This month we’re looking at the loss of a Beech 1900C that crashed while setting up for an approach at Dillingham, Alaska, Airport (DLG). Both pilots were killed when the airplane crashed into rising terrain about 10 mi. east of Aleknagik, Alaska.
Aug. 27— About 1045 CDT, a Cessna 310 (N101JB) conducted a forced landing shortly after takeoff from the El Dorado/Captain Jack Thomas Memorial Airport, El Dorado, Kansas. The airline transport rated pilot and sole passenger, were not injured, however the airplane was substantially damaged. The airplane was registered to and operated by Lakepoint Aviation II, LLC, Augusta, Kansas, as a proficiency flight. It was VFR for the flight that was originating at the time. The pilot reported to the FAA inspector, that he was doing touch-and-goes.
Top-notch military, airline and business aircraft flight operations have multiple layers of defense that trap risks before they can develop into mishaps. Among them are Federal Aviation Regulations, aircraft documents and manuals, safety management systems (SMSes) and standard operating procedures (SOPs). Other models use different labels, but they all illustrate multiple layers for trapping pilot errors.
In June 1968, I was among a group of despondent U.S. Air Force lieutenants hanging around the operations desk at the 416th Tactical Fighter Squadron at Phu Cat Air Base in South Vietnam. One of our friends had spread himself and his airplane over a quarter mile of rice paddy that morning. The most likely cause of the tragedy was that he’d stared a second too long at the target on his second low-angle pass. Nevertheless, he was dead, we were dejected and facing a reality, given this man’s suddenly changed status, that we had not seriously considered.
What is the one aircraft system pilots seem to know the least about? During my book research; following presentations at gatherings sponsored by the NBAA, the Aircraft Owners and Pilots Association and the Flight Safety Foundation; and after countless conversations with fellow pilots, I’ve come to the conclusion it’s the one activated by the small switch labeled “ELT-ON.”
The “Lady Luminaries” mentioned in “Shattering Glass” ( Viewpoint, September 2014, page 7) omitted the amazing Paula Derks of the Aircraft Electronics Association.
Richard Aarons’ Cause & Circumstance is the first thing I read when I pick up a new issue of B&CA. Could you write an article on autopilot dependency? I’m seeing an increasing amount of this in a lot of the flying I do. It’s present in both professional and recreational flying.
Regarding the excellent article on the Eclipse 550 in the August issue of B&CA, the Eclipse 550 Specifications state an executive payload of 1,400 lb. Max payload is given as 1,088 lb. How do you compute a 1,400-lb. executive payload? Editor’s response: You’re absolutely correct. An EA550 can carry one pilot and five passengers, hence the seating reference to 1+5. We should have multiplied the five passengers times 200 lb. and come up with an executive payload of 1,000 lb.
One thing that appeared to be missing from “Lessons Learned — Asiana Flight 214” ( Cause & Circumstance, August 2014, page 68) was a discussion of the union effect on operations. Because of the length of these long-range Pacific flights, most legs require four pilots either by regulation or union contract. Most contracts are based on a maximum of 75 hr. per month and can be modified by negotiated contract specifics.
Nice update on bonus depreciation ( Washington Watch, August 2014, page 66). One thing that irks me to no end is this idea that bonus depreciation will actually “cost” the government $287 billion over 10 years. Depreciation deductions are timing advantage and over time, the same 100% will be deducted by taxpayers. There is no way that a change in the timing of these deductions will cost that much money to the government, impossible!
I just finished reading “Operators Survey: King Air 250” (September 2014, page 28), a very enjoyable article about a wonderful plane. As a Blackhawk King Air 200 operator, I wanted to add a few things.
RUAG is now providing real wood flooring as an option for owners and operators looking to enhance the quality of their cabin environment. Developed by Austria’s LIST components and furniture GmbH, the wood flooring can be installed by RUAG on various aircraft types.
FlightSafety International is offering online training for the ground school portion of its Gulfstream G550 recurrent pilot training course. The course is offered to pilots who operate their aircraft under FAA or EASA regulations. It replaces two days of the recurrent training course normally taken at a Learning Center and includes a 13-hr.
Pelican Products Inc., introduced the Pelican ProGear 238R lightweight, rechargeable LED flashlight that uses Fraen patented dual reflector optics. The flashlight has three modes — high, low and strobe. A battery canister is included that will accept two disposal CR123 lithium batteries to allow for alternative or extended use.
CAVU Companies released the new version of EFB-Pro for iPad/IPhone with two new features. The Fuel Tankering module helps operators decide whether tankering fuel is an economical option. Landing fee rebates with minimum purchase are also factored into the solution and calculations are aircraft specific.
Landing slots are normally allocated a maximum of 15 minutes, although on special event days with peak demand slot are limited 5-minute with rotors running. Users exceeding these times are subject to short-term parking charges. Landing fees vary by size of helicopter. Helicopters comparable in size to the Airbus EC130 and the Bell 206 incur a landing fee of £325 ($540). For unplanned short-term parking, the hourly rate is £300 ($498). Helicopters comparable to an Agusta Westland 109 or Airbus EC135 will incur a landing fee of £725 ($1,20
Chicago Helicopter Express (CHE) has proposed building an extensive heliport along the south branch of the Chicago River to conduct helicopter tours. Its plans passed a critical chokepoint last April when the City Council approved the development. As envisioned, the $12.5 million heliport will have 14 helipads, a 17,500-sq.-ft. hangar, a terminal and an aircraft refueling station.
Despite the obvious benefits of city center helicopter operations, Washington, D.C.’s South Capitol Street Heliport (09W) has been closed to private and commercial helicopter operations since 2005. Only medevac and law enforcement flights are permitted there. A number of organizations — the NBAA, Helicopter Association International (HAI) and the Eastern Region Helicopter Council (ERHC), among them — think the time has come to open the facility to civilian traffic. Eleanor Holmes Norton agrees.
In 1958, the Helicopter Association of Great Britain issued a report stressing the necessity for a heliport, preferably on the banks of the River Thames within 15 min. of Westminster. Westland Helicopter took the initiative to build one on the southern bank, just beyond the Battersea Bridge, an area then surrounded by factories. Go to http://www.youtube.com/watch?v=l5cbiIqupkM to view footage of the surrounding location at the time. Obviously noise impact among the factories wasn’t an issue in that era.
NetJets, Cincinnati, named Robert Molsbergen president of Cincinnati, Ohio-based Executive Jet Management He will also serve as chief operating officer of NetJets Inc.’s international aircraft management business.
Summit Aviation, Middletown, Delaware, hired Jeremy Bennett as manager of Business Development. Christin Sherwood is the new Over-the-Counter Parts sales representative.
