Top News

ISS Crew Gets A Little More Time

Spacewalk Extended, But Tee Time Postponed

ANN REAL TIME NEWS: 0545 EDT -- Both crewmen aboard the International Space Station got to spend a bit more time outside the vehicle, continuing a spacewalk aimed at performing several maintenance procedures.

The six-hour EVA was marred only by the loss of a foot-restraint adaptor -- a 12-inch metal strap designed to hold a crewmember to the 50-foot Russian-made telescoping boom used during Friday's repairs.

We have a problem," station commander Pavel Vinogradov told the Russian flight control team.  "We have the foot restraint gone. It was in the closed position. We don't understand it. That's bad."

Regardless of the loss, Vinogradov and Expedition 13 engineer Jeffrey Williams continued their tasks, which included installing a new vent port for the ISS's malfunctioning oxygen generator, inspecting several antennae around the space station, and moving a cable thought to have been interfering with radio transmissions to and from the ISS.

As the clock ran out, there was a brief discussion between the spacewalkers and controllers about whether to drop the final task -- the replacement of a camera vital to the installation of future ISS components. In the end, however, the spacewalk was extended.

It was indeed a long EVA, but certainly not the longest. That record goes to another ISS crew, which, back in 2001, ventured outside the station for almost nine hours.

But even given the length of the event, there was no golfing. Commander Vinogradov was supposed to have pulled out a six-iron and hit a gold-plated golf ball from a specially-constructed tee-box during this spacewalk. It was part of a paid-for publicity stunt on behalf of a Canadian sporting goods company. But concerns about where the longest golf shot in history might actually land caused both Russian and American space officials to postpone the stunt while the considered the ramifications.

FMI: www.nasa.gov

Raytheon Says Function And Reliability Testing Complete On Hawker 4000

In Fact, It Was Done Last Friday... Before FAA Deadline

Days after reporting the company had asked for an extension on the time granted by the FAA to complete certification testing for its Hawker 4000 super-midsized business jet, officials at Raytheon have announced a major milestone on that journey has been completed.

Raytheon reports that Function and Reliability tests of its composite-bodied, aluminum-winged jet were completed May 26 -- five days before the end of the five-year, FAA-mandated timeframe for Part 25 certification of the aircraft. Officials with the company report Raytheon is now working with the FAA to finalize the required documentation that will allow the FAA to issue the Type Certificate.

As Aero-News reported Tuesday, Raytheon had requested an extension to that deadline from the FAA, to give the company more time to wrap up testing on the aircraft. Had the deadline passed without such an extension, Raytheon may have had to start over from the beginning on its efforts to certify the bizjet, which was first announced in 1996.

Analysts have speculated the length of time needed by Raytheon to get the Hawker 4000 certificated may stem from the jet's use of an all-composite fuselage... common on new GA aircraft, but still a relative rarity for larger bizjets.

"It's very uncommon," said FAA spokeswoman Elizabeth Cory at the time. "We're exploring the options with them. We haven't made any decisions yet."

So... did Raytheon beat the clock? And what other hurdles -- if any -- remain on the 4000's path to certification? Raytheon isn't saying just yet, and our calls to a representative at Raytheon Thursday have yet to be returned.

Raytheon has 50 orders placed for the Hawker 4000, from fractional operator NetJets. Deliveries of the first planes are scheduled for 2007.

FMI: www.raytheonaircraft.com

Monday's The Day For The FAA, Controllers

Deadline For Contract Action Nears

The clock is ticking down to a possible confrontation between the Federal Aviation Administration and air traffic controllers, the likes of which haven't been seen since the early days of Ronald Reagan's presidency (and we all remember how that turned out.)

Monday, June 5, is the deadline for Congress to take action on an impasse between the FAA and the National Air Traffic Controllers Association over its contract talks. Unless lawmakers propose an alternative to the negotiating process before then, the FAA's proposal goes into effect... and that, says NATCA, could lead to one-in-four of the nation's controllers to take early retirement, instead of accepting the new terms.

Throughout the contentious negotiations that eventually led the FAA to declare an impasse April 5, both sides have sniped at each other over controller pay. The FAA has called controllers underproductive and overpaid -- while controllers argue the FAA is looking to cut costs where it can least afford to, on safety.

There are bills in before Congress that, if approved, would extend the deadline by calling for an outside mediator to be called when an impasse is declared... unless Congress comes up with its own compromise settlement.

"If the FAA gets to implement its last offer, the incentive is not there at the bargaining table for it to reach an agreement. It's a very unfair process," said Illinois Rep. Jerry Costello, who along with IL Senator Barack Obama has filed such a bill. "This is about the air traffic control system in the United States; it's about fairness and the safety of the flying public."

Well, it's not ALL About fairness, or safety... politics has its say, too.

The St. Louis Post-Dispatch reports that while Costello and his co-author, Rep. Sue Kelly, got 265 house members to back their bill -- more than the 218 required to pass -- House GOP leadership and the administration then began urging the 75 Republicans who gave their support to the bill to back off.

The result? Costello's bill is currently stalled in the House Transportation Committee's aviation panel... and Congress is in recess for the weekend. Which means any agreement will, truly, come at the 11th hour. Monday should be an interesting day. Stay tuned.

FMI: www.faa.gov, www.natca.org

FAM Drops Bullets, Blows Cover

Gimme Back My Bullets

A federal air marshal Thursday decided it wasn't worth the trip after he dropped his bullets while boarding a flight at Chicago's Midway Airport.

The marshal had just arrived on a Southwest flight from Philadelphia and was boarded a plane to Kansas City when a clip full of ammunition dropped to the floor. Bullets scattered everywhere.

"He picked the bullets up immediately,' Southwest Airlines spokeswoman Whitney Eichenger told the Chicago Tribune. But, "since he was no longer traveling incognito, he decided not to continue on the flight to Kansas City,' she said.

There was no need to screen the other boarding passengers, she said. Still, there was a 45-minute delay on board the flight as the crew, the marshal and other authorities checked the situation.

When asked about the slip of the clip, FAM spokesman Doug Adams told the Trib,  "There was not a problem with this mission.'

FMI: http://ntl.bts.gov/faq/airmarshal.html

Two Pilots Lost In Long Island Learjet Accident

Plane Registered To Evangelist May Have Hit Approach Light

A Lear 35 registered to religious televangelist Pat Robertson went down in Long Island Sound Friday, a half-mile short of the runway at Groton-New London Airport. The three passengers onboard the plane escaped without serious injury, but both of the aircraft's pilots were killed.

A spokesman for the Connecticut Department of Transportation said the aircraft may have hit an approach light mounted in a cove near the airport. Witnesses reported heavy fog at the time of the accident.

Robertson was not onboard the aircraft, which was registered to Robertson Asset Management and not to his ministry, the Christian Broadcast Network. A spokeswoman for CBN told the Associated Press that Robertson often rented out the aircraft as he seldom used it.

"We're still trying to figure out who was on the plane," said Angell Vasko. "It's not Dr. Robertson or (anyone) related to CBN or related to Dr. Robertson's individual businesses."

The FAA shows one aircraft registered to Robertson Asset Management, a 1980 Lear 35A (file photo of type, right), N-number N182K. The aircraft may have been chartered by International Jet Charter of Norfolk, VA.

The Coast Guard reports the jet took off from Norfolk, VA and stopped in Atlantic City, NJ to drop off two passengers before continuing onto Connecticut.

The identities of the pilots lost have not been released. Little is known of the three survivors, other than all three are men in their 50s, according to the AP.

FMI: www.faa.gov

Concerns Linger Over Air Tanker Safety

Fire Fighting Planes To Get Voice Recorders

As the forest and brush fire season starts the summer, safety concerns over aerial tankers have prompted more detailed safety and fatigue inspections.

Currently half of the federal governments tankers used in the 2004 fire fighting season are grounded due to questions of their airworthiness, according to the Associated Press. This leaves only 16 aerial tankers ready for this year's season.

Those P-2V and P-3 tankers that are in the fleet are expected to have cockpit voice recorders in place this year, said Larry Brosnan, the Forest Service's assistant director for fire and aviation. The P-2Vs, which are older, will also be inspected for structural fatigue.

Three aerial tankers went down between 1994 and 2002 after one or both wings snapped off in-flight. The National Transportation Safety Board concluded that inadequate maintenance procedures failed to detect fatigue cracks in the wings.

The NTSB says that companies that converted military P-2Vs and P-3s to firefighting duty didn't have access to the number of hours individual tankers had flown.

While operators and pilots are concerned about aircraft fatigue and the stresses on older aircraft, Forest Service officials said that the problem may have been overlooked inadvertently.

"I don't believe anybody in the past, present or future is going to turn a blind eye to a safety concern," said Jeff Holwick, a regional aviation safety inspector with the Forest Service. "We just didn't know the nitty-gritty of where to actually look, and now we do."

Avenger Aircraft and Services, a consulting firm that crafted the new maintenance program for P-2Vs (above), found 47 spots on the wings and tail that require more detailed inspections to find problems early, said James Burd, co-owner of the consulting firm.

The new inspections so far have found some wing cracks that could have caused problems if untended, but no widespread problems, Burd said.

According to the AP, inspection of the P-3s (right), a successor to the P-2Vs, is based on a Navy program that takes into account factors such as metal fatigue, said John Nelson, an aviation management specialist with the Forest Service.

P-3s were cleared for a return to service in mid-2004, when the government said the tankers' airworthiness had been determined.

While cockpit voice recorders are to be added this year, flight-data recorders that experts like Hall have recommended are not.

"We're still trying to improve, still trying to do better," Brosnan said. "But it's not something that happens overnight."

A plan for modernizing the overall aviation program is expected at year's end, he said.

FMI: www.fs.fed.us

'You Didn't Misplace My Luggage, You Misplaced My Kid'

Two Boys, Two Tickets, One Plane To South Bend

Lucas Rios was tired.

So when the 14-year old boy flying unaccompanied from Colorado Springs, CO, to South Bend, IN, found himself gateside at O'Hare International with nothing to do, he did what most sleepy 14-year olds will do.

He went to sleep and missed his flight.

But not to worry, that seat didn't go empty. A 10-year boy headed to Taipei, Taiwan by way of Tokyo, was steered into Lucas's seat for the trip to South Bend.

The United Express flight to South Bend was about halfway to its destination before the error was discovered. The chagrined crew was forced to explain to the other passengers on board what had happened as the aircraft turned around and headed back to O'Hare.

After the aircraft made it to the gate, the 10-year old Taiwanese boy was taken off the United Express flight and replaced by a rather droopy-eyed Lucas. The young foreigner was led to his gate without further incident.

And then the finger-pointing started.

This was an "extremely rare incident, completely unacceptable," United spokeswoman Robin Urbanski told the South Bend Tribune.

"Now I'll have to be watching them and make sure they remember to watch me," Lucas told the Tribune.

The pilot of that United Express flight personally escorted Lucas, faced with the daunting task of explaining the whole thing to Mom. Mom wasn't pleased.

"You didn't just misplace my luggage," Lucas's mother, Kim Reed told the pilot. "This falls way more in-depth than that. You didn't misplace my luggage; you misplaced my kid.

"Because you're paying for this service, you don't think something like this is going to happen," Reed told the South Bend paper. "I'm forced to put him on a plane because I want to see my son. Now, I don't have any peace of mind about it at all."

There's no word on whether Ms. Reed got her $75 back -- the money she pays to United Express to make sure her son arrives safely.

FMI: www.united.com

Delta To Deep-Six Pensions; Pilot Pay Cuts Over

Grinstein Likely To Depart After Bankruptcy Exit

After Delta CFO Ed Bastian dropped the first shoe on the employees at midweek, CEO Gerald Grinstein dropped the second one on Friday.

Speaking to the Associated Press in Paris, Grinstein said that Delta was in discussions with the Pension Benefit Guaranty Corporation about terminating the pilots' pension plan. "It'll be probably fairly soon," he said. "We've got a judicial schedule to conform to, but it'll be fairly soon."

He did say that the company was keeping the Air Line Pilots Association informed of its ongoing negotiations with PBGC. As we reported last week, the loan guaranty company argued before US Bankruptcy Court judge Adlai Hardin that it (PBGC)  should get a $650 million note and $2.1 billion unsecured claim should the pilots' pension be terminated -- funds Delta promised to the pilots. Hardin rejected the PBGC claim and let the Delta deal with the pilots' union stand.

One reason that the parties are negotiating, rather than going to war, is that Delta is so far in debt that the unsecured claim would be nearly worthless if the line went into Chapter 7 liquidation at this time. The pilots would just be some of many unsecured creditors waiting in line behind secured creditors, and might get a few pennies on the claim dollar.

Grinstein has to steer a treacherous course between killing the company outright, and killing a Chapter 11 process which is the sole chance to save the business. The desperate straits the company finds itself in have helped bring unhappy pilots and other workers to the negotiating table; a small percentage of something is better than 100% of nothing, and liquidation leaves everybody unemployed.

In United Airlines' bankruptcy case, the company placated the PBGC with a substantial payout in notes and stock in the new, post-bankruptcy UAL. The same approach is very likely in the Delta case; there is little to negotiate with except hope for a better future.

Grinstein's Friday comments were the first time anyone at Delta confirmed the widely-expected pension termination. In previous interviews, Delta officers have been unwilling to say more than that Delta might seek termination.

Grinstein (below, right) did say that he was done wringing concessions out of the pilots or other workers, at least for now. "I don't expect to go back to the pilots. We have all our people at the market rate." He offered some hope that the company could be more efficient "in the way we operate the airline, but also in ... revenue management, handling the network and utilization of our equipment."

In 2004 Delta pilots gave the company $1 billion in annual concessions through 2009. This week's deal was another $280 billion hit, which amounts to a 14% immediate pay cut. The pilots also promised not to fight Delta's termination of the pension plan. A rearguard action on the pensions would not succeed, judging by the United precedent, but would drag out reorganization and cost Delta money and time, both of which it needs to survive.

The airline is in a painful place: it can't make it without stiff concessions from employees, but it's a customer-service business where grumpy employees drive customers away.

Grinstein also gave a hint at his own future: He'll stick with the line "until at least we know we're coming out" of Chapter 11. And while he spoke of the difficulty of Chapter 11 and his unsuccessful 2005 fight to keep the company clear, he also had some good news: "In the light of fuel at the levels that it's at, the company was still profitable in April."

"I think that we've made remarkable progress," he said.

Grinstein's tenure as CEO has been a toboggan-ride through Niffelheim, at an age when most men are enjoying retirement (he's 73; Yale '54 Harvard Law '57). He joined a company that was already in desperate straits, and steered it into Chapter 11 as three-quarters of its stock value evaporated and employees faced layoffs and swinging pay cuts. The company suffered from fuel costs, a crushing debt load (Delta owed more money than some entire nations), and poor lease terms on aircraft (some of which may have benefited previous managers at the expense of stockholders).

Grinstein's compensation is less than a half-million dollars, less than many airline CEOs' and a quarter of the transportation industry's median, and he owns no large blocks of Delta stock. He, Bastian, and some other executives are believed to have special "bankruptcy-proof" pensions.

If the company does turn around, it will be Grinstein who is remembered as its savior, although it's not clear yet how he'll profit from it. If it does not turn around, Grinstein will get the blame, like an emergency room physician sued for not saving the patient who was dragged in after being shot, stabbed, and run over by the subway train.

FMI: www.delta.com

NTSB: Disorientation, Avionics Failure Factors In 2005 SR22 Mishap

Plane Had History Of PFD Issues

In its Probable Cause report on a January 2005 fatal accident in Florida involving a Cirrus SR22, the National Transportation Safety Board ruled this week that several factors -- including pilot disorientation, and an unspecified avionics failure -- contributed to the accident.

As Aero-News reported last year, pilot Gerald "Jerry" Ballard was flying his SR22 on January 15, 2005 in marginal VFR-to-IFR conditions over Coconut Creek, FL when he told ATC he was experiencing problems with the plane's avionics.

A transcript of communications between the pilot and ATC also shows Ballard had misinterpreted a series of ATC communications meant for another aircraft... and seemed confused and disoriented.

The NTSB says that shortly after Ballard reported the avionics problem, his aircraft dropped 1,500 feet in 12 seconds, and then climbed 1,000 feet in the next 12 seconds. Witnesses on the ground reported hearing the sound of an aircraft engine straining, as if it were performing aerobatic maneuvers.

The aircraft impacted a house moments after Ballard's last transmission to ATC -- "I'm losin', I'm losin' it again here."

Ballard did not tell controllers the nature of his avionics problem, and it is unclear how much of a factor it may have played in the accident.

NTSB records show the accident aircraft was on its third Primary Flight Display, with approximately 98 hours on the airframe.

Ballard's logbook showed 483 hours of flight time logged, with 405 hours between two SR22s. He had 15 hours of actual IFR time logged, with 61 hours of simulated IFR.

Ballard had logged 0.2 hours actual IFR time one week before the accident, including an instrument approach. A flight instructor interviewed by the NTSB told investigators Ballard had practiced several partial-panel approaches, without the PFD (relying on the backup instrumentation below the PFD, shown below) with no apparent difficulty.

The board ruled the primary cause of the accident was "[t]he pilot's failure to maintain aircraft control, which resulted in an uncontrolled descent to the ground." Contributing to the crash were "an avionics failure, pilot disorientation, and instrument meteorological conditions."

"A factor in the severity of the impact was the pilot's failure to deploy the airplane's onboard parachute system," the NTSB adds.

FMI: Read The Probable Cause Report

Cessna Marks 10 Years Of Plane Production At Independence, KS Facility

First-Ever Cessna Jet Produced Outside Wichita Rolls Out

This week, the Cessna Aircraft Company held a celebration marking 10 years of producing Cessna's single engine piston aircraft at the company's Independence, KS manufacturing facility.

Over the past decade, more than 6,000 Cessna 172 Skyhawks, 182 Skylanes and 206 Stationairs have been built, painted, flight tested and delivered to customers, since the company resumed single-engine production in 1996.

"Cessna is known as the company that teaches the world to fly -- more people have learned how to fly in a Cessna single engine aircraft than in anything else," said Cessna Chairman, President and Chief Executive Officer Jack J. Pelton. "Cessna has made more than 150,000 single engine piston airplanes, making Cessna's single engine fleet the largest in the world."

The event, held Wednesday, was significant for another reason, as well -- it marked the rollout of the first-ever Cessna jet to be built outside of Cessna's plant in Wichita, a Citation Mustang. Independence will produce all Mustangs, which are expected to receive FAA certification by the end of this year.

"Our Independence employees should be very proud of this and of all they've accomplished," Pelton (below) said.

In order to bring the Mustang to Independence, Cessna spent more than $20.4 million in building expansion, adding more than 120,000 square feet to the already-huge SE plant. The expansion includes a new flight test building, new paint facility and a new customer center, with a showroom hangar where customers are first presented the keys to their new airplane.

"The next 10 years look equally bright in Independence," Pelton said. "I see us continuing production of our single engine aircraft alongside the Mustang indicating continuing growth for Cessna in Montgomery County."

FMI: www.cessna.com

Beady-Eyed Examiner Leads To Forced Landing

"No Matter What Happens, Fly The Plane"

Monty Coles was more than a bit surprised when he spotted a snake peering at him from behind the instrument panel of his Piper Cherokee while on a cross country flight last weekend.

"Nothing in any of the manuals ever described anything like this," the 62-year-old Cross Lanes, WV resident said. But the advice given 25 years earlier from his flight instructor immediately came to mind: "No matter what happens, fly the plane," Coles told the Associated Press.

This isn't a scene from an upcoming movie, but a real-time adventure.

Coles earlier left Charleston for a cross-country flight over the West Virginia countryside last Saturday in his Piper Cherokee, and was cruising to Gallipolis, OH at 3,000 feet when the snake revealed itself.

Coles was able to eventually grab the four-and-a-half-foot snake with one hand, but at first it was a fight. An attempt to swat the snake drove it to other side of the cockpit, where it hid behind the rudder pedals. Engrossed in a struggle, Coles decided that it was better to get a firm grip on the situation. While maintaining control of his aircraft with one hand, Coles reached down and grabbed the snake behind its head with his other hand.

"There was no way I was letting that thing go. It coiled all around my arm, and its tail grabbed hold of a lever on the floor and started pulling," he said.

Coles then radioed the Gallipolis tower, asking clearance for an emergency landing.

"They came back and asked what my problem was. I told them I had one hand full of snake and the other hand full of plane. They cleared me in."

After making a smooth landing, Coles made the best of the situation by posing with the reptile for photographs and then let the snake go.

"That snake resides in Ohio now," Coles said. "I wasn't about to bring it home. I don't mind snakes, but I sure like to know where they are."

Coles stated that he was glad he was flying solo, and that his usual flight companions, his wife and their dachshund" Killer" may have complicated the situation.

"I don't know what would have happened if they had been on this flight," Coles said. " I might not have had a wife, my plane or myself. It sure would have been a lot more exciting if Killer had been onboard."

FMI: www.faa.gov/pilots/training/

Giant NASA Balloon Launched From Sweden's Esrange Space Center

AESOP Cruising Along At 136,000 Feet

No, it's not a UFO... but our readers in Greenland and Canada may be forgiven if they happen to mistake the 300-meter-long AESOP balloon now floating towards them for a vessel from another planet. The mammoth scientific balloon was launched from Sweden's Esrange Space Center at 0208 Zulu Friday, for an expected 4-6 day trek north.

Crews at Esrange report the balloon resembled a gigantic gold bubble in the midnight sun (we're talking Arctic Circle, remember) as it rose into the sky. At last report, the AESOP balloon was floating at just over 136,000 feet, and had expanded in size to 1.2 million cubic meters in size.

The purpose of the long duration flight is to study positron abundance in cosmic ray electrons to determine the extent to which the large scale structure of the heliospheric magnetic field is important in the transmission of galactic cosmic rays through the galaxy.

The launch was performed by the American balloon launch team from NASA's Columbia Scientific Balloon Facility (CSBF) in Palestine, TX, with support by the SSC launch team at Esrange.

"We are very pleased with the flight so far. The launch was perfect, the balloon is at float altitude, and the science instrument is performing flawlessly", said David Pierce, NASA Balloon Programs Office Chief.

"The operation would not have been possible without the outstanding people and facilities at Esrange," said Danny Ball, CSBF Site Manager. "It is always a pleasure for us to come here. It is our favorite launch site. Esrange and CSBF personnel work very well together in doing world class science on balloons."

The next flight on CBSF's roster will be the engineering test flight of a new balloon type now under development called ULDB (Ultra-Long Duration Balloon vehicle). The hang test will be done Saturday, and the launch will take place when the weather conditions are right once again.

The third flight of this balloon campaign will take place around June 21, when the TRACER instrument -- a cosmic ray astronomy experiment from the University of Chicago -- will begin it's trip from Sweden to Canada in near space.

FMI: www.nsbf.nasa.gov, www.ssc.se

Klyde Morris 06.02.06

Pilots Grumble And Complain? How Can You Say That, Klyde?

FMI: www.klydemorris.com

Hurry Up And Wait: Northwest Delays Compass Launch

Plans To Fly Old Independence Air Plane Fall Through

Northwest Airlines announced Friday it has delayed the launch of its new lost-cost subsidiary Compass Airlines from later this month, to later this year -- September, to be exact.

The reason? No airplane... which is kind of necessary for an airline.

Representatives with Northwest told the Detroit Free-Press that they originally wanted to launch Compass with a plane that last flew in the colors of Independence Air, which went out of business in January.

As Aero-News reported, the carrier also petitioned the Department of Transportation for its quick approval to transfer Independence's operating certificate to Compass.

That plan has reportedly hit some snags, however... and now, Northwest says it will instead use a CRJ-200 currently in service with Northwest Airlink operator Mesaba Airlines -- which, along with Pinnacle Airlines, had been invited to bid on the regional contract earlier this year. But that plane won't be ready before September.

Once it's up and running, Northwest plans for Compass to handle flights between its hubs in Detroit, Minneapolis and Memphis.

Northwest is reportedly considering two options for the Compass fleet -- the CRJ-900 by Bombardier, or Embraer's 170/175 series.

FMI: www.nwa.com

Powered Parachute Flight Lands Pilot In UT Court

Early Morning Sojourn Irks Locals

A powered paraglider pilot has been charged with a misdemeanor and disorderly conduct for flying too close to Interstate 15 near Draper, UT.

Dell Schanze, a former computer business owner familiar to many locals as "Super Dell," was cited after making an early morning flight on May 24 near I-15 that "alarmed" witnesses who alerted local police, according to the Deseret Morning News.

"How is flying this paraglider near I-15 different from a 'person riding a horse with a pink shirt and lights' next to I-15 or police cars with their red and blue lights on that have pulled over other vehicles?" pilot Schanze said.

Draper police Sgt. Gerry Allred said detectives gathered numerous statements from witnesses who said they were "afraid there might be a crash" after observing the low-flying, yellow-winged paraglider with a giant "S" on it.

The former owner of a computer business was charged with creating a public nuisance, a class B misdemeanor, and disorderly conduct, an infraction.

He is accused of flying his powered paraglider over and around I-15 during morning rush hour on May 24 and flying low through congested areas along the sides of I-15.

 "Are they trying to say I broke the law or they hate me?" Schanze asked after receiving his court summons. "I can't imagine the sheer ignorance of such (charges)."

Allred said Draper police met with the Utah Highway Patrol and FAA officials for a week before deciding what charges to file. The FAA is also considering its own charges, Allred said.

Schanze called the Draper Police Department "ignorant, incompetent," "a disgrace to the nation" and "a bunch of monkeys that don't even use their heads."

But local police hope to keep Schanze and other paragliders from such flights in the future.

"It was the citizens who alerted us to the low-flying paraglider and said they were concerned," Allred said. "We would have treated any low-flying aircraft the same way."

Allred said the incident has city officials considering an ordinance to specifically address the issue of paragliding and hang-gliding in the community.

Schanze -- who is both famous, and infamous, in the community for his outspoken nature -- will get a chance to debate the merits of his flight at a June 13 court hearing.

FMI: www.ushga.org

Indian Scientist Believes He's Found Extraterrestrial Bacteria

Were Kerala 'Blood Rains' Caused By A Form Of Alien Life?

This story is, admittedly, on the more esoteric side of the aerospace world... but when you're talking about the very real possibility of alien life, we'll make an exception.

A scientist in southern India believes samples of reddish droplets that fell from the skies over his country in 2001 (above) may very well contain alien microbes from space. Why? Because, according to Popular Science, the particles don't seem to fall into the textbook, earthbound definition of "life," and are unlike anything else found on this planet.

In his paper published in April, Godfrey Louis says the particles -- thick-walled, red-tinted cell-like structures about 10 microns in size, that lack DNA -- still reproduce actively up to 600 degrees Fahrenheit (the upper limit so far for life on this planet, in water, is about 250 degrees).

Louis believes the particles could be an form of extraterrestrial bacteria, from a comet or meteorite that broke apart in the upper atmosphere somewhere around the time the "blood rains" fell on Kerala, India -- a phenomenon an Indian government investigation postulated could have been caused by algae.

Other theories for the reddish rain include dust from the Arabian peninsula... or, a meteor that struck a high-flying flock of bats. (Eww!)

Louis (below, right) dismisses all of those theories -- as algae contains DNA, and dust and red blood cells don't reproduce.

To confirm his findings, Louis sent some of his samples to astronomer Chandra Wickramasinghe at the Cardiff University in Wales. In a paper published 25 years ago, Wickramasinghe speculated that life on Earth was seeded by such bateria-riddled space rocks.

"We've already got some stunning pictures -- transmission electron micrographs -- of these cells sliced in the middle," Wickramasinghe said. "We see them budding, with little daughter cells inside the big cells. If it's true that life was introduced by comets four billion years ago," one would expect that microorganisms are still injected into our environment from time to time. This could be one of those events."

Not surprisingly, others in the scientific community are skeptical that Louis has, indeed, found the first evidence of extraterrestrial "life."

"Life as we know it must contain DNA, or it's not life," said University of Sheffield microbiologist Milton Wainwright. "But even if this organism proves to be an anomaly, the absence of DNA wouldn't necessarily mean it's extraterrestrial."

Louis himself admits he may be wrong... but adds that "if [my] ideas are wrong then I wish to know a better explanation for the strange nature of the red rain phenomenon and also for the strange nature of the red cells."

We'll keep you posted.

FMI: http://education.vsnl.com/godfrey/

Aero-News Featured Aero-Casts For Friday 06.02.06

The Air War In Afghanistan

We're lucky in a lot of ways to have Senior Correspondent Kevin O'Brien on board... but perhaps most lucky in the sense that he's one of those guys who's been there and done that.

As a special forces operative, Kevin was stationed in Afghanistan... and knows firsthand about some of the toughest flying conditions in the world. And some of that flying was done by British combat helicopters in action last week.

This feature is in addition to our daily news briefing -- available in either a quick "Touch And Go" format or an expanded Aero-Briefing.

ANN Daily Touch N Go: 06.02.06 (ANN's Short-Form Daily News Program)

ANN Daily Aero-Briefing: 06.02.06 (ANN's Long-Form Daily News Program)

ANN Special Feature -- The Air War In Afghanistan: 06.02.06 (ANN Special Feature, with ANN Senior Correspondent Kevin O'Brien on the air war in Afghanistan.)

Our DAILY programs consist of (at least) three separate products... the first is a short synopsis of the previous 24 hours of Aero-News, in brief, spanning only a few minutes (max) and in a size/format that will allow it to be mailed as part of a Daily Aero-Cast subscription; a more comprehensive DAILY news product that will cover the previous 24 hours of news in a somewhat more detailed fashion, and a feature Aero-Cast that will center on one of the more important subject or topics of the day in considerable depth and detail. This is how these products break down...

• ANN's Daily 'Touch & Go' Aero-Cast: A quick look at the most recent news of the day... short, succinct and to the point. The usual 'Touch & Go' takes but a few minutes and is a summary, only, of the day's events... and it only takes a few minutes of your time.
• ANN's Daily Briefing Aero-Cast: The Daily ANN Report (ANNRep for short), is a more comprehensive look at the day's news. We give you the whole buzz... the news and features that occupy the forefront of aviation news as well as solid background on the subjects that aviators and other aviation professionals need to stay informed on.
• ANN's Daily 'ASR' Feature Aero-Cast: ANN will be offering a Daily 'Aero-News Special Report.' This involves a more in-depth view of a story or two that dominated (or will be dominating) the day's news. Far more detailed than any single story in our standard ANN Daily Reports, this is a solid chance to get a close look at the stories and topics that matter. ASR features may include exclusive interviews with Aviation's Newsmakers, ANN's Special Investigative reports and solid analysis of the stories that will have undeniable impact on the world of aviation and aerospace. We're tremendously excited about this particular product in that it truly adds nuance and background to important breaking news stories and personalities.

Check them out, let us know what you think and be sure to keep those news-tips and program suggestions coming... ANN is ALL about what YOU want to know about in the world of aviation and aerospace.

FMI: www.aero-news.net/podcasts

Northwest Says It's Time To Grow

Plans To Add Routes Flying 757s

At the top of most analysts' lists of airlines least likely to succeed lately has been Minnesota-based Northwest -- mired in Chapter 11 bankruptcy, and struggling with huge labor issues from its unions. So maybe it's something of a surprise to hear that the carrier, which has been shucking costs wherever possible, plans to grow again -- perhaps as early as next year.

The airline has sent a memo to pilots, saying it plans to expand the number of flights flown by its Boeing 757s -- as long as ramp agents and flight attendants ratify their new contracts, that is.

The fleet changes and expansion will take place if the airline's flight attendants and ramp workers ratify wage-cutting contracts, the memo said.

That's especially good news for pilots low on the seniority list... many of whom are still furloughed from the carrier. 

Northwest is staying mum at the moment on how many new flights it expects to add, and along what routes. But union pilots say this is a step in the right direction.

The Lansing State Journal in Michigan reports Northwest now flies 14-percent fewer flights than it did a year ago. Correspondingly, those flights are now more than 93-percent full.

Northwest is making other moves to cut costs, including phasing out its fleet of 15 DC-10s in favor of a dozen new, more efficient Airbus A330s (above), and three Boeing 747-400s.

FMI: www.nwa.com

FAA To Take Closer Look At CWA Runway Overrun

Plane Landed With Tailwind In Thunderstorm

Last week's runway overrun incident involving a United Express regional jet at Central Wisconsin Airport in Mosinee is receiving added scrutiny from the Federal Aviation Administration.

As Aero-News reported, the incident -- one of two Tuesday involving aircraft flying as United Express flights-- occurred when a CRJ-200 flying for regional carrier Skywest  overran the runway upon landing at CWA. The jet ended up stuck in the mud, about 200 yards off the departure end of 6,500-foot Runway 35.

None of the 47 people onboard the CRJ were injured in the accident.

FAA spokeswoman Elizabeth Isham Cory told the Associated Press that the incident was very unusual, and that the agency is mounting a full investigation.

The FAA's Preliminary Report states the plane's pilot requested Runway 35, although reported wind conditions -- 140 at 10 knots -- would have favored landing on Runway 17. A thunderstorm was also in the area at the time.

The report adds the plane "did not slow down" after landing.
 
**   Report created 6/2/2006   Record 15
****************************************

IDENTIFICATION
  Regis#: 962SW        Make/Model: CL60      Description: CL-600/601/604 Challenger (CC-144, CE-14
  Date: 05/31/2006     Time: 2055

  Event Type: Incident   Highest Injury: None     Mid Air: N    Missing: N
  Damage: Unknown

LOCATION
  City: MOSINER   State: WI   Country: US

DESCRIPTION
  SKW 6979 INBOUND REQUESTED RW35 WIND WAS 140 AT 10 KNOTS. AIRCRAFT TOUCHED
  DOWN AND DID NOT SLOW DOWN AND WENT INTO OVER RUN AREA. PILOT ADVISED NO
  INJURIES, MOSINER, WI

INJURY DATA      Total Fatal:   0
                 # Crew:   2     Fat:   0     Ser:   0     Min:   0     Unk:   
                 # Pass:   0     Fat:   0     Ser:   0     Min:   0     Unk:   
                 # Grnd:         Fat:   0     Ser:   0     Min:   0     Unk:   

WEATHER: 1410 VIS 5SM AND TSRA OVC 039 19/19 A3005

FMI: www.faa.gov, www.skywest.com

EADS CASA Receives First A330 For RAAF Tanker Conversion

EADS CASA announced Friday it received the first A330 platform from Airbus at its Madrid facilities for conversion into a Multi Role Tanker Transport (MRTT) for the Royal Australian Air Force.

As Aero-News reported, the airframe rolled off the assembly line at Airbus at the end of April. EADS CASA will ultimately supply five of the air-to-air refueling aircraft, as well as associated training and support systems, under the $1.4 million Australian contract signed at the end of 2004.

"We are very proud of the Royal Australian Air Force selected EADS CASA for its very demanding air to air refueling program. This is just the beginning of a fruitful and long term collaboration", said Fernandez Sainz, Chairman of EADS CASA. "We have developed the new Air Refuelling Boom System (ARBS) that is going to place EADS as a key player in the world tanker market in the future ", added Fernandez Sainz.

The new MRTTs will be capable of refueling F/A-18, F-111, and AWACS aircraft, as well as others. The A330 MRTT also has the ability to carry up to 272 passengers, and a combination of commercial and military cargo pallets.

The aircraft will enter service with the RAAF before the end of 2009... and, possibly, with the US Air Force soon thereafter.

Many officials in the United States Air Force will be keeping their eyes on the development of the MRTT... as it is one of two aircraft being considered by the USAF to replace the stalwart but aging fleet of KC-135 tankers.

FMI: www.eads.int, www.airbus.com

British Performer Ejected From EasyJet Flight

Reputation Leads To Suspicion After Syringe Found

It wasn't an easy week for British rock star Pete Doherty, who was questioned by Spanish authorities Thursday about a bloody syringe that was found on the EasyJet plane he was on from London.

It seems that Doherty, 27, has quite the reputation for troublesome behavior -- in fact, until May the drummer for the group Babyshambles has managed to net at least one arrest for each month of 2006. And it was apparently that reputation that sparked the interest of the cabin crew.

"During the flight our cabin crew became suspicious of a passenger who spent a lot of time in the toilet," a spokeswoman for EasyJet said. "When he came out they saw it was Pete Doherty. Members of the cabin crew then entered the toilet and found a syringe hidden in a bin, covered in blood."

"When questioned, Pete Doherty became agitated and aggressive," the airline spokeswoman added.

That was enough for the flight crew to radio ahead to officials at Barcelona's El Prat airport to have the police meet them at the gate.

Once police boarded the plane, the Daily Telegraph reports passengers claimed a member of Doherty's group slipped into the restroom, carrying a bag... but emerged with no bag to be found, which in turn led police to question all 142 passengers on board, and go through all of their carry-on baggage.

"Unfortunately, members of the Doherty party began throwing their bags around and swapping bags, and would not identify which bags were which," the EasyJet spokeswoman said. "They were not being cooperative with the police and they did not seem to be taking the situation seriously."

BBC News reports officers found nothing else suspicious onboard the plane... and one hour later, all passengers, including Doherty, were allowed to leave.

Doherty, along with Babyshambles, was reportedly flying to Barcelona to participate in a local music festival... but the group will have to find another airline to fly home on. Seems that while no charges were filed... EasyJet has since banned the group from flying on its planes.

FMI: www.easyjet.com, www.babyshambles.com

Rolls-Royce Breaks Ground On New Engine Facility In MS

Located At Stennis Space Center

Rolls-Royce broke ground Friday on its new outdoor jet engine testing facility at the National Aeronautics and Space Administration's John C. Stennis Space Center in Mississippi. The new facility will be used to test development and prototype jet engines for performance, noise, validation of safety systems and other factors.

Initially, it will test the company's latest Trent engines, the Trent 1000 (below) and Trent 900, being developed for the Boeing 787 Dreamliner and Airbus A380 respectively. Work is expected to begin at the site in the second half of 2007.

The Stennis test center is the first such facility of its kind for Rolls-Royce outside the UK, and the first built from the ground-up in the US. Last year, the company announced its intent to relocate this testing capability from the UK to the US. There are only three such testing facilities in the world.

"Today's groundbreaking underscores our continuing commitment to globalization and to the US," said Mike Ryan, Executive Vice President for Government Business, Rolls-Royce North America. "Rolls-Royce has been in the US for 100 years and we plan to be here for at least 100 more. I can think of no better way to usher in our second century than to conduct this important work on these shores."

In all, Rolls-Royce will spend $42 million on construction and facility upgrades, as well as utilize existing infrastructure at Stennis.

Last year, Rolls-Royce also expanded and upgraded its Naval Marine foundry in Pascagoula, MS.

"We're especially pleased to be back in Mississippi," added Ryan. "We've enjoyed a wonderful relationship with the people of Mississippi for several years now and this new facility only enhances our partnership," added Ryan.

FMI: www.rolls-royce.com

ANN FAQ: So, What Is This Aero-Casting Thing?

And How Do I Listen In?

If you've spent any time reading our site lately, you know how excited we are about our Aero-Casting features. This revolutionary new form of media opens the airwaves to anyone with an Internet connection -- no transmission tower necessary! (Great thing, too, as those things aren't exactly a pilot's best friend, anyway... just ask Bill Chapel.)

Aero-Casting is a form of "podcasting," which as many of you know takes its name from the equally revolutionary Apple iPod portable MP3 player.

Podcasting was created so people could download an audio feed, and then listen to it "on the go," just as you can with any number of the quadrillion music MP3s out there now. Podcasting means information and news can be transmitted, downloaded, and shared as well.

However, none of this may matter to you if you're not familiar with the technology involved, or with how simple it really is to access our daily audio feeds. While you can of course download our audio feeds to your iPod or similar device (and if you have such a device, you likely already know how to do so) all you need to be able to listen to our Aero-Casts are a home computer, an Internet connection, and speakers. That's all! And if you're reading this, we already know you have at least two out of the three!!

So, don't be afraid to try out our Aero-Casts. All you need to do is click on the "Podcast" icon at the upper right corner of our homepage:

From there, click on either the title of each piece (such as "ANN's Jim Campbell Interviews New Piper President, CEO James Bass," as displayed here) OR on the little speaker icon to the right of each piece. This will open the audio stream AND will download it onto your computer's audio program, such as Windows Media Player, Rhapsody, or MusicMatch... automatically!

If you have Windows Media Player, the feed will begin to play as soon as the download is complete (below); if you're using a music streaming program, our Aero-Cast will be displayed on your playlist, ready to be played at any time!

See how simple it is? Trust us, we've tested it... and if Finfrock can figure it out, anyone can. Really!

Try it out today, and see why we say if it's IN the air, we've got it ON the air!

FMI: www.aero-news.com/podcasts

ANN's Daily Aero-Tips (06.04.06): Seat Belts And Shoulder Harnesses

Aero-Tips!

A good pilot is always learning -- how many times have you heard this old standard throughout your flying career? There is no truer statement in all of flying (well, with the possible exception of "there are no old, bold pilots.") It's part of what makes aviation so exciting for all of us... just when you think you've seen it all, along comes a scenario you've never imagined.

Aero-News has called upon the expertise of Thomas P. Turner, master CFI and all-around-good-guy, to bring our readers -- and us -- daily tips to improve our skills as aviators, and as representatives of the flying community. Some of them, you may have heard before... but for each of us, there will also be something we might never have considered before, or something that didn't "stick" the way it should have the first time we memorized it for the practical test.

It is our unabashed goal that "Aero-Tips" will help our readers become better, safer pilots -- as well as introducing our ground-bound readers to the concepts and principles that keep those strange aluminum-and-composite contraptions in the air... and allow them to soar magnificently through it.

Look for our daily Aero-Tips segments, coming each day to you through the Aero-News Network. Suggestions for future Aero-Tips are always welcome, as are additions or discussion of each day's tips. Remember... when it comes to being better pilots, we're all in this together.

Aero-Tips 06.04.06

It's amazing anybody goes without seat belts, but the question of when they are required on airplanes comes up often enough that it's time for a review of the regulation. FAR 91.107 tells us "the word". Here's what it has to say, with emphasis and commentary added:

91.107  Use of safety belts, shoulder harnesses, and child restraint systems.

(a) Unless otherwise authorized by the Administrator --

Comment: If you for some reason convince the FAA to provide you a waiver to 91.107, this rule does not apply.

(1) No pilot may take off …(except a free balloon that incorporates a basket or gondola, or an airship type certificated before November 2, 1987) unless the pilot in command... ensures that each person on board is briefed on how to fasten and unfasten safety belt[s] and, if installed, shoulder harness.

Comment: To paraphrase a common Southwest Airlines quip, if passengers have not been in a car in the last 40 years and can't figure it out themselves, you need to tell them how to use the seat belts.

(2) No pilot may cause to be moved on the surface, take off, or land... unless the pilot in command... ensures that each person on board has been notified to fasten his or her safety belt and, if installed, his or her shoulder harness.

Comment: Not only do you have to tell them how to fasten belts and shoulder harnesses, but you have to tell them to fasten them before you can move the airplane. If shoulder harnesses are installed, they are required to be used.

(3) ...each person on board... [an]... aircraft... must occupy an approved seat or berth with a safety belt and, if installed, shoulder harness, properly secured about him or her during movement on the surface, takeoff, and landing.

Comment: In addition to telling them how and when to use seat belts and shoulder harnesses, the pilot-in-command must ensure they do so for taxi, takeoff and landing. Passengers are not required to wear seat belts or shoulder harnesses during climb, cruise or descent...although wearing them at all times is a stellar idea.

(4) ...a person may be held by an adult who is occupying an approved seat or berth, provided that the person being held has not reached his or her second birthday and does not occupy or use any restraining device. [A child may] occupy an approved child restraint system... provided that the child is accompanied by a parent, guardian, or attendant designated by the child's parent or guardian to attend to the safety of the child during the flight.

There are a few other details in 91.107, but understand this: aircraft accident investigators have told me repeatedly that seat belts and especially shoulder harnesses save lives if an airplane makes a hard or off-airport landing... and conversely, that lack of shoulder harness use (especially by front-seat occupants) very often turns a "minor injury" mishap into a fatal wreck.

Aero-tip of the day: Understand the required use of seat belts and shoulder harnesses -- and follow the "best practice" of wearing them during all phases of flight..

FMI: Aero-Tips

ANN's Daily Aero-Tips (06.03.06): Visualizing The VASI

Aero-Tips!

A good pilot is always learning -- how many times have you heard this old standard throughout your flying career? There is no truer statement in all of flying (well, with the possible exception of "there are no old, bold pilots.") It's part of what makes aviation so exciting for all of us... just when you think you've seen it all, along comes a scenario you've never imagined.

Aero-News has called upon the expertise of Thomas P. Turner, master CFI and all-around-good-guy, to bring our readers -- and us -- daily tips to improve our skills as aviators, and as representatives of the flying community. Some of them, you may have heard before... but for each of us, there will also be something we might never have considered before, or something that didn't "stick" the way it should have the first time we memorized it for the practical test.

It is our unabashed goal that "Aero-Tips" will help our readers become better, safer pilots -- as well as introducing our ground-bound readers to the concepts and principles that keep those strange aluminum-and-composite contraptions in the air... and allow them to soar magnificently through it.

Look for our daily Aero-Tips segments, coming each day to you through the Aero-News Network. Suggestions for future Aero-Tips are always welcome, as are additions or discussion of each day's tips. Remember... when it comes to being better pilots, we're all in this together.

Aero-Tips 06.03.06

After recent Aero-tips articles on two-bar and three-bar Visual Approach Slope Indicators, or VASIs, a couple readers wrote to say they had trouble visualizing why "red over white" is the proper visual indication when on glide path.

Look at the figure below (click on the image to see a larger version). Each VASI consists of a pair of runway-side boxes that radiate two visual glidepaths—one red, the other white.  The white beam is focused at a slightly higher angle, the red slightly lower. 

Note: For purposes of this discussion I'm describing the two-bar VASI system. A three-bar includes yet another box and another pair of radiated glidepaths.

The far box lights are actually angled slightly steeper than the optimal glide path. The nearer box lights are angled slightly shallower. (This is why you can't accurately fly a "single-bar VASI" if one or the other light boxes is inoperative).

The beams are adjusted like this so that if you're viewing from the "proper" position you'll see red from the far box -- because you're below that box's red/white dividing line, below the "high" glidepath. You'll see white from the near box because you're above the "low" glidepath. The result is "red over white", which is "right" for flying the visual approach slope to the runway.

• Position 1 (in the figure) shows approaching too low on the glidepath.
• Position 2 is the indication for "on glidepath" with this VASI.
• Position 3 indicates flying too high on the VASI glidepath.

Aero-tip of the day: Visualize why you see the expected VASI glidepath indication to fly safely to the runway.

FMI: Aero-Tips

ANN's Daily Aero-Linx (06.04.06)

Aero-Linx!

Scouring the information super airways can sometimes be a tough, if educational, task for the Aero-News staff... but it also allows us to check out some truly neat and exciting sites, so it's not that bad a gig. On any given day, we may check dozens (and often hundreds) of different sources for story ideas, and facts confirmation. And, as is the nature of our business, much of this is done on the Internet.

Recently, the ANN gang decided we probably shouldn't keep some of the neat sites, info resources, and organizations we've discovered to ourselves... so we decided to bring you Aero-Linx. These are the sites that WE check out -- when we need added perspective, a new spin on a day's topic... or just want to escape into cyber-aero-space for awhile.

There are A LOT of truly valuable resources out there... from pages devoted to nearly every kind of aircraft imaginable, to some well-thought-out blogs, to the official websites of such organizations as AOPA, EAA, and NAFI -- you name it and its probably out there.

Look for some of our favorite sites, coming each day to ANN via Aero-Linx. Suggestions for future Aero-Linx segments are always welcome, as well.

Aero-Linx: The Amelia Earhart Mystery

Almost seventy years after her final ill-fated take-off, theories of what happened to Amelia Earhart are still running rampant. The International Group for Historic Aircraft Recovery (TIGHAR) in Wilmington, (DE) has been searching for over a decade for the answers. They just may have found some too.

FMI: www.tighar.org/Projects/Earhart/AEdescr.html

ANN's Daily Aero-Linx (06.03.06)

Aero-Linx!

Scouring the information super airways can sometimes be a tough, if educational, task for the Aero-News staff... but it also allows us to check out some truly neat and exciting sites, so it's not that bad a gig. On any given day, we may check dozens (and often hundreds) of different sources for story ideas, and facts confirmation. And, as is the nature of our business, much of this is done on the Internet.

Recently, the ANN gang decided we probably shouldn't keep some of the neat sites, info resources, and organizations we've discovered to ourselves... so we decided to bring you Aero-Linx. These are the sites that WE check out -- when we need added perspective, a new spin on a day's topic... or just want to escape into cyber-aero-space for awhile.

There are A LOT of truly valuable resources out there... from pages devoted to nearly every kind of aircraft imaginable, to some well-thought-out blogs, to the official websites of such organizations as AOPA, EAA, and NAFI -- you name it and its probably out there.

Look for some of our favorite sites, coming each day to ANN via Aero-Linx. Suggestions for future Aero-Linx segments are always welcome, as well.

Aero-Linx: The Lindbergh Foundation

The concept of balance is an integral part of what the Lindbergh Foundation Board looks for in a project requesting a grant. Charles and Anne Morrow Lindbergh believed in the balance between technological advances and preservation of human and natural environments. Aviation/aerospace is only one of the categories available for a grant. A few of the other categories are agriculture, education and health.

FMI: www.lindberghfoundation.org

ANN's Daily Aero-Term (06.04.06): Flux Valve

Aero-Terms!

Designed to be a daily reminder of the terms, names, acronyms and explanations of the unique language that populates the aviation world, ANN Contributor Aleta "I'm Not Making An Asterisk Of Myself" Vinas will be selecting... and presenting unique aeronautical terms each day from all tiers of the aviation world...

Aerospace, sport aviation, fixed wing, helo, you name it... it's all fair game and with a full year's selection already coming together, we can assure you that Aero-Terms should serve as a quick but intriguing reminder of the terms you may use every day or an introduction to an aspects of the Aero-World you may not yet be familiar with. ANN also encourages readers to go beyond the FMI link, and further research any intriguing terms.

Cool, no?

Suggestions for future Aero-Terms are ALWAYS welcome, as are additions or discussion of the explanations given for each Aero-Term.

Flux Valve

Valve to which the Directional Gyro is connected or slaved to cancel long term drift. Probably also used in the Delorean in "Back to the Future" (That was the flux capacitor, Aleta -- Ed.) 

FMI: www.aviationshop.com.au/avfacts/sample_nav.htm

ANN's Daily Aero-Term (06.03.06): FLIP

Aero-Terms!

Designed to be a daily reminder of the terms, names, acronyms and explanations of the unique language that populates the aviation world, ANN Contributor Aleta "I'm Not Making An Asterisk Of Myself" Vinas will be selecting... and presenting unique aeronautical terms each day from all tiers of the aviation world...

Aerospace, sport aviation, fixed wing, helo, you name it... it's all fair game and with a full year's selection already coming together, we can assure you that Aero-Terms should serve as a quick but intriguing reminder of the terms you may use every day or an introduction to an aspects of the Aero-World you may not yet be familiar with. ANN also encourages readers to go beyond the FMI link, and further research any intriguing terms.

Cool, no?

Suggestions for future Aero-Terms are ALWAYS welcome, as are additions or discussion of the explanations given for each Aero-Term.

FLIP

Flight Information Publication -- contains aeronautical information which is required by DoD aircrews in flight, but which is not subject to frequent change. This publication is intended for U.S. Military use, and procedures herein may not be applicable to other users. Also refers to the sound of flipping through pages trying to find the correct chart.

FMI: www.usscanner.com/public_html/fih.html

Aero-News: Quote of the Day (06.04.06)

Aero-News: Quote of the Day

ANN's Quote of the Day usually derives from current news, though we reserve the right to pick quotes out of history that have a bearing on the day's events and issues.

Sometimes, you'll find them timely and in keeping with the content of the day's news... and sometimes, they'll just be thought-provoking.

Reader suggestions and comments are welcome... and if particularly intriguing, timely, or poignant, may themselves become future Quotes of the Day.

Let us hear from you, folks!

Aero-News Quote of the Day

"It'll be probably fairly soon. We've got a judicial schedule to conform to, but it'll be fairly soon."

Source: Delta CEO Gerald Grinstein, speaking to the Associated Press on the likelihood Delta Air Lines will soon move to eliminate the pilots pension plan.

FMI: www.delta.com

Aero-News: Quote of the Day (06.03.06)

Aero-News: Quote of the Day

ANN's Quote of the Day usually derives from current news, though we reserve the right to pick quotes out of history that have a bearing on the day's events and issues.

Sometimes, you'll find them timely and in keeping with the content of the day's news... and sometimes, they'll just be thought-provoking.

Reader suggestions and comments are welcome... and if particularly intriguing, timely, or poignant, may themselves become future Quotes of the Day.

Let us hear from you, folks!

Aero-News Quote of the Day

"If [my] ideas are wrong then I wish to know a better explanation for the strange nature of the red rain phenomenon and also for the strange nature of the red cells."

Source: Indian scientist Godfrey Louis, who believes samples of reddish droplets that fell from the skies over his country in 2001 may contain alien microbes from space. Louis reports the particles don't seem to fall into the textbook, earthbound definition of "life," and are unlike anything else found on this planet.

FMI: http://education.vsnl.com/godfrey/

NE TFR: 06.06.06 - 06.07.06

NOTAM Number: FDC 6/8803
Issue Date: June 02, 2006 at 23:43 UTC
Location: Omaha, Nebraska
Beginning Date and Time: June 06, 2006 at 22:20 UTC
Ending Date and Time: June 07, 2006 at 15:20 UTC
Reason for NOTAM: Temporary flight restrictions for VIP (Very Important Person) Movement
Type: VIP
Replaced NOTAM(s): N/A

Affected Area(s)

Area A
 Airspace Definition:
 TFR Center: 9.9 nautical miles from OMAHA VORTAC(OVR) on the 302 radial (Latitude: 41º16'26"N, Longitude: 95º54'09"W)
 Radius: 30 nautical miles
 Altitude: From the surface up to but not including FL(180)
 Effective Date(s):
 June 06, 2006 at 22:20 UTC (June 06, 2006 at 17:20 CDT) - June 07, 2006 at 15:20 UTC (June 07, 2006 at 10:20 CDT)

Area B
 Airspace Definition:
 TFR Center: 9.9 nautical miles from OMAHA VORTAC(OVR) on the 302 radial (Latitude: 41º16'26"N, Longitude: 95º54'09"W)
 Radius: 10 nautical miles
 Altitude: From the surface up to but not including FL(180)
 Effective Date(s):
 June 06, 2006 at 22:20 UTC (June 06, 2006 at 17:20 CDT) - June 07, 2006 at 13:15 UTC (June 07, 2006 at 8:15 CDT)

Area C
 Airspace Definition:
 TFR Center: 10.1 nautical miles from OMAHA VORTAC(OVR) on the 269 radial (Latitude: 41º11'16"N, Longitude: 95º57'29"W)
 Radius: 10 nautical miles
 Altitude: From the surface up to but not including FL(180)
 Effective Date(s):
 June 07, 2006 at 12:15 UTC (June 07, 2006 at 7:15 CDT) - June 07, 2006 at 15:00 UTC (June 07, 2006 at 10:00 CDT)

Area D
 Airspace Definition:
 TFR Center: 9.9 nautical miles from OMAHA VORTAC(OVR) on the 302 radial (Latitude: 41º16'26"N, Longitude: 95º54'09"W)
 Radius: 10 nautical miles
 Altitude: From the surface up to but not including FL(180)
 Effective Date(s):
 June 07, 2006 at 14:10 UTC (June 07, 2006 at 9:10 CDT) - June 07, 2006 at 15:20 UTC (June 07, 2006 at 10:20 CDT)

Operating Restrictions and Requirements

No pilots may operate an aircraft in the areas covered by this NOTAM (except as described).

 Except as specified below and/or unless authorized by the air traffic security coordinator via the Domestic Events Network (DEN):

 A. All aircraft operations within a 10 NMR area listed above are prohibited except for:

 1. Approved law enforcement, military aircraft directly supporting the United States Secret Service (USSS) and the Office of the President of the United States, approved emergency medical flights, and regularly scheduled commercial passenger and all-cargo carriers operating under one of the following TSA-Approved standard security programs/procedures: aircraft operator standard security program (AOSSP), domestic security integration program (DSIP), twelve five standard security program (TFSSP), or all-cargo international security procedure (ACISP) and are arriving into and/or departing from 14 CFR part 139 airports.

 2. For operations within the TFR, all approved medical flight operation companies must coordinate operations in advance with the USSS at 402-294-3631 to avoid potential delays.

 B. Within the airspace between 10 NMR and 30 NMR listed above:

 1. All aircraft entering or exiting the 30 NM radius TFR must be on an active IFR or VFR flight plan with a discrete code assigned by an Air Traffic Control (ATC) facility. Aircraft must be squawking the discrete code prior to departure and at all times while in the TFR.

 2. All aircraft entering or exiting the 30 NM radius TFR must remain in two-way radio communications with ATC.

 3. All aircraft operating within the 10 to 30 NM radius TFR and operating at altitudes of up to but not including FL180 are limited to aircraft arriving or departing local airfields and ATC may authorize transit operations. Aircraft may not loiter.

 4. Flight training, practice instrument approaches, aerobatic flight, glider operations, parachute operations, ultralight, hang gliding, balloon operations, agriculture/crop dusting, animal population control flight operations, and banner towing operations are not authorized.

 5. All USSS cleared aircraft operators based in the area should notify the USSS prior to their departure.

 6. For operations within the TFR, all approved medical flight operation companies must coordinate operations in advance with the USSS at 402-294-3631 to avoid potential delays.

 C. FAA recommends that all aircraft operators check NOTAMS frequently for possible changes to this TFR prior to operations within this region.

Other Information:

ARTCC: ZMP - Minneapolis Center
Authority: Title 14 CFR section 91.141

FMI: www.tfr.faa.gov, Depicted TFR data may not be a complete listing. Pilots should not use the information on this website for flight planning purposes. For the latest information, call your local Flight Service Station at 1-800-WX-BRIEF.

AZ TFR: UFN

NOTAM Number: FDC 6/8819
Issue Date: June 04, 2006 at 0:20 UTC
Location: 13 NE SAFFORD , Arizona
Beginning Date and Time: Effective Immediately
Ending Date and Time: Until further notice
Reason for NOTAM: TO PROVIDE A SAFE ENVIRONMENT FOR FIREFIGHTING AIRCRAFT OPERATIONS
Type: Hazards
Replaced NOTAM(s): N/A

Plain Language text is not available for this NOTAM. The traditional NOTAM text is given below:

FDC 6/8819 ZAB AZ.. FLIGHT RESTRICTIONS 13 NE SAFFORD, AZ. EFFECTIVE IMMEDIATELY UNTIL FURTHER NOTICE. PURSUANT TO 14 CFR SECTION 91.137(A)(2) TEMPORARY FLIGHT RESTRICTIONS ARE IN EFFECT WITHIN A 5 NAUTICAL MILE RADIUS OF 330200N/1093500W OR THE SAN SIMON /SSO/ VORTAC 327 DEGREE RADIAL AT 48.5 NAUTICAL MILES AT AND BELOW 8000 FEET MSL TO PROVIDE A SAFE ENVIRONMENT FOR FIREFIGHTING AIRCRAFT OPERATIONS. US FOREST SERVICE TELEPHONE 505-842-3473 OR FREQ 135.625/BONITA IS IN CHARGE OF THE OPERATION. SYSTEM OPERATION SUPPORT CENTER TELEPHONE 202-267-3333 IS THE FAA COORDINATION FACILITY.

Operating Restrictions and Requirements

No pilots may operate an aircraft in the areas covered by this NOTAM (except as described).

Other Information:

ARTCC: ZAB - Albuquerque Center
Authority: Title 14 CFR section 91.137(a)(2)

FMI: www.tfr.faa.gov, Depicted TFR data may not be a complete listing. Pilots should not use the information on this website for flight planning purposes. For the latest information, call your local Flight Service Station at 1-800-WX-BRIEF.

NM TFR: UFN

NOTAM Number: FDC 6/8818
Issue Date: June 03, 2006 at 17:43 UTC
Location: 10 SW GRANTS , New Mexico
Beginning Date and Time: Effective Immediately
Ending Date and Time: Until further notice
Reason for NOTAM: TO PROVIDE A SAFE ENVIRONMENT FOR FIREFIGHTING AIRCRAFT OPERATIONS
Type: Hazards
Replaced NOTAM(s): N/A

Plain Language text is not available for this NOTAM. The traditional NOTAM text is given below:

FDC 6/8818 ZAB NM.. FLIGHT RESTRICTIONS 10 SW GRANTS, NM EFFECTIVE IMMEDIATELY UNTIL FURTHER NOTICE. PURSUANT TO 14 CFR SECTION 91.137(A)(2) TEMPORARY FLIGHT RESTRICTIONS ARE IN EFFECT WITHIN A 5 NAUTICAL MILE RADIUS OF 345800N/1080200W OR THE GALLUP /GUP/ VORTAC 112 DEGREE RADIAL AT 51.3 NAUTICAL MILES AT AND BELOW 11000 FEET MSL TO PROVIDE A SAFE ENVIRONMENT FOR FIREFIGHTING AIRCRAFT OPERATIONS. U.S. FOREST SERVICE TELEPHONE 505-842-3473 OR FREQ 122.425/TWIN IS IN CHARGE OF THE OPERATION. SYSTEM OPERATION SUPPORT CENTER TELEPHONE 202-267-3333 IS THE FAA COORDINATION FACILITY.

Operating Restrictions and Requirements

No pilots may operate an aircraft in the areas covered by this NOTAM (except as described).

Other Information:

ARTCC: ZAB - Albuquerque Center
Authority: Title 14 CFR section 91.137(a)(2)

FMI: www.tfr.faa.gov, Depicted TFR data may not be a complete listing. Pilots should not use the information on this website for flight planning purposes. For the latest information, call your local Flight Service Station at 1-800-WX-BRIEF.

NM TFR: 06.06.06

NOTAM Number: FDC 6/8784
Issue Date: June 02, 2006 at 18:27 UTC
Location: Roswell/Artesia, New Mexico
Beginning Date and Time: June 06, 2006 at 14:55 UTC
Ending Date and Time: June 06, 2006 at 18:40 UTC
Reason for NOTAM: Temporary flight restrictions for VIP (Very Important Person) Movement
Type: VIP
Replaced NOTAM(s): N/A

Affected Area(s)

Area A
 Airspace Definition:
 TFR Center: 5.2 nautical miles from CHISUM VORTAC(CME) on the 099 radial (Latitude: 33º18'24"N, Longitude: 104º31'27"W)
 Radius:   30 nautical miles
 Altitude:   From the surface up to but not including FL(180)
 Effective Date(s):
 June 06, 2006 at 14:55 UTC (June 06, 2006 at 8:55 MDT) - June 06, 2006 at 16:05 UTC (June 06, 2006 at 10:05 MDT)

Area B
 Airspace Definition:
 TFR Center: 5.2 nautical miles from CHISUM VORTAC(CME) on the 099 radial (Latitude: 33º18'24"N, Longitude: 104º31'27"W)
 Radius:   10 nautical miles
 Altitude:   From the surface up to but not including FL(180)
 Effective Date(s):
 June 06, 2006 at 14:55 UTC (June 06, 2006 at 8:55 MDT) - June 06, 2006 at 16:05 UTC (June 06, 2006 at 10:05 MDT)

Area C
 Airspace Definition:
 TFR Center: 29.4 nautical miles from CHISUM VORTAC(CME) on the 148 radial (Latitude: 32º52'29"N, Longitude: 104º25'34"W)
 Radius: