFR or IFR flight plan.
We might use, in conjunction with our flight plan or separately, METAR (Aviation routine weather report) or an FA(an area forecast), if advantageous.
After takeoff, we are considered in an en route phase of flight and can utilize several services to our advantage.
Lest we forget, we can still communicate with AFSS/FSS on a common frquency of 122.2 or a discrete frequency for an individual station to file, activate, close, or change a flight plan; request an IFR clearance, contact ATCT/ARTCC for control; file position reports, pass PIREPS (Pilot weather reports); request status of Special Use Airspace; and request assistance in an inflight emergency.
Normally, we might use EFAS (En Route Flight Advisory Service) for nonroutine weather needs in flight or TWEB ( Transcribed Weather Broadcasts) for the routine weather needs in flight. Inflight advisories include SIGMET (Significant Meteorological Information), Convective SIGMETs, AIRMETs (Airmen Meteorological Information), FAs (Area Forecasts) , Winds Aloft Forecasts (176 locations in 48 States), and PIREPs (Reports by pilots of weather conditions in flight).
Descending from en route flight to approach and landing at our destination we might use any number of weather advisories, primarily that concerning the weather at the destination airport or terminal such as FA, LLWAS (Low level wind shear alert system), PIREPs, TAF(Terminal Area Forecast), and WW (Severe Weather Watch). And, of course, our continued communications, depending on VFR or IFR, with ARTCC, TRACON ( Terminal Radar Approach Control), ATCT, and following with GT (Ground Control) to the very end of our flight.
ATCT and TRACON both use air/ground communications, visual signals, and other devices to provide ATC services to aircraft operating in the vicinity of an airport. ATC services authorizes aircraft to land or takeoff at the airport controlled by the tower or to transit the Class D airspace area regardless of flight plan or weather conditions. A tower may also provide approach control services.
To put the aviation weather services in perspective, the pilot must deal with ARTCC, ATCT, and TRACON (as spelled out in AC 00-45F) with respect to their flight plan to effect location and positive control of the aircraft. TRACONs manage the airspace 10 to 400 miles outside of selected airports and below 13,000 feet. They also coordinate spacing as aircraft approach and depart airports. Terminal Controllers are knowlegeable of current weather conditions and are prepared to advise pilots of hazardous weather conditions within a 150 nm sector or area. Tower operators are certified to act as official weather observers.
The December 2007 aircraft Accident Accounting is in process.
Thanks for listening. R.S.
Weather is a 24-hour phenomenom, in constant change of its elements and phases. In 20 minutes a cloud ceiling may ascend or descend 2,000 feet, precipitation can change from rain to ice, and visibilities can become obscured or obliterated.
Since most weather services are tied to a specific phase of flight, let's plan a VFR x-c flight. Without getting into the details, we would either file a flightplan with AFSS/FSS by telephone using TIBS (Telephone Information Briefing Service), a recording of the destination current weather, or talking with a weather specialist concerning the destination current and forecasted weather (1-800-WxBrief- toll free). This is a Preflight Briefing to help the pilot determine a "go" or "no go" decision. Or, if you are computer-oriented, you may file a flight plan with DUATS(Direct User Access Terminal System) - toll free, and get alpha-numeric preflight weather data and file a domestic VFR or IFR flight plan.
We might use, in conjunction with our flight plan or separately, METAR (Aviation routine weather report) or an FA(an area forecast), if advantageous.
After takeoff, we are considered in an en route phase of flight and can utilize several services to our advantage.
Lest we forget, we can still communicate with AFSS/FSS on a common frquency of 122.2 or a discrete frequency for an individual station to file, activate, close, or change a flight plan; request an IFR clearance, contact ATCT/ARTCC for control; file position reports, pass PIREPS (Pilot weather reports); request status of Special Use Airspace; and request assistance in an inflight emergency.
Normally, we might use EFAS (En Route Flight Advisory Service) for nonroutine weather needs in flight or TWEB ( Transcribed Weather Broadcasts) for the routine weather needs in flight. Inflight advisories include SIGMET (Significant Meteorological Information), Convective SIGMETs, AIRMETs (Airmen Meteorological Information), FAs (Area Forecasts) , Winds Aloft Forecasts (176 locations in 48 States), and PIREPs (Reports by pilots of weather conditions in flight).
Descending from en route flight to approach and landing at our destination we might use any number of weather advisories, primarily that concerning the weather at the destination airport or terminal such as FA, LLWAS (Low level wind shear alert system), PIREPs, TAF(Terminal Area Forecast), and WW (Severe Weather Watch). And, of course, our continued communications, depending on VFR or IFR, with ARTCC, TRACON ( Terminal Radar Approach Control), ATCT, and following with GT (Ground Control) to the very end of our flight.
ATCT and TRACON both use air/ground communications, visual signals, and other devices to provide ATC services to aircraft operating in the vicinity of an airport. ATC services authorizes aircraft to land or takeoff at the airport controlled by the tower or to transit the Class D airspace area regardless of flight plan or weather conditions. A tower may also provide approach control services.
To put the aviation weather services in perspective, the pilot must deal with ARTCC, ATCT, and TRACON (as spelled out in AC 00-45F) with respect to their flight plan to effect location and positive control of the aircraft. TRACONs manage the airspace 10 to 400 miles outside of selected airports and below 13,000 feet. They also coordinate spacing as aircraft approach and depart airports. Terminal Controllers are knowlegeable of current weather conditions and are prepared to advise pilots of hazardous weather conditions within a 150 nm sector or area. Tower operators are certified to act as official weather observers.
The December 2007 aircraft Accident Accounting is in process.
Thanks for listening. R.S.
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