Thursday, October 13, 2011

Summerville, South Carolina: College student earns solo privileges in her grandfather’s airplane.

Camille McCoy, a student at the University of South Carolina and resident of Summerville, recently completed the requirements to fly solo in an airplane.

Camille is from a flying family. Her father, Brian McCoy, is a retired airline pilot, and her grandfather, John Doscher, is also a long time pilot in the Summerville area.

Early this summer Camille expressed an interest in learning to fly. Her grandfather agreed to allow her to use his classic Cessna 172 for lessons.

Prior to being allowed to solo, Camille had to gain knowledge about weather, regulations, aerodynamics and the specific of the airplane. She was also required to demonstrate proficiency in various flight maneuvers and aeronautical decision-making.

After completing all these requirements, Camille soloed at the Summerville airport on Aug. 2.

Camille plans to continue her training as her college schedule permits to complete her Private Pilot license as soon as possible.

Civil Air Patrol to withhold services from Horry County, South Carolina.

The commander of the Myrtle Beach unit of the Civil Air Patrol said Thursday that it will no longer provide certain aerial support for Horry County after he was charged in an incident that involved his taking a laser from a 12-year-old boy who aimed it at motorists.

The Civil Air Patrol has existed in the Myrtle Beach area more than 30 years and has provided Horry County assistance in instances involving offshore missing persons, forest fire, and searches for downed aircraft.

But Stephen Teachout said that because the charges have been filed against him the Myrtle Beach wing of the Civil Air Patrol, which he said currently has three pilots, will no longer take calls, indefinitely, from Horry County for help with such things as offshore missing person, forest fire, etc.

He said a commander can choose whether to provide such services for an area; he said federal needs include assisting with a search and rescue of a down aircraft.

The decision comes after Teachout was charged Wednesday with third-degree assault and petty larceny, said Sgt. Robert Kegler with the Horry County Police Department.

He was charged after the 12-year-old boy’s parents wanted charges pursued.

The boy was issued a juvenile summons for public disorderly conduct for his role in the incident.

“This is ridiculous,” said Teachout. “There can’t be two victims in a victimless crime. I support Horry County, but if they don’t have [the pilots’] backs than no thanks. We don’t need to be here.”

According to a police report, the boy told an Horry County officer that he was standing in his yard in Garden City Sunday night when he pointed a laser toward people on a motorcycle, moped, and a stand up scooter at the corner of Cypress Avenue and Elizabeth Drive.

The boy said Teachout got off the scooter, went into the boy’s yard, grabbed him by his arm and took the green laser away from him.

Teachout then jumped back on the scooter and drove down Elizabeth Avenue, the boy told police.

The officer, who later recovered the laser from someone who witnessed the incident and who Teachout had given the laser to, contacted Teachout by telephone about the incident.

Teachout told the officer that the boy had shined the laser into his eyes and that he was taking it from the boy “just like he would take a baseball bat from someone if they was [sic] assaulting him.”

The officer, who said Teachout told him several times that he was a pilot for the Civil Air Patrol of Horry County, stopped Teachout because the phone call had gone from an interview to where Miranda Rights became an issue.

Officials with the S.C. Wing of the Civil Air Patrol could not be reached for comments. And Horry County Emergency Management officials said they could not really say what affect ceasing services could have on Horry County.

The Civil Air Patrol is a non-profit, humanitarian organization with 60,000 members nationwide, according to the website of the Myrtle Beach Composite Squadron, which is a unit of the South Carolina Wing, Civil Air Patrol. The Civil Air Patrol is the official civilian auxiliary of the U.S. Air Force.

“The biggest thing with pilots is safety,” said Teachout, who has been the local Civil Air Patrol commander for 1 1/2 years.

The lasers, on the other hand, have been an issue that several area municipalities – including Myrtle Beach and North Myrtle Beach - have been addressing following complaints.

Area officials have been expressed about the lasers being pointed at airplanes and tourists have complained about them being a nuisance.

Women pilot says Pakistan International Airlines officers sexually harassing subordinates

LAHORE: A woman pilot of the Pakistan International Airlines has accused senior officers of the state-run carrier of "sexually harassing" female subordinates and co-workers.

Captain Riffat Haee alleged senior officers of the PIA used to harass female pilots and other workers.

The female workers faced problems like withholding of promotion and even demotion if they refused to fulfil the "demands" of such officers, she further alleged.

She pointed out that she had complained to the PIA's standing committee on women's development but no action had been taken so far.

Acting on a petition filed by Haee, the Lahore high court on Wednesday sought a response to her allegations from PIA's managing director and other authorities.

The court, after hearing initial arguments in the case, issued notices to the managing director and other respondents and directed them to file their replies within two weeks.

Haee asked the court to take action against PIA officers responsible for harassing their female colleagues under a law against sexual harassment of women at workplaces.
The Lahore High Court here on Wednesday sought a reply from the administration of Pakistan International Airlines in a petition filed against alleged sexual harassment the women pilots face in the national carrier. The petitioner, Captain Riffat Haye, alleged that officials caused sexual harassment to women pilots during flights or in offices.

And if their demands are not met they create hurdles towards their promotions. She claimed that she had also submitted a complaint with PIA women development standing committee but no action was taken. She prayed that action should be taken against those found guilty under the law against women harassment.

Government Accountability Office: New FAA error-reporting system may actually increase risks

By Mike M. Ahlers, CNN
updated 9:52 PM EST, Thu October 13, 2011
  • FAA's non-punitive reporting system took effect in July 2009
  • Since then, controller errors leading to near collisions have risen dramatically
  • GAO says system may reduce personal accountability, "risk-averse" behavior
  • FAA, controllers union issue statements supporting the reporting system
Washington (CNN) -- A steep increase in errors by air traffic controllers in the past three years could simply be the result of a new non-punitive reporting system. But it's also possible the new reporting system could be inadvertently hiding the full extent of the problem, or even contributing to it, congressional overseers said Thursday.

At issue are Federal Aviation Administration statistics which appear to show a startling jump in safety incidents, including near collisions in the air and on the ground. Notably, the GAO says, air traffic controller errors have increased 53% in the "tower" area, generally within five miles of the airport, and 166% in the "approach" area, within 40 miles of the airport, between 2008 and 2011.

The FAA says the jump coincides with a new non-punitive reporting system which took effect in July 2009, which encourages air traffic controllers to voluntarily report errors so that dangerous patterns can be identified and the system can be made safer.

But a report by the Government Accountability Office -- the watchdog arm of Congress -- questions that assertion.

The GAO says the new system, which protects controllers who report efforts from legal or disciplinary action, also may reduce personal accountability and "may make some air traffic controllers less risk averse in certain situations."

In addition, because controllers now can satisfy reporting requirements by filing a report through the non-punitive system instead of directly to their FAA supervisions, "it is possible that some incidents... are now being reported only to the (non-punitive program), thus decreasing the number of incidents reported to FAA," the report says.

The GAO says that 65 percent of the errors reported through the non-punitive program were unknown to the FAA, although FAA officials said that a large proportion of unknown incidents are likely to be minor.

The study comes at a time of remarkable aviation safety in the United States, at least in the area of commercial aviation. There have been no fatal accidents involving U.S. carriers in 2011. The last major crash -- the Feb. 12, 2009, crash of Colgan Air flight 3407 near Buffalo, NY -- was blamed on pilot error, not on air traffic controllers.

Rep. John Mica, R-Florida, one of six Congress members who requested the GAO study, said the increase in air traffic controller errors raises significant concerns.

"Airlines and FAA controllers alike share credit for the safety record we enjoy today," Mica said. "However, the recent uptick in near miss events is a precursor to tragedy."

The FAA and the controllers' union on Thursday both issued statements endorsing the non-punitive reporting system.

The system "has produced a wealth of information to help the FAA identify potential risks in the system and make corrections," FAA spokeswoman Laura Brown said. "More information will help us find problems and take action before an accident happens."

"The most important piece of the GAO study is this: the 'FAA has taken several steps to further improve safety at and around airports," said Paul Rinaldi, president of the National Air Traffic Controllers Association.

Pietenpol Air Camper, N762S: Accident occurred October 13, 2011 at Smith Ranch Airport in San Rafael, California

NTSB Identification: WPR12LA009 .
14 CFR Part 91: General Aviation
Accident occurred Thursday, October 13, 2011 in San Rafael, CA
Probable Cause Approval Date: 05/15/2012
Injuries: 1 Uninjured.

NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

During the takeoff climb, the engine lost all power. The pilot began troubleshooting steps but was unable to increase the engine power and subsequently performed a forced landing into a marsh. Postaccident examination revealed that the fuel tank supply line screen had been installed at the fuel sump outlet instead of the fuel line outlet, which allowed unfiltered fuel to flow to the carburetor. An elbow fitting in the fuel supply line was partially occluded with plastic fragments and residential pipe sealant tape. Although fuel was found in the gascolator, the high-wing fuel tank design was such that the gascolator most likely filled with fuel via the partially blocked line after the accident.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
A total loss of engine power during the takeoff climb due to fuel starvation, which resulted from the incorrect installation location of the fuel tank supply line screen that allowed debris to partially block the fuel supply line.


On October 13, 2011, about 1615 Pacific daylight time, an experimental amateur-built Pietenpol Aircamper, N762S, force landed after a loss of engine power during takeoff from San Rafael Airport, San Rafael, California. The pilot was operating the airplane under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. The student sport pilot, sole occupant, was not injured. The airplane sustained substantial damage. The local flight departed San Rafael at 1614. Visual meteorological conditions prevailed, and no flight plan had been filed.

Prior to departure, the pilot performed an uneventful carburetor heat and magneto check. He intended to perform practice touch-and-go landings, and during the takeoff climb, the engine speed reduced to idle. He cycled the throttle control, and the engine sputtered. After performing troubleshooting steps, he was unable to increase the engine power. As the airplane began to descend, the pilot maneuvered it under a set of power transmission lines, and performed a forced landing into a marsh. The airplane sustained substantial damage to the lift struts and wings during the accident sequence.

The airplane was of the high-wing parasol type, and was equipped with a Continental O-200 series engine, which was recently installed, and had accrued 23.5 flight hours since overhaul. The airplane was built in 1991, and purchased by the pilot in June 2011.

A fire chief who responded to the accident site, reported that fuel was present in the fuel tank. The airplane was recovered, and an examination was performed by a Federal Aviation Administration (FAA) inspector. Fuel was present in the gascolator, which was free of water. The engine controls were continuous from the cabin through to their respective engine fittings. The carburetor air induction system was free of obstructions; the magnetos were intact, and remained firmly attached to their mounting pads.

Airplane disassembly revealed that the fuel tank screen had been installed over the fuel sump outlet, instead of the fuel line outlet. The elbow fitting below the fuel supply line was subsequently examined, and appeared to be partially occluded with debris. The fitting was examined by the NTSB investigator-in-charge, and contained two 1/4-inch-long epoxy-like fragments, and a wad of material similar in appearance to Teflon pipe sealing tape

SAN RAFAEL, Calif. -- A small plane crashed Thursday afternoon in Marin County, San Rafael Fire Chief Chris Gray said.

The plane went down near the San Rafael Airport at about 4 p.m., he said, and San Rafael fire and rescue units found the plane in a marshy area near McInnis Park Golf Center.

Gray said it appeared that the plane did not hit any structures.

The pilot was the only person aboard the plane, and Gray said at 4:25 p.m. that his condition was being assessed by paramedics.

The cause of the crash had not yet been identified, he said.

SAN RAFAEL -- A pilot taking off from the Smith Ranch Airport in San Rafael this afternoon ditched his plane in a marsh just after takeoff, the Marin County Sheriff's Office said.

The pilot, an unnamed 65-year Novato resident, had just taken off in his self-built GN1 Air Camper at about 4 p.m. when he experienced engine trouble.

He landed in the march uninjured, with moderate damage to the plane, according to Lt. Barry Heying in a media release.

The pilot then climbed out of the plane and walked back to the airport, where responding emergency personnel located him.

The National Safety Board said there will be no investigation into the crash, Heying said.

Videos: Plane makes emergency landing - Mount Pleasant, South Carolina.

The Mount Pleasant Police Department tell News 2 that just after 2pm Thursday they responded to a possible airplane crash near East Cooper Airport.

It was eventually discovered the plane had made an emergency landing in the marsh southwest of the airport near Rivertowne subdivision.

Both occupants were found to be safe and uninjured they were transported from the scene with assistance of the Charleston County Sheriff's Office.

3 plucked from Long Island Sound in Rye after surging waters strand them on rock while fishing

Three Queens residents stranded on a rock in Long Island Sound were rescued Wednesday afternoon Oct. 12, 2011, by the Westchester County Police Aviation Unit and marine units from the Rye and Greenwich, Conn., police departments. 

RYE — As choppy waters rose around them, three Queens residents stranded on a rock in Long Island Sound were rescued Wednesday afternoon by the Westchester County Police Aviation Unit and marine units from the Rye and Greenwich, Conn., police departments, authorities said.

The harrowing rescue effort came after the trio — a woman and two men — walked out to a rocky outcropping at low tide to do some fishing off Oakland Beach in Rye, county police spokesman Kieran O'Leary said. The three became trapped when the tide surged in faster than they expected and the surf turned rough, stranding them about 50 yards offshore.

Officers from Rye and Greenwich responded about 11:45 a.m.

"Four- to six-foot swells, coupled with the rocky area where the trio was stranded, made the rescue effort difficult," O'Leary said.

The woman was eventually taken aboard the Rye police boat, manned by officers Michael Kenny and Mauricio Gomez. Rye officers also tossed life vests to the two men.

The Westchester County police helicopter moved in as the tide closed around the two fishermen, submerging the small spot where they stood. Detective Christopher Lieberman, the Aviation Unit's chief pilot, hovered the aircraft at the water's surface while police officer Michael Brady went out on the aircraft's skids and hauled one of the men into the helicopter.

The second man lost his footing and fell into the water but stayed afloat with the life vest. Lieberman repositioned the aircraft as the man drifted away, and Brady was able to reach that man and pull him up and into the helicopter as well, O'Leary said.

Marine police units from Greenwich, Rye, NY, Westchester County Police battled the wind-shipped waters of Long Island Sound to rescue three fishermen stranded on a rock off the coast of Rye, late Wednesday morning.

According to a Rye Police report, Martin Butler of Philips Lane, called about 12:42 p.m. to report three people stranded on the rock and were being swamped by the incoming tide. The trio - a woman and two men clad in rain gear - were spotted near 16 Philips Ln.

Greenwich Marine Police Sgt. James Bonney said the 30 mph winds created 8-foot seas which hampered the efforts of the GPD police boat to arrive at the scene, about a quarter-mile from Rye Playland. He said Rye called Greenwich for assistance and it took nearly a half-hour to make the trip. Rye Police officer Michael Kenny hopped onto the 34-foot Greenwich Police boat to help negotiate it along the rocky shoreline.

Bonney said that he threw three life jackets to the victims. "They launched me in an 8-foot dinghy to get the woman on the rocks. She was in the boat but we were swamped by a wave," Bonney said. The unidentified woman was pulled out by Greenwich officers Joh Repik and Frank Di Pietro. She was transferred to a US Coast Guard rescue boat and brought to shore, Bonney said.

The two unidentified men were plucked from the waters by a Westchester County Police Department Aviation unit. All three were brought to a local hospital for treatment of exposure.

Bonney estimated the water temperature to be 67 degrees. "But with 25 knot winds - 30 mph winds, you get cold." He added, "With the east winds, it's frickin' rough, waves crashing over the top of our boat."

According to Kieran O'Leary of the Westchester County Office of Communications, said the fishermen apparently walked from Rye Town Park out to a rock to fish.

Socata TBM700N (TBM850), SV Leasing Company of Florida, N37SV: Accident occurred October 12, 2011 in Hollywood, Florida

NTSB Identification: ERA12FA023
 14 CFR Part 91: General Aviation
Accident occurred Wednesday, October 12, 2011 in Hollywood, FL
Probable Cause Approval Date: 04/10/2014
Aircraft: SOCATA TBM 700, registration: N37SV
Injuries: 2 Minor.

NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

In anticipation of the maintenance test flight, a about 72 gallons of fuel was added to the left fuel tank to balance the fuel load. During the preflight, the pilot noted that the left tank had 105 gallons and that the right tank had 108 gallons. Because of the fuel level indications, the pilot did not visually inspect the tanks; even if he had done so the wing dihedral would have prevented him from seeing the fuel level. About 20 minutes after takeoff, the pilot received the first annunciation of “Fuel Low R,” which lasted for about 10 seconds then went out. This indicates the fuel quantity is less than or equal to 9 gallons of usable fuel in the right tank. The pilot attributed this to a malfunction of the low fuel level sensor, since the fuel gauge showed about 98 gallons of fuel. He instructed the right front seat occupant (the mechanic) to make a note so the sensor would be replaced after the flight.

Shortly thereafter, the amber “Fuel Unbalance” illuminated, and indicated that the right fuel quantity was greater than the left; as a result the pilot switched the fuel selector to the right tank. He then initiated a descent to 10,000 feet to perform system checks, and after levelling off at that altitude for about 15 minutes, received a second “Fuel Low R” annunciation; he verified that the fuel selector automatically switched to the left tank and noted that the message went out after about 10 seconds. Either before or during a descent to 4,000 feet, the second “Fuel Unbalance” annunciation occurred. The right tank again depicted a greater quantity of fuel, so the pilot again switched the fuel selector to the right tank. The flight continued to a nearby airport, where the pilot terminated an instrument approach with a low approach. The flight then proceeded to the destination airport and entered the traffic pattern on a left downwind leg.. While on the downwind leg, the pilot received the third “Fuel Unbalance” annunciation and at this time the left fuel gauge indicated 55 gallons while the right fuel gauge indicated 74 gallons. Because he intended to land within a few minutes, the pilot manually selected the fullest (right) tank, then turned to base then final. While at 800 feet on final approach, the red warning message “Fuel Press” illuminated and the engine lost all power. Attempts to restore engine power were unsuccessful. Unable to reach the airport, the pilot landed on a nearby turnpike. Both fuel tanks were breached, and fuel leakage, likely from the left fuel tank, was noted at the site. Inspection of the fuel outlet filter on the engine and the fuel sequencer reservoir considered an airframe item revealed both contained minimal fuel consistent with fuel starvation from the right fuel tank that actually did not contain an adequate supply of fuel. 

Postaccident operational testing of the engine revealed no evidence of preimpact failure or malfunction that would have resulted in the loss of power. Examination and testing of the right fuel gauge harness revealed that a high impedance shielded cable was not correctly soldered to the shielding braid when the airplane was manufactured, which resulted in erroneous high readings of the fuel quantity in the right tank. Several opportunities existed to detect the fuel quantity errors in the right tank during the airplane’s 600-hour and annual inspection, which was signed off the day before. Several times during the inspection, electrical power was applied and different fuel quantities for the right tank were displayed, yet nothing was done to determine the reason for the different fuel indications. For example, 41 gallons was displayed, yet 70 gallons was drained; the fuel was returned to the tank after maintenance, yet the gauge showed 51 gallons, and after a post-maintenance run was performed, the gauge showed over 140 gallons even though it hadn’t been fueled. Maintenance personnel incorrectly attributed the difference to fuel migration. Further, the pilot had the opportunity to terminate the test flight after multiple conflicting indications from the right tank, yet he continued the test flight, which resulted in fuel starvation.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot’s failure to terminate the flight after observing multiple conflicting errors associated with the inaccurate right fuel quantity indication. Contributing to the accident were the total loss of engine power due to fuel starvation from the right tank, the inadequate manufacturing of the right fuel gauge electrical harness, and failure of maintenance personnel to recognize and evaluate the reason for the changing fuel level in the right fuel tank.


On October 12, 2011, about 1334 eastern daylight time, a Socata TBM 700, N37SV, registered to SV Leasing Company of Florida, operated by SOCATA North America, Inc., sustained substantial damage during a forced landing on a highway near Hollywood, Florida, following total loss of engine power. Visual meteorological conditions prevailed at the time and an instrument flight rules (IFR) flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 maintenance test flight from North Perry Airport (HWO), Hollywood, Florida. The airline transport pilot and pilot-rated other crewmember sustained minor injuries; there were no ground injuries. The flight originated from HWO about 1216.

The purpose of the flight was a maintenance test flight following a 600 hour and annual inspection.

According to the right front seat occupant, in anticipation of the flight, he checked the fuel load by applying electrical power and noted the G1000 indicated the left fuel tank had approximately 36 gallons while the right fuel tank had approximately 108 gallons. In an effort to balance the fuel load with the indication of the right fuel tank, he added 72.4 gallons of fuel to the left fuel tank. At the start of the data recorded by the G1000 for the accident flight, the recorded capacity in the left fuel tank was approximately 105 gallons while the amount in the right fuel tank was approximately 108 gallons.

The PIC reported that because of the fuel load on-board, he could not see the level of fuel in the tanks; therefore, he did not visually check the fuel tanks. By cockpit indication, the left tank had approximately 105 gallons and the right tank had approximately 108 gallons. The flight departed HWO, but he could not recall the fuel selector position beneath the thrust lever quadrant. He further stated that the fuel selector switch on the overhead panel was in the "auto" position.

After takeoff, the flight climbed to flight level (FL) 280, and levelled off at that altitude about 20 minutes after takeoff. While at that altitude they received a "Fuel Low R" amber warning CAS message on the G1000. He checked the right fuel gauge which indicated 98 gallons, and confirmed that the fuel selector automatically switched to the left tank. After about 10 seconds the amber warning CAS message went out. He attributed the annunciation to be associated with a failure or malfunction of the sensor, and told the mechanic to write this issue down so it could be replaced after the flight. The flight continued and they received an amber warning CAS message, "Fuel Unbalance" which the right fuel tank had more fuel so he switched the fuel selector to supply fuel from the right tank to the engine. The G1000 indicates they remained at that altitude for approximately 8 minutes.
He then initiated a quick descent to 10,000 feet mean sea level (msl) and during the descent accelerated to Vmo to test the aural warning horn. They descended to and maintained 10,000 feet msl for about 15 minutes and at an unknown time, they received an amber warning CAS message "Fuel Low R." Once again he checked the right fuel gauge which indicated it had 92 gallons and confirmed that the fuel tank selector automatically switched to the left tank. After about 10 seconds the CAS message went out. Either just before or during descent to 4,000 feet, they received an amber CAS message "Fuel Unbalance." Because the right fuel gauge indicated the fullest tank was the right tank, he switched the fuel selector to supply fuel to the engine from the right tank.

The flight proceeded to the Opa-Locka Executive Airport, where he executed an ILS approach which terminated with a low approach. The pilot cancelled the IFR clearance and proceeded VFR towards HWO. While in contact with the HWO air traffic control tower, the flight was cleared to join the left downwind for runway 27L. Upon entering the downwind leg they received another amber CAS message "Fuel Unbalance" and at this time the left fuel gauge indicated 55 gallons while the right fuel gauge indicated 74 gallons. Because he intended on landing within a few minutes, he put the fuel selector to the manual position and switched to the fullest (right) tank.

Established on final approach to runway 27L at HWO with the gear down, flaps set to landing, and minimum speed requested by air traffic for separation (85 knots indicated airspeed). When the flight was at 800 feet, the red warning CAS message "Fuel Press" illuminated and the right seat occupant with his permission moved the auxiliary fuel boost pump switch from "Auto" to "On" while he, PIC manually moved the fuel selector to the left tank. In an effort to restore engine power he pushed the power lever and used the manual over-ride but with no change. Assured that the engine had quit, he put the condition lever to cutoff, the starter switch on, and then the condition lever to "Hi-Idle" attempting to perform an airstart. At 1332:42, a flightcrew member of the airplane advised the HWO ATCT, "…just lost the engine"; however, the controller did not reply.

The PIC stated that he looked to his left and noticed a clear area on part of the turnpike, so he banked left, and in anticipation of the forced landing, placed the power lever to idle, the condition lever to cutoff, the fuel tank selector to off, and put the electrical gang bar down to secure the airplane's electrical system. He elected to retract the landing gear in an effort to shorten the landing distance. The right front seat occupant reported that the airplane was landed in a southerly direction in the northbound lanes of the Florida Turnpike. There were no ground injuries.


The airplane was manufactured in 2008, by EADS Socata as model TBM 700, and was designated serial number 441. At the time of the accident, it was powered by a 850 horsepower Pratt & Whitney Canada PT6A-66D engine and equipped with a Hartzell HC-E4N-3/E9083 propeller with reverse capability.

The airplane's fuel system consists of a 150.5 gallon capacity wet wing fuel tank in each wing, with a resulting total usable capacity of 292 gallons. Fuel gauging is a capacitance type with 3 probes installed in each wing, and a low fuel sensor installed in each wing inboard of the inboard fuel probe, which provides a low level CAS messages when the fuel quantity remaining in the concerned tank is under about 9 U.S. gallons. The fuel probes are capacitors connected in parallel via electrical harness to the fuel amplifier (FCU) which in turn is connected electrically to the G1000 in the cockpit for display for the fuel tank readings.

Review of the maintenance records revealed an entry on August 4, 2010, indicating, "Troubleshoot right fuel quantity, found pin B at P61 connector loose, removed and replaced pin B at P61 connected as required, performed an operational check of right fuel quantity, system operates normal." The airplane total time at that time was recorded to be 451.1 hours. There was no other record of repair of the right fuel harness.

On September 29, 2011, the airplane was flown to HWO for compliance with an annual/600-Hour inspection. A pre-inspection engine run-up was performed and according to a fuel timeline provided by the maintenance facility, the reading for the fuel level in the right fuel tank at the completion of the run was recorded by the G1000 to be 41 gallons. On October 4, 2011, due to fuel leaking from 2 panels of the right wing, it was drained of fuel. A total of about 70 gallons of fuel were drained from the right fuel tank. The same day, electrical power was applied for about 43 seconds and during this time the right fuel quantity at the beginning and ending of the power-up was recorded to be approximately 11 gallons, though there was no remaining fuel in the fuel tank. The leaking panels were removed, repaired, and reinstalled. On October 5th, the fuel drained from the right tank were placed back into the right wing, and a post maintenance run-up was performed using only fuel from the right fuel tank. This was done in an effort to balance the fuel load. The G1000 recorded that at the completion of the engine run, the right fuel tank contained 51 gallons. The G1000 indicated power application 2 days later indicating the right fuel tank had approximately 143 gallons, despite the fact that it had not been fueled. Five days later, on October 12, 2011, the G1000 indicated power application for less than 30 seconds which indicated the right fuel tank had 107 gallons of fuel, while the left fuel tank had 35.5 gallons of fuel. No maintenance was done to evaluate the reason for the changing right fuel quantity.

Further review of the maintenance records revealed that the airplane was last inspected in accordance with a 600 hour inspection and annual inspection which was signed off as being completed the day before. The airplane total time at that time was recorded to be 593.4, while the airplane total time at the time of the accident was 595.2 hours.


The airplane was equipped with a Garmin G1000 Integrated Flight Deck, which is a collection of multiple avionics units which include flight displays. Each display has two SD card slots. The SD memory card was removed from the MFD and sent to the NTSB Vehicle Recorder Division for readout.

According to the NTSB Factual Report, the data was extracted normally and contained 59 log files. The event flight was recorded and contained approximately 1 hour and 38 minutes of data; the calculated sample time interval was 1.055 seconds per data record. A review of the recorded data with respect to the fuel level revealed that beginning about 1218, or about 2 minutes after takeoff until 1229, during which time the airplane was at FL190 and climbing to FL280, the fuel level indication for the left steadily decreased consistent with supplying fuel to the engine, while the fuel level indication for right varied with increases noted. The left fuel level remained steady from about 1229 until about 1245, indicative of fuel being provided from the right fuel tank. From about 1245 until about 1324, a steady decrease of the left fuel quantity was noted, while during the same period the right fuel quantity indication showed a general decline. At the end of the recorded data, the left fuel quantity was approximately 62 gallons, while the right fuel quantity was approximately 60 gallons. A copy of the report and data is contained in the NTSB public docket.


The NTSB did not immediately respond to the accident site; however, the NTSB did view the airplane during the recovery process. The approximate location of where the airplane came to rest was reported to be 25 degrees 59.845 minutes North latitude and 080 degrees 13.312 minutes West longitude, or approximately 4,338 feet and 94 degrees from the approach end of runway 27L (intended runway). The airplane was recovered for further examination. According to the recovery crew, fuel leakage was noted at the accident site; however, it was not determined what tank(s) the fuel leaked from, nor the amount of fuel leaked.

The airplane was formally inspected by NTSB on October 17 and 18, 2011. Also in attendance were representatives of the FAA, technical advisor from Daher-Socata, and Pratt & Whitney Canada. As first viewed, both wings and the horizontal stabilizer were removed. The fuselage was fractured circumferentially at frame 8.

Examination of the cockpit revealed the auxiliary fuel boost pump switch was in the "Auto" position, the manual fuel tank selector was in the "Off" position, and the fuel selector switch on the overhead panel was in the "Manual" position.

Testing of the airplane's fuel quantity indicating system was performed using the aircraft's battery for electrical power. The right wing which was empty of fuel was electrically connected while the wing was inverted. With the aircraft's battery power applied, the G1000 displayed red X's for fuel quantity for both sides. The G1000 indicated that the fuel used was 88 gallons, and the fuel remaining was 123 gallons. The left wing which was empty of fuel was then electrically connected in an upright position and with the aircraft's battery power applied, the G1000 displayed 108 gallons in the left wing on initial power up. The gallons decreased steadily over the next 10 minutes to 29 gallons when the test was terminated. The left and right wings were electrically connected in an upright position, and with aircraft's battery power applied, the G1000 displayed 33 gallons for the left fuel tank and the right fuel tank indicated red X's. With battery power applied and fuel selector switch on overhead panel in auto position, the G1000 displayed changing of the fuel selector position. The fuel sequencer was not in bypass; approximately 2 ounces of fuel were drained from the fuel sequence reservoir, which contained slight aluminum particles on the screen. With battery power applied, a fuel supply plumbed to the left wing root, and the fuel selector positioned to the left tank, fuel flow noted at the firewall fitting and no suction was noted at the right wing root fitting. With battery power applied, a fuel supply plumbed to the right wing root, and the fuel selector positioned to the right tank, fuel flow noted at the firewall fitting and no suction was noted at the left wing root fitting. The fuel amplifier was retained for further examination.

Examination of the left wing following fuel system testing revealed the fuel tank was breached, but there were no obstructions inside the fuel tank. The fuel tank outlet finger screen had a little fuzz material present. Both flapper valves were installed and noted to operate normally. The low fuel sensor, fuel probes, and electrical harnesses pertaining to fuel were noted to be installed correctly. The low fuel sensor, inner fuel probe, intermediate fuel probe, outer fuel probe, main fuel tank electrical harness, intermediate strap electrical harness, high and low fuel vent valves, and fuel check valve were removed for further examination.

Examination of the right wing following fuel system testing revealed the fuel tank was breached, but there were no obstructions inside the fuel tank. The fuel tank outlet finger screen had some debris. Both flapper valves were installed and operate normally. The low fuel sensor, fuel probes, and electrical harnesses pertaining to fuel were noted to be installed correctly. The low fuel sensor, inner fuel probe, intermediate fuel probe, outer fuel probe, main fuel tank electrical harness, intermediate strap electrical harness, high and low fuel vent valves, and fuel check valve were removed for further examination.

Cursory examination of the engine and propeller revealed all four propeller blades were bent aft. Rotation of the propeller by hand resulted in expected rotation of the power turbine assembly, while rotation of the compressor assembly resulted in expected rotation of all the Accessory Gearbox (AGB) drives. Examination of the fuel filter revealed the level of residual fuel in the bowl measured 0.400 inch. The propeller was removed from the engine which was removed from the airframe and shipped to Pratt & Whitney Engine Services (PWES) facility for engine operational testing.

Prior to operational testing of the engine with FAA oversight, borescope examination of it revealed no discrepancies. The engine was placed in a test cell as received and with FAA oversight, the engine was started and operated at various power settings for over 2.5 hours. Four parameters exceeded the Overhaul Manual tolerances for a zero time engine , but when the repair limits that factor in the engine's operating time were used, the only parameter out of tolerance was the inter turbine temperature (ITT), which can be adjusted with a trim class change. A copy of the report from the engine manufacturer is contained in the NTSB public docket.


According to the maintenance manual, a low level test, and indicator calibration on aircraft are not due until 1,500 hours and/or 4 years; therefore, these special inspection items were not performed during the last 600-Hour/Annual inspection.

According to section 3.8 of the Pilot's Operating Handbook (POH), in the event of annunciation of "Fuel Low R" as reported by the pilot occurring twice, the emergency procedures specify to check the corresponding gauge, check that the other tank has been automatically selected, and if not, place the fuel selector switch to manual and manually select the opposite tank of the indication. Section 3.8 of the POH also indicates that with respect to the red warning CAS message "Fuel Press" on, a fuel pressure drop at the high pressure engine pump inlet. The corrective action indicates to check the remaining fuel, move the fuel selector to the opposite tank, check the fuel pressure indication, and place the "Aux BP" fuel switch to the auto position.

The POH also indicates that the fuel selector automatically changes in-flight every 10 minutes, and the maximum dissymmetry is 15 U.S. gallons. When the first low level CAS message occurs, the sequencer immediately selects the other tank. The selected tank will operate until the second low level CAS message occurs. When both low level CAS messages are visible, the sequencer changes tanks every 1 minute 15 seconds. There are no procedures specified in the POH to deal with multiple conflicting fuel level annunciations from the same fuel tank.

Testing of the 3 capacitance fuel probes from each wing, the low fuel sensor from each wing, the fuel amplifier (FCU), the fuel check valves from each wing, the left fuel gauge harness and intermediate strap, the right fuel gauge harness and right intermediate strap were performed at the respective manufacturer's facility with oversight from personnel of Bureau d'Enquetes et d'Analyses (BEA), Bourget, France. The results of the examinations revealed no evidence of preimpact failure or malfunction.

Examination of the right fuel gauge harness, part number (P/N) T700G921201000100, serial number (S/N) 0110740 was performed at the manufacturer's facility BEA oversight, who also performed X-ray testing of the harness. An electrical continuity check revealed a discrepancy of pin B of the P60 and P61 harnesses. During the testing resistance values of several thousand Ohms were noted; however, during movement of the harness, the resistance value increased to more than 1 Million Ohms. Both harnesses were examined with an x-ray machine, the results of which were compared with the left harness, as well as to an exemplar harness. It was noted that the High Impedance shielded cable near the P60 connector appeared to be outside of the solder joint. The shielded wire on the P60 and P61 sides is a copper nickelled (kapton type) with a self-soldering sleeve adapted to this technology. A complete disassembly of the P60 harness was then performed which revealed that when the self-soldering sleeve was cut, the shielded HI wire was not correctly soldered to the shielding braid near the P60 connector during manufacturing; it was not complete. Testing of an exemplar harness duplicating the improper solder connection of the right harness was performed on an exemplar airplane with no fuel. During the testing, the right fuel quantity depicted the maximum value.

Personnel from the BEA reported that during research, starting with airplane serial number 434, new kapton type electrical wires were utilized for some of the fuel gauge harnesses. And although the manufacturing instructions were clear, one mistake was identified in the manufacturing process.


Post-Accident Corrective Actions

As a result of the initial finding of the investigation and the result of a second airplane with erroneous fuel indication issue, in October 2011, a representative of the airplane manufacturer sent an e-mail to all owners, operators, and network owners of TBM 700 and TBM 850 (market name for TBM 700) airplanes equipped with Garmin G1000 Integrated Flight Deck. The e-mail advised of 2 instances in which erroneous fuel indication occurred. The e-mail asked that before the next flight, document the quantity of fuel in each tank, and then fill each tank noting the amount. If a discrepancy exists, contact a maintenance center to correct the discrepancy. The issue involving the other airplane was attributed to be from an intermediate fuel probe.

Additionally, in March 2013, the airplane manufacturer developed technical note (TN) 70-014, titled Fuel Gauge Harness. This made it mandatory to replace the shielded cable on TBM 700 airplanes equipped with modification (MOD) MOD70-0176-00, affected airplanes were S/N's 434 through 440, and 442 through 450. The airplane manufacturer also changed their quality control procedure for fuel gauge harnesses for production airplanes, and implemented a specific box used for manufacturing fuel gauge harnesses.


Donato Pinto, 50, of Aventura was a passenger on the plane  

Socata TBM 700, N37SV
Accident occurred October 12, 2011 in Hollywood, Florida

For airplanes dealing with emergencies, South Florida's roadways have become runways.

Since 1990, planes have landed at least 18 times on highways, busy thoroughfares and residential streets, sometimes squeezing down in heavy traffic. With few cow pastures available amid the region's urban sprawl, the pilots had little other choice.

"It was the only option I had with the altitude I had," said Vincent Citrullo, a flight instructor, who, along with a student, crash-landed on Northeast 10th Street in Pompano Beach after their Cessna 172 lost power on Nov. 1.

In most cases, the planes, ranging from large cargo haulers to small trainers, were within a few miles of an airport. That's because engine failures usually occur right after takeoff or just before landing. Pilots say power changes at those stages of flight can trigger mechanical problems.

Only two of the accidents were fatal. In one, a Beechcraft King Air rammed into an Interstate 95 retaining wall while approaching Fort Lauderdale-Hollywood International Airport, killing the copilot in June 2001. In the other, a home-built plane crashed onto Yamato Road in Boca Raton, killing the pilot in September 2009.

Otherwise, aircraft-roadway incidents are rare, occuring on average less than once a year. General aviation planes make more than 800,000 takeoffs and landings regionwide.

In perhaps the most spectacular accident, pilot Charlie Riggs belly-flopped a DC-3 cargo plane down onto a quiet residential street in June 2005. That was shortly after the plane took off from Fort Lauderdale Executive Airport and its right engine failed.

The aircraft slid 100 yards, clipped six cars and exploded into flames, yet no one died, prompting some city officials to call it the Miracle on Northeast 56th Street. Riggs, 68, of Pembroke Pines, said he selected the little road because nearby Cypress Creek Road was too busy.

"The cars wouldn't have had a chance," he said. "They were going 40 and I'm doing 90 in the opposite direction."

In another high-profile incident, in September 2007, shortly after taking off from Fort Lauderdale Executive Airport, a cargo plane careened onto the shoulder of I-95 north of Commercial Boulevard. After the crash, the pilot sat in the open air, an eerie sight, as the cockpit had disintegrated.

More recently, pilot Alain Jaubert crash-landed a Socata TBM 700 on Florida's Turnpike near Hollywood Boulevard, after losing power on Oct. 12. At the time, the high-powered single-engine aircraft had been approaching North Perry Airport in Pembroke Pines. The pilot and a passenger were injured but no one on the ground was hurt.

Florida Highway Patrol Sgt. Mark Wysocky said because Jaubert aimed south onto the turnpike's northbound lanes, motorists were able to see the turbine-powered plane coming at them and get out of the way.

Indeed, in the vast majority of the roadway landings, the pilots were able to avoid hitting cars.

On the other hand, a twin-engine Piper Seneca clipped seven cars after crash-landing in rush hour traffic on I-95 in Boca Raton in July 2001. The pilot and a passenger suffered minor injuries, as did numerous motorists.

Whenever a plane lands on a road, or anywhere else off an airport, the Federal Aviation Administration investigates whether the pilot should face punitive action, said agency spokeswoman Kathleen Bergen.

"For example, if an aircraft runs out of fuel and the pilot is forced to land on a roadway, the pilot could be cited for not ensuring that the aircraft had enough fuel before making the flight," she said.

Because planes tend to be low to the ground when trouble strikes, pilots are forced to make snap decisions where to put down. Meanwhile, open land in South Florida has dwindled markedly in the past three decades.

For instance, in Broward County, where the majority of incidents have occurred, less than 11 square miles of agricultural land remain, a fraction of what it was before 1990, according to the University of Florida GeoPlan Center.

Just the same, in the event of power failure, student pilots are trained to look for the most wide-open area, not necessarily a road, said Terry Fensome, owner of Pelican Flight Training Center at North Perry Airport.

"The main thing is to put the plane down without hitting anything," he said.

The day after a small plane crashes into a major Florida highway, the first man on the scene recalls pulling the pilot and passenger out to safety. 

Carlos Parodi was on his way to work, traveling north on Florida’s Turnpike, when he saw the plane coming at him.

Having lost engine power, pilot Alain Jaubert was dangerously low in the sky, struggling to make it to nearby North Perry Airport.

“I thought it was either a movie or a stunt plane,’’ Parodi said Thursday.

The plane was nose down coming in fast. Suddenly it pulled up and banked sharply left.

But Parodi knew it was going to crash.

The single-engine plane plowed into the turnpike Wednesday afternoon, miraculously not hitting any of the vehicles heading north just shy of Hollywood Boulevard.

A day after the accident, Parodi, 62, recalled what went through his head as he saw the sliding plane heading straight for his truck.

He thought about putting the Ford-150 in reverse, but decided against it because he didn’t want to hit anyone behind him.

So he just watched, and opened his door, just in case the plane got too close, and he’d have to bail. It stopped about 30 feet in front of him with its nose to the median.

Parodi’s first thought: “There’s got to be people in there.”

He was nervous. He tried to call 911, but he dialed 411 instead. He hung up.

The plane was in bad shape — with broken wings and a bent propeller. There was gasoline all over the street.

A police officer stopped to help as well. Parodi ran to the plane, gasoline on his shoes. He went to the front of the wing and yelled at the pilot — Jaubert — to open the door. Jaubert was trying to get out of the back of the plane, but because it was cracked, he was trapped.

Parodi flipped the latch. The pilot’s face was bloody and gashed. The man in the passenger seat, Donato Pinto, was in worse shape.

“The other guy was moaning and groaning,” Parodi said, “he was in pain.’’

Although sirens from rescue vehicles announcing their proximity, Parodi said he was worried about the plane erupting into flames. He pulled Pinto out and supported the man, who was unable to walk.

Paramedics told him to lay Pinto in the back of his truck. Then, they put both passengers into stretchers and took them away.

“I just acted on instinct. I thought about the dangers involved and I went ahead and took a chance on the [plane] not blowing up,” Parodi said.

As of Thursday evening, Jaubert, 49, of Julos, France, and Pinto, 50, of Aventura, remained at Memorial Regional Hospital in Hollywood, where a trauma physician reported both men were in good condition and could move about, despite having suffered slight fractures in their lower backs.

The men, who were flying a distance of about 7 miles from Opa-locka Airport to North Perry, declined to speak with reporters, though federal investigators did interview the men at the hospital.

Jaubert holds an Airline Transport Pilot certificate from the FAA — the highest level of aircraft pilot rating. The passenger, Pinto, holds a private pilot license and a repairman and mechanic certificate.

It remains unknown if the plane or Jaubert, the pilot, have experienced previous safety incidents.

Although the investigation will take a year to complete, Keith Holloway, a spokesman for the National Transportation Safety Board, said Thursday that the plane lost engine power.

“But we have not determined that to be causal to the accident,’’ he added.

Holloway said that the plane, a 2008 Socata TBM-700 single turboprop, had undergone work at North Perry Airport prior to the emergency landing. The plane’s manufacturer, the French company Socata, has its North American offices at North Perry, and assembles planes at the site.

“It was the first flight out of maintenance,’’ Holloway said. “One of the first things we’re going to look at is what type of maintenance was involved.’’

While the plane is not equipped with a cockpit voice recorder or “black box’’ such as those on commercial jet liners, it should have a device aboard that tracked the flight altitude, the plane’s speed, and other details, Holloway said. An initial report could be ready next week.

On Thursday, salvage crews removed the planes wings before taking them to a hangar in Fort Pierce, where the NTSB will continue its investigation.

Glaser-Dirks DG-1000S, Northwest Eagle Soaring LLC, N7760A: Fatal accident occurred October 13, 2011 at Cle Elum Municipal Airport (S93 ), Washington

NTSB Identification: WPR12FA010
14 CFR Part 91: General Aviation
Accident occurred Thursday, October 13, 2011 in Cle Elum, WA
Probable Cause Approval Date: 07/23/2013
Aircraft: DG FLUGZEUGBAU GMBH DG 1000S, registration: N7760A
Injuries: 1 Fatal.

NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

Witnesses reported that the glider became airborne within the first one-third of the runway during an automobile ground launch. The glider then pitched to a steep nose-high attitude and ascended through about 100 to 125 feet when the rope broke. The glider continued to ascend and momentarily leveled off near the end of the runway. The glider then entered a steep right bank angle turn and descended, turning about 300 degrees from its initial departure heading before it impacted terrain. 

Postaccident examination of the glider revealed no evidence of a malfunction or failure that would have precluded normal operation. The glider’s right turn and associated steep bank angle likely resulted in a significant loss of airspeed and subsequent aerodynamic stall at a low altitude, with insufficient altitude for the pilot to recover. It is also likely that the tow rope reached its maximum tensile load and broke as a result of the rapid pitch-up maneuver after takeoff. The reason for the rapid pitch up maneuver could not be determined.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s failure to maintain airspeed and control after takeoff, which resulted in an aerodynamic stall.


On October 13, 2011, about 1558 Pacific daylight time, a Flugzeugbau DG 1000 S glider, N7760A, impacted terrain in a nose-low attitude shortly after takeoff from the Cle Elum Municipal Airport (S93), Cle Elum, Washington. The commercial pilot, the sole occupant of the glider, was fatally injured. The 2-seat glider sustained substantial damage to the forward fuselage and wings. The glider was registered to Northwest Eagle Soaring LLC, and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local flight. 

The accident occurred shortly after an automobile ground launch of the glider. The launch sequence was filmed in support of the production of a television commercial. A full-size sport utility vehicle was used to ground launch the glider; the launch commenced near the threshold of runway 7. 

The driver of the tow vehicle reported that he towed the glider multiple times in the days preceding the accident flight. The morning of the accident, the tow vehicle driver and glider pilot briefed the flight; the driver reported that the pilot instructed him to reach 70 mph in the tow vehicle as quickly as possible so the glider could become airborne. The pilot planned to become airborne and then circle back to the airport to land. The driver reported that he reached 70 mph near the midpoint of the runway and that he observed the glider, in his mirror, become airborne. A ground support person that was riding in the tow vehicle reported to the driver that the glider was aloft, but that the tow rope had broken, so he instructed the driver to exit the runway. The driver reported that shortly thereafter, he observed the glider nose-dive into the ground. 

A witness located near the accident site recorded a short video of the airplane on his cellular phone. The video captured the several seconds of the accident sequence prior to impact. The video images revealed that the glider began its takeoff roll near the approach end of runway 7, towed by the sport utility vehicle. As the tow vehicle accelerated, the glider became airborne and remained wings level, in ground effect, until about the midpoint of the runway. Shortly after reaching the midpoint of the runway, the glider pitched to a steep nose-high attitude and began to climb while still tethered to the tow vehicle. As the climb progressed, the tow rope slackened and fell to the ground. The glider then pitched to a cruise-like level attitude and remained over the runway, wings level, on an easterly heading about 200 feet above the runway. Near the departure end of the runway, the glider entered a steep banked turn to the right. The glider's nose dropped as the bank increased. As it descended, the glider rotated approximately 300 degrees from its initial departure heading before it impacted terrain in a steep nose-low attitude. 

Other witnesses located adjacent to the departure runway reported that the first stage of the automobile ground launch appeared normal, and the glider became airborne within the first one-third of the runway. Shortly thereafter, about three-quarters of the way down the runway, the glider pitched to a steep nose-high attitude. As the glider ascended through about 100 – 125 feet above the ground, the rope slackened. The glider continued to ascend, and then leveled off about 200 feet above the end of the runway. Shortly after, the glider entered a steep right bank and descended into the ground. As it descended, the glider turned approximately 300 degrees from its initial departure heading before it impacted terrain.


The pilot, age 53, held a commercial pilot certificate with glider, airplane single-engine land, single-engine sea and instrument ratings. The pilot also held a flight instructor certificate for airplane single-engine land, glider and instrument ratings.

The pilot held a second-class airman medical certificate issued August 5, 2011, with a limitation that he wear corrective lenses. 

The pilot's logbook was not recovered for examination. On the pilot's most recent application for the medical certificate, he reported 1,610 total civilian flight hours.


The DG-1000S tow-seat glider was manufactured in Germany by DG Flugzeugbau, Gmbh. The glider was largely constructed with composite materials and incorporated a retractable main landing gear. The glider was issued a Federal Aviation Administration (FAA) airworthiness certificate in December of 2003. 

A review of the maintenance logbook revealed that an annual inspection was completed on September 28, 2011, at an airframe total time of 764 hours.

Tow Vehicle:

A full-size sport utility vehicle was used to tow the glider. The nylon tow rope used measured approximately 234 feet and was 5/16-inch in diameter.


The closest aviation weather observation was recorded at Ellensburg, Washington, about 17 miles southeast of the accident location, at 1553. The following conditions were reported: winds from 160 degrees at 9 knots, visibility 10 miles, sky condition clear, temperature 60 degrees Fahrenheit, dew point 35 degrees Fahrenheit, altimeter setting 30.09 inches of mercury.


Cle Elum Municipal Airport is located in a valley at an elevation of 1,944 feet, and is surrounded by rising mountainous terrain. The airport has a hard-surfaced asphalt runway, which constitutes runways 07 and 25. Runway 07 is 2,552 feet long and 40 feet wide. The runway is bordered to the north by large conifer trees.


The glider was mostly intact and came to rest in high grass adjacent to the departure end of runway 07. A postaccident examination of the glider by representatives from the NTSB and FAA showed extensive impact damage to the cockpit and forward section of the glider. Flight control continuity to the elevator, flight spoilers and ailerons was established. Examination of the glider revealed no evidence of a preexisting malfunction or failure that would have precluded normal operation. A complete examination report is contained within the public docket.


An autopsy was coordinated by the Kittitas County Coroner, with the cause of death reported as multiple blunt force trauma.

Toxicological tests on specimens recovered from the pilot were performed by the FAA Civil Aerospace Medical Institute. The results were negative for all screened drug substances and ingested alcohol. Refer to the toxicology report included in the public docket for specific test parameters and results.


The tow rope broke during the initial takeoff; however, examination of the rope and associated hardware showed no evidence of a preexisting malfunction or excessive wear that would have precluded normal operation.

City replaces airport manager: Columbia Regional (KCOU), Missouri

COLUMBIA — Andrew Schneider, who was hired as the Columbia Regional Airport manager in November 2010, has been replaced.

Columbia Public Works Director John Glascock said Schneider was "released" from his duties. He wouldn't say whether that was the same as being fired or terminated.

Glascock said he would not explain the change in leadership.

"It is the policy of the city of Columbia not to discuss personnel issues," Glascock said.

Schneider will be replaced by Don Elliott, who accepted an interim appointment to serve as airport manager Thursday. Elliott has worked for the city and the regional airport for 29 years.

Glascock said he had not yet made plans to find a permanent replacement for airport manager.

Flight Instructor and student pilot rescued after their plane crashes in North Yorkshire. (England)

A FLYING instructor and pupil survived and were located after crashing at more than 100mph in a training flight in North Yorkshire.

Both badly injured, the 55-year-old instructor and his student used a mobile phone to call for help after their Cessna aircraft was destroyed in the crash.

They were beginning to suffer from exposure when they were rescued late on a winter’s night about four hours after the crash in a remote area at Ingleborough, the report from the Air Accidents Investigation Branch (AAIB) said.

The plane, on a night cross-country navigation training flight, had gone around 25 degrees off course, with the instructor admitting he made a mistake about their whereabouts.

They took off from Blackpool airport on the evening of March 21 and flew into rising ground at a speed of 90 knots (103.5mph).

Using the mobile, they contacted air traffic control at Blackpool, and rescue teams, including a Sea King helicopter, were alerted.

Eventually a cave rescue team and a mountain rescue team using search dogs located the wreckage and the two crew. Both were wearing denim jeans and shirts, and the instructor had on a “relatively thick” jacket.

They were carried from the rescue scene on stretchers and taken to hospital.

The AAIB said: “It was fortuitous that the crew had a mobile phone with them and were able to call for help from their remote accident site.

“The crew were both seriously injured but the outcome could have been worse.”

California Pacific Airline announces new hires

Ted Vallas, the 90-year-old founder of California Pacific Airlines, stands before his first counter at Palomar Airport in Carlsbad. The airline is currently seeking certification from the Federal Aviation Administration and hopes to be in the air in early 2012. — Charlie Neuman / U-T 

California Pacific Airlines has begun hiring frontline executives in anticipation of its April 1, 2012 launch at McClellan-Palomar Airport in Carlsbad.

Diane Smith, a veteran of Jet Blue and Southwest airlines, has been named vice president of customer experience and Dave Hopkins, formerly of Air Transport Business Development, Inc. has been named director of aircraft programs and commercial agreements.

Smith comes to California Pacific from Galileo Processing, a financial transaction company in Salt Lake City, where she held the same title. She managed customer service for Jet Blue in Salt Lake City for a decade and held similar posts for Morris Air and Southwest.

Hopkins will be in charge of all leasing and acquisition agreements for the new airline.

CPAir expects to have its first two leased Embraer 170 aircraft at Palomar by the end of the year. The airline is currently undergoing the certification process with the Federal Aviation Administration in order to become a scheduled airline.

The airline expects to launch with non-stop service to five Western cities from McClellan-Palomar: San Jose, Oakland, Sacramento, Las Vegas and Phoenix.