Aerobatic hall of fame pilot Eddie Andreini was flying a routine at the Travis Air Force Base. He was attempting a stunt known as an inverted ribbon cut. Something went wrong. Eddie’s Stearman slid upside down along the runway, coming to a stop at show center. His Stearman caught fire. Eddie couldn’t get out. The crowd watched, prayed, and waited for fire trucks to arrive. Some bystanders wanted to rush to the plane to help, but the announcer warned everyone to stay back and “let the firefighters do their job.”
ICON Aircraft hired away from Ford Motor Company a superstar PhD to lead its engineering department. When Cagri Sever showed up at ICON’s facility in Vacaville, the first thing ICON did was send him off on a “demonstration” flight with the company’s chief pilot, Jon Karkow. Karkow flew to
Lake Berryessa, a virtual stone’s throw from the ICON factory. Once there, Karkow couldn’t resist the urge to engage is some low level maneuvering over the water. Minutes after takeoff, Karkow crashed onto the shore, leaving both of them dead.
Plaintiff was on a flight from Abu Dhabi to Chicago. She placed her hand into the seatback pocket, and was unexpectedly stuck with a hypodermic needle that lay within.
The NTSB hasn’t yet issued its report on the fatal Skylife air ambulance crash in December 2015. But a Fresno judge has ruled that regardless of the cause, the family of one of the paramedics on board will not be allowed to sue either the operator of the helicopter (Rogers Helicopter) or the helicopter’s owner, (American Airborne), regardless of whether they were negligent in the helicopter’s operation or maintenance.
As it turns out, both entities were partners with the paramedic’s employer, Skylife . An employee cannot sue his employer for a work related injury or death. Nor can he sue the employor’s partner.
Such claims are barred by the Workers’ Compensation laws.
Aviation journalist Christine Negroni reports in Forbes that Monica Ribbeck Kelly, the lawyer who instituted “frivolous” legal proceedings after Malaysia Airlines Flight 370 went missing, has herself disappeared. Not only was the Illinois Ethics Committee after Kelly, but she was being sued by victims of an airline disaster in China for promising to file suit on behalf of victims but failing to do so before the statute of limitations expired, leaving the victim’s without any legal recourse. It appears that Kelly has shuttered her law office and gone back to her native Peru.
According to Negroni, maybe this is the last we see of Ribbeck:
There are few successful days in court associated with Monica Ribbeck [Kelly]’s high-profile representation of air disaster victims. So while her departure from the US may deprive dissatisfied clients . . . of any legal recourse, it could be the last we see of her shenanigans with the American legal system.
If the United States Government is responsible for an accident, it can be sued just like any other wrongdoer under the Federal Tort Claims Act. But there’s an important exception — the federal government cannot be sued for bad decisions that the government left to the federal employee’s best judgment. The "Discretionary Function Exception" is perhaps the most important limitation on a victim’s right to sue the government when it causes injury or death. And the exception is complicated. Claire Choo helps unravel it.
Robinson helicopters are popular in New Zealand. But while they make up only 35% of New Zealand’s helicopter fleet, they account for 64% of all of New Zealand’s fatal accidents.
Some say the helicopter is especially prone to "mast bumping," a phenomenon where the rotor head tilts to such a degree that the rotor hub damages the mast on which on which it is attached. In Robinson helicopters, a mast bump almost always causes the rotor head and the helicopter’s blades to separate from the aircraft. The result is illustrated in the video.
An article appearing this weekend in the New Zealand Herald explains the controversy and, in particular, why the unique design of the Robinson’s rotor head may be to blame.
The Cessna T310Q crashed shortly after takeoff. For clues into the cause of the crash, the press has focused on the fact that the pilot, Nouri Hijazi, had difficulty getting the engines started.
But what one witness had to say suggests that the plane was improperly loaded – specifically, it had too much weight in the back. According to the San Jose Mercury News, the witness watched the plane head off to the runway and saw something odd:
[The witness] said she watched uneasily as the plane slowly taxied for takeoff. As it did, the plane rocked back and forth, front to back, its tail nearly touching the ground.
That can happen when there is too much weight in the back of the plane. And when an aircraft is loaded such that is isn’t in proper balance, it can become uncontrollable shortly after takeoff and enter an aerodynamic spin or stall, even with the engines developing full power. That is, though there engines are running fine, the aircraft will stop flying and simply fall out of the sky. Judging from the security camera footage of the crash, something like may have happened. The video show the aircraft "falling" rather than "flying."
Four years ago, the NTSB questioned whether manufactures like Boeing should be allowed to self-certify that their aircraft designs meet FAA requirements. The NTSB suggested that “self-certification” may have contributed to the battery fires that were being experienced on Boeing’s 787s. After all, it’s the FAA’s job to make an independent determination that an aircraft design is safe. It makes little sense to pass that job to the manufacturer, who is hardly independent.
The FAA’s response was to delegate even more authority to manufacturers. In fact, the GAO reports that 90% of all aircraft certification work is now outsourced to the manufacturers themselves.
How is that working out? Not surprisingly, not so well. According to documents obtained by the Seattle Times, through 2015, Boeing was fined $13 million to settle FAA proceedings arising from falsification of certification and repair work. The Seattle Times noted that one Boeing mechanic told FAA investigators that he had been entering false data into aircraft inspection records for at least seven years.
A courageous client speaks to Stephen Stock about the risks to the flying public.