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.
Light plane and business jet shipments increased across all categories in the second quarter of 2014, according to the General Aviation Manufacturers Association (GAMA). A total of 592 aircraft were delivered by GAMA members in the period, up 5% from the 567 shipped in the same period last year. As a result, billings inched up from $5.723 billion in second quarter 2013 to $5.739 billion in the most recent quarter.
The TBM 900 has been reviewed recently in all of the major publications. As is unfailingly the case, Fred George’s “TBM 900” pilot report (July 2014, page 36) was the most thorough, informative, accurate and unvarnished. You are the best in the business.
Textron’s Lycoming Engines report work underway on as many as 25 aircraft engine integration projects for general aviation, most of which are outside of the U.S.
“Weather-Related Loss of Control” ( Cause & Circumstance, July 2014, page 54) was a great piece! I’m so glad you referenced the NOAA/TNWS Storm Prediction Center (SPC) Convective Outlook. As you are aware, I’ve hawked the value of it for 35 years. First thing I look at when I get to the office each morning. It tells me everything I need to know about convective weather for the day. Editor’s note: The writer is a former B&CA editor-in-chief.
Barfield, Phoenix, Arizona, appointed Johann Panier chief executive officer. Panier formerly spent 12 years with Air France Industries, where he held a number of positions, including head of department for equipment and engine purchasing, head of external repairs and head of major projects for AFI KLM E&M business development. He has also served with Dedienne Aerospace.
