The FAA is taking the next step toward a rewrite of FAR Part 27 and Part 29 standards, planning to establish an international “forum” to look at possible changes to the standards for helicopters. The agency in February 2013 solicited comments on potential interest for realigning the standards, including whether the weight- and passenger-based thresholds should be re-evaluated. Part 27 is currently restricted to helicopters with a maximum weight of 7,000 lb. or nine or fewer passenger seats.
July 11— At 1419 EDT, a Mooney M20M (N72FG) crashed shortly after takeoff from the Greenwood Municipal Airport (HFY), Greenwood, Indiana. The private pilot was fatally injured and his flight instructor received serious injuries. The airplane was heavily damaged by impact and a post-impact fire. The Mooney was registered to and operated by the private pilot as a personal/training flight. It was VFR for the flight, but the pilot filed an IFR flight plan for the flight that was originating at the time with a destination of the East Texas Regional Airport (GGG), Longview, Texas.
The General Aviation Manufacturers Association named Jonathan Archer director of engineering and airworthiness. Archer brings 24 years of aviation industry experience to his new role, formerly serving as an associate with Booz Allen Hamilton where he provided support to both the FAA and Joint Planning and Development Office. There he helped facilitate a pilot study involving safety management systems for FAR Part 21 design and manufacturing organizations as well as on NextGen air traffic management initiatives.
Certain de-icing fluids can harm carbon brake disks. The fluid can soften the carbon and lead to premature failure. Under certain circumstances, you may need to clean and inspect the brakes after exposure. For more information visit www.faa.gov and read FAA Special Airworthiness Bulletin NM-08-27R1, or contact your aircraft OEM. Be sure to check your aircraft maintenance manual for precautions when washing as well.
Edward A. Sarkisian Captain, Boeing 757/767 — United Airlines
I enjoyed reading “Making History” ( Viewpoint, June 2014, page 7) on the Falcon 7X flight from London’s City Airport to my “Alma Mater” of Teterboro Airport (TEB). I’ve just completed my trip on a United B767-300 from Heathrow to Newark in all of 7 hr., 31 min., a “fast” speed on my scale. Slogging along.
On Dec. 8, 2005, Southwest Airlines Flight 1248 ran off the departure end of Chicago Midway International Airport’s Runway 31C and provided the aviation industry with a wakeup call. There was substantial evidence of pilot error to be sure. But what is even clearer is an institutional error in the way our industry reports, evaluates and applies contaminated runway information.
While I always enjoy your Fast Five columns, I noted a couple of glaring errors/misstatements by International Council of Air Shows President John Cudahy (June 2014), namely: 1. “. . . no North American air show spectator has been killed in over 60 years.” How about the P-51 crash at Reno, Nev., on Sept. 6, 2011, that killed the pilot and 10 people on the ground (I was there), or the F-86 departure crash into a Sacramento, Calif., ice cream parlor on Sept. 24, 1972, that killed 22, including 12 children?
Few pre-owned twin-engine turboprops offer more speed, range and utility, along with as high a cabin pressurization system and low operating costs, as does the Turbo Commander 1000. Sixty of 99 units produced between 1981 and 1985 remain in service and selling prices are firm at $1 million and up.
“Preserving Value” (August 2014, page 62) was well-written and informative. However, I don’t believe the basic premise is correct. I would not want to work for a company that thought the flight department’s most valuable asset was an airplane.
Like the famed albatross, airplanes may be beautiful and graceful in flight, but let’s face it — they’re just as ungainly as the big, awkward bird on the ground. Imagine designing a car with appendages on either side that extend out wider than the length of the vehicle and a tricycle suspension with a really wide turning radius. Now, drive it around in traffic on really narrow streets and try not to hit anything. Welcome to aircraft ground handling, movement and parking.
Richard Aarons’ column about Asiana Airlines Flight 214 and the NTSB’s recommendations ( Cause & Circumstance, August 2014, page 68) was well done and his takeaway spot on. There were many elements to this accident; the NTSB had a lot on its plate and shared it around. Fatigue (it was 3 a.m. body time for the crew), automation and manual flying skills are significant topics.
