Investigation has started into last Thursday’s crash of a Citation I/SP in mountains in northern Iraq. The accident was fatal to all aboard, reportedly four or five passengers and two pilots. The twinjet (German registry D-IMRX, S/N 688) was on a business flight from Baku, Azerbaijan to Sulaimaniya, Iraq. Earlier, the aircraft had flown from Munich to Baku via Budapest.
The NTSB concluded that the pilot’s “inadvertent flight” into severe icing and his “inadequate planning” for the forecast weather was the probable cause of the Jan. 11, 2005 accident involving a Mountain Flight Service air ambulance King Air E90. The two pilots and a medic were killed when the turboprop twin crashed into mountainous terrain while on approach to Rawlins Municipal Airport, Wyo.
In response to recommendations of the joint industry/government International Helicopter Safety Team, MD Helicopters will include as standard equipment on all its aircraft wire-strike protection systems, cockpit voice and video recorders, health and usage monitoring systems and terrain awareness warning systems starting next year.
As a result of the Era Aviation Sikorsky S-76++ crash, the NTSB asked the FAA to require terrain awareness and warning systems (TAWS) on all U.S.-registered turbine helicopters that are certified to carry at least six passengers.
The NTSB determined the probable causes of two helicopter accidents. In one, a sightseeing Bell 206L LongRanger that crashed into the East River in Manhattan on takeoff was found to be 222 pounds overweight. The Board blamed the Helicopter Professionals pilot’s “inadequate preflight planning” in the June 14, 2005 crash. One passenger was severely injured.
The canyon is called Descent and the maneuver was called the “yo-yo” by Sundance Helicopter pilots and the “Thelma-and-Louise” by Papillon Airways pilots. The trip was a thrilling three-minute helicopter ride over the rim of the Grand Canyon, down Descent Canyon to land at the floor of the canyon. But that maneuver, by any name, resulted in two fatal accidents. On Aug.
The NTSB last week issued a scathing report highly critical of both the FAA and the transport-helicopter industry for not embracing flight-data recorders.
Further icing accidents and incidents involving the Cessna Caravan, flight manual revisions that contain erroneous data and recent flight tests prompted the FAA last week to issue AD 2006-06-06. The new directive supercedes AD 2005-07-01 issued last March.
The NTSB concluded that the October 22 incident involving a corporate Boeing 727 injuring a person on the ground was caused by the captain’s “improper decision to maneuver a transport category airplane in a confined and unapproved area with engine thrust.” While taxiing for takeoff at San Antonio International Airport, the 727 proceeded beyond the last entrance to Runway 12R and into a confined ramp area, which is closed to aircraft weighing m
The NTSB Friday released preliminary statistics for last year showing an increase in aviation accidents for airline and general aviation operations, and a decline for on-demand air taxis. According to the Safety Board, there were 1,669 accidents in 2005 involving recip and turbine GA aircraft versus 1,617 in 2004. The 562 fatalities involved in GA accidents were four more than in 2004. The NTSB also reported fewer GA flight hours.