The fatal crash of a Twin Commander in New Haven, Connecticut, this weekend, in which four people were killed, including two children on the ground, was a horrible tragedy. For some reason, the pilot lost control of the airplane while on his second approach in IMC. The Commander crashed into a house under the approach path, killing two young girls, one just a year old and the other just 13, along with the 54-year-old pilot and his 17-year-old son.
22. I've heard Ernie Edwards, president of Embraer Executive Jets, say the company's goal is to be considered a major player at numerous aviation events. I think we can safely say that mission has been accomplished.
21. EAA chairman Jack Pelton makes people feel good just by being in the room. Even when I disagree with him vehemently, it’s hard to get mad. He’s just too nice a guy.
Folks from Jeppesen have been strolling the grounds of EAA AirVenture this week with an iPad in hand to give demonstrations of a nifty VFR flight app with some cool capabilities and a surprising price. The subscription service costs $49 — which usually elicits the question from Oshkosh showgoers, “Per month?” Nope, that’s the price per year.
As you'll see in Stephen Pope's piece, Icon Aircraft has been granted an exemption from the FAA to make its LSA heavier. The exemption, granted last week, allows Icon to go up to 1,680 pounds, up from the amphibian allowance of 1,430. Icon will only use a small portion of that allowance, said Icon founder and president Kirk Hawkins at a press conference on Monday, going up to just 1,510 pounds.
I really don’t believe in heroes — more on why in a bit. Regardless, it puts me in the slightly uncomfortable position of promoting our latest web special, "Flying Magazine’s 51 Heroes of Aviation." It’s a great read, and offers a lot of surprising and inspiring information on many remarkable figures in aviation, some of which are household names, some of which you won’t even recognize.
I think that all of them deserve special recognition because they’re special human beings.
Much has been said and written about the FAA’s plans to overhaul the decades-old regulations governing the certification of Part 23 airplanes. The new regulations, we are told, will cut certification costs in half. These savings will be passed along to consumers – that is, us pilots. Congress likes the idea so much that it has crafted legislation that will hold the FAA accountable by requiring the agency to adopt the new regs by the end of 2015, somewhat earlier than the FAA had been aiming for.
If Asiana 214, a Boeing 777 flight out of Seoul that crashed just short of the landing zone on Runway 28 at San Francisco International Airport just over a week ago, is so straightforward, why do so many strange and as yet unanswered questions remain?
Viewing the aftermath of an airline crash makes me cringe. Viewing the aftermath of an airline crash involving an airplane that I’ve flown adds an additional element of emotion. Regardless of the airline, the event always hits close to home. The Asiana accident is no exception.
Having had peripheral involvement in one of the worst airline accidents in domestic U.S. history with regard to fatalities, I can readily testify that crash sites are indescribable devastation.
The crash of Asiana 214 on landing at San Francisco International Airport in gorgeous conditions this weekend is being dissected by investigators at the National Transportation Safety Board, and for once it looks almost certain that they will find the cause quickly and unambiguously.
I've watched “TWA Flight 800” — the much-hyped Epix original documentary that purports to present “new” evidence proving that a missile attack brought down the Paris-bound Boeing 747 over the Atlantic 17 years ago this month. Yesterday I interviewed Hank Hughes, the former NTSB investigator who, the filmmakers say, is “breaking his silence” to blow the whistle on a vast government cover up. Here is why the film and Hughes are wrong.