IATA forecasts the global airline industry net profit to be $35.5 billion in 2019, slightly ahead of the $32.3 billion expected net profit in 2018
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“Well, I thought I could do that….” If you are lucky enough to survive an accident and make that statement, you are very fortunate indeed.
Most GA aircraft do not have the dedicated automated flight data recording devices that the commercial operators have, but there are other ways to monitor performance.
- Panel-mounted GPS systems and many hand-held units are capable of recording position, heading, speed, and altitude.
- Engine monitors may have recording capability.
- Oil analysis will gauge engine health, and, more importantly, prevent potentially catastrophic failures.
- Some aircraft, especially helicopters, are equipped with chip detectors that can forecast engine and transmission failures in time for a safe landing.
When we talk about aircraft performance, we’re looking at three basic needs:
- How much can I haul?
- How far can I go?
- How long will it take me to get to my destination?
- When planning a flight, decide how much weight you want to haul, and where you want to take it.
–Start with the crew and passengers, then, add cargo. If you have already exceeded your aircraft’s capability, you’ll have to trim the passenger count, reduce the cargo, make multiple trips, or get a bigger aircraft.
- Next, you’ll need to figure out how much fuel you can take, and after you consult the weather, you’ll figure out how far you can go.
- If you have enough fuel to get to your destination plus an alternate airport, plus reserve, you’re good.
- Next, run a weight-and-balance calculation to make sure you’re operating within the weight and balance limitations of your aircraft.
- Think about takeoff and landing.
- Consider your departure and arrival airport runway lengths, obstructions, and expected density altitude.
- If the field is short and/or obstructed, you may not be able to fly safely with a full load.
- Last, but far from least, make sure YOU are up to the task. Pilot skill and experience count for a lot.
- Be conservative when you calculate your performance and consider adding a safety factor.
- Some pilots add 50-percent to their takeoff and landing calculations for safety.
Now, it’s all up to you. The calculations won’t mean much if you, the pilot, can’t duplicate them in your flying.
Contributing factors may include:
- Poor judgment or aeronautical decision making
- Failure to recognize an aerodynamic stall or spin and execute corrective action
- Intentional failure to comply with regulations
- Failure to maintain airspeed
- Failure to follow procedure
- Pilot inexperience and proficiency
- Use of prohibited or over-the-counter drugs, illegal drugs, or alcohol
- From October 2016 through September 2017, 247 people died in 209 general aviation accidents.
- Loss of Control was the number one cause of these accidents.
- Loss of Control happens in all phases of flight. It can happen anywhere and at any time.
- There is one fatal accident involving Loss of Control every four days.
Check out the GA Safety Enhancement fact sheet on Engine Maintenance and Performance Monitoring (PDF). You can also learn more about the important steps you need to take after you’ve serviced your airplane with our fact sheet on Advanced Preflight After Maintenance (PDF). A full list of fact sheets is available at www.faa.gov/news/safety_briefing.
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Leicester Helicopter Crash AAIB interim report targets loss of yaw (turning) controls and broken linkages to tail rotor
Julian Bray the aviation expert and broadcaster suggested on BBC Wales earlier today that the initial findings appear to clear the pilot, as the report strongly suggests, a left yaw [turn] foot pedal control actually pitched the helicopter uncontrollably into a maximum right yaw, spiralling the helicopter nose first onto stepped concrete.
Multiple linked mechanical failures and a control rod effectively unscrewing itself in the process added to the complex process. The investigation is being aided by the recovery of the combined voice and data recorder by the AAIB team fitted to this Augusta AW169, and decoded at AAIB Farnborough.
Year of Manufacture: 2016 (Serial no: 69018)
Location King Power Stadium, Leicester
Date & Time (UTC): 27 October 2018 at 1937 hrs
Type of Flight: Private
Persons on Board: Crew - 1 Passengers - 4
Injuries: Crew - 1 (Fatal) Passengers - 4 (Fatal)
Nature of Damage: Aircraft destroyed
Commander’s Licence: Airline Transport Pilot’s Licence (A and H)
Commander’s Age: 53 years
Commander’s Flying Experience: TBA
Last 90 days - 40 hours Last 28 days - 7 hours
Information Source: AAIB Field Investigation
This second Special Bulletin provides information on the findings to date of a detailed examination of the helicopter’s yaw control system.
The control shaft, the locking nut and pin carrier, and the duplex bearing/sliding unit assembly were removed from the wreckage and inspected in detail. The locking nut on the bearing end of the control shaft was found to have a torque load significantly higher than the required assembly value. The inner races of the bearing could only be rotated a few degrees in either direction by hand. There was a build-up of black grease inside the slider unit around the inboard face of the duplex bearing. The section of the control shaft adjacent to this bearing face showed evidence of burnt-on grease and was discoloured along its length.
The evidence to date shows that the loss of control of the helicopter resulted from the tail rotor actuator control shaft, becoming disconnected from the actuator lever mechanism. Disconnection of the control shaft prevented the feedback
Accordingly, it is inappropriate that AAIB reports should be used to assign fault or blame or determine liability, since neither the investigation nor the reporting process has been undertaken for that purpose.
Airworthiness Directive 2018-0241-E dated 7 November 2018 to mandate
On 19 November 2018 the EASA issued AD 2018-0250-E, superseding
AD 2018-0241-E, to require a precautionary one-time inspection of the tail
rotor duplex bearing and, depending on findings, applicable corrective actions. On 21 November 2018 the helicopter manufacturer published Emergency Alert Service Bulletin ASB169-125 for AW169 helicopters, and ASB189-214
for AW189 helicopters, giving further instructions for a one-time inspection
of the tail rotor duplex bearing. The EASA issued AD 2018-0252-E on
21 November 2018, superseding AD 2018-0250-E and mandating this
On 30 November 2018 the helicopter manufacturer published Emergency Alert Service Bulletin ASB 169-126 for AW169 helicopters, and ASB 189-217
for AW189 helicopters, introducing repetitive inspections of the castellated nut
that secures the tail rotor actuator control shaft to the actuator lever mechanism,
and the tail rotor duplex bearing. The EASA issued AD 2018‑0261‑E on
30 November 2018 mandating the repetitive inspections.
The other areas of investigation specified in Special Bulletin S1/2018 will continue, and the AAIB will report any significant developments as the investigation progresses.
Air Freight Marks Modest Growth in October,
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CargoLogic Air load one of their mega all cargo aircraft. In addition to purpose built frighters, many end of first lease, state-of-the-art wide-bodied passenger aircraft are currently being snapped up and rapidly re-purposed for all cargo operation. As the 21st Century trend is away from airport hub/spoke operation - apparently Heathrow [LHR] is yet to get the memo… -and towards single aisle narrow bodied passenger/cargo hold aircraft, working point to point schedules continues apace ...
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He operated at board level with several airline and aviation groups, including Alitalia, British Island Airways, British Airways, Galileo , British Aerospace, Skyways, former CEO City firm Leadenhall Assoc. (PR WEEK TOP 150) Founder CNS City News Service. Director NTN Television News (joint co. with ITV Wales TWW) Debretts People 2017 and featured in launch edition of the PRWeek Black Book. Investigative Journalist and Broadcaster.
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