Flight Safety Information August 28, 2013 - No. 178 In This Issue Child and four adults killed in plane crash Piloting A Drone Is Hell S. Korea jet trainer crashes, killing two pilots Citation makes M2 first production flight South Suburban Airport would be a first Think ARGUS PROS Edmonds 'Pilots for a Day' soar over Puget Sound Thursday in vintage DC-3 Duck pilots share stories with WWII vet NTSB Communications Course Child and four adults killed in plane crash A child and four adults died in a light aircraft crash in western Germany on Tuesday afternoon. Three other children survived the accident. The group, consisting of two families, were flying back from a trip to the North Sea coast when the Piper 32 plane crashed into a field in the Fröndenberg area of North Rhine- Westphalia at around 5pm, not far from its destination near Dortmund. Two women, two men, and a child died in the crash, the fire brigade confirmed late on Tuesday night. No identities or ages have been released, and police are in the process of informing the victims' relatives. All of the dead were sat towards the front of the plane, regional newspaper the Westdeutsche Allgemeine Zeitung (WAZ) reported on Wednesday. "The head and neck injuries were so severe that they died from them," the head of the medical team at the crash site, Reinhard Arnsberg, told the newspaper. Three children sat at the back on the place survived but were seriously injured and were taken to a nearby hospital by air ambulance. When the emergency services arrived, two children were already out of the plane and one had to be cut out by firemen. It is unclear whether the first two climbed out themselves or were helped by passers-by who had rushed to the scene. Investigators do not yet know what caused the accident but, the WAZ reported, onlookers saw the vehicle flying very low before it crashed. The pilot was thought to have been experienced at flying light aircraft. It clipped a tree on its way down to the field. At least 78 people were at the scene clearing the wreckage and attending to the surviving children. The front of the vehicle was totally destroyed, and baggage was all over the field. http://www.thelocal.de/national/20130828-51631.html Back to Top Piloting A Drone Is Hell The cover story for the Atlantic's September issue reveals a surprising truth: drone warfare is more like The Truman Show than Terminator. In the future, autonomous robots might fight our battles for us, but for now, war is all too human; we rely on human pilots and human decision-making (plus a ton of cameras). Military drones, like the RQ-1 Predator and the MQ-9 Reaper, are best known for firing missiles at people and other targets in Afghanistan, Pakistan, and Yemen, as part of a targeted killing program. Firing missiles was an upgrade for Predators; they were originally designed to conduct surveillance, flying high above war zones, recording what happens below and relaying that video to pilots located half a world away. That surveillance can be grueling: pilots spend entire shifts watching the same target, and might do so for days or even months. Inevitably, drone operators develop an intimate understanding of their targets' lives. Author Mark Bowden's tour de force on the United States's drone war includes two first- hand experiences from drone pilots. The first involves a pilot who used a drone to defend Marines under attack on a road in Afghanistan: 'I could see exactly what kind of gun it was in back,' the pilot told me later. 'I could see two men in the front; their faces were covered. One was in the passenger seat and one was in the driver's seat, and then one was on the gun, and I think there was another sitting in the bed of the truck, but he was kind of obscured from my angle.' On the radio, they could hear the marines on the ground shouting for help. 'Fire one,' said the colonel. The Hellfire is a 100-pound antitank missile, designed to destroy an armored vehicle. When the blast of smoke cleared, there was only a smoking crater on the dirt road. 'I was kind of freaked out,' the pilot said. 'My whole body was shaking. It was something that was completely different. The first time doing it, it feels bad almost. It's not easy to take another person's life. It's tough to think about. A lot of guys were congratulating me, telling me, "You protected them; you did your job. That's what you are trained to do, supposed to do," so that was good reinforcement. But it's still tough.' Another pilot discusses the longer missions, which are less about supporting fellow soldiers and involve more targeted killing: The dazzling clarity of the drone's optics does have a downside. As a B-1 pilot, Dan wouldn't learn details about the effects of his weapons until a post-mission briefing. But flying a drone, he sees the carnage close-up, in real time-the blood and severed body parts, the arrival of emergency responders, the anguish of friends and family. Often he's been watching the people he kills for a long time before pulling the trigger. Drone pilots become familiar with their victims. They see them in the ordinary rhythms of their lives- with their wives and friends, with their children. War by remote control turns out to be intimate and disturbing. Pilots are sometimes shaken. 'There is a very visceral connection to operations on the ground,' Dan says. 'When you see combat, when you hear the guy you are supporting who is under fire, you hear the stress in his voice, you hear the emotions being passed over the radio, you see the tracers and rounds being fired, and when you are called upon to either fire a missile or drop a bomb, you witness the effects of that firepower.' He witnesses it in a far more immediate way than in the past, and he disdains the notion that he and his fellow drone pilots are like video gamers, detached from the reality of their actions. If anything, they are far more attached. At the same time, he dismisses the notion that the carnage he now sees up close is emotionally crippling. Bowden's entire piece is 10,000 words long, and I recommend every single one of them. [The Atlantic] http://www.popsci.com/technology/article/2013-08/psychological-toll-drone-warfare Back to Top S. Korea jet trainer crashes, killing two pilots Two pilots were killed Wednesday when a South Korean air force jet trainer crashed near the southwestern city of Gwangju, the defence ministry said. Investigations were underway to determine the cause of the crash of the T-50 aircraft, a spokesman said. It was the second crash in less than a year involving a T-50, South Korea's first indigenous supersonic aircraft jointly developed by Korea Aerospace Industries and Lockheed Martin. A T-50B aircraft crashed into a mountain in the northeast last November, killing a pilot. Indonesia in 2011 ordered 16 T-50s and Seoul is pursuing other contracts from the Philippines and Iraq. http://www.globalpost.com/dispatch/news/afp/130828/s-korea-jet-trainer-crashes- killing-two-pilots Back to Top Citation makes M2 first production flight Cessna Aircraft Co. announced the first flight of a production Citation M2 from Independence, Kan. Aug. 23, marking another step toward certification of the six- passenger (seven with a single pilot) jet that is, in essence, an updated CJ1+ designed to compete head-to-head with Embraer's Phenom 100. Announced in 2011, the $4.195 million M2 is Cessna's answer to the Phenom 100, with four passenger seats and a jump seat, which has trounced Cessna's CJ1+ in recent years. "When we announced the M2 less than two years ago, we knew a need existed for a jet of this size, capability and value," said Brad Thress, Cessna senior vice president of business jets, in a news release. "You will see operator feedback and owner insight practically everywhere you look in the M2. The Garmin G3000 avionics are familiar to pilots while at the same time bring advances they want with features they need. The M2 is the leader in the next generation of aircraft, and a great step ahead for any light jet operator who needs a new, more advanced business aircraft." Cessna announced in 2012 that the first 47 Citation M2s will be sold at a discounted price of $4 million. Embraer's Phenom 100 retails for just under $3.8 million with basic equipment. The M2 will boast slightly longer range, 1,300 nautical miles compared to 1,160 nm for the Phenom 100. The first production flight of the M2 was made in the same month as the first production flight of the new Citation X, both of which followed the first production flight of Cessna's Citation Sovereign in April. http://www.aopa.org/News-and-Video/All-News/2013/August/27/citation-m2-takes- flight.aspx Back to Top South Suburban Airport would be a first If the South Suburban Airport is built as planned, it would be the first U.S. airport constructed from scratch through a public-private partnership, Illinois Transportation Secretary Ann Schneider said Thursday. Two weeks ago, the state hired a company to advise it on public-private partnerships as it heads into this uncharted territory, Schneider said. "I think that is going to drive a lot of the decisions that need to be made as we go forward," she said. Schneider said such partnerships have built international airports and additions to U.S. airports, but no airport in the country has been initially built here through the arrangement. Schneider made her comments during a two-hour meeting with Will County leaders and board members at the county office building in Joliet. Lately, Schneider, who heads the state transportation department, has been busy fast- tracking two major projects - the one-runway, 5,800-acre inaugural airport near Peotone and the 47-mile Illiana Expressway, a tollway that would link Interstate 55 near Wilmington with Interstate 65 near Lowell, Ind. During Tuesday's session, Schneider said the state will give Will County more than the original $500,000 promised for land use planning in the path of the Illiana Expressway so such work could be done on the airport site as well. "I think it's important to give you the tools you need for land use planning and to make this project work," she said. County Executive Larry Walsh announced that he would create a group to work with Schneider and IDOT as the projects go forward. The pledge by state and county officials to work together comes after some Will County officials were taken by surprise when legislation giving IDOT control of the airport passed in two days in the spring session of the Legislature. But the bill that zoomed through in late May also requires IDOT to work with local stakeholders. Schneider said she plans to do that with monthly updates once the airport project gets rolling and also has asked her staff to prepare a stakeholder outreach schedule and plan. Schneider also said IDOT is about to negotiate to buy Bult Airport - a privately owned, general aviation field within the proposed site of South Suburban Airport. The state had to hire special appraisers to get an estimate on the value of the small airport, she said. Will County officials reiterated concerns Tuesday about a lack of property and sales tax revenue from the airport site. But Schneider said only the state sales tax would be waived for airport construction materials, with local sales taxes still collected. The Illiana Expressway has hit a big road bump now that a staff analysis from the Chicago Metropolitan Agency for Planning has criticized IDOT's study of the tollway for what CMAP sees as faulty cost, job, economic impact and population estimates. If CMAP's board doesn't vote Oct. 9 to add the tollway to its long-range Go To 2040 plan, the road cannot be built. Tuesday is the deadline to comment on the proposal to add the Illiana Expressway to Go To 2040. Will County leaders have sent letters in favor of the tollway to CMAP, and the Will County Center for Economic Development has created a "Call to Action: Support the Illiana Expressway" drive to get others to write a letter or emails supporting the project. Local and IDOT officials say the road would lessen truck congestion from the large intermodal centers in Joliet and Elwood. But CMAP officials seem to want the tollway to be farther north to lessen urban sprawl. http://southtownstar.suntimes.com/news/22197476-418/south-suburban-airport-would- be-a-first.html Back to Top Back to Top Edmonds 'Pilots for a Day' soar over Puget Sound Thursday in vintage DC-3 Two Edmonds residents earned the right to take the controls of a vintage DC-3 Thursday, after being among the 12 lucky winners in the Historic Flight Foundation's (HFF) first "Pilot for a Day" essay contest. Trenton Slocum of Edmonds, age 11, was the youngest member of the group. He attends North Shore Christian Academy in Everett, where his favorite subjects are science and math. Trenton is in the STEM (Science, Technology, Engineering and Math) program at school, and is looking toward a career in aeronautical engineering. "My grandfather is a retired U.S. Naval aviator, who flew in the Navy version of the DC-3 back in the 1950s," he said, "and I was really hoping for the chance to do it too." Trenton's grandfather was there to watch his grandson's maiden flight. "I wouldn't miss it for the world," he said. Kent Treadgold lives in Edmonds and teaches science and video production at Explorer Middle School in Everett. "I'm always looking for ways to bring the outside world into my classroom," he said. Treadwell shot lots of video both on the ground and in the plane, which he plans to bring back to his students. "Explorer serves a student population where more than 70 percent receive free or reduced cost lunches," he said. "Most of my students have never been on a plane." Treadwell hopes that by bringing back video and sharing his experience he can inspire his students to "look up, not only literally but figuratively." After about 45 minutes of "ground school" at the Historic Flight Foundation where the "pilots" learned about the history of the plane, the flight plan for the day and operational procedures at Paine Field, the group left the hanger and walked across the tarmac to the Foundation's vintage DC-3. First brought into service in 1935, the DC-3 was a landmark of design and engineering, and set the bar for many years to come. As the first commercial airliner used for coast- to-coast flights, the DC-3 was also pioneering step in commercial aviation. Even with two refueling stops along the way, passengers could travel from New York to Los Angeles in 15 hours. Even today, almost 75 years later, the DC-3 remains in commercial use in other parts of the world. HFF pilots John Sessions and Gene Vezetti handled takeoff and landing. While in the air, each "pilot for a day" got a hand at the controls. The flight pattern took them north over the San Juan Islands, south to Boeing Field (where they buzzed the tower), and back home via Husky Stadium and the Montlake Cut. Back on the ground, the pilots feet were still at least 10 feet in the air. "It was absolutely awesome," exclaimed the 11-year-old Trenton. "I had about two minutes with my hands on the yoke, and it was just amazing." Treadgold actually got his hands on the yoke and his feet on the pedals. "We buzzed Boeing Field at a very low level. I could almost see the ants crawling along the tarmac below, " he said. "We went through the Montlake Cut very low, and I saw the Huskies running a draw play on the field. I could even read the numbers on the uniforms!" The essay contest was open to all, and drew more than 400 responses. "Selecting the winners was very tough," said event organizer Drew Symonds. "The essays were so heartfelt. I wish we could have accommodated everyone." But to everyone who missed the chance to be "pilot for a day," don't despair. There's more in store. This coming weekend the Historic Flight Foundation is hosting the sixth annual Vintage Aircraft Weekend at Paine Field. Running from Friday, Aug. 30 through Sunday, Sept. 1, the event offers vintage aircraft demonstration flights, live music, food, and a chance to win a flight in the same DC-3 flown by the "pilots for a day" winners. More information is available at the Vintage Aircraft Weekend website. - Story and photos by Larry Vogel http://myedmondsnews.com/2013/08/edmonds-pilots-day-soar-puget-sound-vintage- dc-3/ Back to Top Duck pilots share stories with WWII vet LUKE AIR FORCE BASE, Ariz. -- It was a day to remember for Albert Winston, World War II pilot, who was surprised to see three guests in flight suits arrive at his 90th birthday celebration. The three Luke F-16 pilots listened and shared stories with Winston Aug. 3 in Peoria. For 1st Lt. Brian Herring, 309th Fighter Squadron student pilot, Winston's accomplishments as a pilot were quite impressive. "He told us how he was a weather recon pilot flying the B-17 out of England and that he would fly from 100 to 1,000 feet above the water with only the basic instrumentation available back in WWII," Herring said. "This amazed us." Winston also shared a humorous story that is one of Herring's favorites. "While in the Reserve, Winston was asked by his superiors to be an instructor pilot for the T-6," Herring said. "He was handed a technical manual and told to come back in a week. When he returned, they threw him the keys and told him to have fun." Herring said he was surprised because these days there are numerous steps and training to accomplish prior to taking the first flight. When Herring asked Winston if he was nervous to fly after only reading the technical manual, Winston replied with a grin, "Why would I be scared? What's the worst that could happen, besides the fact that I could have killed myself?" Winston began his career in the Army Air Corps as an aviation cadet and was called to active duty in the fall of 1942. After marrying his childhood sweetheart, Winston was selected for pilot training Dec. 15, 1942, and trained in South Carolina, Alabama, Louisiana, Arkansas and Virginia. "In Virginia my crew was selected and trained for Pathfinder (radar) bombing in B-24s," Winston said. "In June 1944, I picked up a brand new B-24J at Bangor, Maine, and flew to Gander, Newfoundland, and then across the Atlantic to Prestwick. I was transported to Belfast, North Ireland, for training in escaping if shot down over Europe." Winston's Army Air Corps career also included flying from England to south of the tip of Ireland with extremely heavy loads of fuel and machine gun ammunition. Winston said the task was dangerous since they flew at 1,000 feet and every 100 miles they had to drop to 100 feet over the ocean so the weatherman on board in the bombardier seat could get his readings. This meant holding the plane at 100 feet above sometimes 30 to 40 foot waves for seven or eight minutes. At one time, the crew actually flew up to 25,000 feet. The flights took up to 17 hours to complete. "We had a 35-percent loss of aircraft," Winston said. "If we didn't hear from the flights that didn't return, we had to assume they flew into the water. Many of our planes were lost on take-offs and landings in the crummy English weather. We had none of the wonderful electronic gear the planes have now." With so much flying experience in the Army Air Corps, it is no surprise that Winston continues to inspire pilots such as Herring and 1st Lts. Joshua Rosecrans and Stowe Symon, also student pilots with the 309th FS. "I learned what it meant to be a true American hero," Herring said. "He has done it all including flying general aviation until he was 84 years old. He is an amazing role model and someone I aspire to be like." The rare opportunity to speak with a WWII pilot and listen to his experiences reminded Rosecrans of his reason for joining the service in the first place. "The biggest thing I learned is that being a pilot is the best job in the world," Rosecrans said. "I can still recall the excitement on Winston's face when he told his stories. I look forward to having those same memories as I continue my career in the Air Force." Although the pilots feel honored to have met Winston, the WWII veteran said he is appreciative of the pilots celebrating his birthday with him. "It was nice that they were so accommodating," Winston said. "I would like to thank everyone at Luke Air Force Base for having the pilots come out and see me." http://www.aetc.af.mil/news/story.asp?id=123360888 Back to Top NTSB Communications Course National Transportation Safety Board Washington, D.C. Public Affairs: 202-314- 6100 Direct: 202-314-6219 Title Managing Communications Following an Aircraft Accident or Incident Co-sponsor Airports Council International - North America (ACI-NA) Description The course will teach participants what to expect in the days immediately following an aviation accident or incident and how they can prepare for their role with the media. ID Code PA302 Dates, Tuition and Fee October 24-25, 2013 $1034 early registration, by September 24, 2013 $1084 late registration, between September 25 and 12:00 pm (noon) ET on October 23, 2013 $100 processing fee will be added to tuitions for all offline applications. A tuition invoice can be ordered for a $25 processing fee. Note: payment must be made at time of registration. Times Oct. 24: 8:30 am - 5:00 pm Oct. 25: 8:30 am - 3:00 pm Location NTSB Training Center * 45065 Riverside Parkway * Ashburn, Virginia 20147 Status OPEN. Applications are now being accepted. Apply to Attend October 24-25, 2013 CEUs 1.3 Overview * How the National Transportation Safety Board organizes an accident site and what can be expected in the days after an aviation disaster from the NTSB, FAA, other federal agencies, airline, airport, media and local community * Strategies for airline and airport staff to proactively manage the communication process throughout the on-scene phase of the investigation * How the NTSB public affairs officers coordinate press conferences and release of accident information and what information the spokespersons from the airport and airline will be responsible to provide to the media * Making provisions for and communicating with family members of those involved in the accident * Questions and requests likely encountered from the airlines, airport staff, family members, disaster relief agencies, local officials and others > Comments from course participants > See the 219 organizations from 28 countries that have sent staff to attend this course Performance Results Upon completion of this course the participant will be able to: * Be better prepared to respond to a major aviation disaster involving a flight departing from or destined for participant's airport * Demonstrate greater confidence in fielding on-scene questions about the many aspects of the investigation and its participants, including what types of specific information may be requested * Identify the appropriate Public Affairs roles for the various organizations involved in an accident investigation. * Be more productive in the first few hours after an aviation disaster by understanding which tasks are most important and why * Perform job responsibilities more professionally and with greater confidence given the knowledge and tools to manage the airport communications aspect of a major aviation disaster Who May Attend This course is targeted to who, in the event of an aviation disaster, will need to provide a steady flow of accurate information to media outlets and/or other airport, federal or local authorities. Accommodations Area hotels and restaurants Airports Washington Dulles International (IAD): 10 miles Washington Ronald Reagan National (DCA): 30 miles Baltimore/Washington International (BWI): 60 miles More Information Email TrainingCenter@ntsb.gov or call (571) 223-3900 Courses, forums and symposia are added to the schedule throughout the year. Subscribe to the e-newsletter to learn about upcoming events and new programs: http://www.ntsb.gov/trainingcenter/list/list_mw020207.htm Curt Lewis