ST. PETERSBURG— The battle between the city and the former operator of the Albert Whitted Airport is now in court.
City lawyers recently filed a lawsuit against locally-based Bay Air Flying Service for $122,026 in unpaid rent, fuel flowage fees, stormwater charges and late fees and interest, records show.
The city ended its 30-year relationship with Bay Air and its owner, Ron Methot, in November.
Methot could not be reached to comment.
The lawsuit contends Methot didn't pay rent on a hangar between November 2007 and December 2010. The stormwater charges were accrued between September 2009 and June 2011.
The other charges were incurred this year.
The city sought a new operator after Methot racked up late fees, fines and interest on its monthly lease. Methot blamed the bad economy and the city's bad billing practices for much of the debt.
Sheltair Aviation Services of Fort Lauderdale now manages the city-owned airport.
Source: http://www.tampabay.com
Monday, February 04, 2013
Flight instructor sentenced to jail
Paul and Linda Spencer had just returned from holiday when they died
Crash Site
Ian King
A flight instructor has been jailed for six months for lying to get a license for a millionaire client who later died in a crash.
Ian King was found guilty last month of signing off inaccurate training records for Paul Spencer.
Mr Spencer and his wife Linda died in the crash at Rudding Park, near Harrogate, in January 2008.
King, 53, of Burns Way, Clifford, West Yorkshire, was sentenced by a judge at Leeds Crown Court.
The trial heard that the former Army captain had recorded that Mr Spencer had completed 51 training flying hours against the Civil Aviation Authority's demanded minimum of 45 hours.
'Utter disregard'
Following the crash, a record of Mr Spencer's flying experience was discovered among his papers that was different from the hours recorded in the official log submitted for his license.
King's trial heard he knew it was false, but certified it to fast-track the process for his student, displaying an "utter disregard" for aviation rules.
The jury found him guilty of making a false representation with intent to deceive the Civil Aviation Authority.
Judge Tom Bayliss said King cut corners and was uncooperative throughout the investigation.
He said: "Mr Spencer's logbook was a work of fiction. The missing exercises are difficult exercises, exercises carried out at the end of the training period.
"Your purpose was to deceive the Civil Aviation Authority into granting Paul Spencer a private pilot's licence.
"Your attitude, it seems to me, was one of complete and utter disregard for the Civil Aviation Authority's rules, put in place by them to protect public safety.
"Your actions have cost you dear. You have lost your livelihood. You will never instruct again."
Mr Spencer, 43, and his wife, 59, from Brighouse, had just returned from a holiday in the Caribbean when they were killed.
The couple, who ran Country Baskets, a business which sold dried flowers, were regular visitors to the Rudding Park Hotel.
Source: http://www.bbc.co.uk
 |
| Ian King |
Ian King, 53, was found guilty of making a false statement to the Civil Aviation Authority with intent to deceive, after he certified that Paul Spencer had complied with all the training requirements and flown the required amount of hours.
Wealthy Paul Spencer, 43, the boss of Country Baskets, crashed his 250,000-pounds Westland Gazelle in the grounds of the plush Rudding Park Hotel in Harrogate, North Yorks, on January 26, 2008 - just weeks after his license was granted in December 2007. He and his wife Linda, 59, died.
A jury had been told that Mr Spencer obtained his licence after King falsely certified to the authority that his student had complied with all the training requirements and flown the required amount of hours.
The trial heard how a record of Mr Spencer’s flying experience found in his papers was different to the hours recorded in the official flying log submitted for the license.
Today at Leeds Crown Court, King was jailed for six months by Judge Tom Bayliss QC, who told him: “The deliberate deception which you perpetrated was crucial in obtaining the pilot’s license.
“Your actions risked putting an inexperienced individual at the helm of a helicopter. Mr Spencer’s logbook was a work of fiction.
“Whether or not it was Paul Spencer’s inexperience that lead to the crash is immaterial. We simply do not know what caused his accident.
“But as an instructor you enjoyed a privileged position. You were in a position of trust. You participated in a deceitful and successful attempt to procure a license.”
The court also heard that King had a previous conviction for CAA breaches and has been banned from being an instructor since 2009.
To which Judge Bayliss commented: “These convictions demonstrates a propensity to act in a cavalier manner towards the authority regulating your profession.”
Martin Goudie, prosecuting at the trial, said that an investigation was made after the crash and among Mr Spencer’s papers a personal unofficial flying log was found suggesting he had not flown the required hours and that some of the hours he had flown were before November 19, the date he was licensed to begin his training.
Mr Goudie said: “Mr Spencer’s logbook - which was verified by Mr King - stated that he had flown for 51 hours which was more than the 45 hours required to obtain a license.
“However, a personal flying sheet - which Mr Spencer kept - recorded a different set of hours which would have left him unqualified to fly.
“When you look at the solo hours flown - which is one requirement of being able to gain a license - according to Mr Spencer’s records the amount totals 8.6 hours rather than the minimum requirement of 10.”
The court was also told that despite the log book showing Mr Spencer’s flying taking place only between November 19 and December 12 communication between the two men showed that flying had been taking place from the end of August before his logbook arrived.
When he finally got his logbook through, Mr Goudie claimed that King falsified the official logbook to make it appear Mr Spencer had completed the flying in the allotted time.
Jon Gregg, for King, of Wetherby, West Yorks, told the court that his client, a married father, was well respected within his community.
He added: “In my submission Mr King did not allow a novice to take to the skies. That is one thing that he did not do.”
A spokesperson for the Civil Aviation Authority said: “Flight Instructors have a duty to certify training truthfully and accurately.
“Following the tragic deaths of Paul and Linda Spencer, the CAA sought corroboration from Paul Spencer’s Instructor, Ian King, of his certification of Mr Spencer’s training.
“No corroboration was found and the decision was taken to prosecute Mr King for falsely certifying the training.”
Mr Spencer and his wife, of Brighouse, West York, ran Country Baskets, a business which sold dried flowers, and were regular visitors to Harrogate’s Rudding Park Hotel, which has recently been voted the number one hotel in the UK.
The hotel also ranked fourth worldwide and second for hotels in Europe in the research by TripAdvisor.
The couple’s 250,000-pounds helicopter had previously been owned by DJ Neil Fox.
Story: http://www.wetherbynews.co.uk
Warplane museum appeals for help: Lancaster repair costs soar
Hamilton’s Mynarski Memorial Avro Lancaster Mk X bomber needs all four engines overhauled, at a cost of roughly $500,000.
(Ian Johnson, CBC)
Hamilton’s warplane museum is making a public plea for donations to help keep its famous World War II Lancaster bomber flying.
“We expect the Lancaster to be flying at the June airshow,” says Al Mickeloff, spokesman for the Canadian Warplane Heritage Museum. “But there is a bit of urgency — we need to come up with the money to pay for the current engine, and there are three more that need to be done after that.”
It costs about half a million dollars a year and countless volunteer hours to do the regular maintenance on the Lancaster. Overhauling the four engines every few years costs an additional $500,000.
“Each engine on the aircraft has an 800 hour flight time before it requires a major overhaul,” museum president and CEO Dave Rohrer told CBC Hamilton.
That works out to an overhaul about every 15 years, based on the roughly 55 hours the museum currently flies the aircraft annually.
The museum has one spare Packard Merlin 224 engine for its four-engine Lancaster. As part of the overhaul schedule, the museum swaps out one engine at a time and sends it to a specialized shop in San Jose, Calif., for service.
When the engine is rebuilt and returned, it’s swapped for the next engine. This process continues until all four engines are finished.
The museum identified some premature metal wear in the No. 1 engine, Rohrer said, which was why it was the first one removed from the aircraft for servicing, but all four engines were due for an overhaul.
“Right now, all the engines are in their last stage of life. We need to secure funding to sequence through all four engines over the next 18 to 24 months so that we don’t interrupt our flying schedule,” said Rohrer, a retired RCAF officer who currently pilots Bombardier Global Express corporate jets and who is also one of the world's few pilots trained to fly the Lancaster.
The museum has to pay for the engine work up front, so it’s starting the fundraising drive now to get the money needed to finance the work it knows will have to be done in the coming months.
“If we were deficient in funding it could have the effect of putting the plane on the ground, and obviously nobody wants that to happen,” Rohrer said. “But if Canadians and the international and corporate communities respond as they have in the past, we should be able to continue to run without a noticeable stoppage in aircraft operations.”
Rohrer said the museum needs to raise the first $150,000 no later than May 1. It needs to secure another $150,000 by September, and the remaining $200,000 by the end of the year.
"A lot of Canadians, and people around the world, have such a huge emotional attachment to the Lancaster," Rohrer says. "It's an honour to be able to present this aircraft in a living way to those people, and this money is necessary to allow us to continue to do that."
Only two flying
The Lancaster in Hamilton is one of just two of the famous World War II bombers in the world that are still airworthy. The other is in the UK, owned by the Royal Air Force and flown out of Royal Air Force Coningsby in Lincolnshire.
“The Lancaster is the crown jewel of our collection,” Mickeloff said. “When we got it flying years ago, the museum changed – suddenly we became known as the museum with a flying Lancaster.”
But the costs of keeping the venerable bomber in the air have soared in recent years, making the Lancaster an extremely expensive flying exhibit.
“When we restored the Lancaster back in 1988, refurbishing an engine cost about $25,000. Now it’s at least $125,000 each,” Mickeloff said, and the price can top $150,000. “It’s a combination of things. Parts are rarer, people with the expertise to do the work are getting harder to find.”
He adds that some spare parts simply don't exist. Replacement Lancaster engine pistons, for example, aren’t made any more.
“Now we use pistons from Roush Racing, and I can tell you they aren’t cheap,” Mickeloff said.
Funding
Less than 1 per cent of the museum’s budget comes from the government. The rest is a combination of private memberships, corporate donations, and money raised through everything from airplane rides to renting out the museum for weddings.
"We stay in operation through our own ingenuity and creativity, and the generosity of donors," Rohrer says.
The cost of refurbishing the Lancaster’s engines has outstripped the museum’s ability to fund the work through regular donations, so it has turned to the public with its Lancaster Engine Fundraiser. Tax deductible donations can be made through the museum’s website.
People can also support the maintenance effort by becoming a member of the museum, Mickeloff said. By upgrading their membership to “crew member” (a limited number are sold each year at a cost of $2,500), they're eligible to book flights on museum aircraft — including a flight on the Lancaster.
“People come from all over the country, and all over the world, to fly in the Lancaster,” he said.
The last time the museum had to go to the public for financial help for the plane was 2009, when it needed $100,000 for new propellers.
“We were completely shocked and in awe at the support from the public — we were able to buy the propellers we needed to keep the plane flying,” Mickeloff said. “We had many smaller donations, but we also had a $10,000 donation from a local individual – the response was amazing.”
Rohrer said it took about 90 days to raise the money for the propellers. "We're hoping for a similar response to fund the engine work."
Hamilton’s Lancaster
The Lancaster, the Royal Air Force’s only heavy bomber capable of carrying up to 22,000-pound Grand Slam bombs, was one of the most famous aircraft of World War II. More than 7,300 Lancasters were built in Britain and Canada.
Hamilton’s Mynarski Memorial Avro Lancaster Mk X bomber was built at Victory Aircraft in Malton, Ont., in 1945. It didn’t see action, but was used to train air crews and later for coastal patrols and search-and-rescue work. It was retired in 1963, and the museum bought it in 1977 for about $10,000. Volunteers spent 11 years restoring it.
The Lancaster is celebrating its 25th year of flight operations at the museum.
Hamilton also has five of the nine pilots in the world trained to fly the aging bomber.
“Hamilton has the most experienced Lancaster pilots in the world now, because we’re pretty much the only place still flying one,” Mickeloff says.
"Flying the Lancaster is a more exclusive club than being a space shuttle pilot," Rohrer laughs.
The museum’s Lancaster is dedicated to the memory of Pilot Officer Andrew Charles Mynarski of 419 (Moose) Squadron, 6 (RCAF) Group, who won the Victoria Cross for his bravery. In the early morning hours of June 13, 1944, the Winnipeg native's Lancaster was shot down. Instead of bailing out, Mynarski – his clothes burning – tried to free the trapped rear gunner. The gunner survived the crash, but Mynarski died from the burns.
Starring TV role tonight
Hamilton’s Lancaster features prominently in Air Aces, a six-part historical documentary series that made its debut on the History Channel in January. The third episode, Wing Walker, is about the crew of bomber ME669 of the RAF’s 106 Squadron. It premiers on History Channel Canada tonight and will air again over the coming weeks.
Few Lancaster crews made it even to the half-way point of the 30 missions they were expected to fly during the war. ME669’s crew avoided disaster until its 30th mission.
“It’s really an amazing story, and the pilot was Canadian, Fred Mifflin,” says Nick Godwin, head of documentaries at Toronto’s Cineflix Productions, which made Air Aces for History Television Canada and The Military Channel.
“During the mission they’re attacked, the plane catches fire, and a man named Norman Jackson does something absolutely insane — he climbs out onto the wing at over 200 miles an hour and he puts the fire out.”
The museum’s chief pilot, Leon Evans of Fonthill, Ont., flew the Lancaster for the Air Aces sequences in the summer of 2012.
The scenes of the aircraft over water were done above Lake Ontario near the city. The airstrip scenes were done at an airstrip in Brantford, Ont., and the interior footage of the Lancaster was filmed at the warplane museum in Hamilton.
Story and Reaction/Comments: http://www.cbc.ca
Here's What It's Like To Fly In A Private Plane Over The Gorgeous Arizona Desert
Feb. 4, 2013, 1:59 PM
By Alex Davies
To show off its new luxury Range Rover, Jaguar Land Rover invited us to the Utah desert to try it out.
Last week, we took the trip from New York to Phoenix, with a stop in
Philadelphia. Those flights were fine, but it was the third leg of the
trip that was really cool.
To get our group of journalists to the Amangiri resort in Big Water, Utah, Jaguar Land Rover chartered a flight from Phoenix to Page, in northern Arizona.
The plane itself was nothing special, but the experience of private air travel was, especially since we had a great view of some of Arizona's best natural wonders. We even got a look at the Grand Canyon itself.
Disclosure: Jaguar Land Rover paid for our travel and lodging expenses to drive the Range Rover.
By Alex Davies
To get our group of journalists to the Amangiri resort in Big Water, Utah, Jaguar Land Rover chartered a flight from Phoenix to Page, in northern Arizona.
The plane itself was nothing special, but the experience of private air travel was, especially since we had a great view of some of Arizona's best natural wonders. We even got a look at the Grand Canyon itself.
Disclosure: Jaguar Land Rover paid for our travel and lodging expenses to drive the Range Rover.
Judge orders Air Canada to maintain aircraft repair plant in Montreal
MONTREAL - A judge has ordered Air Canada to keep its plane repair and overhaul operations in Montreal, but the carrier plans to appeal the ruling.
Superior Court judge Martin Castonguay ruled in favor of the Quebec government, which argued Air Canada had violated the Air Canada Public Participation Act.
The law requires that Air Canada maintain a Montreal-based overhaul centre with satellite plants in Mississauga, Ont., and Winnipeg.
The centers, operated by Aveos Fleet Performance, shut down last year, putting more than 2,600 people out of work across Canada.
Aveos' bankruptcy filing cited a drop in fuselage and engine maintenance work from Air Canada, which provided 85% of the firm's business.
The closures ignited a firestorm, leading to worker protests and a storm of criticism from the political class.
The court ruling issued Monday applies only to Quebec, where most of the laid-off staff are based.
Source: http://www.torontosun.com
Superior Court judge Martin Castonguay ruled in favor of the Quebec government, which argued Air Canada had violated the Air Canada Public Participation Act.
The law requires that Air Canada maintain a Montreal-based overhaul centre with satellite plants in Mississauga, Ont., and Winnipeg.
The centers, operated by Aveos Fleet Performance, shut down last year, putting more than 2,600 people out of work across Canada.
Aveos' bankruptcy filing cited a drop in fuselage and engine maintenance work from Air Canada, which provided 85% of the firm's business.
The closures ignited a firestorm, leading to worker protests and a storm of criticism from the political class.
The court ruling issued Monday applies only to Quebec, where most of the laid-off staff are based.
Source: http://www.torontosun.com
New Bill Would Regulate Los Angeles Helicopter Traffic
LOS ANGELES (CBSLA.com) — Rep. Adam Schiff and Sens. Dianne Feinstein and Barbara Boxer Monday introduced legislation that would regulate helicopter traffic over L.A. neighborhoods.
The Los Angeles Residential Helicopter Noise Relief Act would control flight paths and require minimum altitudes for helicopter operations.
“Los Angeles area residents living in Glendale, Pasadena, the Valley, the Hollywood Hills, West Hollywood and other areas are especially affected by intrusive, disruptive and often non-emergency related helicopter traffic above their neighborhoods,” Schiff said in a statement. “The terrain of canyons around the Rose Bowl concentrates low-flying helicopter noise to high levels, and Hollywood Hills and West Hollywood residents frequently suffer from noise generated by celebrity news media that follow stars to the beach, the grocery store, or for court appearances. The residents in these areas deserve peace and quiet, and if the FAA won’t act, Congress must pass this legislation to give residents the relief they need.”
“LA County residents suffer from high levels of disruptive, low-flying helicopter traffic over their neighborhoods. This bill would address that problem by requiring the FAA to create regulations for how helicopters operate in the skies above Los Angeles,” Feinstein said in a statement. “In addition to reducing noise, this bill would increase safety and minimize commercial aircraft delays while exempting first responders and military aircraft from its limitations. I look forward to working with Congressman Schiff and Senator Boxer to get this bill passed.”
The legislation would require the FAA to set its new guidelines within 12 months of being signed into law.
It would also provide exemptions for law enforcement, emergency responders and the military.
Story and Reaction/Comments: http://losangeles.cbslocal.com
The Los Angeles Residential Helicopter Noise Relief Act would control flight paths and require minimum altitudes for helicopter operations.
“Los Angeles area residents living in Glendale, Pasadena, the Valley, the Hollywood Hills, West Hollywood and other areas are especially affected by intrusive, disruptive and often non-emergency related helicopter traffic above their neighborhoods,” Schiff said in a statement. “The terrain of canyons around the Rose Bowl concentrates low-flying helicopter noise to high levels, and Hollywood Hills and West Hollywood residents frequently suffer from noise generated by celebrity news media that follow stars to the beach, the grocery store, or for court appearances. The residents in these areas deserve peace and quiet, and if the FAA won’t act, Congress must pass this legislation to give residents the relief they need.”
“LA County residents suffer from high levels of disruptive, low-flying helicopter traffic over their neighborhoods. This bill would address that problem by requiring the FAA to create regulations for how helicopters operate in the skies above Los Angeles,” Feinstein said in a statement. “In addition to reducing noise, this bill would increase safety and minimize commercial aircraft delays while exempting first responders and military aircraft from its limitations. I look forward to working with Congressman Schiff and Senator Boxer to get this bill passed.”
The legislation would require the FAA to set its new guidelines within 12 months of being signed into law.
It would also provide exemptions for law enforcement, emergency responders and the military.
Story and Reaction/Comments: http://losangeles.cbslocal.com
Disgruntled passengers return home from Cancun, delayed with no explanation why
EDMONTON- Passengers on a flight from Cancun to Edmonton had a bit of a rough end to their vacation.
"Whatever stress was gone from my vacation is now back," said Tyler Gratrix, a passenger on the flight.
"It's been incredibly long and incredibly disappointing," said another passenger, Devyn Dyrland.
Sunwing flight 586 was scheduled to leave Cancun at 4:00p.m. Saturday. After sitting on the tarmac for nearly three hours, the plane took off for what was supposed to be a direct flight to Edmonton.
"We landed in Calgary because apparently there was a snow storm in Edmonton," said Milana Rai who was travelling with three small children.
"We were told that we couldn't land in Edmonton because of bad weather but, we checked the weather network when we landed in Calgary and it was clear skies," added Gratrix.
Passengers say they were given numerous reasons as to why the plane had to land in Calgary, from bad weather to the need for a new crew onboard the aircraft.
After landing in Calgary Rai says passengers were told the flight would be leaving for Edmonton at 6:00a.m. Sunday.
"The six o'clock departure that we were promised turned into a nine o'clock departure."
While they waited in Calgary, passengers say requests for food and water went unanswered.
"When we were sitting in the baggage claim area, not allowed to leave for two and a half hours, I asked for water and something to eat for my children, because they hadn't eaten in 13 hours, and there was nobody to help us," Rai explained.
"We'd asked to talk to a manager, there was no management. There were kids that hadn't eaten. One lady was fainting, and we asked repeatedly for food and water and we were told 'Well, there's the fountain, you can go drink there'," Gratrix added.
The flight that was originally supposed to land in Edmonton at 11:50 Saturday night, finally landed around 9:40 Sunday morning.
"It's been an incredibly, incredibly long day on very, very little sleep. The most sleep I got was actually just laying on the carousel waiting for our luggage in Calgary. I think I got about an hour of sleep there," said Dyrland.
Passengers say it wasn't necessarily the delay that bothered them. They say they're disappointed with the lack of communication and service from Sunwing.
"Not only was there a lack of communication, but they were misleading," Gratrix explained. "There was really no customer service."
Sunwing's VP of Sales and Marketing says without a full report, he can't comment on what passengers were told or how the situation was handled.
"I can honestly tell you, after many years in this business there's going to be passengers that will say 'We were not told anything' and other passengers on the same flight are going to say 'That's not true. I don't know where these people were, I don't know what they were listening to, but that's just not true.'" said Daryl McWilliams.
Passengers have been offered a $150 voucher, which can be used for future travel with Sunwing.
However, the gesture isn't being received well by many.
"I refused the $150 voucher that we were offered because, no, it's not worth a whole 24 hours of my time," said Rai.
"I'll probably give it to somebody who wants a flight from hell, I guess," added Dyrland.
McWilliams says those who are not satisfied with the voucher can write a letter or email to the company.
Story and Video: Disgruntled passengers return home from Cancun, delayed with no explanation why
"Whatever stress was gone from my vacation is now back," said Tyler Gratrix, a passenger on the flight.
"It's been incredibly long and incredibly disappointing," said another passenger, Devyn Dyrland.
Sunwing flight 586 was scheduled to leave Cancun at 4:00p.m. Saturday. After sitting on the tarmac for nearly three hours, the plane took off for what was supposed to be a direct flight to Edmonton.
"We landed in Calgary because apparently there was a snow storm in Edmonton," said Milana Rai who was travelling with three small children.
"We were told that we couldn't land in Edmonton because of bad weather but, we checked the weather network when we landed in Calgary and it was clear skies," added Gratrix.
Passengers say they were given numerous reasons as to why the plane had to land in Calgary, from bad weather to the need for a new crew onboard the aircraft.
After landing in Calgary Rai says passengers were told the flight would be leaving for Edmonton at 6:00a.m. Sunday.
"The six o'clock departure that we were promised turned into a nine o'clock departure."
While they waited in Calgary, passengers say requests for food and water went unanswered.
"When we were sitting in the baggage claim area, not allowed to leave for two and a half hours, I asked for water and something to eat for my children, because they hadn't eaten in 13 hours, and there was nobody to help us," Rai explained.
"We'd asked to talk to a manager, there was no management. There were kids that hadn't eaten. One lady was fainting, and we asked repeatedly for food and water and we were told 'Well, there's the fountain, you can go drink there'," Gratrix added.
The flight that was originally supposed to land in Edmonton at 11:50 Saturday night, finally landed around 9:40 Sunday morning.
"It's been an incredibly, incredibly long day on very, very little sleep. The most sleep I got was actually just laying on the carousel waiting for our luggage in Calgary. I think I got about an hour of sleep there," said Dyrland.
Passengers say it wasn't necessarily the delay that bothered them. They say they're disappointed with the lack of communication and service from Sunwing.
"Not only was there a lack of communication, but they were misleading," Gratrix explained. "There was really no customer service."
Sunwing's VP of Sales and Marketing says without a full report, he can't comment on what passengers were told or how the situation was handled.
"I can honestly tell you, after many years in this business there's going to be passengers that will say 'We were not told anything' and other passengers on the same flight are going to say 'That's not true. I don't know where these people were, I don't know what they were listening to, but that's just not true.'" said Daryl McWilliams.
Passengers have been offered a $150 voucher, which can be used for future travel with Sunwing.
However, the gesture isn't being received well by many.
"I refused the $150 voucher that we were offered because, no, it's not worth a whole 24 hours of my time," said Rai.
"I'll probably give it to somebody who wants a flight from hell, I guess," added Dyrland.
McWilliams says those who are not satisfied with the voucher can write a letter or email to the company.
Story and Video: Disgruntled passengers return home from Cancun, delayed with no explanation why
Cessna 175B Skylark, N8125T: Accident occurred February 02, 2013 in Wellsville, Utah
National Transportation Safety Board - Aviation Accident Final Report: http://app.ntsb.gov/pdf
National Transportation Safety Board - Docket And Docket Items: http://dms.ntsb.gov/pubdms
National Transportation Safety Board - Aviation Accident Data Summary: http://app.ntsb.gov/pdf
http://registry.faa.gov/N8125T
NTSB Identification: WPR13LA108
14 CFR Part 91: General Aviation
Accident occurred Saturday, February 02, 2013 in Wellsville, UT
Probable Cause Approval Date: 08/07/2013
Aircraft: CESSNA 175B, registration: N8125T
Injuries: 5 Uninjured.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
The pilot reported that during a climb to cruise flight, he observed the engine rpm suddenly reduce, and he immediately applied carburetor heat. The pilot stated that the engine rpm increased for about 3 seconds before it decreased again. The pilot began troubleshooting the engine and performing the emergency landing checklist. The pilot stated that when he turned the ignition switch off and back on, the engine backfired once; however, the engine rpm remained at 1,000. He initiated a forced landing to an open, snow-covered field. During the landing roll, the airplane nosed over. A postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. The carburetor was disassembled and examined internally. The carburetor float bowl contained a liquid consistent with fuel, which tested positive for water using water-finding paste.
A local reporting station recorded the temperature at 25 degrees Fahrenheit and dew point at 19 degrees Fahrenheit. The reported weather conditions were conducive to carburetor icing at glide and cruise power. Given the sudden loss of engine rpm before and the rise in engine rpm following the application of carburetor heat, it is likely that carburetor ice was the reason for the loss of engine power.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A loss of engine power during cruise flight due to carburetor ice.
On February 2, 2013, about 1350 mountain standard time, a Cessna 175B, N8125T, was substantially damaged during a forced landing near Wellsville, Utah. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The private pilot and his four passengers were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight. The local flight originated from Logan, Utah, at 1300.
In a written statement to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the pilot reported that while climbing through about 8,500 feet mean sea level (msl), he observed the engine RPM suddenly reduce and immediately applied carburetor heat. The pilot stated that the engine RPM increased for about 3 seconds before it decreased again. The pilot began troubleshooting the engine and performing the emergency landing checklist. The pilot stated that when he turned the ignition switch off and back on, the engine back fired once, however, the engine RPM remained at 1,000. The pilot initiated a forced landing to an open snow covered field. During the landing roll, the airplane nosed over.
Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that the fuselage, vertical stabilizer, and rudder were structurally damaged. The airplane was recovered to a secure location for further examination.
Examination of the recovered airframe by the NTSB IIC and an FAA inspector revealed that both wings remained attached to the fuselage and contained fuel in both wing fuel tanks. Control continuity was established from the carburetor heat, throttle, and mixture controls to their respective linkages on the engine and air box.
Examination of the recovered Lycoming O-360-A1D engine, serial number L-7542-36, revealed that it remained attached to the fuselage via its mounts. The engine mount structure was displaced downward. All engine accessories remained attached to the engine. The top spark plugs, carburetor, and propeller were removed from the engine and the magneto "P" leads were disconnected from the left and right magnetos. The crankshaft was rotated by hand and mechanical continuity was established throughout the engine and valve train. Thumb compression was obtained on all six cylinders. Both the left and right magnetos produced a blue colored spark on all ignition leads when the crankshaft was rotated.
The carburetor throttle and mixture levers moved from stop to stop by hand. When the throttle control arm was moved, the accelerator pump functioned and expelled liquid. The fuel inlet screen contained a slight amount of debris, however, was mostly unobstructed. The carburetor was disassembled and examined internally. Both metal floats were intact and undamaged. The carburetor float bowl contained a liquid consistent with fuel. The liquid was tested with water finding paste with positive results.
Examination of the recovered airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation
Weather conditions recorded at the Logan-Cache Airport, located about 9 miles northeast of the accident site, at 1351, were wind calm, visibility 7 statute miles, clear sky, temperature 25 degrees Fahrenheit, dew point 19 degrees Fahrenheit, and an altimeter setting of 30.46 inches of mercury. According to the Federal Aviation Administration Special Airworthiness Information Bulletin, entitled Carburetor Icing Prevention, the temperature and dew point were conducive to the formation of icing at glide and cruise power.
NTSB Identification: WPR13LA108
14 CFR Part 91: General Aviation
Accident occurred Saturday, February 02, 2013 in Wellsville, UT
Aircraft: CESSNA 175B, registration: N8125T
Injuries: 5 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
On February 2, 2013, about 1350 mountain standard time, a Cessna 175B, N8125T, was substantially damaged during a forced landing near Wellsville, Utah. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The private pilot and his four passengers were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight. The local flight originated from Logan, Utah, at 1300.
The pilot reported that while climbing through about 5,800 feet mean sea level (msl), the engine lost power. Despite multiple attempts, he was unable to restart the engine. The pilot initiated a forced landing to an open snow covered field. During the landing roll, the airplane nosed over.
Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that the fuselage, vertical stabilizer, and rudder were structurally damaged. The airplane was recovered to a secure location for further examination.
(KUTV) A passenger on a small plane that crash landed in a Cache County field on Saturday afternoon captured the whole ordeal on his cell phone, from the moment the plane begins to fail to minutes after the crash.
Jonathan and Kara Fielding are on a recreational flight for Kara's birthday. Seated beside his mother-in-law, Jonathan is holding their seven-month-old baby boy as their family friend and pilot Lynn Goodsell flies his single-engine Cessna 175.
“We are just over the top of the overpass,” Jonathan says, narrating the video, as the plane clears the Wellsville Mountains. “We are told that there’s carburetor ice, so this is kind of exciting. I’m not worried. I think we’re going to be just fine.”
Goodsell turns on the carburetor heater but the engine shuts down. He begins reviewing his emergency checklist and searches for an impromptu landing spot below.
"Just got a prayer in our heart. I think we’re gonna be just fine," Jonathan says.
All five remain calm as the plane hovers over a Wellsville neighborhood.
"We’re going to land in a field, right here,” Jonathan says calmly, just before the plane touches down in a field of snow, only to flip upside down.
The phone flies from Jonathan's hands but continues to record the crash.
"Is everybody okay?" Goodsell asks.
"Oh man... Oh wow... Oh my gosh," the passengers say quietly hanging upside in their seats.
The baby is heard crying for a few seconds. They unbuckle their seatbelts and climb out uninjured.
Goodsell's totaled plane lies in an otherwise serene field of snow.
"I’m really sorry about your plane. Are you okay?" Jonathan says to Goodsell.
Jonathan then asks his wife if she will ever fly again, laughing nervously. She answers yes.
"I knew that we’d be fine," Jonathan says, "I just, I didn’t expect that."
Jonathan later said he fully expected a smooth landing and he never would have pulled out his phone and recorded the crash if he had known the landing would've been so rough.
National Transportation Safety Board - Docket And Docket Items: http://dms.ntsb.gov/pubdms
National Transportation Safety Board - Aviation Accident Data Summary: http://app.ntsb.gov/pdf
http://registry.faa.gov/N8125T
NTSB Identification: WPR13LA108
14 CFR Part 91: General Aviation
Accident occurred Saturday, February 02, 2013 in Wellsville, UT
Probable Cause Approval Date: 08/07/2013
Aircraft: CESSNA 175B, registration: N8125T
Injuries: 5 Uninjured.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
The pilot reported that during a climb to cruise flight, he observed the engine rpm suddenly reduce, and he immediately applied carburetor heat. The pilot stated that the engine rpm increased for about 3 seconds before it decreased again. The pilot began troubleshooting the engine and performing the emergency landing checklist. The pilot stated that when he turned the ignition switch off and back on, the engine backfired once; however, the engine rpm remained at 1,000. He initiated a forced landing to an open, snow-covered field. During the landing roll, the airplane nosed over. A postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. The carburetor was disassembled and examined internally. The carburetor float bowl contained a liquid consistent with fuel, which tested positive for water using water-finding paste.
A local reporting station recorded the temperature at 25 degrees Fahrenheit and dew point at 19 degrees Fahrenheit. The reported weather conditions were conducive to carburetor icing at glide and cruise power. Given the sudden loss of engine rpm before and the rise in engine rpm following the application of carburetor heat, it is likely that carburetor ice was the reason for the loss of engine power.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A loss of engine power during cruise flight due to carburetor ice.
On February 2, 2013, about 1350 mountain standard time, a Cessna 175B, N8125T, was substantially damaged during a forced landing near Wellsville, Utah. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The private pilot and his four passengers were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight. The local flight originated from Logan, Utah, at 1300.
In a written statement to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the pilot reported that while climbing through about 8,500 feet mean sea level (msl), he observed the engine RPM suddenly reduce and immediately applied carburetor heat. The pilot stated that the engine RPM increased for about 3 seconds before it decreased again. The pilot began troubleshooting the engine and performing the emergency landing checklist. The pilot stated that when he turned the ignition switch off and back on, the engine back fired once, however, the engine RPM remained at 1,000. The pilot initiated a forced landing to an open snow covered field. During the landing roll, the airplane nosed over.
Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that the fuselage, vertical stabilizer, and rudder were structurally damaged. The airplane was recovered to a secure location for further examination.
Examination of the recovered airframe by the NTSB IIC and an FAA inspector revealed that both wings remained attached to the fuselage and contained fuel in both wing fuel tanks. Control continuity was established from the carburetor heat, throttle, and mixture controls to their respective linkages on the engine and air box.
Examination of the recovered Lycoming O-360-A1D engine, serial number L-7542-36, revealed that it remained attached to the fuselage via its mounts. The engine mount structure was displaced downward. All engine accessories remained attached to the engine. The top spark plugs, carburetor, and propeller were removed from the engine and the magneto "P" leads were disconnected from the left and right magnetos. The crankshaft was rotated by hand and mechanical continuity was established throughout the engine and valve train. Thumb compression was obtained on all six cylinders. Both the left and right magnetos produced a blue colored spark on all ignition leads when the crankshaft was rotated.
The carburetor throttle and mixture levers moved from stop to stop by hand. When the throttle control arm was moved, the accelerator pump functioned and expelled liquid. The fuel inlet screen contained a slight amount of debris, however, was mostly unobstructed. The carburetor was disassembled and examined internally. Both metal floats were intact and undamaged. The carburetor float bowl contained a liquid consistent with fuel. The liquid was tested with water finding paste with positive results.
Examination of the recovered airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation
Weather conditions recorded at the Logan-Cache Airport, located about 9 miles northeast of the accident site, at 1351, were wind calm, visibility 7 statute miles, clear sky, temperature 25 degrees Fahrenheit, dew point 19 degrees Fahrenheit, and an altimeter setting of 30.46 inches of mercury. According to the Federal Aviation Administration Special Airworthiness Information Bulletin, entitled Carburetor Icing Prevention, the temperature and dew point were conducive to the formation of icing at glide and cruise power.
NTSB Identification: WPR13LA108
14 CFR Part 91: General Aviation
Accident occurred Saturday, February 02, 2013 in Wellsville, UT
Aircraft: CESSNA 175B, registration: N8125T
Injuries: 5 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
On February 2, 2013, about 1350 mountain standard time, a Cessna 175B, N8125T, was substantially damaged during a forced landing near Wellsville, Utah. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The private pilot and his four passengers were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight. The local flight originated from Logan, Utah, at 1300.
The pilot reported that while climbing through about 5,800 feet mean sea level (msl), the engine lost power. Despite multiple attempts, he was unable to restart the engine. The pilot initiated a forced landing to an open snow covered field. During the landing roll, the airplane nosed over.
Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that the fuselage, vertical stabilizer, and rudder were structurally damaged. The airplane was recovered to a secure location for further examination.
(KUTV) A passenger on a small plane that crash landed in a Cache County field on Saturday afternoon captured the whole ordeal on his cell phone, from the moment the plane begins to fail to minutes after the crash.
Jonathan and Kara Fielding are on a recreational flight for Kara's birthday. Seated beside his mother-in-law, Jonathan is holding their seven-month-old baby boy as their family friend and pilot Lynn Goodsell flies his single-engine Cessna 175.
“We are just over the top of the overpass,” Jonathan says, narrating the video, as the plane clears the Wellsville Mountains. “We are told that there’s carburetor ice, so this is kind of exciting. I’m not worried. I think we’re going to be just fine.”
Goodsell turns on the carburetor heater but the engine shuts down. He begins reviewing his emergency checklist and searches for an impromptu landing spot below.
"Just got a prayer in our heart. I think we’re gonna be just fine," Jonathan says.
All five remain calm as the plane hovers over a Wellsville neighborhood.
"We’re going to land in a field, right here,” Jonathan says calmly, just before the plane touches down in a field of snow, only to flip upside down.
The phone flies from Jonathan's hands but continues to record the crash.
"Is everybody okay?" Goodsell asks.
"Oh man... Oh wow... Oh my gosh," the passengers say quietly hanging upside in their seats.
The baby is heard crying for a few seconds. They unbuckle their seatbelts and climb out uninjured.
Goodsell's totaled plane lies in an otherwise serene field of snow.
"I’m really sorry about your plane. Are you okay?" Jonathan says to Goodsell.
Jonathan then asks his wife if she will ever fly again, laughing nervously. She answers yes.
"I knew that we’d be fine," Jonathan says, "I just, I didn’t expect that."
Jonathan later said he fully expected a smooth landing and he never would have pulled out his phone and recorded the crash if he had known the landing would've been so rough.
Cirrus SR20, N929CD: Accident occurred October 11, 2006 in Manhattan, New York City
By BRUCE GOLDING
Last Updated: 3:25 AM, February 4, 2013
Posted: 2:35 AM, February 4, 2013
The widow of late Yankee pitcher Cory Lidle is crying foul after being ordered to pay more than $80,000 for losing a suit over the private-plane crash into a Manhattan high-rise that killed her husband.
“It’s an injustice compounded on an injustice,” said lawyer Todd Macaluso, who represents Melanie Lidle.
Lawyers for aircraft maker Cirrus Design Corp. won a judgment for court costs against Melanie and Stephanie Stanger, whose husband, professional pilot Tyler Stanger, also died in the 2006 Upper East Side wreck.
It’s unclear if Cirrus will also seek to recoup its huge legal fees for successfully battling the women’s product-liability claims.
The tragic widows alleged that defects in the design of Cory Lidle’s Cirrus SR20 caused its controls to lock up during a U-turn over the East River.
A Manhattan federal jury took just three hours to clear the company in 2011, and an appeals court unanimously upheld the verdict last month.
Macaluso blamed the outcome on pretrial rulings that kept jurors from learning that Cirrus recalled all its SR20’s and changed the manufacturing process after the deadly incident. Lawyers for Cirrus didn’t return requests for comment.
Story: http://www.nypost.com
NTSB Identification: DCA07MA003.
The docket is stored in the Docket Management System (DMS). Please contact Records Management Division
Accident occurred Wednesday, October 11, 2006 in Manhattan, NYC, NY
Probable Cause Approval Date: 06/27/2007
Aircraft: Cirrus Design Corp. SR-20, registration: N929CD
Injuries: 2 Fatal,1 Serious,2 Minor.
NTSB investigators traveled in support of this investigation and used data obtained from various sources to prepare this aircraft accident report.
[The Safety Board's full brief is available at http://ntsb.gov/Publictn/pubictn.htm. The Aviation Accident Brief number is NTSB/AAB-07/02]
On October 11, 2006, about 1442 eastern daylight time, a Cirrus Design SR20, N929CD, operated as a personal flight, crashed into an apartment building in Manhattan, New York City, while attempting to maneuver above the East River. The two pilots on board the airplane, a certificated private pilot who was the owner of the airplane and a passenger who was a certificated commercial pilot with a flight instructor certificate, were killed. One person on the ground sustained serious injuries, two people on the ground sustained minor injuries, and the airplane was destroyed by impact forces and postcrash fire. The flight was operating under the provisions of 14 Code of Federal Regulations (CFR) Part 91, and no flight plan was filed. Marginal visual flight rules (MVFR) conditions prevailed at the time of the accident.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilots' inadequate planning, judgment, and airmanship in the performance of a 180º turn maneuver inside of a limited turning space.
Last Updated: 3:25 AM, February 4, 2013
Posted: 2:35 AM, February 4, 2013
The widow of late Yankee pitcher Cory Lidle is crying foul after being ordered to pay more than $80,000 for losing a suit over the private-plane crash into a Manhattan high-rise that killed her husband.
“It’s an injustice compounded on an injustice,” said lawyer Todd Macaluso, who represents Melanie Lidle.
Lawyers for aircraft maker Cirrus Design Corp. won a judgment for court costs against Melanie and Stephanie Stanger, whose husband, professional pilot Tyler Stanger, also died in the 2006 Upper East Side wreck.
It’s unclear if Cirrus will also seek to recoup its huge legal fees for successfully battling the women’s product-liability claims.
The tragic widows alleged that defects in the design of Cory Lidle’s Cirrus SR20 caused its controls to lock up during a U-turn over the East River.
A Manhattan federal jury took just three hours to clear the company in 2011, and an appeals court unanimously upheld the verdict last month.
Macaluso blamed the outcome on pretrial rulings that kept jurors from learning that Cirrus recalled all its SR20’s and changed the manufacturing process after the deadly incident. Lawyers for Cirrus didn’t return requests for comment.
Story: http://www.nypost.com
NTSB Identification: DCA07MA003.
The docket is stored in the Docket Management System (DMS). Please contact Records Management Division
Accident occurred Wednesday, October 11, 2006 in Manhattan, NYC, NY
Probable Cause Approval Date: 06/27/2007
Aircraft: Cirrus Design Corp. SR-20, registration: N929CD
Injuries: 2 Fatal,1 Serious,2 Minor.
NTSB investigators traveled in support of this investigation and used data obtained from various sources to prepare this aircraft accident report.
[The Safety Board's full brief is available at http://ntsb.gov/Publictn/pubictn.htm. The Aviation Accident Brief number is NTSB/AAB-07/02]
On October 11, 2006, about 1442 eastern daylight time, a Cirrus Design SR20, N929CD, operated as a personal flight, crashed into an apartment building in Manhattan, New York City, while attempting to maneuver above the East River. The two pilots on board the airplane, a certificated private pilot who was the owner of the airplane and a passenger who was a certificated commercial pilot with a flight instructor certificate, were killed. One person on the ground sustained serious injuries, two people on the ground sustained minor injuries, and the airplane was destroyed by impact forces and postcrash fire. The flight was operating under the provisions of 14 Code of Federal Regulations (CFR) Part 91, and no flight plan was filed. Marginal visual flight rules (MVFR) conditions prevailed at the time of the accident.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilots' inadequate planning, judgment, and airmanship in the performance of a 180º turn maneuver inside of a limited turning space.
West Virginia studies state government aircraft fleet; Flights decline under Gov. Tomblin
CHARLESTON, W.Va. -- Gov. Earl Ray Tomblin's administration is conducting a comprehensive review of the state's aircraft fleet, following a significant decline in state plane use since Tomblin took office.
The use of the state's largest airplane, a King Air 350, has dropped by a third -- from a high of 302 flights in 2006 to 197 last year. Flights on the state's other plane, a 2009 Cessna Grand Caravan, are down by half, from 199 to 95 flights, during the same period.
The governor's office primarily uses the state aircraft, followed by the departments of transportation, commerce and environmental protection.
"We're doing a significant amount of research assessing the use of aircraft, as well as our helicopters, attempting to determine what is best for the state," said Administration Secretary Ross Taylor, who is leading the review.
Since Tomblin became acting governor in November 2010, the twin-engine King Air has flown about 175 times a year, while the Cessna Caravan has averaged about 100 flights annually. Former Gov. Joe Manchin's administration, which preceded Tomblin's, used the King Air plane 207 times per year on average, while the Cessna, a single-engine turboprop plane, averaged 162 flights.
Flight hours also are down. The King Air flew 210 hours in 2008, compared to 155 during the past fiscal year. The Cessna logged 79 flight hours in 2008, and 72 last year.
Taylor said he was unsure why flights have declined since Tomblin took office. The governor has not directed his office or state agencies to curtail use of state planes.
However, the governor's office has asked that cabinet secretaries analyze all flight requests submitted by state agency employees to determine whether a commercial flight would be cheaper, Taylor said.
The number of flights started to decline in 2008, two years before Manchin left the governor's office and became a U.S. senator.
"There doesn't appear to be a particular reason for the decline in usage of state aircraft," Taylor said.
Aviation division operational costs have dropped by $21,000 per year over the last four years. The state also has saved about $34,200 a year in fuel costs because of the drop in flights. The decline has led to a total savings of about $221,000.
During the past five years, two pilots have left the state aviation office, and they haven't been replaced.
"These positions were not filled as it was determined the remaining staff was sufficient to meet the needs of the agency," Taylor said.
In 2009, the state traded in a 2005 model Cessna Grand Caravan for a new model. The 2009 Cessna had a $2.1 million purchase price, but the state paid $287,000 for the new aircraft because the seller agreed to credit $1.7 million of that cost as a trade-in for the 2005 plane.
The aviation office charges state agencies $700 an hour for flights on Cessna, half the hourly rate for King Air flights.
The state Aviation Division also has three helicopters.
Source: http://wvgazette.com
The use of the state's largest airplane, a King Air 350, has dropped by a third -- from a high of 302 flights in 2006 to 197 last year. Flights on the state's other plane, a 2009 Cessna Grand Caravan, are down by half, from 199 to 95 flights, during the same period.
The governor's office primarily uses the state aircraft, followed by the departments of transportation, commerce and environmental protection.
"We're doing a significant amount of research assessing the use of aircraft, as well as our helicopters, attempting to determine what is best for the state," said Administration Secretary Ross Taylor, who is leading the review.
Since Tomblin became acting governor in November 2010, the twin-engine King Air has flown about 175 times a year, while the Cessna Caravan has averaged about 100 flights annually. Former Gov. Joe Manchin's administration, which preceded Tomblin's, used the King Air plane 207 times per year on average, while the Cessna, a single-engine turboprop plane, averaged 162 flights.
Flight hours also are down. The King Air flew 210 hours in 2008, compared to 155 during the past fiscal year. The Cessna logged 79 flight hours in 2008, and 72 last year.
Taylor said he was unsure why flights have declined since Tomblin took office. The governor has not directed his office or state agencies to curtail use of state planes.
However, the governor's office has asked that cabinet secretaries analyze all flight requests submitted by state agency employees to determine whether a commercial flight would be cheaper, Taylor said.
The number of flights started to decline in 2008, two years before Manchin left the governor's office and became a U.S. senator.
"There doesn't appear to be a particular reason for the decline in usage of state aircraft," Taylor said.
Aviation division operational costs have dropped by $21,000 per year over the last four years. The state also has saved about $34,200 a year in fuel costs because of the drop in flights. The decline has led to a total savings of about $221,000.
During the past five years, two pilots have left the state aviation office, and they haven't been replaced.
"These positions were not filled as it was determined the remaining staff was sufficient to meet the needs of the agency," Taylor said.
In 2009, the state traded in a 2005 model Cessna Grand Caravan for a new model. The 2009 Cessna had a $2.1 million purchase price, but the state paid $287,000 for the new aircraft because the seller agreed to credit $1.7 million of that cost as a trade-in for the 2005 plane.
The aviation office charges state agencies $700 an hour for flights on Cessna, half the hourly rate for King Air flights.
The state Aviation Division also has three helicopters.
Source: http://wvgazette.com
Truck hits parked cargo plane; driver injured -- Salt Lake City International Airport (KSLC), Utah
An airport truck driver was hospitalized Sunday night after his vehicle collided with the wing of a parked cargo plane.
The 6:20 p.m. collision sent fuel stored in the plane’s wing spewing onto the tarmac on the east side of the airfield, Salt Lake City International Airport spokeswoman Barbara Gann said.
Part of the plane’s wing came through the truck’s windshield, injuring the driver, she said.
Salt Lake City Fire Department hazardous materials crews were working to clean up the spill, she said.
The cause of the accident was unclear Sunday night, Gann said. Fog, which had blanketed the Salt Lake Valley earlier in the day Sunday did not appear to be a factor, she said.
The driver’s name was not immediately released. He was taken by ambulance to Intermountain Medical Center, but the nature of his injuries and his condition were unknown Sunday night, Gann said.
Story and Reaction/Comments: http://www.sltrib.com
The 6:20 p.m. collision sent fuel stored in the plane’s wing spewing onto the tarmac on the east side of the airfield, Salt Lake City International Airport spokeswoman Barbara Gann said.
Part of the plane’s wing came through the truck’s windshield, injuring the driver, she said.
Salt Lake City Fire Department hazardous materials crews were working to clean up the spill, she said.
The cause of the accident was unclear Sunday night, Gann said. Fog, which had blanketed the Salt Lake Valley earlier in the day Sunday did not appear to be a factor, she said.
The driver’s name was not immediately released. He was taken by ambulance to Intermountain Medical Center, but the nature of his injuries and his condition were unknown Sunday night, Gann said.
Story and Reaction/Comments: http://www.sltrib.com
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