While my primary job was to be an observer at the Avantair bankruptcy auction–which was held in a warehouse just a mile from the company’s former Clearwater (Fla.) Airport on Friday, January 10–I was also a participating bidder. Bidder number 156 to be exact.
Look, it could happen to any of us. Landing at the wrong airport is not that hard.
It happened again Sunday evening, when a Southwest Airlines 737-700 made a relatively short landing at M. Graham Clark Downtown Airport (KPLK) in Branson, Mo. (actually one mile south of downtown Branson), six miles north of the destination airport, Branson Airport (KBBG). This is the second recent wrong-airport landing by a large commercial airplane. A Boeing Dreamlifter cargo carrier operated by Atlas Air landed at the wrong airport in Wichita in November. They were headed for McConnell Air Force Base (KIAB) but landed at smaller Jabara Airport (KAAO), nine miles northeast of the intended destination.
FAA spokesman Les Dorr, in a Poynter story about a journalist’s use of a radio-controlled aircraft to film airborne video, once again publicly stated the FAA’s claim that commercial use of radio-controlled aircraft is prohibited. The Spokane, Wash.,-based Spokesman-Review ran the journalist’s video of a polar-bear swim event on its website.
If you’re a journalist, it helps to know how to write. But sometimes, nothing matters more than doing your research.
An FAA enforcement case against the operator of a commercial drone or unmanned aircraft system (UAS) may lead to a determination of whether the FAA has regulatory jurisdiction over model radio-control aircraft and whether the agency can prohibit the commercial operation of such aircraft. This is believed to be the first FAA enforcement action against the operator of a radio-controlled model aircraft.
The FAA’s refusal to acknowledge reality rears its ugly head in Advisory Circular 120-76B, Guidelines for the Certification, Airworthiness, and Operational Use of Portable Electronic Flight Bags.
Today is the 110th anniversary of the first powered flight by Orville and Wilbur Wright at Kill Devil Hills in North Carolina. This anniversary is a good jumping-off point to reflect on how far aviation has come in the past 110 years.
Incorrect data in aviation records is serious in the extreme. Aviation depends on data entry to record everything from student pilot training to air carrier compliance with airworthiness directives to scores of information on every aspect of defeating gravity safely. For that reason, air safety relies in large part on records, the accuracy of which is critical.
Last Friday, the day after the Thanksgiving holiday, was one of those perfect Northern California late-autumn days, and it was a day off so I took my stepfather Dennis flying. Although he has a private pilot certificate he no longer flies. But every time I visit he asks if I can take him flying. This time, the answer was “Yes,” instead of the usual, “No, because I’m not checked out at any of the local airplane rental companies.”
I got to thinking about voluntary versus mandatory safety reporting programs after reading an article in a British newspaper about two UK pilots who allegedly fell asleep in the cockpit of an Airbus A330 shortly after takeoff. What caught my attention was the statement from the UK Civil Aviation Authority that enforcement action against the pilots is unlikely.