text:
Daleville-based aviation training company undergoes foreign certification process
Shane Labrie, program manager at Concord XXI U.S.A. Inc. Aviation Training, talks about the company's advanced flight simulator at the facility on Thursday.
DALEVILLE -- An international company based in Daleville that trains pilots, flight engineers and maintenance technicians on Russian Mi-17 helicopter simulators is in the process of obtaining foreign certification.
Concord XXI USA, located on Robert C. Barnes Drive, moved toward completion of a foreign certification this week through the European Aviation Safety Agency (EASA), via the State Aviation Administration of Ukraine. According to the website for EASA, which is headquartered in Germany, the agency provides specific regulatory and executive tasks in civil aviation safety and environmental protection for more than 30 countries.
Eric Huppert, president of the company, said a team from Ukraine spent much of the week inspecting Concord XXI's facilities and overlooking syllabi and the Level D-equivalent, Full Flight simulators for the Russian Mi-17. The certification process is expected to be completed on Saturday.
Huppert said EASA is the equivalent to the U.S. Federal Aviation Administration in the countries EASA represent. He said the certification will allow Concord XXI to appeal to entities that require a training facility to have a foreign certification before training a company's contractors.
Retired from the U.S. Air Force, Huppert said he founded Concord XXI in 2010 after he recognized the need to train pilots on the Russian aircraft the way training is done in the west, instead of the old Soviet style of training. He said the company is now training all American Air Force advisors who train the military in Afghanistan.
"The new certification allows us to show those others who require a certification other than FAA certification that they can train at our facility," Huppert said.
"We've trained, in addition to the U.S. Army and Air Force, the Colombians, Peru, Malaysians, and others on Russian helicopters. We are working toward training some Sri Lankans soon."
Concord XXI Vice President Edward Shulman said the EASA certification process began about six months before the physical inspection of the Daleville facility this week. He said Concord XXI has already trained more than 2,000 pilots, most of whom are NATO members.
Concord XXI USA program manager Shane Labrie said EASA is a significant accomplishment, giving the company all approvals possible for any agency to scrutinize.
"We've trained with the U.S. Air Force, Army and U.S. government agencies, but on the civilian side, this opens up more opportunities," he said.
"We're one of the only instrument-capable Mi-17 training facilities in the world, and the only one of its kind in the U.S."
Original article can be found here: http://www.dothaneagle.com
Collision During Takeoff: Cessna 421B Golden Eagle, N3372Q; accident occurred April 26, 2016 at Foley Municipal Airport (5R4), Baldwin County, Alabama
View of fire damaged wreckage
Fuel receipt for 45.2 gallons of 100LL
Federal Aviation Administration / Flight Standards District Office; Birmingham, Alabama
Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
http://registry.faa.gov/N3372Q
Location: Foley, AL
Accident Number: ERA16LA171
Date & Time: 04/26/2016, 1424 CDT
Registration: N3372Q
Aircraft: CESSNA 421
On April 26, 2016, at 1424 central daylight time, a Cessna 421B, N3372Q, was destroyed when it impacted trees and terrain in Foley, Alabama. The private pilot sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan had been filed for the flight from Foley Municipal Airport (5R4), Foley, Alabama, to West Georgia Regional Airport (CTJ), Carrollton, Georgia. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.
During a postaccident interview with a Federal Aviation Administration Inspector, the pilot recounted that he taxied out and lined up for takeoff on the runway. With brakes on, he cycled the propellers and they "checked good." The magneto check at 1,500 rpm was also "good," as were the oil pressure and oil temperature. The pilot then ensured that the fuel selectors were position to both main fuel tanks, the throttles were full, mixtures were all the way forward, the fuel boost pumps were on low, and the propellers were all the way forward. He selected the flaps to the takeoff position and released the brakes.
During the takeoff roll, everything was "normal" (temperatures and pressures were "in the green"), and when the airplane had accelerated to 75-80 knots, the pilot pulled back on the yoke slowly, and the airplane began to climb. The pilot raised the landing gear and noticed that the airplane wasn't climbing. He looked at the airspeed indicator, which indicated 80 knots. The pilot heard the stall warning and pulled back on the yoke. He then shut the boost pumps off and lowered the flaps before a hard impact.
After impact, the pilot found himself upside down. He released his seat belt, saw fire and went to the back of the airplane. He opened the aft hatch and rolled forward, landing flat on his back. Two men then helped him up and led him to a nearby building. When asked about the performance of the airplane's engines the pilot stated, "the engines were operating fine and I screwed up."
Review of the normal takeoff checklist for the airplane revealed that the minimum control speed was 86 knots, and the break ground and climb out speed was 106 knots.
A witness stated that during the takeoff from runway 18, the airplane left the ground at the departure runway end, just clearing the airport's perimeter fence. The airplane was unable to gain sufficient altitude to clear the trees less than ¼ of a mile south of the runway. The airplane began hitting tree tops, and impacted a large oak tree with the left wing, then spun into two other large oak trees 30 feet to the southwest. The airplane then flipped over, hit the ground, exploded and was consumed by fire. The pilot jumped from the rear entry door and landed on his back. The pilot refused medical attention and sustained burns and a cut to his left hand.
Certificate: Private
Airplane Rating(s): Multi-engine Land; Single-engine Land
Restraint Used:
Second Pilot Present: No
Instructor Rating(s):None
Flight Time: 5450 hours (Total, all aircraft)
Model/Series: 421 B
Airworthiness Certificate: Normal
Serial Number: 421B0256
Landing Gear Type: Retractable - Tricycle
Date/Type of Last Inspection:
Airframe Total Time:
Engine Manufacturer: CONT MOTOR
ELT:
Engine Model/Series: GTSI0-520-H
Registered Owner: On file
Operating Certificate(s) Held:None
Observation Facility, Elevation: JKA, 17 ft msl
Observation Time: 1415 CDT
Direction from Accident Site: 160°
Wind Speed/Gusts: 11 knots / 17 knots
Turbulence Type Forecast/Actual: / None
Turbulence Severity Forecast/Actual: / N/A
Temperature/Dew Point: 26°C / 19°C
Departure Point: Foley, AL (5R4)
Destination: Carrollton, GA (CTJ)
Departure Time: 1424 CDT
Type of Airspace:Class G
Airport: Foley Municipal Airport (5R4)
Runway Surface Type: Asphalt
Airport Elevation: 73 ft
Runway Surface Condition: Dry
Runway Used: 18
Runway Length/Width: 3700 ft / 74 ft
Aircraft Fire: On-Ground
Aircraft Explosion:None
Total Injuries:1 Minor
BALDWIN COUNTY, Ala. (WKRG) — A dramatic scene unfolded Tuesday afternoon in a neighborhood in the Foley area when a small, twin engine plane crashed.
The pilot reportedly made it out of the plane and is lucky to be alive. It appears the pilot clipped some oak trees after take-off in his Cessna 421.
It crashed near a mobile home park at Sunset Circle and Hickory Street. Crews responded quickly and worked to extinguish the flames. At least two fire engine crews and two ambulance crews arrived to help. The crash happened just before 2:30 p.m.
This area is just south of the Foley Municipal Airport. There are also a lot of homes, businesses and oak trees in this area.
Original article can be found here: http://wiat.com
FOLEY, AL (WALA) - A twin engine Cessna aircraft crashed shortly after takeoff from the Foley airport earlier today.
The crash took place near Sunset Circle and Hickory Street, which is just south of the airport.
According to witnesses, some people in the neighborhood where the plane crashed, pulled the pilot to safety.
The pilot told rescuers that the engine started sputtering like it has having problems getting fuel.
Officials say the pilot refused medical treatment.
Both the Foley police and fire departments responded to the scene.
Story, video and photo gallery: http://www.fox10tv.com
A dramatic scene unfolded Tuesday afternoon in a neighborhood in the Foley when a small, twin engine plane crashed. WKRG News 5 has learned the pilot made it out of the plane and lucky to be alive. It appears the pilot clipped some oak trees after take-off in his Cessna 421. It crashed near a mobile home park at Sunset Circle and Hickory Street. Crews responded quickly and worked to extinguish the flames. At least two fire engine crews and two ambulance crews arrived to help. The crash happened just before 2:30 p.m. This area is just south of the Foley Municipal Airport. There are also a lot of homes, businesses and oak trees in this area.
Original article can be found here: http://wkrg.com
FOLEY, AL- Two massive Live Oak trees damaged during a plane crash in Foley last week might not survive the extensive damage.
The pilot escaped the burning plane with only a cut on his hand, but the oaks, which have been on the property for more than a century, are in rough shape.
A certified master arborist tells News 5 the beautiful trees could be saved if treatment starts soon. Treating the trees could cost as much as $10,000.
The owner of the property where the trees are located says he does not want to cut them down or bulldoze them. Adam Bond says he'll do what it takes to bring the trees back to health.
The FAA is investigating the plane crash. The investigation could take months.
Story and video: http://wkrg.com
Beech 65-A90-1 King Air, St. Tammany Parish Mosquito Abatement, N7MC: Fatal accident occurred April 19, 2016 at Slidell Airport (KASD), St. Tammany Parish, Louisiana
The National Transportation Safety Board traveled to the scene of this accident.
Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Baton Rouge, Louisiana
Textron Aviation; Wichita, Kansas
Saint Tammany Mosquito Abatement District; Slidell, Louisiana
Mosquito Abatement District: http://registry.faa.gov/N7MC
14 CFR Public Aircraft
Accident occurred Tuesday, April 19, 2016 in Slidell, LA
Aircraft: BEECH 65 A90 1, registration: N7MC
The airline transport pilot and commercial copilot were conducting a mosquito abatement application flight. Although flight controls were installed in both positions, the pilot typically operated the airplane. During a night, visual approach to landing at their home airfield, the airplane was on the left base leg and overshot the runway's extended centerline and collided with 80-ft-tall power transmission towers and then impacted terrain. Examination of the airplane did not reveal any preimpact anomalies that would have precluded normal operation.
Both pilots were experienced with night operations, especially at their home airport. The pilot had conducted operations at the airport for 14 years and the copilot for 31 years, which might have led to crew complacency on the approach. Adequate visibility and moon disk illumination were available; however, the area preceding the runway is a marsh and lacks cultural lighting, which can result in black-hole conditions in which pilots may perceive the airplane to be higher than it actually is while conducting an approach visually.
The circumstances of the accident are consistent with the pilot experiencing the black hole illusion which contributed to him flying an approach profile that was too low for the distance remaining to the runway. It is likely that the pilot did not maintain adequate crosscheck of his altimeter and radar altimeter during the approach and that the copilot did not monitor the airplane's progress; thus, the flight crew did not recognize that they were not maintaining a safe approach path. Further, it is likely that neither pilot used the visual glidepath indicator at the airport, which is intended to be a countermeasure against premature descent in visual conditions.
The unstable approach in black-hole conditions, resulting in the airplane overshooting the runway extended centerline and descending well below a safe glidepath for the runway. Contributing to the accident was the lack of monitoring by the copilot allowing the pilot to fly well below a normal glidepath.
On April 19, 2016, about 2115 central daylight time, a Beech 65-A90-1 airplane, N7MC, collided with towers suspending high-power transmission lines while attempting to land at Slidell Municipal Airport (ASD), Slidell, Louisiana. Both pilots were fatally injured, and the airplane was destroyed. The airplane was registered to and operated by the Saint Tammany Parish Mosquito Abatement District as a 14 Code of Federal Regulations Part 91 public aircraft operations flight . Night visual meteorological conditions existed at the airport at the time of the accident, and the flight was operating on a visual flight rules flight plan. The local flight originated about 2000.
After completing a planned mosquito abatement application flight, the pilots radioed their intention to land at ASD. The accident pilots were flying a visual pattern to runway 18, and another company airplane was behind them conducting a practice GPS approach to runway 18. When the pilot of the other company airplane radioed that they had crossed the GPS approach's final approach fix, the accident pilot radioed that they were on the left base leg and were number one to land at the airport. Seconds later, the pilots of the other company airplane saw a blue arc of electricity, followed shortly after by a plume of fire. The accident pilots could not be reached on the radio, and the company pilots notified emergency personnel. The airplane was located in a marsh about 0.6 nautical mile north-northwest of the approach end of runway 18.
The left seat pilot, age 59, held a commercial pilot certificate with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane. In addition, he held a flight instructor certificate for airplane single-engine and instrument airplane. He was issued a second-class medical certificate, dated February 18, 2016, with the limitation that he must wear corrective lenses for near and distant vision. On his medical application, the pilot reported that he used hydrochlorothiazide and irbesartan.
As of December 11, 2015, the pilot reported accruing 6,825 hours of single-engine total time with 50 hours logged in the preceding 6 months and 952 hours of multiengine total time with 15 hours logged in the preceding year. His flight time in the Beech C90 was 15 hours with 5 hours logged in the preceding year. He estimated that he had 7,762 total hours with 1,135 hours of night time, 10 hours of actual instrument time, and 305 hours of simulated instrument time. He reported his last biennial flight review occurred in February 2014.
Company records showed that the pilot flew the accident airplane for 7.4 hours in 2015 and 5.7 hours in 2014. On July 1, 2015, the pilot was approved by the aerial operations supervisor to act as pilot-in-command for the accident airplane and a Britten-Norman BN-2T airplane, N717MC.
The copilot, age 68, who was in the right seat, held an airline transport pilot certificate with ratings in airplane single-engine land, multiengine land, rotorcraft-helicopter, and instrument airplane and helicopter. He also held a commercial pilot certificate for airplane single-engine sea and a flight instructor certificate for airplane single and multiengine, rotorcraft-helicopter, and instrument airplane and helicopter. He was issued a second-class medical certificate, dated July 14, 2015, with the limitation that he must have available glasses for near vision. On his medical application, the copilot reported that he used diltiazem, losartan, pravastatin, metoprolol, etodolac, pantoprazole, sildenafil, and warfarin.
As of February 25, 2016, the pilot reported accruing 4,310 hours of single-engine total time with 50 hours logged in the preceding 6 months and 5,910 hours of multiengine time with 105 hours logged in the preceding year. His flight time in the Beech C90 was 627 hours with 59 hours logged in the preceding year. He estimated that he had 18,163 total hours with 4,619 hours of night time, 2,199 hours of actual instrument time, and 431 hours of simulated instrument time. He reported that his last biennial flight review occurred in February 2014.
The copilot was also the department's aerial operations supervisor. He had worked for the Saint Tammany Parish Mosquito Abatement District for 31 years. According to other company pilots, although the copilot was the more senior pilot, he was seated in the right seat and would have been performing copilot duties.
Both pilots had flown the accident airplane together on April 4, 7, 8, 11, and 18, 2015, for a total of 6.9 hours. Each flight ended in a night landing to ASD. On the forms for each of the flights, the area for "comments and/or mechanical problems" was blank.
The low-wing, twin engine airplane was manufactured in 1968. It was powered by two 550-shaft- horsepower Pratt & Whitney Canada PT6A-20 turboprop engines. Each engine drove a three-blade, variable-pitch, full-feathering Hartzell HC-B3TN-3B propeller. The airplane was operated as a public aircraft operations flight by the Saint Tammany Parish of Louisiana for mosquito abatement purposes.
The airplane's most recent inspection was a combined Phase I through IV and annual inspection recorded on December 1, 2015, at an airframe total time of 15,189.6 hours. On that date, the left engine had accrued 9,676.6 hours since new and 1,638.4 hours since overhaul. The right engine had accrued 7,413 total hours since new and 1,248.5 hours since overhaul. Airplane forms filled out before the flight showed that the airplane had logged 15,207.1 total hours.
The airplane was originally manufactured as a US Army U-21D. It remained in military service until 1995 when it was sold to a civilian company. In 1998, the airplane was registered with the Federal Aviation Administration (FAA) as a Beechcraft 65A90-1 and issued a special airworthiness certificate for restricted use for the purpose of agriculture and pest control. The airplane was acquired by the Saint Tammany Parish in June 2012. The airplane was equipped with a radar altimeter and had controls installed in both pilot seats.
METEOROLOGICAL INFORMATION
At 2053, the ASD automated weather reporting facility reported calm wind, visibility 10 miles, clear sky, temperature 68° F, dew point 64° F, and a barometric pressure of 30.09 inches of mercury .
Astronomical data from the US Navy Observatory indicated that the moon rose on the day of the accident at 1730 and set the following morning at 0541. The moon disk illumination was 94%.
The accident pilots were communicating on the airport's common traffic advisory radio frequency (CTAF), which was not recorded. The pilots in the company airplane who were also on the CTAF reported no distress calls before the accident.
ASD is located 4 miles northwest of Slidell, Louisiana, and is a publicly owned, nontowered airport that is open to the public. The airport is at an elevation of 28 ft mean sea level. It has a 5,002 ft long, 100 ft wide asphalt runway aligned with 18/36. Runway 18 has a displaced threshold with a published landing distance of 4,057 ft. It is lit with medium-intensity runway lighting and runway end identifier lights, which are preset to low intensity between the hours of dusk and dawn. There is precision approach path indicator lightning (PAPI) located on the left side of the runway, configured for a 3.0° glideslope.
The other company pilots reported that the airfield lighting was illuminated and that the PAPI operated normally.
The airplane initially impacted two 70- to 80-ft-tall towers that suspended high-power transmission lines . The lines generally ran on a heading of 150°/330° and, due to their height, were not required to be illuminated. Ceramic isolators were shattered on the northern pole, and the top guide wire was damaged on the southern pole. A portion of the airplane's lower chemical tank and left wing tip were found directly beneath the poles. The airplane's debris path followed a 175° heading in marshy terrain for about 555 ft.
The main wreckage came to rest about 0.6 nautical mile northwest of runway 18's approach end. The main wreckage consisted of the metal hopper tank frame, the upper portion of the fuselage, cockpit instrumentation, inboard left wing, outboard right wing, left horizontal, vertical stabilizer, rudder, and the left engine with its propeller. A postimpact fire consumed a majority of the cabin structure. The airplane's nose was generally aligned with 350° magnetic, and the fuselage was inverted.
Flight control continuity was confirmed to all surfaces. The flaps were in the retracted position. The elevator and rudder trim positions could not be determined due to impact damage. The fuel selector position could not be determined. The emergency locator transmitter (ELT) was still attached to the airplane, and the antenna and was found in the "armed" position, but it was thermally damaged. The company pilots in the other airplane reported that they did not hear any ELT beacon.
Both pilots' restraint hardware remained latched; the webbing was consumed by fire. The left fuel flow gauge read 400 pounds per hour and the right fuel gauge read 250 pounds per hour. The cockpit instrumentation was impact and thermally damaged and was largely unreadable. The right inlet turbine temperature gauge read about 700°. The left propeller speed read about 1,100 rpm.
The right engine was impact-separated and found upright. Its propeller remained attached to the engine. Two of the three blades displayed S-bending with nicks on their leading edges. Examination of the left propeller blades found one blade almost completely consumed by the postcrash fire. Another blade was partially consumed and displayed curling with a rearward bend. The third blade was curled and bent rearward. No anomalies were detected with the airframe and engine.
A thermally damaged SD card was recovered from the airplane's ADAPCO Wingman GX system and sent to the National Transportation Safety Board laboratory for data extraction. Due to the damage sustained in the accident, the chips on the card were not recoverable.
The St. Tammany Parish Coroner's Office conducted an autopsy on the pilot. The autopsy showed no natural diseases that could have posed a potential hazard to flight safety.
The FAA Civil Aerospace Medical Institute performed forensic toxicology on specimens from the pilot. Testing was negative for carbon monoxide and ethanol. The following drugs were detected:
Ibuprofen detected in urine
Irbesartan detected in urine
Irbesartan detected in blood
The pilot had previously reported the use of irbesartan, which is used to treat high blood pressure, to the FAA. Ibuprofen is a nonnarcotic analgesic and anti-inflammatory agent and is available in prescription and nonprescription forms.
The St. Tammany Parish Coroner's Office conducted an autopsy on the copilot. Although the autopsy did note several chronic medical conditions, there did not appear to be any natural diseases that posed an immediate hazard to flight safety.
The FAA Civil Aerospace Medical Institute performed forensic toxicology on specimens from the copilot. Testing was negative for ethanol and 15% carbon monoxide was detected in blood from the heart. The following drugs were detected:
Diltiazem detected in urine
Diltiazem detected in blood (heart)
Metoprolol detected in urine
Metoprolol NOT detected in blood (heart)
Rosuvastatin detected in urine
Rosuvastatin detected in blood (heart)
Warfarin detected in urine
Warfarin detected in blood (heart)
The copilot had previously reported all of the detected medications except the rosuvastatin to the FAA. Rosuvastatin is a prescription medication used to reduce blood cholesterol and triglycerides levels.
The FAA's Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25A), dated 2008, Chapter 10, "Night Operations," states the following:
Night Illusions
A black-hole approach occurs when the landing is made from over water or non-lighted terrain where the runway lights are the only source of light. Without peripheral visual cues to help, pilots will have trouble orientating themselves relative to Earth. The runway can seem out of position (downsloping or upsloping) and in the worse case, results in landing short of the runway. If an electronic glide slope or visual approach slope indicator (VASI) is available, it should be used. If navigation aids (NAVAIDs) are unavailable, careful attention should be given to using the flight instruments to assist in maintaining orientation and a normal approach. If at any time the pilot is unsure of his or her position or attitude, a go-around should be executed.
Approaches and Landings
To fly a traffic pattern of proper size and direction, the runway threshold and runway-edge lights must be positively identified. Once the airport lights are seen, these lights should be kept in sight throughout the approach. Distance may be deceptive at night due to limited lighting conditions. A lack of intervening references on the ground and the inability of the pilot to compare the size and location of different ground objects cause this. This also applies to the estimation of altitude and speed. Consequently, more dependence must be placed on flight instruments, particularly the altimeter and the airspeed indicator.
The altimeter and VSI [vertical speed indicator] should be constantly cross-checked against the airplane's position along the base leg and final approach. A visual approach slope indicator (VASI) is an indispensable aid in establishing and maintaining a proper glidepath.
Wayne Fisher, 68, and Donald Pechon, 59, were the two men aboard the Mosquito Abatement District plane when it crashed into the woods just north of the Slidell airport while trying to land, according to James Hartman, a spokesman for the St. Tammany Parish Coroner's office.
14 CFR Public Use
On April 19, 2016, about 2115 central daylight time, a Beech 65-A90-1 airplane, N7MC, collided with towers suspending high power transmission lines, while attempting to land at the Slidell Municipal Airport (KASD), Slidell, Louisiana. Both pilots were fatally injured and the airplane was destroyed. The airplane was registered to and operated by the Saint Tammany Parish Mosquito Abatement District as a public use flight. Night visual meteorological condition prevailed for the flight, which operated on a visual flight rules flight plan. The local flight originated about 2000.
After completing a planned mosquito abatement aerial application flight, the accident pilots radioed their intentions to land at KASD. A company airplane was also in the area and flew the GPS approach to runway 18 for practice, while the accident airplane flew a visual pattern. When the pilots of the other company airplane radioed that they had crossed the GPS approach's final approach fix, the accident pilots radioed that they were on a left base and were number one to land at the airport. Seconds later, the company pilots of the other airplane saw an arc of electricity followed shortly by a plume of fire from the ground. The accident pilots could not be reached on the radio, and emergency responders were contacted.
The airplane was located in a marsh about 0.6 nautical miles north-northwest of approach end of runway 18. The initial point of impact was damage to two towers suspending high power transmission lines. These two towers were between 70-80 feet tall and were located 200 yards north of the main wreckage. The airplane's left wing tip and a portion of the aerial applicant tank were found near the towers.
The airplane was retained for further examination.
At 2053, an automated weather reporting facility located at KASD reported a calm wind, visibility 10 miles, a clear sky, temperature 68° F, dew point 64° F, and a barometric pressure of 30.09 inches.
The mosquito abatement plane that crashed at Slidell Municipal Airport last month, killing two pilots, collided with high-power transmission line towers, according to a preliminary report by the National Transportation Safety Board. In response, Slidell officials are renewing efforts to get those lines near the airport's north runway approach relocated or buried.
Airport manager Richard Artigue said Tuesday that even though the towers conform with Federal Aviation Administration regulations, local officials have long recognized they pose a potential safety hazard for aircraft. The April 19 crash proved those fears were valid, he said.
Wayne Fisher, 68, and Donald Pechon, 59, were both experienced pilots, Artigue said. Fisher, a reserve deputy with the St. Tammany Parish Sheriff's Office, also flew a helicopter for that agency.
Many of the pilots who use the airport are far less experienced, he said, and the airport is heavily used by student pilots.
Moving the lines would not be easy, however.
Both Artigue and Slidell City Councilman Val Vanney, whose district includes the airport, said the project would cost millions of dollars and require the cooperation of numerous players, from Entergy and Cleco, the two utility companies that own the lines, to the state and federal governments.
"One company or one person can't do it," Artigue said, adding that it would take federal money.
City officials met last week with executives of Cleco, which owns the inner power transmission lines. Vanney described the company as cooperative. Officials also plan to contact Entergy, which owns the outer lines.
The Slidell City Council had been poised to vote Tuesday night on a resolution asking the companies to relocate their overhead lines as far as possible from the airport or else to bury the lines. The resolution called the relocation "absolutely necessary for the safety of pilots" and urged the companies to "act as expeditiously as possible."
But Vanney said he was withdrawing the resolution in light of Cleco's expressed willingness to work with the city and the complexity and cost of the project.
The work will require the support of state officials and Louisiana's congressional delegation because of the cost, he said.
Artigue said Slidell officials don't want to appear to be blaming anyone for the accident.
But the accident is giving new impetus to efforts to get the lines moved, something Artiguqe said former Mayor Ben Morris had pushed to do.
"We don't want to try to put the blame on anyone," Artigue said. "We do want to do something in the name of safety."
Vanney noted that the only other fatal crash at the Slidell airport happened in 1974.
Some officials speculated immediately after the crash that engine trouble had played a role, but the NTSB report does not mention that. Instead, it makes it clear that the Beech 65 collided with the towers as it was making its approach to land at the airport after aerial spraying for mosquitos.
"The initial point of impact was damage to two towers suspending high-power transmission lines," the report says. "These two towers were 70-80 feet tall and were located 200 yards north of the main wreckage. The airplane's left wing tip and a portion of the aerial applicant tank were found near the towers."
The report notes that it was a clear, calm night with visibility at 10 miles.
Another mosquito district plane that was preparing to land at the airport about the same time reported seeing an arc of electricity followed shortly by a plume of fire from the ground.
The plane's wreckage was found in a marsh just north of the approach end of Runway 18.
Story and video: http://www.wwltv.com
Story and photo gallery: http://www.theneworleansadvocate.com
LACOMBE- With spring-like weather at its peak, it's a challenge for Joanna Parr to wrangle her 19-month-old when outdoors.
But she's had to take on that feat because of mosquitos.
"It's hard with the little ones because they want to go outside and he can't go outside and play, we've got to bring him inside," she said, "He's getting lots of bites."
She said the increase in her Lacombe neighborhood has been noticeable over the past two weeks, when the parish spray plane has not been flying.
Mosquito Control says that's, on one hand, due to the loss of their large plane, and two esteemed pilots, in a heartbreaking crash. But St. Tammany Mosquito Abatement Director Chuck Palmisano said it's mostly because, "The populations are not that high right now. They're relatively low. But light traps indicated an increase in certain areas across the parish so we did conduct an aerial operation Tuesday night in south Slidell and also Lacombe. Tonight, we're going to go aerially in the Mandeville area."
Ground and preventative efforts haven't missed a beat though, and as the bug-riddled summer months creep closer, leaders have a plan to keep the aerial attack active.
"We're going to utilize this plane as much as we can, also, we've been talking with a couple of aerial spray contractors, looking to maybe engage their service at least until the time we get another airplane and put it in service," said Palmisano.
Even though Mosquito Control says its operation is on track, they still need the public to do their part.
Palmisano said, "Encouragement to survey your yards, see if you might have artificial things breeding mosquitos and if you're in a really mosquito prone area, use repellent."
The operations plan has Parr looking forward to fewer bite-filled afternoons outdoors.
Mosquito Control hopes to have its replacement plan purchased and in operation by the Fall.
Austin-Bergstrom International Airport (KAUS) adding non-stop flights to Guadalajara
Non-stop flights to Guadalajara, Mexico, are on the way to Austin-Bergstrom International Airport.
Volaris, a low-cost airline, will begin service Aug. 7, airport officials said.
Flights will run three days a week – Tuesdays, Thursdays and Sundays – departing Austin at 1:20 p.m. and arriving at the Miguel Hidalgo y Costilla Guadalajara International Airport at 3:28 p.m.
The return flight will operate the same three days, departing Guadalajara at 9:33 a.m. and arriving in Austin at 11:50 a.m.
Volaris said it will be using a 179-seat Airbus A320 aircraft for the new air service.
Original article can be found here: http://www.statesman.com
Hawaiian Airlines Seeks to Fast Track Tokyo to Kona, Honolulu Route
Hawaiian Airlines is pushing to have its application to provide split services between Honolulu, Kona, and Haneda Airport in Tokoyo, Japan approved.
The company's request went to the United States Department of Transportation Secretary Anthony Fox.
On Thursday afternoon, the company announced that it filed a motion on Wednesday noting that its the only applicant for the single available night-time frequency to serve Haneda Airport that will be available to United States airlines when a February 2016 agreement between the U.S. government and Japan takes effect later this year.
"It is long-standing DOT practice to grant an airline route when no other airlines are competing for the same limited opportunity," said Mark Dunkerley, president and Chief Executive Officer of Hawaiian Airlines. "When you couple the lack of other applicants with our demonstrated knowledge of the Japanese market, it is clear that granting Hawaiian the right to operate this lone night-time slot from Haneda to Kona and Honolulu is in the best interest of the United States and the traveling public."
Honolulu and Kona service would be the second Haeda route operated by Hawaiian. The flights would join Honolulu to Haneda daily service that began in November 2010.
In the filed motion, Hawaiian pledged to initiate service to Honolulu four times a week once the amendment takes effect, along with service from Haneda to Kona three times a week.
Governor David Ige, Hawai'i County Mayor Billy Kenoi, and Hawaii's Congressional Delegation have supported the expansion.
Original article can be found here: http://bigislandnow.com
JetBlue Returns To Nashville International Airport (KBNA)
NASHVILLE, Tenn. - JetBlue airlines celebrated its return to the Nashville International Airport.
Airline officials held a ribbon cutting ceremony after a brief press conference. The ticketing station was also decorated with blue balloons.
They marked its return with the arrival of the first JetBlue plane that rolled into BNA Thursday.
JetBlue will operate nonstop service to Boston and Fort Lauderdale.
Officials said in addition to the non-stop flights on board the new aircraft, they will also offer free wi-fi, in-flight TV and snacks.
Story and video: http://www.newschannel5.com
Lancair IV-P, N401PT, registered to and operated by the commercial pilot: Fatal accident occurred January 30, 2016 at Southwest Georgia Regional Airport (KABY), Albany, Dougherty County, Georgia
Federal Aviation Administration / Flight Standards District Office; Atlanta, Georgia
Lancair; Redmond, Oregon
Turbine Power Technologies; Deland, Florida
http://registry.faa.gov/N401PT
Location: Albany, GA
Accident Number: ERA16FA097
Date & Time: 01/30/2016, 1445 EST
Registration: N401PT
Aircraft: BROOK AARON D LANCAIR IV P
Defining Event: Loss of control in flight
Injuries: 3 Fatal
The two pilots and a passenger were departing in the turbine engine-equipped, experimental, amateur-built airplane for a local personal flight. The airplane fuel tanks had been topped off before the flight. Video imagery indicated that the airplane rotated for takeoff about 1,200 ft from the start of the runway. After rotation, the airplane banked sharply to the right and climbed to the height of the treetops. The bank angle increased to about 90° where it remained as the airplane descended to ground impact; a postcrash fire ensued. Examination of the wreckage did not reveal evidence of any preimpact mechanical malfunctions.
The commercial pilot seated in the left seat had recently purchased the airplane, and, based on data recovered from a portable GPS unit onboard the airplane, the airplane had been flown at least 36 hours since the purchase. The second pilot, who was seated in the right seat, held airline transport pilot and flight instructor certificates. The second pilot was assisting the owner in becoming more familiar and proficient in the airplane; however, although he had received 9 hours of dual instruction in the airplane, none of it was given with him seated in the right seat. The pilot/owner and the second pilot had estimated flight times in the airplane of 27 and 36 hours, respectively. The investigation could not determine which of the pilots was flying the airplane at the time of the accident.
In addition to the two pilots, the airplane was loaded with full fuel and a passenger in the rear seat, and calculations indicated that the airplane was about 470 pounds over its maximum gross takeoff weight and 0.5 inch beyond its most aft center of gravity limit. This was likely the only flight the pilots had conducted with the airplane loaded in this manner. Following a takeoff about 2 weeks before the accident, during which the airplane had full fuel but no rear seat passenger, the second pilot reported to the flight instructor from whom he received his training in the airplane that they had almost crashed on takeoff. The instructor cautioned the second pilot that, with full fuel, the rotation must be gradual and should not occur at too low an airspeed. Further, the instructor stated that, during the second pilot's training, he had told him that, if the airplane's auxiliary fuel tanks were full, the airplane should have no more than two occupants.
Although the rotation speed during the accident takeoff could not be determined, the video imagery showed that the airplane lifted off after a ground roll similar to that on previous takeoffs from the same airport that were recorded by the portable GPS unit. Therefore, it is likely that the airplane rotated about the same speed on the accident flight as it had during the previous takeoffs conducted by the pilots. However, because the airplane was likely operating at a higher gross weight and aft center of gravity than previous flights, during the accident takeoff, the pilots should have used a higher rotation speed. Because of the lower rotation speed, the airplane was likely more difficult and possibly impossible to control upon liftoff.
The pilots' failure to maintain control during a takeoff attempt in a high-performance airplane. Contributing to the accident were the pilots' decision to operate the airplane above its maximum gross weight and with an aft center of gravity and their lack of experience in the make and model airplane.
Lateral/bank control - Not attained/maintained (Cause)
Maximum weight - Capability exceeded (Factor)
CG/weight distribution - Capability exceeded (Factor)
Aircraft control - Pilot (Cause)
Decision making/judgment - Pilot (Factor)
Decision making/judgment - Copilot (Factor)
Total experience w/ equipment - Pilot (Factor)
Total experience w/ equipment - Copilot (Factor)
On January 30, 2016, at 1445 eastern standard time, an experimental amateur-built Lancair IV-P, N401PT, was destroyed when it impacted terrain shortly after takeoff from the Southwest Georgia Regional Airport (ABY), Albany, Georgia. The two pilots, a commercial pilot and an airline transport pilot, and the passenger were fatally injured. The airplane was registered to and operated by the commercial pilot. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight, which was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
Video recordings from an airport security system captured a portion of the flight. A review of those recordings revealed that the airplane rotated for takeoff about 1,200 ft from the beginning of runway 22. After rotation, the airplane banked sharply to the right and climbed to the height of the treetops. The bank angle increased to about 90° where it remained as the airplane descended to the ground.
A witness located about 1/4 mile north of the accident site reported that the airplane sounded "normal" until shortly before impact, when the engine noise became louder.
A witness reported that as the occupants embarked, the commercial pilot (owner/pilot) was seated in the left front seat, and the airline transport pilot (second pilot) was seated in the right front seat. The investigation could not determine which pilot was at the controls at the time of the accident or which pilot served as pilot in command. Neither of the pilots' logbooks was available for examination during the investigation.
According to Federal Aviation Administration (FAA) records, the owner/pilot held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane. He reported 1,000 hours of flight experience at the time of his most recent FAA third-class medical examination, which was performed on January 20, 2015.
The second pilot held an airline transport pilot certificate with ratings for airplane multiengine land and rotorcraft helicopter. He held a commercial pilot certificate with a rating for airplane single-engine land. He also held a flight instructor certificate with ratings for airplane single- and multiengine, rotorcraft helicopter, instrument airplane, and instrument helicopter. He reported 6,750 hours of flight experience at the time of his most recent FAA second-class medical examination, which was performed on July 8, 2015.
Interviews with several of the owner's acquaintances revealed that his flight experience in the Lancair IV-P make and model was exclusively in the accident airplane, which he had purchased about 2 months before the accident. According to one acquaintance, the owner/pilot arranged for the second pilot to receive Lancair specific training at Deland Municipal Airport (DED), Deland, Florida, where the airplane was stored temporarily after its purchase. The plan was for the second pilot to subsequently provide training to the owner/pilot. The acquaintance did not know how many flight hours the owner had accrued in the airplane; however, he said that, as of January 12, 2016, the owner had not met the insurance policy requirements for solo flight.
According to a representative of the owner/pilot's insurance company, the policy did not require a specific number of flight hours, but it required that the owner complete ground and flight training in the Lancair IV-P make and model and have that training endorsed in his logbook before solo flight.
According to the flight instructor at DED who provided flight training to the second pilot, on December 21, 2015, both pilots attended a one-day ground school training session on engine and propeller operations. During the week of January 6, 2016, the second pilot received 9 hours of flight training at DED from the instructor, who was endorsed by the Lancair Owners and Builders Organization (LOBO). The training was conducted in the accident airplane, and the second pilot flew all 9 hours from the left seat. He had not flown the Lanciar IV-P before that training. The instructor stated that one flight was conducted "at max rear [center of gravity] CG" with full main fuel tanks and the pilot/owner in the rear seat. He also stated that he discussed with the second pilot that, if the airplane's belly and rear tanks were full, the airplane should be treated "as a two seater aircraft and no weight in the luggage compartment."
An employee from the Eagles of America fixed base operator at ABY observed several previous flights of the accident airplane. On two occasions, he observed the owner fly the airplane alone, and on one occasion he observed the owner flying with the second pilot in the right seat and the passenger in the rear seat.
The turbo-propeller-powered airplane was built in 2002. It was powered by a 724-horsepower Walter M601-D engine driving a 3-blade propeller. It was equipped with retractable tricycle-style landing gear. It was not equipped with a gust lock feature. A review of maintenance logbooks revealed that the most recent condition inspections of the airframe and engine occurred on October 29, 2015, and both were found to be in satisfactory condition. The pilot purchased the airplane on December 10, 2015.
According to a mechanic, maintenance was performed on the airplane during the week of January 25, 2016. The starter generator was replaced, and a nose gear door was repaired. These tasks were not documented in the airplane logbooks.
A review of fuel records indicated that the airplane had been fueled nine times at the ABY airport between January 10 and January 30, 2016. The airplane was fueled with 64 gallons of fuel just before the accident flight, with an order to top off all tanks. The fuel capacity was 60 gallons in each wing tank and a combined total of 38 gallons in the two auxiliary tanks, one located in the baggage area and one in the belly of the airplane.
Two weight and balance specification sheets were found in a binder recovered from the airplane's baggage compartment. One sheet, dated May 2005, indicated that the maximum allowable gross weight was 3,800 pounds and that the allowable center of gravity (CG) moment range was between 108.37 and 116.3 inches. The sheet did not contain any reference to the two auxiliary fuel tanks, which, according to the airplane maintenance records, were installed in October 2011. In addition, it indicated an empty weight and moment arm of 2,566 pounds and 111.6 inches, respectively. The second weight and balance sheet was undated and included a reference to an auxiliary tank in the baggage area, using 20 gallons of fuel in that tank as an example calculation. The second sheet did not reference the belly fuel tank, and it did not indicate any values for maximum gross weight or CG limits. It indicated a "new" empty weight and moment arm of 2,576 pounds and 111.97 inches, respectively.
Using occupant weights obtained from medical and/or motor vehicle records, and full main and auxiliary fuel tanks, the weight and balance at the time of the accident was estimated to be 4,270 pounds at a CG moment arm of 116.8 inches. According to the limits shown on the May 2005 sheet, the airplane was about 470 pounds above its maximum gross takeoff weight and 0.5 inch beyond its most aft CG limit.
The 1451 recorded weather observation at ABY included wind from 210° at 9 knots, skies clear, visibility 10 statute miles, temperature 21°C, dew point 3°C, and an altimeter setting of 30.13 inches of mercury.
The airplane impacted a grass field about 1,900 ft from the beginning of the runway and 280 ft to the right of the runway centerline. The wreckage path extended from the initial impact ground scar along a heading of 270° and was 170 ft long. A position light with green lens fragments and the right winglet were among the debris found closest to the initial impact scar. Both wings were separated from the fuselage at their roots and fragmented with pieces distributed along the wreckage path. The left-wing tip and winglet were found about 130 ft along the wreckage path. The main wreckage area included the empennage, which was largely intact and displayed severe fire and impact damage forward of the rear seats. The right horizontal stabilizer and elevator were fractured about mid-span with the outboard portion displaced forward. The trailing edge of the elevator trim tab was found deflected about 1/2 inch downward. The trailing edge of the rudder trim tab was found deflected about 1/4 inch to the right. The engine mounting structural tubes were fractured, and the engine was found inverted. The propeller hub separated from the engine flange, and one of the three blades separated from the hub. All three blades exhibited some bending in the aft direction from about mid-span outward, and each showed some amount of twisting deformation.
The engine power turbine blades were intact and exhibited slight bending at their tips and rub marks at their roots. The engine casing was displaced and twisted, and the engine could not be turned by hand at the starter or the propeller shafts. After removal of the planetary gear system, the propeller shaft turned easily and did not exhibit any evidence of twisting.
Examination of the airframe revealed that the main landing gear were retracted. The position of the nose landing gear could not be determined. The position of the flaps could not be determined. The elevator moved freely, and pitch control continuity was confirmed from the elevator through the push-pull tubes to the aft cabin area. Rudder control continuity was confirmed from the rudder through a push-pull tube to the cable and bell crank assembly in the empennage. The rudder was free to move, and both cables exhibited binding as a result of fire damage. Both ailerons had separated from their respective wings and were found fractured and fire damaged. Both cockpit control sticks remained connected to their control tubes. Continuity from those tubes to the remainder of the control components could not be confirmed due to impact and fire damage.
The Division of Forensic Sciences, Georgia Bureau of Investigation, State of Georgia, conducted autopsies on both pilots. The cause of death was determined to be "multiple blunt force trauma" in both cases.
The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, conducted toxicological testing of specimens from both pilots. The results for the pilot/owner were negative for carbon monoxide, ethanol, and drugs of abuse. Acetaminophen, a common over the counter analgesic/antipyretic (Tylenol), was detected in the urine. This medication does not pose a hazard to flight safety. The results for the second pilot were negative for carbon monoxide, ethanol, drugs of abuse and medications.
TEST AND RESEARCH
A portable GPS receiver was recovered from the accident site and forwarded to the NTSB Vehicle Recorder Laboratory for examination. The unit captured about 36 hours of flight data from January 6 through January 30, 2017, including the taxi portion of the accident flight. A review of the recorded GPS data from previous takeoffs during January 2016 revealed that when departing ABY, the airplane typically lifted off the runway about 1,000 to 1,500 ft from the start of the runway. During the week of January 6, when the second pilot was receiving instruction at DED, the airplane typically lifted off about 1,500 to 1,900 ft from the start of the runway.
According to the flight instructor who provided the second pilot with his Lancair training at DED, about 2 weeks before the accident, the second pilot contacted him and explained that, during one recent takeoff with the auxiliary fuel tanks full, after rotating for takeoff at 80 knots, he and the pilot/owner lost control and nearly crashed the airplane. The flight instructor advised the second pilot that with the airplane fully fueled, it was important that the rotation technique be "real easy," that rotation should not occur at too low of an airspeed, and that the pilot should be "ready with rudder control." The second pilot also reported that, during the same takeoff, one of the nose gear doors was damaged during the gear retraction. The flight instructor opined that the damage was caused by uncoordinated or side-slipped flight, resulting in the relative wind blowing the gear door to a partially closed position and impinging on the landing gear, as it retracted. (During a conversation with an acquaintance, the owner provided a different explanation for the nose gear damage stating that he believed the damage was because he did not neutralize the rudder before retracting the landing gear.)
The flight instructor, who was a turbo-propeller powered Lancair IV-P owner, offered the following additional information:
For takeoff, he normally would rotate about 85 or 90 knots and then transition promptly to a high pitch attitude to avoid exceeding the landing gear operating speed limitation of 120 knots. He added that, at slower airspeeds or higher density altitudes, care should be taken not to raise the landing gear too soon as the landing gear doors may cause an undesired yawing moment. He said this effect was more pronounced in ground effect.
According to the Pilot's Operating Handbook, the design rotation speed for a 3,900-pound maximum gross weight airplane is 80 knots.
According to the FAA Pilot's Handbook of Aeronautical Knowledge, Chapter 10, Weight and Balance, center of gravity locations aft of the allowable range may cause "extreme control difficulty."
Restraint Used: Unknown
Toxicology Performed: Yes
Flight Time: (Estimated) 1000 hours (Total, all aircraft), 27 hours (Total, this make and model)
Pilot-Rated Passenger Information
Certificate: Airline Transport; Flight Instructor
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine; Helicopter; Instrument Airplane; Instrument Helicopter
Aircraft Manufacturer: BROOK AARON D
Model/Series: LANCAIR IV P NO SERIES
Year of Manufacture:
Airworthiness Certificate: Experimental
Serial Number: LIV-408
Date/Type of Last Inspection: 10/29/2015, Condition
Engines: 1 Turbo Prop
Airframe Total Time: 1069 Hours as of last inspection
Engine Manufacturer: Walter/GE
ELT: Installed, not activated
Engine Model/Series: M601-D
Observation Facility, Elevation: KABY, 193 ft msl
Observation Time: 1451 EST
Wind Speed/Gusts, Direction: 9 knots, 210°
Departure Point: Albany, GA (ABY)
Destination: Albany, GA (ABY)
Departure Time: 1445 EST
Airport: SOUTHWEST GEORGIA RGNL (ABY)
Airport Elevation: 196 ft
Runway Length/Width: 6601 ft / 148 ft
Crew Injuries: 2 Fatal
Passenger Injuries: 1 Fatal
Aircraft Explosion: On-Ground
Total Injuries: 3 Fatal
Brittany Kerfoot
Britt Knight
Kevin Coalson, one of three people who died in the Lancair IV-P (N401PT) crash at Southwest Regional Airport on January 30, 2016 is shown in an undated image.
NTSB Identification: ERA16FA097
Accident occurred Saturday, January 30, 2016 in Albany, GA
Aircraft: BROOK AARON D LANCAIR IV P, registration: N401PT
On January 30, 2016, at 1445 eastern standard time, an experimental amateur-built Lancair IV-P, N401PT, operated by a private individual, was destroyed when it impacted terrain shortly after takeoff from the Southwest Georgia Regional Airport (ABY), in Albany, Georgia. The commercial pilot, pilot rated passenger and one additional passenger were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight, which was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
Witness reports indicated that the airplane taxied to the beginning of runway 22 at ABY, and lifted off within the first 1,000 feet of the 6,601 foot-long runway. The airplane began to bank sharply immediately after takeoff, and reached a 90-degree bank as it climbed to treetop height. The witness was not certain if the bank was to the right or left; however, the airplane then began to pitch downward and descend, while maintaining the 90 degree bank until it struck the ground.
A witness located about a quarter mile north of the accident site reported that the airplane sounded "normal" until shortly before impact, when the engine noise became louder.
The airplane impacted a grass field about 1,900 feet down the runway, and 280 feet to the right of the runway centerline. The wreckage path extended from the initial impact ground scar along a heading of 270 degrees, and was 170 feet long. A position light with green lens fragments and the right winglet were among the debris found closest to the initial impact scar. Both wings were separated from the fuselage at their root, and were fragmented along the wreckage path. The left wing tip and winglet were found about 130 feet along the wreckage path. The main wreckage area included the empennage, which was largely intact, with severe fire and impact damage forward of the rear seats. The right horizontal stabilizer and elevator were fractured about mid-span with the outboard portion displaced forward. The elevator trim tab was found slightly trailing edge down. The rudder trim tab was found slightly trailing edge right. The engine mounting structural tubes were fractured and the engine was found inverted. The propeller hub separated from the engine flange, and one of the three blades separated from the hub. All three blades exhibited some bending in the aft direction from about mid-span outward, and each had showed some amount of twisting deformation.
Examination of the airframe revealed that the main landing gear were retracted, however the position of the nose landing gear could not be determined. The position of the flaps could not be determined. Pitch control continuity was confirmed from the elevator though push-pull tubes to the aft cabin area. The elevator moved freely. Rudder control continuity was confirmed from the rudder through a push-pull tube to the cable and bell crank assembly in the empennage. The rudder was free to move, however both cables exhibited binding as a result of fire damage. Both ailerons had separated from their respective wings and were found fractured and fire damaged. Both cockpit control sticks remained connected to their control tubes, however continuity from those tubes to the remainder of the control components could not be confirmed due to impact and fire damage.
A portable global positioning system receiver was recovered from the accident site and forwarded to the NTSB Vehicle Recorder laboratory for examination.
A witness reported that as the occupants embarked, the pilot/owner was seated in the left front seat, and the pilot rated passenger was seated in the right front seat. According to Federal Aviation Administration (FAA) records, the pilot reported 1,000 hours of flight experience at the time of his most recent third-class medical examination which was performed on January 20, 2015.The pilot rated passenger held airline transport pilot and flight instructor certificates, and he reported 6,750 flight hours of experience at the time of his most recent FAA second-class medical examination, which was performed on July 8, 2015.
According to FAA records, the airplane was equipped with a Walter 601 series turboprop engine and issued an experimental airworthiness certificate in April 2002. It was purchased by the pilot on December 10, 2015. Initial review of maintenance logbooks revealed that the most recent condition inspections of the airframe and engine occurred on October 29, 2015, and both were found to be in satisfactory condition.
On Saturday, the loved ones of Brittany Kerfoot will host a family-fun event for the community in her honor.
Albany, GA — On Saturday, the loved ones of Brittany Kerfoot will host a family-fun event for the community in her honor.
Brittany's Spring Fling will be held at the Chehaw Park stage from 10 a.m. until 8 p.m. The event in memory of Brittany Kerfoot, one of the three victims killed in the plane crash at the Southwest Georgia Regional Airport in January.
Hannah Sholar- Owens, one of the organizers of the event and Kerfoot's best friend, said that the entire event began from the passion Kerfoot had for children. Sholar-Owens said Kerfoot visited Chehaw on a field trip with her students back in November when she picked up on something that she couldn't let go.
"They didn't have any handicap accessible toys, or area, or toddler equipment. So we took it upon ourselves to talk with Chehaw about adding that equipment in her memory" said Sholar-Owens.
The proceeds from the spring fling will go to the Brittany Kerfoot Memorial Playground Project. The goal is to raise money to bring a handicap-accessible and toddler area to the playground at Chehaw, as well as refurbish the tiles at the entrance. Tiles will be sold that children can put their handprints in and will be placed into the new entrance.
"This cause is actually going to help the whole community. This is something that we definitely need and it's an area where anybody can come. Brittany loved children and she made a huge impact on over 300 children's lives just that she personally taught," said Sholar-Owens.
There will be a cornhole tournament, live music, bounce houses, food and more. There is a $5 entrance fee, $3 parking fee and a $15 cooler fee (no glass allowed). Children under 12 are free.
The opening ceremony and live music will kick off at noon. Children's activities are from 10 a.m. until 4 p.m.
Original article can be found here: http://wfxl.com
Art Sign Company: http://registry.faa.gov/N401PT
FAA Flight Standards District Office: FAA Atlanta FSDO-11
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text:
Flu or COVID-19? What you should know
More Culture:
Penn alum John Legend becomes the first black man, and the youngest artist, to ever reach EGOT status
By Marielle Mondon
Entertainment John Legend
John Legend made history during Sunday night's Creative Arts Emmy Awards when he became the youngest person, and the first black man, to ever reach EGOT status – the rare career achievement of having won at least one Emmy, Grammy, Oscar, and Tony award.
Thirty-nine-year-old Legend, who graduated from the University of Pennsylvania in 1999, joins a small club. A mere 15 people have achieved EGOT status, Andrew Lloyd Webber and Tim Rice also joining the ranks Sunday night. The three men were awarded for their work producing "Jesus Christ Superstar Live in Concert," which won for best variety special winner. Legend also starred in the production.
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Other EGOT achievers include Audrey Hepburn, Whoopi Goldberg, and Mel Brooks. Many EGOT recipients are music composers and producers, such as Richard Rodgers and Robert Lopez.
Legend won an Oscar in 2015 for best original song, winning alongside Common for "Glory," which appeared in "Selma." The artist has 10 Grammy's to his name, beginning with the awards for best new artist and best R&B album in 2006.
He received a Tony Award in 2017 as a co-producer of "Jitney," which won for best revival of a play. He also was nominated for best original score for "SpongeBob SquarePants" this year.
Legend and his wife Chrissy Teigen celebrated the milestone on social media.
Before tonight, only 12 people had won an Emmy, Grammy, Oscar and Tony in competitive categories. Sirs Andrew Lloyd Webber, Tim Rice and I joined that group when we won an Emmy for our… https://t.co/M0baCz0p5V
— John Legend (@johnlegend) September 10, 2018
EGOT GOATS pic.twitter.com/WDFKGRop6n
— christine teigen (@chrissyteigen) September 10, 2018
The accolades aren't necessarily over for Legend. He is nominated for a Primetime Emmy Award for lead actor in a limited series or movie for his role in "Jesus Christ Superstar."
The 70th annual Primetime Emmys air Sunday, Sept. 17 on NBC.
Follow Marielle & PhillyVoice on Twitter: @mariellemondon | @thePhillyVoice
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Marielle Mondon
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FOR SALE! The Philadelphian: Rarely available 2 bedroom (combination of a studio and 1 bedroom) penthouse showcasing Art Museum and city skyline views, 57' balcony, floor-to-ceiling windows, high ceilings, and wood floors. 1,918 sf. $699,000.
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redpajama_set_name: RedPajamaCommonCrawl


Betsie Lawnbott » One year now..
To mark the one year anniversary of this blog (coming up the end of the month) I've moved it. Handily, one of the default themes at our new home is grass-based!
A Betsie update? Well, it rained cats and dogs and bluejays last weekend, so I'm still waiting for the yard to dry out a bit before Bets gets back to her duties.
Thank you for maintianing this blog. Last year when I was considering going the robot mower route your blog played a role in the decision process. There's always plenty of sales mumbo jumbo and short reviews on Amazon, but the stories here (good and bad) are priceless. I check here once or twice a month to see what Betsie is up to.
Nice to hear from you Oscar 🙂 Glad we could help.


text:
Where chemical engineers mix it up.
Topics ▾
Chemical Engineering Practice
Societal Impact
Simple Technique Strengthens Polymers
by Douglas B. Clark
Polymers, Plastics, & Composites
At the molecular level, polymers contain structural defects known as loops. Researchers at MIT were the first to identify these defects, and the same researchers have now found an easy way to reduce them.
The technique used simply requires one of the components of the polymer network to be added very slowly to a large quantity of the second component. In doing so, the number of loops was halved in a variety of polymer network structures. It is hoped that this method could be applied in industrial settings to strengthen widely used polymers.
History of the loop defect
Researcher Jeremiah A. Johnson, the Firmenich Career Development Associate Professor of Chemistry at MIT and the senior author of the paper, and his research group were the first to measure the number of loops in a polymer network in 2012. The findings showed that loops could account for anywhere from 9 to 100% of a network, depending on the concentration of polymer chains in the starting material and other factors. The measurements were validated with theoretical predictions by MIT associate professor of chemical engineering Bradley Olsen.
Johnson and Olsen were later able to calculate how the loops weaken a material, leading to the latest work that seeks to reduce loop formation. The team's work was funded by the National Science Foundation.
Johnson's lab is now working on applying this strategy to a variety of materials, including gels used to grow cells for tissue engineering.
You can learn more about this research in the MIT news release as well as in the team's published work in Proceedings of the National Academy of Sciences.
Trending Styles: Advanced Materials in the Garment Industry
Feb 20, 2019 . by Lucy Alexander
From the development of pigments and dyes, to production scaleup, chemical engineers have lots to contribute to R&D in the garment and textile industries.
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Joshua D. Howe, Postdoctoral Researcher, Georgia Tech: The Future of Chemical Engineering
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From the perspective of his specialty in the computational study of materials, Josh takes us through his vision of chemical engineering's future.
Connect with members & participate in discussions on Engage!
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We chose 59 of 274 wedding and party bands near Akron for you!
A Cover Band will make your event the best it can be. If you want to hire the best, you need to call lil eddy and the Boilermakers and you will be amazed.
Uniquely traditional music for weddings, banquets and ceremonies. Need a singer, or a violinist? A small ensemble for classical, then a bit of Celtic? Sacred music for communion? Vocal or instrumental, Musicali does a wide variety of styles with a variety of sounds. We have a singer, a violin, an oboe, a French horn, a classical guitar, and 2 of us double on piano. We are a quartet, but if your needs are for a duet or a trio, we are there. Voice & piano- or add a violin. Oboe, voice & guitar, or just guitar... Trained, experienced, and flexible, let us know what you have in mind.
Live string musicians for your wedding, reception, or other special event in the northeast Ohio area. Violinists, violists, and cellists available in combinations of duo, trio, or quartet to suit your venue. Create custom playlist from our wide repertoire, ranging from Mozart to Coldplay. Indoor & outdoor events, and affordable rates with special discounts frequently offered. Visit our website for details, and contact us for a free quote. We look forward to helping you plan your big day!
Since 1996, Ryoji Shimpo has enjoyed providing that "finishing touch" to countless special events throughout Northeast Ohio. Experience and professionalism are matched by exquisite talent to bring you the best pianist available. Call today to book your ceremony, reception or special event.
We've been making events in Akron special for years with the right entertainment. Let Mainstream Band do the same for you.
We want to make your event perfect, and an energetic Brass Ensemble from Mosaic Jazz might be just what you need to do it.
Why should Skip Roberts Entertainment be your top choice? We are able to offer help finding the perfect Harpist for your event.
Celestial Strings will make sure your next event is perfect. We can help you get the String Trio you need for the party.
RUDY and the Professionals is standing by to help you when it comes to locating the perfect R & B Band for your next event, large or small.
To make your life simpler, Around The Block Band will help you to find a fabulous Top 40 Band who will make your wedding day special.
If you want to know how to find the best Country Band for your gathering, it's easy. All you need to do is get in touch with Tom Conner Guitarist.
What type of party are you planning? A R & B Band can make it better; so talk with Aura about how we can help.
Why should you put trust in Grand Avenue Band? We have the knowledge and experience in the area to find an exceptional String Quartet for you.
You want an expressive Flutist who can provide entertainment at your Akron event. Let Susan Richardson Flutist help you find it.
It is time to contact Blair Entertainment if you are trying to find the best Top 40 Band in the area for your next event no matter the size.
Are you looking for a Jazz Band to make your next gathering really special? In Akron, The Classic Duo is the company you need.
Choosing the right musical act for the big event is essential. In Akron, Elegant Strings makes it easier than ever.
Divertimento String Quartet is very excited to help you when you are looking for a fantastic String Quartet for your next event.
We work hard to help you find the ideal Pianist for your event, making it better than it would have been. Trust Well Timed Music.
Rubber Akron Sounds remains the top choice when it comes to finding an established Top 40 Band in your area. Contact us right away.
Learn more about Mayfield String Quartet and the type of Chamber Ensemble we offer. We're the best in the area, so let us help.
If you are planning an event in Akron and you need a Swing Band, make sure that you get in touch with Tony Fortunato the Emperors of Swing today.
When you need a Big Band for your event, you can simply contact Love Connection. In Akron, we can make your search easier.
Just get in touch with FIRST DEGREE BAND so you can learn more about why you need to work with a dynamic Tribute Band for your event.
We've established a name in Akron when it comes to working with the best R & B Band. Let Ohio Brass Ensembles help you find what you need.
Are you worried about having a boring party? Hire a Bagpiper through Ohiobagpiper com and you will find that your worries are over.
You want a Cover Band at your event that you can trust to be there on time and to play well. Time Trax Cleveland wedding band can help you with this.
Why should Glengary Music be your top choice? We are able to offer help finding the perfect Top 40 Band for your event.
A great party requires a spectacular show, so hire a String Trio with Arion String Ensembles; they are the best in your area.
No matter what type of party you might be planning a Chamber Ensemble can make it even better. Sight and Sound Productions com is standing by.


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text:
Q: Screen Overlay and Performing Actions I don't think the subject has provided a good explanation...
Well, the concept of what I would like to do is simple. I want a screen overlay to appear before something be executed and disappear after that.
I tried with jQuery.show()/jQuery.hide() and I got no success.
CSS
#ExtensionLoading {
    background: #000;
    width: 100%;
    min-height: 100%;
    position: fixed;
    z-index: 9999;
    display: none;
    opacity: .5;
}

JavaScript
Helpers.blackout( 'show' );

$( JSON.parse( Cookie.read( 'ListOfThings' ) ) ).each( function() {

    $( '#content' ).html(

        $( '#content' ).html().replace(

            new RegExp( this.itemText, 'g' ),

            '' + this.itemText + ''
        )
    );
});

Helpers.blackout( 'hide' );

This is the problematic code. But, it's not a standalone code.
Helpers
function Helpers() {}

Helpers.blackout = function( action ) {

    if( $( 'body' ).has( 'div#ExtensionLoading' ).length == 0 ) {

        $( 'body' ).prepend( '

' );
    }

    if( action == 'show' ) {

        $( '#ExtensionLoading' ).show();

    } else if( action == 'hide' ) {

        $( '#ExtensionLoading' ).hide();
    }
};

JSON manipulation is done by [Douglas Crockford's script][1]
[1]: https://github.com/douglascrockford/JSON-js/blob/master/json2.js and Cookie is just a Cookie Object, nothing special.
If I comment the line responsible to hide the element, everything works fine. The overlay screen appears and, through its opacity I can see the routine being applied.
But, obviously, the screen overlay does not vanish, because I'm not telling it to go away. But if I uncomment that line, the screen doesn't appear anymore.
It's weird. It's like if the "hide" is being called immediately after "show". I think like this because if I change, in Helpers Object, the hide() to:
$( '#ExtensionLoading' ).hide('slow' );

I can see very quickly the overlay appearing and disappearing a few seconds before the replacements occur.

redpajama_set_name: RedPajamaStackExchange


You ready?… Here goes! I've been dying to share it here is my book blurb.
Get a free chapter preview here.
This entry was posted in Book Tour, Media, My Journey- Published Author, Romance fiction writing, Short Stories, Uncategorized. Bookmark the permalink.


Opinion filed August 7, 2002.
Appeal of order denying rule 3.850 motion from the Circuit Court for the Seventeenth Judicial Circuit, Broward County; Susan Lebow, Judge; L.T. Case No. 99-22372 CF10.
Terrance Washington, Blountstown, pro se.
Robert A. Butterworth, Attorney General, Tallahassee, and Heidi L. Bettendorf, Assistant Attorney General, West Palm Beach, for appellee.
We grant the state's motion for rehearing and replace our opinion filed on June 19, 2002, with the following opinion.
After a plea of no contest appellant was sentenced in December, 2000. In February, 2001, he moved under rule 3.850 to vacate his plea on grounds he was coerced by counsel and that counsel was incompetent in several ways. The trial court denied the motion and appellant appealed to this court.
While that appeal was pending appellant filed another rule 3.850 motion alleging ineffective assistance of counsel on grounds which were different than the ineffective assistance grounds of the first motion. The trial court dismissed the second motion, concluding that it lacked jurisdiction to rule on that motion while the order denying the earlier motion was pending in this court. Appellant appeals that order.
In Wells v. State, 362 So.2d 441 (Fla. 4th DCA 1978), we held that the trial court could not rule on a second post-conviction motion to vacate a conviction, while an appeal was pending in this court from an order denying an earlier motion to vacate based on different grounds. See also Lee v. State, 392 So.2d 913 (Fla. 1st DCA 1980) (trial court had no jurisdiction to rule on second 3.850 motion where an order denying a prior 3.850 motion seeking relief on different grounds was on appeal);Hulick v. State, 644 So.2d 117 (Fla.2d DCA 1994).
The proposition that an appeal of an order denying a rule 3.850 motion prevents the trial court from ruling on a second 3.850 motion is based on the principle that a trial court has no power to rule on an issue which would interfere with the authority of the appellate court. Norman v. State, 739 So.2d 1258 (Fla. 1st DCA 1999); Crichlow v. Equitable Life Assur. Soc. of U.S., 152 So. 849 (Fla. 1933).
In Norman, the first district held that a trial court could rule on a 3.850 motion while an appeal was pending from a 3.800 motion, because the grounds in the 3.850 motion were not related in any way to the motion challenging the sentence. The present case is distinguishable fromNorman and is controlled by Wells.
We note that the early cases addressing this issue such as Wells andLee, were decided before the two year period of limitations for rule 3.850 motions became effective in 1985. The Florida Bar re Amendment to Rules of Criminal Procedure (Rule 3.850), 460 So.2d 907 (Fla. 1984). The two year period will not be a problem for appellant because he was sentenced in December, 2000, and the appeal involving his first post-conviction motion has been affirmed. He can accordingly refile his second motion and still be within the time limit.
We recommend that when trial courts are precluded by a pending appeal from ruling on a second motion for post-conviction relief, the second motion be stayed rather than dismissed for lack of jurisdiction. This would solve the problem created if the two year limitation period expires while the first appeal is pending, and could decrease post-conviction litigation.
We affirm without prejudice to the refiling of the second rule 3.850 motion.
GUNTHER and WARNER, JJ., concur.


text:
Rachel Monosov
Bridging photography, video, performance and sculpture, Russian-born Rachel Monosov delves into cultural notions of alienation, territorial belonging, gender, and identity. Nature serves as a source for the artist's imagery and objects, which can be interpreted as both symbolic and indexical. While her early career focused on autobiographical works steeped with a desire to grapple with her personal history, in recent years her work has reflected a rootless present rife with broader social implications. Monosov works on a project basis, each year producing several bodies of work in a variety of themes and methodologies. She constructs entire worlds around her subjects, which function pursuant to their own set of rules and laws. Together, the works speak on socio-political issues related to territory as geography and body. Monosov holds two MFAs from The Royal Academy of Fine Arts (KASK) in Ghent, Belgium (2014/2016). In 2017 she exhibited performances at both the 57th Venice Biennial and the 11th Bamako Biennial, and was acquired into the Block Museum's permanent collection. In 2018 both Monosov's recent exhibitions at the BOZAR in brussels and OLYMPIA in Berlin were met with critical acclaim. Most recently Monosov exhibited at The 13th Dakar Biennale, and was acquired by the Art Institute of Chicago. Rachel Monosov is represented by Catinca Tabacaru Gallery.


Loring Hospital provides patient care to a growing number of uninsured and underinsured patients. Patients are responsible for a greater burden of their health care costs through growing out-of-pocket deductibles that many health insurance plans, including Medicare, have implemented. And many patients lack the financial resources to secure health insurance. Loring Hospital has developed financial policies to seek fair and equitable payment from patients based on their ability to pay. At the same time, Loring Hospital assists patients who cannot reasonably pay for some or all of the care they receive.
Please click on the links below to download the Loring Hospital plain language summary, financial assistance policy, provider listing, financial assistance application and billing collections policy.


text:
Q: CAML Query Returning too many rows I am trying to build  CAML Query that pulls items from a SharePoint 2013 list with a "Status" value of "COMPLETED", but instead this query returns all list items regardless of the value of "Status". Any ideas why this is happening?
var camlQuery = new SP.CamlQuery();
camlQuery.set_viewXml(
    '<View>' +
    '<Query>' +
    '<Where>' +
    '<Geq>' +
    '<FieldRef Name=\'Status\'/>' +
    '<Value Type=\'Text\'><COMPLETED/></Value>' +
    '<RowLimit>10</RowLimit>' +
    '<Geq>' +
    '</Where>' +
    '</Query>' +
    '</View>');

A: Please check that you are putting right status value in "Value" tag - no typos, no need to do extra uppercase or lowercase. Use it just like it  stored in SP.
Also try to use "Contains" element in your query:
var camlQuery = new SP.CamlQuery();
camlQuery.set_viewXml(
    '<View>' +
    '<Query>' +
    '<Where>' +
    '<Contains>' +
    '<FieldRef Name=\'Status\'/>' +
    '<Value Type=\'Text\'>COMPLETED</Value>' +
    '<Contains>' +
    '</Where>' +
    '</Query>' +
    '<RowLimit>10</RowLimit>' +
    '</View>');

Good luck!


An Oasis in the Tropical Gulf Savannah. Normanton Tourist Park is located in the centre of town and is walking distance to all conveniences. Our park has a variety of accommodation, cabins – ensuite, cabins – no ensuite, rooms, camping and caravan sites.
Normanton Tourist Park boasts the largest resort pool in the North West. We are an excellent base from which to explore the many unique activities and attractions of this beautiful area. Try your luck at barramundi fishing, take a Gulflander train trip or simply relax and enjoy the peaceful surroundings.
Normanton is in the centre of a thriving pastoral industry, a mining area, and has flourishing tourist attractions. Because of its reliable winter dry season of blue skies and sunny days with moderate temperatures, it is an ideal tourist destination.
CAR and BOAT for Hire!


Infused with a proprietary blend of vitamins, antioxidants, and amino acids, GrandeLASH-MD promotes naturally longer, thicker looking lashes in just 4-6 weeks, with full results in 3 months. It's a cult favorite for helping to enhance short or thinning lashes and is also ideal for restoring the appearance of brittle or damaged lashes. It is easy, safe, & effective, ophthalmologist tested & approved, and can be used with contacts & lash extensions.
Amazing results in 4weeks! Great for brows too & 90 day guarantee.


Watch your step! This tiny succulent may be growing in the disturbed sandy places around your neighborhood or even in your yard. See "Short Plants in Sun" below.
If you know the great Gilbert & Sullivan operetta "The Mikado," you'll understand the playful "Tra La!" at the end of the title. If you know Chuck McCartney, you'll be expecting a little wit and delight folded into a very smart and informed talk about the spring-blooming wildflowers at Long Pine Key in Everglades National Park. He has photographs of every species featured including rare and unusual flowers.
Chuck McCartney will follow up this presentation with a field trip on Saturday (below), so we can actually see, smell, and photograph some of the wildflowers he talks about. He is one of our truly experienced and most knowledgeable botanists. You won't want to miss either the presentation or the field trip.
Meet: 9:30 at the Coe Visitor Center (before the entrance).
No Park Entrance Fee! During National Parks Week on April 15,16, 22, and 23 the normal car fee of $25 is waived.
If you are late: Drive about 9 miles past the entrance, turn left into Pine Glades Lake and drive the short distance to the lake.
Bring: Sun protection, water, and lunch if you like. Prepare for possible mosquitos (long pants and sleeves, repellent).
Note: Call Richard 954-661-6289 if you can't find us (cell service willing).
If you think it might be fun to look at plants from the point-of-view of those who use them – birds in particular – this month offers two opportunities to do so… this one and the session below on April 30.
The first opportunity is a presentation at the monthly meeting of the South Florida Audubon Society (formerly Broward Audubon). At the get-together, at which all are welcome not just members, Florida Master Naturalist Ann Wiley will present "Planting for Life – How to Make Your Backyard Your Bird Feeder." She'll describe what it takes to create comfortable and safe living spaces for songbirds. Since their habitats and migratory refueling stations are constantly being paved over, your backyard is more important than ever.
each year we join with Friends of the Secret Woods and our local nurseries to bring you the best of Broward native plants in one place to make selecting them easy. We will help you find the right plants for any location in your landscape. There is no entrance fee so come, browse, and talk about natives with the people who love them. Planting native species brings your yard to life with butterflies, bees, and birds. Go native this year to add beauty and variety to your landscape.
"Native Plants 101: Botany Made Easier"
This session, to be held Sunday, April 30, will take place at one of our most iconic estates, Bonnet House, and will be presented by Paddy Cunningham, biologist, naturalist and birder extraordinaire. In a presentation entitled "Native Plants 101: Botany Made Easier," Paddy will teach the basics of quick native plant identification. She'll offer a lecture, numerous handouts, and a plant walk through the amazing Bonnet House gardens. It costs $25; reservations are required at 954-563-5393.
Paddy, a biologist, was a professional naturalist in South Florida for more than 20 years and served as Broward County Park Naturalist Manager at Fern Forest, Secret Woods, Arch Creek and Anne Kolb nature centers. One of her biggest contributions has been the restoration of wetlands and hammocks to their natural condition from the destruction of invasive, non-native plant species. Today she works full time as a Gifted Science teacher and is a nature guide with her own agency, Birding Adventures.
Check our Calendar at coontie.org for any schedule updates.
You can still find a room, attend the day(s) you like, and sign up for field trips.
We have identified four species for places in your landscape of Sun and Drier Soils. Sun means at least 6 hours including the hot midday sun. All drought-tolerant plants need water, but have evolved ways to retain it or roots to reach for it. Generally, well-drained sandy soils are suitable for these scrub species. Give them deep watering until the roots take hold. Wilting leaves or more subtle signs may help you see when they need water.
showy crowns of yellow flowers. Craig Heugel, author and one of Florida's most experienced native landscapers, says that they are easy to grow. Since they don't bloom year-round you may want to establish them with other scrub natives that also like open sand in full sun. This species is only occasionally available from native nurseries. You may need to hunt for it or request it.
dawn flower, Stylisma villosa, is a creeping wildflower of the morning-glory family just 3-6" above the sand with white blooms from spring to fall. This species is grown by enthusiasts, meaning you will have to ask among nurseries and members to find it. Think of yourselves as pioneers of urban native landscaping. We are the ones who will discover and demonstrate a few valued species for each light and moisture zone in the landscape. So far, there aren't enough of us developing innovative native landscaping to support these additional species in the commercial trade.
recommendation for scrub-like locations is Walter's ground cherry, Physalis walteri. It is relatively easy to grow and available at many native nurseries. Usually under one foot tall with gray-green fuzzy leaves, this plant produces pale yellow bell-like flowers and a cherry-like fruit in a husk. It is edible when ripe yellow and pleasantly so, but more like a tomatillo than a cherry. In our experience it sometimes disappears and then reappears (too little water, perhaps), but over time develops a nice patch.
you might try Whitemouth dayflower, Commelina erecta, which has bright blue flowers. Although the flower shrivels away in the afternoon, it blooms almost every day throughout the year to provide scattered "spots" of blue. It sprawls in a pleasant way among other small plants in sun. My own experience is that it prefers a moist soil, although I see it in dry scrub places in the wild. You might see if you can establish it on a drier site. Don't confuse it with Common dayflower, Commelina diffusa var. diffuse. Whitemouth dayflower has the white lower petal (mouth) and two big blue Mickey Mouse ears, making the bloom larger and more attractive than the ubiquitous non-native. You can find this wildflower at some native nurseries. Other members will share it, as it easily roots along the stem.
Below are a few of our favorites that prefer Sun with Average Moisture Soils. There are about three dozen such and perhaps a dozen of them are available at native nurseries. Check the Broward Landscape List on our Broward Chapter home page to see all the other short species for the Sun – Average Soil zone.
Beach morning-glory, Ipomoea imperati, for being tough, having attractive shiny green foliage, and for its big, bright-white morning-glory flowers. It blooms spring to fall. Ours is roadside in gravel and occasionally flattened by tires, yet it survives. With kinder treatment the dense ground cover should crowd out weeds. It may remind you of Railroad vine, except these vines are 5 feet, not 50 feet, and the foliage is denser and darker. Sadly, it is not common in native nurseries, although it is grown in the trade. Request it, buy it, and tell your friends if you like it.
short-in-the-sun favorite is Low rattlebox, Crotalaria pumila. We have seen it in beautiful large yellow patches about 6" high and 20 feet broad in the scrub preserves of Broward. With part sun it survives and blooms, but it is not dense and not at its best in shade. It blooms throughout the year with the potential to grow a thick showy patch. The blue-green leaves may provide a bit of color contrast. It is easy to grow and occasionally available in native nurseries. It grows from seed, but no one we know has collected it from local cultivated plants. Don't confuse this species with about ten other Crotalaria, both native and non-native and many much larger.
one will take patience because it is so diminutive, Pink purslane or Kiss-me-quick, Portulaca pilosa. It is a native purslane with a bright pink, but tiny blossom. Because it is common in dry, sandy unkept lawns, people who have noticed it may think of it as a weed. At first I had trouble transplanting it to a rock garden in full sun, but discovered it can be done if you take care to bring all the roots with it and quickly water it deeply. A few more deep waterings may be enough to establish it. Later, it seems to thrive on a bit of neglect. The narrow succulent leaves become dull and a bit shriveled when too dry, but recover quickly with water.
You may need a magnifier to see this and you will certainly need to be on your knees. If you ever wanted a miniature garden, this is your plant. It apparently spreads by seed. I asked my neighbor if she would mind my taking a few from her sandy front yard where the riding mower tears them up. She was happy to give me her "weed" and polite enough not to laugh. We don't know if nurseries sell it. Look in your yard. You may just need to stop treating it like a weed. Try to establish a patch big enough for people to notice in a place of prominence. People wild about succulents will like this wild succulent.
So there you go, short plants in sun in yellow, blue, pink, and white. So few people have tried innovative landscapes with these species that we could find no good landscape photographs. Because they are small, we need them en masse to make a show in the urban landscape. Try your hand at growing them, take photos, and share plants with our local nurseries. One day these short plants in sun, used artfully here and there, might be a landscape more beautiful than lawn.
The Broward Chapter is on Facebook. Like us. Participate in the conversation.
Speaker events are on 2nd Wednesdays at 7 pm at Secret Woods.
so always check the Calendar and check again for last minute trip updates.
Visit Coontie.org for a wealth of information about local plants.
Copyright © 2017 Broward Chapter of the Florida Native Plant Society, All rights reserved.