Two pilots perish in business jet crash in Switzerland

by B. N. Sullivan

Earlier today, a business jet operated by Windrose Air, a German charter company, crashed and burned at Bever, Switzerland.  Both pilots perished in the accident.  The crew were believed to be the only people on board.

The accident happened on December 19, 2010 at approximately 15:00 local time.  The aircraft, a Hawker Beechcraft [Raytheon] 390 Premier IA (registration D-IAYL) was on approach to St. Moritz-Samedan Airport (LSZS), arriving from Zagreb-Pleso (LDZA) in Croatia.  It crashed into an electrical power station near the town of Bever, Switzerland.  The aircraft caught fire and broke up.  Some news reports suggest that the crew may have been attempting a go-around, but this has not been officially confirmed.  Several news stories also mentioned that the aircraft may have hit power lines.

An article about the accident (in German) on the Swiss news website Blick.ch includes still photos and a video clip of the accident site.  Another article (also in German)  on the Swiss website 20min.ch has more photos and a map indicating where the plane crashed.

Condolences to the families, colleagues and friends of the pilots who lost their lives today.

Music video: 'Ooo I wanna get you out of Teterboro...'

by B. N. Sullivan

A pilot in my family turned me on to this terrific music video -- written, performed and produced by his friend,  Mike Wagner.  The catchy lyrics are set to an old Beach Boys song, and the video is very entertaining.

Out in New Jersey(s)
There’s a place called Teterboro
That’s where everybody goes
To be a part of it all

Lots of jets on the ramp
Loaded up waiting to start engines
They’ll be there for an hour
Before they even have the chance
Down in Teterboro

You can find the rest of the Teterboro lyrics on Mike's blog, and you can find a link to download an audio-only version there, too.



If the video does not play or display properly above, click here to view it on YouTube.

Kudos to Mike Wagner for doing such a great job with the video, and thanks to Pat Sullivan for sending it to me.

Darby Aviation's air carrier certificate suspended by the FAA

by B. N. Sullivan

The U.S. Federal Aviation Administration (FAA) has suspended the air carrier certificate of Darby Aviation "until the company demonstrates to the FAA it can conduct operations in accordance with regulatory requirements." An emergency order suspending the certificate was issued by the FAA on April 8, 2010.

In its announcement of the certificate suspension, the FAA said:

Darby Aviation has failed to produce an acceptable Operations Manual or an approvable training program despite repeated FAA efforts to inform the company of the required changes in those documents. As a result, the company has no accepted Operations Manual or approved training program.

The FAA also has determined that Darby Aviation’s chief pilot and its Director of Operations are not qualified to hold their positions.

The company’s lack of proper operating guidance and its failure to follow basic regulatory requirements has undermined the FAA’s confidence in Darby Aviation’s ability to ensure safe operations.

Based on those considerations, the FAA determined that emergency action was necessary.

This is the second time since 2005 that Darby Aviation's operating certificate has been suspended.

“The FAA will not let a carrier continue to operate if it doesn’t meet strict qualifications,” FAA Administrator Randy Babbitt said in a statement about the suspension. “All carriers, no matter what the size, must have approved pilot training programs. Our mission is to keep air travelers safe.”

Darby Aviation is a Part 135 operator headquartered in Muscle Shoals, Alabama. The company has 10 days to appeal the emergency order.

NTSB: Poor tire maintenance led to 2008 Learjet 60 crash at Columbia, SC

by B. N. Sullivan

The U.S. National Transportation Safety Board (NTSB) has reached a determination of probable cause concerning the September 2008 crash of a Learjet 60 at Columbia Metropolitan Airport (CAE), West Columbia, South Carolina. The aircraft (registration N999LJ), operated by Global Exec Aviation, LLC, overran runway 11 at CAE during a rejected takeoff, following a tire failure. The aircraft crashed and burned, killing four of the six people on board. The NTSB concluded that the probable cause of this accident was "the operator’s inadequate maintenance of the airplane’s tires, which resulted in multiple tire failures during takeoff roll due to severe underinflation, and the captain’s execution of a rejected takeoff (RTO) after V1, which was inconsistent with her training and standard operating procedures."

The NTSB has provided this summary of the accident events:

On September 19, 2008, at 11:53 p.m. EDT, a Bombardier Learjet Model 60 (N999LJ) operated by Global Exec Aviation and destined for Van Nuys, California, overran runway 11 during a rejected takeoff at Columbia Metropolitan Airport.

After the airplane left the departure end of runway 11, it struck airport lights, crashed through a perimeter fence, crossed a roadway and came to rest on a berm. The captain, the first officer, and two passengers were killed; two other passengers were seriously injured.

The investigation revealed that prior to the accident the aircraft was operated while the main landing gear tires were severely underinflated because of Global Exec Aviation’s inadequate maintenance. The underinflation compromised the integrity of the tires, which led to the failure of all four of the airplane’s main landing gear tires during the takeoff roll.

Shortly after the first tire failed, which occurred about 1.5 seconds after the airplane passed the maximum speed at which the takeoff attempt could be safely aborted, the first officer indicated that the takeoff should be continued but the captain decided to reject the takeoff and deployed the airplane’s thrust reversers. Pilots are trained to avoid attempting to reject a takeoff at high-speed unless the pilot concludes that the airplane is unable to fly; the investigation found no evidence that the accident airplane was uncontrollable or unable to become airborne.

The tire failure during the takeoff roll damaged a sensor, which caused the airplane’s thrust reversers to return to the stowed position. While the captain was trying to stop the airplane by commanding reverse thrust, forward thrust was being provided at near-takeoff power because the thrust reversers were stowed. The Safety Board determined that the inadvertent forward thrust contributed to the severity of the accident.

The Safety Board also found that neither the Federal Aviation Administration nor Learjet adequately reviewed the Airplane’s design after a similar uncommanded forward thrust accident that occurred during landing in Alabama in 2001. While the modifications put into place after the Alabama accident provided additional protection against uncommanded forward thrust upon landing, no such protection was provided for a rejected takeoff.

In a statement to the press, NTSB Chairman Deborah A.P. Hersman said, “This entirely avoidable crash should reinforce to everyone in the aviation community that there are no small maintenance items because every time a plane takes off, lives are on the line.”

Those who are interested can find much more detailed information about this accident investigation by following the links below:

Accident Report Synopsis, including itemized conclusions, statement of probable cause, and safety recommendations

Cockpit Voice Recorder Transcript - 40-page 'pdf'

NTSB Accident Docket where you can find links to all materials pertinent to this investigation.

Photos of the Accident Scene - WISTV.com

Earlier posts on AircrewBuzz.com about this accident:

• Global Exec Aviation Learjet 60 crash at Columbia, SC - Sep. 20, 2008
• NTSB Preliminary Report on the Learjet 60 Crash in South Carolina - Oct. 9, 2008
• More details about the Global Exec Aviation Learjet 60 crash in South Carolina - Oct. 22, 2008

Flight Options pilots ratify labor contract

by B. N. Sullivan

The pilots at fractional jet operator Flight Options, LLC have ratified their first labor agreement.  The ratification was announced on March 31, 2010 by the the pilots' union, the International Brotherhood of Teamsters, Airline Division, Teamsters Local 1108.  According to the Teamsters, 88% of the union’s membership voted in favor of ratification.

Teamsters Airline Division Director Capt. David Bourne said in statement to the press, "The new contract with Flight Options is the basis for a strong labor-management partnership between the Teamsters and Flight Options, LLC.  A first contract that works for pilots and their families, as well as management and Flight Options customers, is a great achievement for the entire industry.”

The new agreement is the culmination of more than three years of negotiations between the Teamsters and Flight Options.  According to the Teamsters, the new agreement provides for an immediate salary increase, longevity increases, additional paid time off, job security protections, an expansive basing system, and a grievance and arbitration process.

“This contract is the product of thousands of hours of work and a joint commitment to the success of our pilots and the company,” said Capt. Mat Slinghoff, President of Teamsters Local 1108. “The pilots I represent have achieved a milestone and they look forward to playing an active role in the company’s future success.”

A contract signing ceremony will take place in mid-April.

Gulfstream III cabin window pane separates in flight

by B. N. Sullivan

The crew of a Gulfstream III aircraft (Gulfstream G1159A) operated by Northeastern Aviation had a weird experience last week. The outer pane of a cabin window separated from the aircraft and was ingested by an engine. Fortunately the crew were able to land the aircraft safely and none of the three crew members and two passengers on board were injured.

The strange incident happened on March 10, 2010 shortly before 1PM EST. The aircraft (registration N155MM) was en route to Stuart, FL from Republic Airport (FRG), Farmingdale, NY. According to a Preliminary Report on the Web site of the National Transportation Safety Board (NTSB):

The PIC stated that while passing through 35,000 feet msl, the crew heard a sound similar to a compressor stall, followed by a loss of power on the right engine. He immediately declared an emergency with air traffic control (ATC) and initiated the checklist for engine shut down in flight.

The cabin service representative came to the cockpit and informed him that the No. 4 outer window pane on the right side of the airplane had separated. The flight crew assumed the window pane had been ingested into the right engine.

The PIC then contacted ATC requested and received clearance to return to FRG. The crew made a visual approach to FRG, landing at 1318, and taxied to the ramp without further incident.

The aircraft is being examined by an FAA inspector, and debris from the cabin window is being sent to the NTSB Materials Laboratory for further analysis.

Northeastern Aviation Corp., a Part 135 charter operator and aircraft management company, is based in Farmingdale, NY.

Pilots die attempting a barrel roll in a Cessna 550B Citation Bravo

by B. N. Sullivan

Last month I wrote about a Cessna 550B Citation Bravo (registration OK-ACH) that crashed in Germany. The aircraft, operating as Time Air Flight TIE039C, was en route from Prague to Karlstad, Sweden at the time of the accident. Both crew members on board were killed.

A reader has passed along a link to a press release about the accident investigation from the Bundesstelle für Flugunfalluntersuchung (BFU), i.e., the German Federal Bureau of Aircraft Accident Investigation. Apparently the accident followed an aerobatic maneuver -- specifically, a barrel roll -- from which the aircraft did not recover.

Here is the full text of the BFU press resease:

Air accident on 14 February 2010 near Reinhardtsdorf-Schöna (Saxony)

The twin-jet Cessna 550 B, departed Prague (Czech Republic) at 20:08 hrs (MEZ), for a ferry flight to Karlstad, Sweden. Aboard were two crew members. At 20:19 hrs, the aircraft's radar signal vanished from the monitors of the Air Traffic Service Provider. The crash site was found during the night close to the village Reinhardtsdorf-Schöna in the area of the mountain Großen Zschirnstein, Saxony.

In the following few days rescue work was under way during which the Flight Data Recorder (FDR) and Cockpit Voice Recorder (CVR) were recovered. Analysis of the Cockpit Voice Recorder showed evidence that shortly before the crash an aerobatics manoeuvre (barrel roll) was initiated.

The aircraft was neither designed nor approved for such manoeuvres.

The BFU issued the following Safety Recommendations:

Recommendation No.: 10/2010

The CAA-CZ responsible for air operators within the Czech Republic should arrange for an inspection of the involved air operator's aircraft in regard to structural overload.

Recommendation No.: 11/2010

The CAA-CZ should determine actions for the improvement of the air operator's Quality Management System and the Safety Culture

The investigation into the accident by the German Federal Bureau of Aircraft Accident Investigation (BFU) is still in progress.

This sad tale reminded me of that old saying, “There are old pilots and there are bold pilots -- but there are no old, bold pilots.”

Two pilots perish in Cessna Citation crash in Germany

by B. N. Sullivan

On the evening of February 14, 2010, a Cessna 550B Citation Bravo (registration OK-ACH) crashed in Germany, not far from the Czech border. The aircraft was destroyed; the two pilots, who are believed to have been the only people on board, were killed.

The aircraft, operating as Time Air Flight TIE039C, was en route to Karlstad, Sweden (KSD/ESOK) from Prague (PRG/LKPR), and had just entered German airspace at the time of the accident. According to a preliminary accident description on the Aviation Safety Network, a German air traffic control spokesman reported that the flight was given clearance to climb from FL260 to FL330. The pilot never replied, and the plane then disappeared from radar screens at about 8:20 PM local time.

News reports say that wreckage from the accident aircraft was found in an area of mountainous terrain in Saxony, southeast of Dresden, Germany. UPI.com quoted German officials who said they a body, believed to be that of one of the pilots, was discovered at the crash site. Also found were identification papers for two men, one a Czech, the other a Slovak, although authorities were not certain that the papers belonged to the pilots.

Condolences to the families and friends of the two pilots who lost their lives.

New FAA rule prohibits takeoffs with 'polished frost'

by B.N. Sullivan

The U.S. Federal Aviation Administration (FAA) has issued a new rule that prohibits takeoffs with “polished frost” — frost buffed to make it smooth — on the wings, stabilizers and control surfaces of several classes of aircraft. The new rule applies to aircraft operated under 14 CFR Part 91 subpart F, and Parts 125 and 135, and makes those operations consistent with Part 121 with respect to its prohibition on operations with polished frost.

The FAA summarizes the new Final Rule this way:

This final rule removes language from part 91 subpart F, and parts 125 and 135, which permits aircraft to takeoff with frost that has been polished to make it smooth (“polished frost”) on critical surfaces. Under the final rule, operators will be required to remove any frost adhering to critical surfaces prior to takeoff.

Additionally, the rule restructures language in parts 91, 125, and 135 to clarify that aircraft must have functioning deicing or anti-icing equipment to fly under IFR into known or forecast light or moderate icing conditions, or under VFR into known light or moderate icing conditions.

The new rules become effective on January 30, 2010. According to the FAA, there are 57 operators flying 188 aircraft affected by the rule changes.

Today the FAA issued a press release in conjunction with announcement of the new rule, which said, in part:

Frost can affect the aerodynamics of wings and control surfaces, and the safest action is to completely remove it. Previous FAA guidance recommended removing all wing frost prior to takeoff, but allowed it to be polished smooth if the aircraft manufacturer’s recommended procedures were followed. But manufacturers never published standards of acceptable smoothness for polished frost, and the FAA has no data to determine exactly how to polish frost to satisfactory smoothness.

“The FAA has advised pilots not to take off with frost or ice contaminating their wings for years because it made good sense,” said FAA Administrator Randy Babbitt. “Now, it’s the law.”

Here is the link to the full text of the new rule: Removal of Regulations Allowing for Polished Frost - 27-page 'PDF' file

UPDATE Dec. 3, 2009: A reader alerted me to the fact that the link to the new rule, displayed above, no longer works. Here is the link the FAA Press release about the new rule banning takeoffs with polished frost; the press release contains a brief summary of the rule. The link at the bottom of that press release is the same as the one I have posted above, and it does appear to be broken at this time. I'm hoping that is a temporary situation.

Meanwhile, here is a link to an alternate source for the new FAA rule. The text of the rule begins about halfway down the left hand column of this 7-page 'pdf' document.

Gulfstream's new G650 business jet completes maiden flight

by B.N. Sullivan

It was an exciting day in Savannah: The new Gulfstream G650 completed its first flight. The the ultra-large-cabin, ultra-long-range Gulfstream G650, the newest and fastest business jet produced by Gulfstream Aerospace, took off from Savannah/Hilton Head International Airport at 1:41 p.m. local time today, and landed 12 minutes later.

At the controls of the aircraft (N650GA) were Gulfstream experimental test pilot Jake Howard and senior experimental test pilot Tom Horne. Also on board was flight engineer Bill Osborne.

“We are pleased to announce that the G650 successfully completed its first flight today,” Pres Henne said in a statement to the press. Mr. Henne is senior vice president, Programs, Engineering and Test, at Gulfstream.

“Systems were fully operational. The aircraft achieved an altitude of 6,600 feet and a speed of 170 knots. Flight controls and characteristics performed as expected. We consider this flight a success and look forward to pursuing our full flight-test plan,” Henne said.

The crew reported "a slight vibration in a landing-gear door," so they cut the flight short from the original plan as a precautionary measure.

The Gulfstream G650 was formally rolled out of the hangar under its own power for the first time on September 29, 2009. (Here is a link to the video of the G650 rollout.)

According to information provided by Gulfstream:

The G650 offers the longest range at the fastest speed in its class. Powered by best-in-class Rolls-Royce BR725 engines, the business jet is capable of traveling 7,000 nautical miles at 0.85 Mach and has a maximum operating speed of 0.925 Mach.

Its 7,000-nautical-mile range means the G650 can fly nonstop from Dubai to Chicago.

With an initial cruise altitude of 41,000 feet at 0.85 Mach, the G650 can climb to a maximum altitude of 51,000 feet and avoid traffic and inclement weather.

With its all-new aerodynamically optimized wing, the G650 can meet the latest takeoff certification requirements. At maximum takeoff weight, the aircraft can depart from a 6,000-foot runway.

Additionally, notes Gulfstream, the G650 features the PlaneView™ II cockpit, the most advanced flight deck in business aviation, and an Advanced Health and Trend Monitoring System (AHTMS) to support aircraft maintenance planning and enhance availability.

Sounds like quite a cool airplane!

Here is a link to Gulfstream's G650 Web page where you can find several photos of the aircraft, and a video of its first flight.

[Photo Source]

NetJets to lay off 495 pilots in the U.S.

by B.N. Sullivan

Fractional jet operator NetJets, Inc. has announced plans to cut 495 pilot jobs in the U.S. The layoffs will become effective on January 15, 2010.

Earlier this year NetJets had offered pilots early retirements and voluntary unpaid leaves of absence in an effort to downsize without having to resort to involuntary furloughs. Apparently those measures were not sufficient to relieve overstaffing.

NetJets pilots are represented by the NetJets Association of Shared Aircraft Pilots (NJASAP), an independent union. Today NJASAP President Capt. Mark Luthi said, "After several months of continuous efforts to mitigate a pilot furlough, we have reached a point at which the economic realities that challenge our employer can no longer be offset by the ground-breaking initiatives implemented earlier this year."

From a news release issued by the NJASP Executive Board:

Recognizing the seriousness of the economic crisis early on, Association leaders sought to supplement its furlough mitigation efforts by forming the NJASAP Furlough Working Group, which was tasked with preparing a robust pilot assistance initiative should a reduction in force take place.

"Hoping a working group's efforts prove unnecessary is hardly an appropriate mindset for a responsible leadership group; however, I freely admit the Board and I would have preferred the group's year-long preparations been for naught," Luthi said.

Almost one year of planning has positioned the Association to offer immediate access to information and resources designed to assist each furloughed crewmember and his or her family. In addition to a series of informational teleconferences, the Union has launched a web-based Furloughed Pilot Resource Center and has prepared a comprehensive resource guide that outlines financial, unemployment, and worker retraining benefits as well as alternate insurance options and various assistance grants.

The Executive Board has also approved a seven-month dues refund and the immediate cessation of dues collected from affected pilots and has purchased a year-long subscription to two aviation job sites for each pilot. Additionally, the FWG is finalizing an outreach program that will keep furloughed pilots in touch with their peers by paring them with active pilots.

In a statement to the press, NetJets CEO David Sokol said, "This difficult decision resulted from a comprehensive analysis of current and projected flight demand. As we move forward, we will continue to adjust our operations to meet customers’ needs and act in a fiscally responsible manner."

Union leader Capt. Luthi says that the NJASP "remains willing to engage in mutually beneficial talks intended to hasten our pilots' return to the flight line."

Cessna's Citation Sovereign qualifies for operations between Los Angeles and Honolulu

by B. N. Sullivan

The Cessna Aircraft Company recently announced that Citation Sovereign Part 135 operators will now be able to conduct certain over-water flights, specifically Los Angeles to Hawaii, without requiring FAA Extended Operations (ETOPS) approval.

According to Cessna, analysis proves the aircraft can fly 1,022 nautical miles -- just over halfway between Hawaii and Los Angeles -- in less than 180 minutes at the engine-out flight profile. To qualify for the ETOPS exemption, a passenger aircraft flying with an engine out must never be more than 180 minutes from a suitable airport.

Technical details, provided by Cessna:

Cessna Engineering conducted an analysis using worst case weight and determined the Model 680 Sovereign is capable of traveling a distance of 1,022 nm in 180 minutes (under standard conditions in still air) after an engine failure. This analysis is based on a sea level takeoff at maximum takeoff weight (30,300 lbs), a direct climb to 43,000 feet using the Operating Manual multi-engine climb profile, followed by cruise at maximum cruise thrust.

At the engine failure point (1022 nm into the trip and weight of 26,209 pounds) the airplane drifts down using the Operating Manual drift down procedures to the drift down altitude. Upon reaching the drift down altitude, the airplane then descends at a rate of 3,000 fpm at a speed of VMO/MMO – 10 knots to 25,000 feet.

At 25,000 feet, the aircraft levels and cruises using maximum continuous thrust until starting the final descent to the diversion airport. The final descent is flown at a rate of 3,000 fpm and VMO -10 knots from 25,000 feet to 10,000 feet and then at 250 KIAS at idle thrust until reducing speed for landing.

This profile will support several of the over-water missions Sovereign operators desire to fly. The key in planning missions of this type is to maintain a maximum 1,022 nm or smaller radius from a suitable landing airport.

The operational guidance for this procedure will be included in the next revision (Revision 8) of the 680 Airplane Flight Manual (AFM) due out in early 2010.

“This is a response to customer requests for help in meeting this profile as L.A. to Honolulu is sure to be a popular route with Cessna’s charter operators,” said Roger Whyte, senior vice president, Sales & Marketing.

[Photo Source]

NTSB says 2007 Citation crash into Lake Michigan caused by pilots’ improper actions

by B. N. Sullivan

On the afternoon of June 4, 2007, a Cessna Citation 500 aircraft crashed into Lake Michigan shortly after departure from Milwaukee. The flight was part of a medical mission to transport a human organ for a transplant patient. On board were two pilots, and four passengers who were members of the University of Michigan transplant team; all six perished in the accident. Today the U.S. National Transportation Safety Board (NTSB) released its report on that accident, citing as probable cause "the pilots’ mismanagement of an abnormal flight control situation through improper actions, including failing to control airspeed and to prioritize control of the airplane, and lack of crew coordination."

The Citation (registration N550BP) was operated by Marlin Air as a charter under the rules of 14 CFR Part 135. The NTSB report states: "Contributing to the accident were Marlin Air’s operational safety deficiencies, including the inadequate checkrides administered by Marlin Air’s chief pilot/check airman, and the Federal Aviation Administration’s failure to detect and correct those deficiencies, which placed a pilot who inadequately emphasized safety in the position of company chief pilot and designated check airman and placed an ill-prepared pilot in the first officer’s seat."

The Flight

According to the NTSB report, the aircraft had departed General Mitchell International Airport, Milwaukee, WI en route to Willow Run Airport, near Ypsilanti, MI. Shortly after rotation, the captain, the flying pilot, called for yaw damper activation and turned the airplane to the assigned heading. The cockpit voice recorder (CVR) transcript indicated that the captain commented that he was "fighting the controls" -- a phrase that was repeated several times during climbout.

Less than a minute after rotation, the captain is heard saying, "I’m fighting the controls. It wants to turn left hard." The first officer asked about trim settings. The captain replied that there was something wrong with the rudder trim, but that he did not know the reason. Less than two minutes after rotation, the CVR records the captain saying, "Tell 'em we got to come back and land," and then, "She's rolling on me. Help me, help me."

The captain then told the first officer to pull the autopilot circuit breaker; the first officer responded “where is it?” By that time, the aircraft had leveled off and its air speed was about 270 knots.

The crew contacted Milwaukee approach, declared an emergency, and asked to land on "any runway". Around that time, the aircraft began a descending left turn back toward the airport. The airspeed remained about 250 knots. The captain relinquished control of the aircraft to the first officer, saying, "You hold it, I’m gonna try to pull circuit breakers." Moments later, barely three minutes after takeoff, the aircraft crashed into Lake Michigan.

NTSB Findings

The accident aircraft did not have a flight data recorder, so the NTSB could not determine the exact nature of the initiating event of the accident. However, said investigators, "the evidence indicated that the two most likely scenarios were a runaway trim or the inadvertent engagement of the autopilot, rather than the yaw damper, at takeoff."

Quoting the NTSB:

The Board further noted that the event was controllable if the captain had not allowed the airspeed and resulting control forces to increase while he tried to troubleshoot the problem. By allowing the airplane's airspeed to increase while engaging in poorly coordinated troubleshooting efforts, the pilots allowed an abnormal situation to escalate to an emergency.

Therefore, the NTSB concluded that if the pilots had simply maintained a reduced airspeed while they responded to the situation, the aerodynamic forces on the airplane would not have increased significantly. At reduced airspeeds, the pilots should have been able to maintain control of the airplane long enough to either successfully troubleshoot and resolve the problem or return safely to the airport.

The report goes on to fault Marlin Air for operational safety deficiencies that contributed to the accident.

Results from the Board's investigation indicated that the captain did not adhere to procedures or comply with regulations, and that he routinely abbreviated checklists. Subsequently, the NTSB concluded that the pilots' lack of discipline, lack of in-depth systems knowledge, and failure to adhere to procedures contributed to their inability to cope with anomalies experienced during the accident flight.

The accident captain was Marlin's company chief pilot and check airman. The NTSB report states:

If the Federal Aviation Administration guidance regarding check airman appointments and oversight contained procedures for principal operations inspectors to follow (such as heightened surveillance) in cases where review of the pilot’s background or performance reveals negative information, checkride failures, or other performance-related deficiencies, the agency might prevent inadequate and/or undisciplined pilots from being appointed or retained as check airmen.

The investigation found that the captain’s pilot certificates "had previously been revoked because of a felony conviction involving the illegal transport of drugs into the United States," although the FAA had reissued his pilot certificates, and they were valid at the time of the accident. Among the 16 safety recommendations to the FAA contained in this accident report was this one:

Revise check airman approval and oversight procedures to incorporate heightened surveillance during a probationary period and at other times as warranted for check airmen whose background evaluation ion uncovers a history of criminal convictions, certificate revocations, checkride failures, or other performance-related deficiencies. (A-09-XX)

Here are the links to the Narrative Report, Findings and Safety Recommendations and the Flight Path Animation and CVR Transcript for this accident.

Video: Gulfstream G650 Roll-out at Savannah

Gulfstream Aerospace Corporation's new Gulfstream G650 ultra-large-cabin, ultra-long-range business jet rolled out of the hangar under its own power on September 29, 2009 at Gulfstream's Savannah, Ga., headquarters.

If the video does not play or display properly above, click here to view it on YouTube.

Hat tip to YouTube user AvionicsVideos for posting the G650 video.

Hello G650, Gulfstream's new flagship business jet

by B.N. Sullivan

On September 29, 2009, Gulfstream Aerospace Corporation ceremoniously rolled out its new flagship aircraft, the G650. Nearly 7,000 invited guests were present at the Gulfstream Aerospace plant in Savannah as the new ultra-large-cabin, ultra-long-range business jet was officially introduced. Scheduled for delivery to customers in 2012, the twin-engine G650 will be Gulfstream's largest and fastest (and most expensive) aircraft.

“We’ve all been looking forward to this day since we officially announced the G650 program last year,” said Joe Lombardo, executive vice president, General Dynamics Aerospace group. “Simply put, the Gulfstream G650 is in a class by itself. I want to thank everyone who made this aircraft possible. I share the tremendous amount of pride you have for this significant piece of aviation history. Like you, I am eagerly awaiting the first flight later this year.”

According to information provided by Gulfstream, the G650 will offer the longest range, fastest speed, largest cabin and the most advanced cockpit in the Gulfstream fleet. The G650 is capable of traveling 7,000 nautical miles at 0.85 Mach and has a maximum operating speed of 0.925. That near-supersonic speed will make it the fastest civil aircraft flying.

The G650 can climb to an altitude of 51,000 feet, allowing it to avoid traffic and inclement weather. One can only imagine the view from the 'office window' at that altitude!

"The G650 offers unprecedented speed and range, superb takeoff performance, an all-new Gulfstream wing, best-in-class Rolls-Royce BR725 engines, and top-of-the-line aesthetics. It provides the most technologically advanced flight deck in business aviation with the PlaneViewTM II cockpit and an advanced aircraft health and trend monitoring system to support aircraft maintenance planning and improve availability," said Pres Henne, Gulfstream senior vice president, Programs, Engineering and Test.

Then there is the wider, taller cabin, featuring an all-new fuselage cross section. The G650 cabin measures 102 inches wide and 77 inches high, and is said to be the largest purpose-built cabin in business aviation. The extra space allows for larger galleys and lavatories -- and speaking of lavatories, the G650 has a vacuum toilet system. The larger fuselage also offers increased storage space and in-flight access to 195 cubic feet of usable volume in the baggage compartment.

The aircraft, which seats 11-18 passengers, has 16 panoramic windows that measure 28 by 20.5 inches, the largest in the industry. By the way, I noticed two over-wing emergency exits in a photo of the port side of the aircraft (not shown here).

"Along with traditional measures of aircraft performance, significant effort has been spent in ensuring the cabin will be in a class by itself. The Gulfstream Cabin EssentialTM systems include redundant fiber optic and wireless technologies, along with the latest innovations in lighting, seating, acoustics and cabin systems to provide the most productive cabin environment in business aviation," said Henne.

The first flight of the new G650 is scheduled for later this year and Gulfstream expects the G650 to be certified in 2011. Entry-into-service is planned for 2012.

[Photo Source]

Flight Options pilots strike authorization vote is underway

Strike authorization ballots have been sent to the pilots at fractional jet operator Flight Options LLC. Ballots will be counted at the offices of the pilots' union, Teamsters Local 1108, on Oct. 19, 2009.

“The International Brotherhood of Teamsters stands behind the Flight Options pilots 100 percent,” said Capt. David Bourne, Teamsters Airline Division Director. “These negotiations have been going on for over three years. It’s time our members get the contract they deserve.”

According to a press statement issued by the union:

The parties met in Washington, D.C. at the offices of the National Mediation Board (NMB) last week in an attempt to reach a complete agreement on remaining compensation, benefit and work rule provisions. No agreement was reached and the federal mediator assigned to the case has scheduled a final bargaining session Oct. 26-31.

Under the Railway Labor Act, the NMB, the federal agency charged with administering that federal labor law, may declare that its mediation efforts failed to produce an agreement resulting in a proffer of voluntary binding arbitration as a last resort. If either management or the labor organization rejects the arbitration proffer, a 30-day cooling offer period is imposed, after which time the labor organization is free to strike the carrier absent intervention by the president of the United States.

“Local 1108 is ready to make a fair agreement with Flight Options management,” said Capt. Mat Slinghoff, Local 1108 President. “A fair agreement requires industry standard scope protections, benefit security and compensation increases pilots need.”

FAA plans to restructure New York City airspace and operating rules

by B.N. Sullivan

Back in mid-August, the U.S. Federal Aviation Administration (FAA) convened a New York Airspace Working Group to review current operating procedures over the Hudson and East Rivers and recommend safety improvements. Today FAA Administrator Randy Babbitt announced that the task force had developed a comprehensive series of recommendations that the FAA plans to implement immediately.

According to the FAA, the new safety enhancements would restructure the airspace, mandate pilot operating rules, create a new entry point into the Hudson River airspace from Teterboro, standardize New York area charts and develop new training for pilots, air traffic controllers and businesses that operate helicopters and aircraft in the area.

One change under consideration is to divide the airspace into altitude corridors that separate aircraft flying over the river from those operating to and from local heliports or seaplane bases. This new exclusionary zone would be comprised of three components:

• It would establish a uniform “floor” for the Class B airspace over the Hudson River at 1,300 feet, which would also serve as the “ceiling” for the exclusionary zone.
• Between 1,300-2,000 feet, it would require aircraft to operate in the Class B airspace under visual flight rules but under positive air traffic control, and to communicate on the appropriate air traffic frequency.
• Between 1,000-1,300 feet, it would require aircraft using VFR to use a common radio frequency for the Hudson River. Aircraft operating below 1,000 feet would use the same radio frequency.

Pilots will be required to use specific radio frequencies for the Hudson River and the East River. Under the proposed new rules, operating speeds will be set at 140 knots or less, pilots will be required to turn on anti-collision devices, position or navigation equipment and landing lights. Pilots also will be required to announce when they enter the area and to report their aircraft description, location, direction and altitude.

The practice of flying along the west shore of the river when southbound and along the east shore when northbound will become mandatory. In addition, the FAA will require that pilots have charts available and be familiar with the airspace rules.

From the FAA press release announcing the proposed changes:

The FAA also intends to propose standardized procedures for fixed-wing aircraft leaving Teterboro to enter the Class B airspace over the Hudson River or the exclusionary zone. If an aircraft plans to enter the Class B airspace, Teterboro controllers would request approval from Newark before the aircraft takes off and be authorized to climb the aircraft to 1,500 feet. Aircraft that want to enter the VFR exclusionary zone would be directed by a special route over the George Washington Bridge.

The FAA expects to complete and publish any changes in time to have them in effect by November 19, so that they can be incorporated on new, standardized aeronautical charts that will replace existing charts. The charts will highlight the Class B VFR corridor, encouraging more pilots to exercise the option to fly over the Hudson River under air traffic control, instead of entering the congested exclusionary zone.

Finally, the FAA intends to develop training programs specifically tailored for pilots, air traffic controllers and fixed-base operators to increase awareness of the options available in the Hudson River airspace, and better develop plans that enhance safety for the intended flight.

“These steps will significantly enhance safety in this busy area and create crystal-clear rules for all of the pilots who operate there,” said Babbitt.

FAA: Group to review NYC airspace operating procedures

Today the U.S. Federal Aviation Administration (FAA) announced that it had convened a New York Airspace Working Group to review current operating procedures over the Hudson and East Rivers. The group will recommend safety improvements in two weeks to FAA Administrator Randy Babbitt.

According to a press release issued by the agency, FAA air traffic and safety experts will review and analyze a variety of proposals to change the operating procedures in the Visual Flight Rules corridors over the two rivers. Both fixed-wing aircraft and helicopters currently operate in the same airspace at or below 1,100 feet.

“We strongly encourage pilots to use standard practices in that area now, but it may make sense to require them,” Babbitt said. “We’ve heard a lot of other good ideas about improving safety there and I’m looking for a quick, but thorough review by the safety experts.”

The group will solicit comments from helicopter and aircraft operators and will review air traffic and pilot procedures before making its report to Babbitt on August 28.

In the meantime, Babbitt urged all pilots who operate in the area to follow the procedures outlined in a Notice to Airmen the FAA issued on August 11. The NOTAM advises pilots who fly in the airspace over the two rivers to turn on their lights, use special radio frequencies, announce when they enter the airspace and fly at 140 knots or less.

Bird strike caused fatal crash of illegally chartered Cessna 500 in Oklahoma in 2008

In March of 2008, a chartered Cessna 500 (registration N113SH) crashed two minutes after taking off from Oklahoma City's Wiley Post Airport (PWA), killing the two pilots and three passengers on board. The U.S. National Transportation Board (NTSB) has issued a report on the accident, citing "airplane wing-structure damage sustained during impact with one or more large birds (American white pelicans), which resulted in a loss of control of the airplane" as the probable cause. In addition, the Board notes that the aircraft was operating improperly as a charter, and that the pilots were not legally authorized to fly the aircraft for commercial purposes.

Regarding the accident, on March 4, 2008, at approximately 3:15 p.m. (CST), the aircraft departed PWA, bound for Mankato Regional Airport, Mankato, Minnesota. On board were two pilots and three passengers. Shortly after takeoff, the aircraft was impacted by several large birds, namely pelicans. The NTSB determined that the bird strike caused wing-structure damage resulting in a loss of control. The aircraft went into a steep descent and crashed. The aircraft was completely destroyed by the impact and post-crash fire, and all on board were killed.

The NTSB's investigation uncovered what the Board's Acting Chairman Mark V. Rosenker called "improper and noncompliant charter operations that should have been identified and discontinued by the FAA."

The aircraft was registered to Southwest Orthopedic & Sports Medicine Clinic PC of Oklahoma City, Oklahoma. An IFR flight plan was filed under Part 91 rules, however it emerged that the aircraft was operating as a charter. As such, it should have been operating under Part 135 rules.

The flight originated from the ramp of Interstate Helicopters, a Part 135 on-demand helicopter operator at PWA. The NTSB accident report notes the following points about the operation and the pilots:

• The accident pilot was certificated, trained, and qualified to fly the accident airplane in noncommercial operations as a single pilot.
• The second pilot was not trained, qualified, or current to fly the accident airplane; however, because the pilot was authorized to fly the accident airplane as a single pilot, the second pilot could occupy a cockpit seat and assist the pilot as directed.
• At the time of the accident, Interstate Helicopters was operating the accident airplane in commercial service contrary to its Federal Aviation Administration-issued 14 Code of Federal Regulations Part 135 operating certificate, which, at the time, did not authorize operation of the accident airplane or any other fixed-wing aircraft.
• Neither the pilot nor the second pilot were trained or qualified to fly the accident airplane in any 14 Code of Federal Regulations Part 135 commercial charter operation, and the accident airplane was not maintained in accordance with Part 135 commercial maintenance requirements.
• Interstate Helicopters repeatedly labeled invoices as “aircraft lease” and “sales demo” flights, effectively disguising the noncompliant charter flights and circumventing the terms of its operating certificate.

The NTSB goes to discuss in detail the risks to all concerned when operators "attempt to circumvent commercial charter operations." Among the Board's recommendations arising from the investigation of this accident is an item that suggests expanding Federal Aviation Administration (FAA) truth-in-leasing regulations to include all turbine-powered airplanes. Specifically, the NTSB wants "Part 135 on-demand operators to provide their customers with a written document, correspondence, or ticket that expressly describes the terms of carriage, including the regulatory part under which the flight is operated."

The NTSB also recommends that FAA flight plans include "a block for the pilot to identify the operator and a block to specify the operating rules under which the flight is being conducted." The Board points out that a pilot "would be less likely to intentionally or inadvertently agree to fly an unauthorized commercial charter operation if the pilot, as the final authority for the operation of the aircraft, were required to identify on the flight plan the name of the operator and the regulation under which the flight is operating."

Also included in the NTSB recommendations are a number of items relating to bird-strike certification requirements for transport category aircraft; more stringent verification of airport wildlife hazard assessments; and reporting of wildlife strikes.

As a final note of particular interest to pilots, the aircraft was equipped with a cockpit voice recorder (CVR), which was retrieved from the wreckage. It was found to have been inoperative at the time of the accident, and in fact it probably had been inop for some time prior to the accident. It provided no data for the investigation.

The NTSB urges the FAA to require aircraft equipped with a CVR "to be functionally tested before the first flight of each day and to perform a periodic maintenance check of the CVR."

Here is the link to the Abstract of the NTSB's report about this accident: NTSB ID: AAR-09-05.

Here is the link to the NTSB Accident Docket, where you can find all of the documents in support of this accident investigation, as well as photos of the aircraft wreckage at the crash site.

NBAA's Ed Bolen Explains the Importance of Business Aviation on Fox Business

In this recent appearance on Fox Business, National Business Aviation Association (NBAA) President and CEO Ed Bolen explains "the importance of business aviation to citizens, companies and communities across the country, and the work of the 'No Plane No Gain' initiative to educate policymakers and opinion leaders about the essential role of business aviation in America today."

See also: NoPlaneNoGain.org - website operated jointly by NBAA and the General Aviation Manufacturers Association (GAMA).



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Related:

• The Business jet Fracas: One man's luxury is another's livelihood, AircrewBuzz.com, Feb. 9, 2009
• Business Aviation - Myth and Realities, AircrewBuzz.com, Apr. 14, 2009