From Jakarta post A poorly managed runway in the Bintang Mountains in West Papua, took its toll on Wednesday morning as a Twin Otter airplane operated by Susi Air crashed onto a mountain slope after it attempted to avoid a local resident passing the runway. The accident killed copilot Albert Citores Gallego of Spain. Pilot Jessie Becker, a New Zealand national, survived and was in critical condition at a Timika hospital. “Both were alive when we evacuated them. Albert died on the way to the hospital,” National Search and Rescue Agency (Basarnas) spokesperson Gagah Prakoso said, adding that the agency had evacuated the aircraft, found dozens of miles from the Supaga airport. Susi Air spokesperson Capt. Androyogi said the airplane, which carried food cargo and gasoline from Nabire, was in good condition and the pilots were among the most experienced in the company. There was a person passing the runway

  The National Transportation Safety Committee (KNKT) is sending two investigators to the Susi Air plane crash site in Papua, where the plane’s two foreign pilots are believed dead. “We’ve sent investigators Capt. Chaeruddin, who departed last night, and Capt. Nurcahyo, who took off this morning,” KNKT air transportation safety division head Masruri said Saturday in Jakarta, as quoted bytribunnews.com. He said the two would join non-KNKT investigator Norbert, who is based in Jayapura, to gather data from the field. The police earlier reported that a Cessna 208-B Caravan, belonging to Susi Air, crashed Friday in rugged mountainous Yahukimo district on its way to Kenyem from Wamena. The single turboprop engine aircraft was carrying four drums of diesel fuel, and was flown by two foreign pilots: Australian David Cootes and Slovakian Thomas Munk. Evacuation is still underway. From Jakarta Post

  Full video of Helicopter crash in New Zealand The pilot of the New Zealand helicopter which broke in two after its blades caught on cables has spoken about what he remembers of the incident. Greg Gribble, who has been flying helicopters for 20 years, said: "It happened so quick, it was like a dream really." Surveying the wreckage from the crash, he said his seatbelt saved his life.

Aviation Blog Bullettin November 2011

From ENAV Per la prima volta un controllore del traffico aereo a capo della società nazionale per l'assistenza al volo Nato nel 1957, Massimo Garbini inizia la sua carriera come controllore di volo presso l'aeroporto di Verona Villafranca, per poi ricoprire in altri impianti tutte le posizioni operative (Torre di controllo, Avvicinamento Radar, Controllo Radar di Area). Nel 1991 entra in ENAV dove, per dieci anni, lavora al Centro di Controllo d'Area (ACC) di Roma. Dopo l'ampia esperienza all'interno degli ACC inizia la sua carriera come responsabile di importanti aeroporti: nel 2002 dell'aeroporto di Bologna, l'anno dopo dell'hub di Malpensa. Nel 2005 è nominato Responsabile di tutti gli aeroporti gestiti da ENAV. Nel 2006 è Responsabile nazionale di tutta l'Area Operativa. Nel 15 ottobre 2009 diventa Direttore Generale di ENAV. A giugno 2010 viene nominato Amministratore Delegato di Techno Sky, società di ENAV e da febbraio 2011 ne diventa il Presidente.

From AOPA ITALIA Foto di italiaabc   Sancito un importante accordo tra AOPA, Aeroporto Isola d'Elba, Elbafly, ConfcommercioElba e Associazione Albergatori Elbani. Le rimostranze dei piloti AOPA a causa delle elevate tariffe praticate dall'aeroporto elbano, sfociate in un articolo apparso sulla rivista Volare lo scorso mese di agosto e rimbalzate sulle cronache locali, hanno ottenuto una pronta e positiva risposta da parte dell'Isola d'Elba. Essendo stati chiamati in causa gli operatori turistici e commerciali del territorio, Confcommercio Elba si è sentita in dovere di invitare i vertici nazionali di AOPA – l'Associazione italiana dei piloti e proprietari di aerei privati, affiliata all'organizzazione internazionale IAOPA – per un incontro chiarificatore che gettasse le basi a nuove e proficue aperture nei confronti del mondo dell'aviazione generale.  Questo è stato possibile soprattutto grazie ad una inversione di tendenza nelle politiche gestionali dell'Aeroporto della Pila, sfociate nella recente nomina ad Amministratore Unico di Aerelba

From Cessna Website     Foto by Cessna   Team CJ recommends that operators of Model 525/525A/525B aircraft perform periodic brake wear checks. A brake wear check is a simple visual inspection accomplished during normal ground maintenance in preparation for flight. To check the brakes, press the rudder/brake pedals and set the parking brake. A person can then look at the two brake wear indicator pins located near the top and bottom of the brake assembly. The pins should protrude inboard through the piston housing assembly on each main landing gear brake assembly. If the brake wear indicator pins extend through the piston housing assembly, the brakes are within limits. However, if any of the pins are flush with the piston housing assembly, the brakes are fully worn and must be overhauled within five landings or less. Operators can refer to the applicable Goodrich Corporation Component Maintenance Manual for additional

From EASA Website   Part-M Continuing Airworthiness Rules Consolidated version of Part M of the Commission Regulation EC No. 2042/2003, and related EASA Decisions (Acceptable Means of Compliance and Guidance Material), as amended This is the first technical publication from the European Aviation Safety Agency (EASA), presenting in a user-friendly format the Part-M of Implementing Rule 2042/2003 and related Acceptable Means of Compliance (AMC). The European Aviation Safety Agency (EASA) is the central regulatory body for aviation safety for all EU member States plus Norway, Iceland, Switzerland and Liechtenstein. One of its objectives is to make it simpler for the aviation community – operators, engineers, pilots, and many more – to work and comply with the aviation regulations. This is its first technical publication – the Part-M of Implementing Rule 2042/2003 and related Acceptable Means of Compliance (AMC) put together in a user-friendly format. From this page in EU Bookshop you can

  Part 145 Maintenance organisation approvals Consolidated version of Part 145 (Annex II) to Commission Regulation EC No. 2042/2003, and related EASA Decisions (Acceptable Means of Compliance and Guidance Material), as amended This is the second technical publication from the European Aviation Safety Agency (EASA), presenting in a user-friendly format the Part-145 of Implementing Rule 2042/2003 and related Acceptable Means of Compliance (AMC). The European Aviation Safety Agency (EASA) is the central regulatory body for aviation safety for all EU member States plus Norway, Iceland, Switzerland and Liechtenstein. One of its objectives is to make it simpler for the aviation community – operators, engineers, pilots, and many more – to work and comply with the aviation regulations. After Part-M, this is its second technical publication – the Part-145 of Implementing Rule 2042/2003 with related Acceptable Means of Compliance (AMC) and Guidance Material (GM) put together in a user-friendly format. From this page in

  Author: Cessna Support Citation Customer Service reminds operators that engines should be rechecked to ensure free fan rotation prior to an engine start in conditions with blowing snow, freezing rain or ice.   Aircraft towed outdoors from heated hangars are even more vulnerable because winter precipitation can rapidly melt and then re-freeze in engine inlets. Nearly every year, Citation Customer Service receives reports of frozen engine fans due to ice buildup in winter weather events.   Caution: To prevent possible engine damage from ingestion of ice, do not chip or scrape ice or snow from the engine inlet(s). Properly de-ice these areas prior to engine start.   It is wise for operators to be familiar with cold weather procedures for engine starts in applicable Airplane Flight Manuals.

By Cessna Customer Support     Cessna reminds operators that Citations, like all tricycle landing gear aircraft, can tip on the tail from heavy wet snow and ice if not removed in the proper sequence. That is, removing the snow and ice from the tail first, and then moving forward.   Some snow and ice storms can produce five to six pounds of snow or ice per square foot resulting in hundreds of pounds of weight on the tail surfaces. Remove the snow or ice from the nose and windshield surfaces first; you can suddenly have a center-of-gravity shift causing the airplane to tip on its tail.   Operators are advised to remove the snow and ice from the aircraft themselves or to stay with their aircraft during snow and ice removal operations. Make sure the line-service personnel do the job right, rather than risking human error, potentially causing expensive

By  Christopher Younger "……Let’s imagine you are preparing to fly to Europe on an important business trip. You are excited to have finally earned the privilege of traveling to, and throughout Europe in the convenience of your company’s airplane. Having flown to Europe on innumerable commercial flights in the past, you don’t think twice about getting aboard your own plane to make the same trip – albeit in a much more comfortable and productive atmosphere. To top it all off, you have business associates in France who you have invited to fly with you on your jet, and you are looking forward to their company on your flights within Europe. Your first stop is Paris, where your colleagues are based. Upon your arrival, you feel relaxed and refreshed. You land in Paris to pick up your passengers, and plan to fly on to Italy. You meet your colleagues and you