UK Ferry Pilot Down
Jim Beaton
The ref to the Glasgow Flying Club reminds me that Jim was a champion waterskier in his youth. The fact that he hadn't learned to swim never deterred him in his chosen sport.
I met Jim in the early '70's when we were both associated with the Lake Amphibian in Glasgow, a 'gentle'man with a passion for flying.
Not the way most of us would choose to go but do you ever get a choice.
RIP old chum.
I met Jim in the early '70's when we were both associated with the Lake Amphibian in Glasgow, a 'gentle'man with a passion for flying.
Not the way most of us would choose to go but do you ever get a choice.
RIP old chum.
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UK Service postponed
Jims wife is going out to the USA with her daughter. Jim will be cremated there and his ashes will be in their care.
It was their intention to then fly to Glasgow and have a service and celebration of his life but Maureen his wife has decided to postpone this part till the early spring.
Her daughter lives in France so they will both go there for a few weeks.
With the bad weather Maureen feels that she would rather organise a celebration of his life and scattering of his ashes up in Scotland at a later date and asked me to post this fact here.
Pace
It was their intention to then fly to Glasgow and have a service and celebration of his life but Maureen his wife has decided to postpone this part till the early spring.
Her daughter lives in France so they will both go there for a few weeks.
With the bad weather Maureen feels that she would rather organise a celebration of his life and scattering of his ashes up in Scotland at a later date and asked me to post this fact here.
Pace
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UK Ferry Pilot Down
Here are te NTSB's preliminary findings.
NTSB Identification: ERA10LA105
14 CFR Part 91: General Aviation
Accident occurred Monday, January 04, 2010 in Greenbush, ME
Aircraft: CESSNA 172S, registration: N5118J
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On January 4, 2010, at 1153 eastern standard time, a Cessna 172S, N5118J, owned and operated by American King Air Services Inc., was substantially damaged when it impacted the Penobscot River, near Greenbush, Maine. The certificated commercial pilot was killed. Instrument meteorological conditions prevailed and an instrument flight rules flight plan was filed for the planned flight to Goose Bay Airport (CYYR), Goose Bay, Newfoundland, Canada. The flight originated from Bangor International Airport (KGBR), Bangor, Maine, about 1130. The ferry flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
According to preliminary information from the Federal Aviation Administration (FAA), the operator intended to ultimately deliver the airplane to a customer in Russia. Additional fuel tanks were installed at KBGR for a flight across the Atlantic Ocean. About 25 miles north of KBGR, while in cruise flight at 5,000 feet mean sea level (msl), the pilot requested a higher altitude due to turbulence. Air traffic control (ATC) cleared the flight to 6,000 feet; however, the airplane began to descend. ATC then instructed the pilot to maintain at least 3,000 feet. The pilot replied that he was trying, and ATC subsequently provided the pilot with a vector to divert to Dewitt Field (KOLD), Old Town, Maine. No further transmissions were received from the accident airplane.
Radar data depicted the accident airplane reverse course toward the direction of KOLD and descend. Additionally, a witness reported that the airplane flew overhead about 100 to 200 feet above ground level (agl), with continuous engine noise, until the sound of impact.
The airplane impacted the Penobscot River near Olamon Island, and was subsequently recovered for further examination by an FAA inspector and a representative from the airplane manufacturer.
The reported weather at KBGR, at 1153, was: wind from 330 degrees at 16 knots, gusting to 20 knots; visibility 2 miles in light snow; ceiling 1,500 feet broken; ceiling 2,500 feet overcast; temperature 2 degrees Celsius; dew point –1 degree Celsius; altimeter 29.36 inches of mercury.
Airmen's meteorological information (AIRMET) Zulu was in effect for the time of the accident. The AIRMET advised of moderate ice below 13,000 feet with the freezing level ranging between the surface and 2,500 feet.
NTSB Identification: ERA10LA105
14 CFR Part 91: General Aviation
Accident occurred Monday, January 04, 2010 in Greenbush, ME
Aircraft: CESSNA 172S, registration: N5118J
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On January 4, 2010, at 1153 eastern standard time, a Cessna 172S, N5118J, owned and operated by American King Air Services Inc., was substantially damaged when it impacted the Penobscot River, near Greenbush, Maine. The certificated commercial pilot was killed. Instrument meteorological conditions prevailed and an instrument flight rules flight plan was filed for the planned flight to Goose Bay Airport (CYYR), Goose Bay, Newfoundland, Canada. The flight originated from Bangor International Airport (KGBR), Bangor, Maine, about 1130. The ferry flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
According to preliminary information from the Federal Aviation Administration (FAA), the operator intended to ultimately deliver the airplane to a customer in Russia. Additional fuel tanks were installed at KBGR for a flight across the Atlantic Ocean. About 25 miles north of KBGR, while in cruise flight at 5,000 feet mean sea level (msl), the pilot requested a higher altitude due to turbulence. Air traffic control (ATC) cleared the flight to 6,000 feet; however, the airplane began to descend. ATC then instructed the pilot to maintain at least 3,000 feet. The pilot replied that he was trying, and ATC subsequently provided the pilot with a vector to divert to Dewitt Field (KOLD), Old Town, Maine. No further transmissions were received from the accident airplane.
Radar data depicted the accident airplane reverse course toward the direction of KOLD and descend. Additionally, a witness reported that the airplane flew overhead about 100 to 200 feet above ground level (agl), with continuous engine noise, until the sound of impact.
The airplane impacted the Penobscot River near Olamon Island, and was subsequently recovered for further examination by an FAA inspector and a representative from the airplane manufacturer.
The reported weather at KBGR, at 1153, was: wind from 330 degrees at 16 knots, gusting to 20 knots; visibility 2 miles in light snow; ceiling 1,500 feet broken; ceiling 2,500 feet overcast; temperature 2 degrees Celsius; dew point –1 degree Celsius; altimeter 29.36 inches of mercury.
Airmen's meteorological information (AIRMET) Zulu was in effect for the time of the accident. The AIRMET advised of moderate ice below 13,000 feet with the freezing level ranging between the surface and 2,500 feet.
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Jim Beaton
I'm very sad to hear of Jim's death, I was with Jim 21:04:74 when he sent me on my first solo. Jim was a very fine instructor, he will be saddly missed.
Bob
Bob
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UK Ferry Pilot Down
I was actually in Bangor last weekend having a ferry tank fitted and the wreckage was in the hangar. It was very sad. I was stuck four days awaiting paperwork so four of us ferry pilots from different companies hired a car and drove out to the crash scene to pay our respects.
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Having flown the same route in winter around a dozen times or so, with no disrespect to this very accomplished, highly experienced and no doubt extremely capable pilot, just why does someone take off into known moderate icing for an extended flight in an aircraft with such limited capabilities when they can remain safely on the ground waiting for the weather to clear ? I know there are hotel bills to pay and limited earnings ability in this type of work but none of that has any effect on the pure physics of flight....That Wx report didn't even suggest a marginal risk... it was clearly a no go for that a/c.
Morton Thyokol discovered this fact after pressuring their engineers to allow the go-ahead for Challenger.
Sad loss of a well loved man that caused much suffering to family and friends...
We all suffer the pressures to get airborne but suffering is best done on the safety of the ground.
We're all loathed to criticise someone who's paid such a high price for failure but let us at least learn the lesson.
Morton Thyokol discovered this fact after pressuring their engineers to allow the go-ahead for Challenger.
Sad loss of a well loved man that caused much suffering to family and friends...
We all suffer the pressures to get airborne but suffering is best done on the safety of the ground.
We're all loathed to criticise someone who's paid such a high price for failure but let us at least learn the lesson.
Last edited by MungoP; 12th May 2010 at 14:45. Reason: sp
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just why does someone take off into known moderate icing for an extended flight in an aircraft with such limited capabilities
Jim was a very good friend so I will not make this a conversation piece.
We all know of the dangers of "get there Itis" which refers to pilots who press on into worsening conditions hoping for an improvement rather than turning back.
There is another threat called "lets have a look Itis". which means maybe the icing isnt as bad as I fear? Maybe I can get on top and stay there? maybe I can find a large layer and stay in between? Add to this "I will have a look and if no good do a 180 and go back".
The problem with that is that maybe the conditions turn out to be so bad that the 180 and go back isnt an option?
So this is a response to your question rather than an opinion on this particular tragedy.
Pace
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Very sorry at the loss of a friend... over the years I've lost 9 friends in aviation accidents and wondered at the time just why they did this or that... or even attempted the flight. I, like many have been faced with a similar situation to this pilot, not once but dozens of times... My response was to climb while staying in the vicinity of the airfield... If I hadn't reached a clear safe altitude before succumbing to icing problems I'd be in a position to return while able to keep the speed up...
Once again... very sorry for your loss of a friend.
Once again... very sorry for your loss of a friend.
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Mungo
Jim was a very good friend so I will not make this a conversation piece.
We all know of the dangers of "get there Itis" which refers to pilots who press on into worsening conditions hoping for an improvement rather than turning back.
There is another threat called "lets have a look Itis". which means maybe the icing isnt as bad as I fear? Maybe I can get on top and stay there? maybe I can find a large layer and stay in between? Add to this "I will have a look and if no good do a 180 and go back".
The problem with that is that maybe the conditions turn out to be so bad that the 180 and go back isnt an option?
So this is a response to your question rather than an opinion on this particular tragedy.
Pace
Jim was a very good friend so I will not make this a conversation piece.
We all know of the dangers of "get there Itis" which refers to pilots who press on into worsening conditions hoping for an improvement rather than turning back.
There is another threat called "lets have a look Itis". which means maybe the icing isnt as bad as I fear? Maybe I can get on top and stay there? maybe I can find a large layer and stay in between? Add to this "I will have a look and if no good do a 180 and go back".
The problem with that is that maybe the conditions turn out to be so bad that the 180 and go back isnt an option?
So this is a response to your question rather than an opinion on this particular tragedy.
Pace
I'm a documentary maker looking for people working and living around Gloucestershire airport from 1990-2000.
I'm looking for people who've been in contact with following persons : James Beaton, Michael Roberts. This is not
to investigate the crash discussed in this forum but for a documentary about another person who has been active
at the airport at that time.
If anybody could help me with information, you can contact me plz
Felix
Last edited by FelixAlberik; 6th Jul 2020 at 20:51.
