Few these days would question the effectiveness of engineered material arresting systems (Emas) in stopping wayward aircraft, and to prove the point Key West International Airport pulled off a double last fall. In the span of four days, the airport (which had not experienced a runway overrun in 30 years) saw two business jets suffer apparent brake failures while landing in opposite directions on its 4,801-foot runway 09/27. At the east end of the runway there was an Emas; at the west end there was not.
While the high-speed runway excursions that result in crumpled aircraft may make the evening news, they are only the most visible examples of what is becoming a growing trend, said Paul Ratté, aviation safety programs director at USAIG. Last month the insurance provider sponsored a safety seminar along with NBAA and the Westchester Aviation Association at a hotel in Westchester County, New York; it will be repeated on June 20 in Connecticut at Key Air’s Waterbury-Oxford Airport facility.
Among avionics manufacturers, there are two philosophies at work, the so-called “head-up, head-down” debate. This has devolved into cockpits equipped with head-up displays (HUD) and those with traditional head-down displays (flat-panel LCD pilot flight and multifunction displays) and no HUD. Head-up means the pilot can continue looking out the windshield while viewing flight guidance information on the HUD, through touchdown. Head-down means viewing information on the instrument panel, then looking through the windshield during touchdown.
The pilot of US Airways Flight 4321 from Elmira Corning Airport [ELM] Airport reported sighting a flare off the right wing of the regional jet while on approach to Philadelphia International Airport (PHL) last Tuesday and said the flare came within 50 feet of the aircraft.
Lyon Bron Airport (Stand 1164), which serves France’s second most populous urban area, is back in traffic-growth mode. After reporting a 6.1-percent drop in traffic last year, to around 6,300 movements, it has recorded 2 percent more aircraft movements for the January to April 2012 period.
Lyon Bron Airport, which serves France’s second most populous urban area, is planning to expand its business aviation terminal and build new hangars as well as extend its runways. The runway extension, which will increase the length to 6,030 feet from 4,980 feet, is scheduled to be completed in March next year. By 2014, two new hangars are to be built–one for aircraft storage and the other for maintenance. Afterward, Lyon Bron will expand its business aviation terminal to include new conference rooms and an improved crew area.
Jeppesen will publish the new visual departure from Chicago Executive Airport (PWK), which is located 10 nautical miles north of O’Hare International Airport (ORD).
The Transportation Safety Board of Canada (TSB) last week released its investigation report (A09Q0203) and recommendations derived from the December 2009 crash of a charter Beech King Air A100 while on approach to Quebec’s Chicoutimi/St-Honoré Aerodrome (CYRC).
Large infrastructure investments by Oxford Airport’s private owners have paid off with the London-area airport now claiming a spot as the UK’s fifth busiest business aviation airport. As of last month, year-to-date traffic growth at Oxford was 12.2 percent, which, according to business development director James Dillon-Godfray, was markedly ahead of the flat or declining situation at other UK airports (see box).
An enhancement of Aircraft Performance Group’s iPreFlight iPad app adding in-flight analysis is about to be released on the Apple App Store, but EBACE attendees can get a preview demo from APG (Stand 2364). Previous versions of the app need to be connected to the Internet to perform runway analysis calculations, but in-flight analysis (in what will be Version 1.17) allows a landing-distance assessment to be completed while airborne.