Quiet Technology Aerospace (QTA) continues to install Gulfstream II and III Stage 3 hush kits at the rate of about one per month since being certified. The Opa Locka, Fla., company received an STC for the hush kit in January 2003 and expected to deliver its 20th completed aircraft last month.
Stage III Technologies of La Jolla, Calif., last monthreceived final FAA certification of its FAR Part 36 Stage 3 noise kit/thrust reverser for the Gulfstream II/III. Thecompany, which claims its hush kit reduces overall noise to the 70- to 73-dBA level (depending on aircraft model), is seeking orders for installations to begin this summer. The first four kits are priced at $1.5 million.
After some six years of development, Stage III Technologies is ready to start installing its FAR Part 36 Stage 3 combined hush kit/thrust reverser for the Gulfstream II, IIB and III. The La Jolla, Calif.-based company received FAA certification of the hush kit in November and an STC for the complete hush kit/reverser system in mid-May.
The FAA has decided to create a new rule to mandate a 15-percent runway landing safety margin for commercial operators instead of trying to impose the requirement via a policy letter and changes to operations specifications. The rule will likely affect Part 91 (Subpart K fractional operations), 135 and 121 operators.
Aircelle has expanded its global maintenance network into the U.S. through an agreement with Shreveport, La.-based ExpressJet Services. The pairing calls for ExpressJet to repair engine thrust reversers on Legacy 600 business jets and Embraer ERJ-135/145 and 170 regional airliners
While the NTSB is far from concluding its investigation into the fatal nighttime overrun accident involving a Southwest Airlines Boeing 737 at Chicago Midway Airport (MDW) on December 8, the Safety Board has released preliminary findings that shed light on what was going on in the cockpit and with the weather before the crash.
The use of thrust reversers to shorten landing distance is a great benefit to aviation. But according to the Safety Board, relying too much on that benefit could lead pilots into landing with minimal safety margins.
Cessna 560 Citation Ultra, Leakey, Texas, May 2, 2002–N397QS was destroyed when it overran Runway 15 at the Real County Airport, near Leakey. The jet was fractionally owned by private individuals and managed by NetJets Aviation of Columbus, Ohio. VMC prevailed and the ATP-rated PIC set up for a right-hand pattern for the visual approach to Runway 15.
Gulfstream IV, Teterboro, N.J., Dec. 1, 2004– The NTSB blamed the GIV accident on the flight crew’s inadvertent engagement of the autothrottle and their failure to realize they had done so. Factors were the lack of switch guards, lack of an audible warning tone and gusty winds.
After a Southwest Airlines Boeing 737-700 ran off a snowy runway while landing at Chicago Midway Airport on December 8 last year, the FAA launched an internal audit of factors related to that accident. One result of that audit is a new FAA policy that imposes mandatory 15-percent landing distance safety margins on Part 91K (fractional), 125, 121 and 135 jet operators. The rule was published in the Federal Register on June 7.