Inuvik, Northwest Territories, airport roof damaged in blizzard

 

 Parts of the Inuvik, N.W.T., airport seem to have been torn off during the high winds and snow in the region Tuesday. (Submitted photo)

 Parts of the roof at the Inuvik, N.W.T., airport were damaged in Tuesday’s blizzard.

 A large section of the roof peeled back like a sardine can. Airport manager Karen King said the damage is not causing the airport to shut down since it is just exterior damage.

"The airport's fully operational. It looks a lot worse, I think," said King.

Blizzard conditions wreaked havoc in the town, and winds reached up to 90 km/h in many parts of the Beaufort Delta.

The town's power flicked on and off. A metal tower on Inuvik's famous dome building snapped in half.

Tom Zubko, the owner of New North Networks which operates out of the dome, said that damage also looks worse than it is.

"It's one of those procrastination things — I have been meaning to take it off for a long time, and mother nature's done that for me now," said Zubko.

Donna-Lynn Baskin, who lives in Inuvik, said there was little to no visibility on the roads. She called the weather Inuvik’s worst blizzard in years.

She even narrowly missed colliding with something unusual which was in the middle of Mackenzie Road, the town’s main street – a hot tub.

“It was blowing down the street, when I came upon it I had to dodge and go down a side street to avoid it. It was just scuffling along, the wind was really pushing it, it was the whole hot tub unit…I was just glad not to hit it. It was white so it just sort of blended in, right now it's lodged in a snow bank in front of one of the local businesses,” she said.

Baskin said the winds were full of debris and that her home had been hit by flying shingles. She said there was so much snow blowing around that it was difficult to even see other cars on the road.

'I had to dodge and go down a side street to avoid it. It was just scuffling along, the wind was really pushing it, it was the whole hot tub unit.'—Donna-Lynn Baskin, Inuvik, N.W.T., resident

“The way the wind was gusting in some places - it was like someone had thrown white paint across the car windows,” she said.

Much of the same weather is expected today in the Beaufort Delta region. Schools and offices were closed, and health centres in many of the communities were open only for emergencies.

Gwich’in Tribal Council leader Richard Nerysoo is urging people in the region to be prepared to weather out the storm with enough fuel, water and food for several days.

Winds are expected to die down Wednesday afternoon.

Source:  http://www.cbc.ca

Smith Aerostar 601P, N700PS: Accident occurred January 16, 2012 in Philadelphia, Mississippi)

NTSB Identification: ERA12FA146 
 14 CFR Part 91: General Aviation
Accident occurred Monday, January 16, 2012 in Philadelphia, MS
Aircraft: Aerostar Aircraft Corporation PA-60-601P, registration: N700PS
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. 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.

On January 16, 2012, about 1242 central standard time, an Aerostar Aircraft Corporation PA-60-601P, N700PS, registered to M & H Ventures LLC, experienced a loss of directional control during the initial takeoff and crashed in an open field near Philadelphia Municipal Airport (MPE), Philadelphia, Mississippi. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 personal flight from MPE to Key Field Airport, Meridian, Mississippi. The airplane sustained substantial damage due to impact and a postcrash fire. The certificated airline transport pilot, the sole occupant, was fatally injured. The flight was originating at the time of the accident.

A witness in an airplane waiting short of the runway for the accident pilot to depart watched the takeoff roll from runway 18 and reported the accident airplane became airborne just before the intersection of the ramp and runway. After becoming airborne, the witness noted the airplane immediately, “got squirrelly” and went to the left. The witness stated he taxied onto the runway and back taxied to the approach end of runway 18, where he initiated his takeoff roll; the wind at the time was from 160 degrees at 15 knots with gusts to 20 knots. After becoming airborne, he noted the airplane had crashed and reported the event on the airport UNICOM frequency.

Another witness saw the airplane while it was airborne and noted it rolled left and “it looked like the wind caught the wing.” The witness reported the airplane rolled onto its left side and pitched nose down impacting the ground.

Still another witness who was located northeast of the accident site reported hearing the airplane begin the takeoff roll. The witness walked outside the building and noticed the airplane, “…veering to the left like it was turning out…” then noticed the airplane rolling onto its left side and pitching nose down impacting the ground.

Richard Howarth (pictured) the founder of HD Machines, LLC, in Meridian, Mississippi, was killed when his plane crashed just after take off Monday afternoon in Philadelphia, Mississippi. Howarth was 48.

Services for Richard Harper Howarth, Jr. will be held Saturday, January 21, 2012, at 2:00 p.m. at Saint Paul's Episcopal Church, with the Reverend Brian Ponder officiating.

Visitation will begin at noon in the church parish hall.

Burial will be at Magnolia Cemetery with Robert Barham Family Funeral Home in charge of the arrangements.

Mr. Howarth, 48, died Monday, January 16 in an airplane accident outside of Philadelphia, MS. He was an accomplished pilot, having served as a highly-decorated naval aviator during the Iraq War, and since 1995 as a pilot for Federal Express.

Following graduation in 1985 from Virginia Tech with a B.S. degree in Finance, Mr. Howarth worked in the commercial lending department at Chemical Bank in New York for one year. He then began a distinguished career in the U.S. Navy, receiving his wings at NAS Meridian, and later graduating from the Navy Fighter Weapons School (Top Gun). He graduated number one in officer commissioning class, received the Distinguished Naval Graduate Award and also graduated number one from Naval Air Training flight school.

Mr. Howarth flew an F-18 during Desert Storm, and led 44 combat missions during that conflict. He was awarded two Air Medals and two Navy Commendation medals with "V" for valor in combat. Upon retiring from active military duty, Mr. Howarth briefly flew commercially for ValuJet Airlines, and for Federal Express since 1995. While at FedEx, Mr. Howarth developed the MD-11 syllabus for training company pilots that is still in use today. He flew several aircraft for FedEx, and was selected to personally train the current cadre of pilot instructors for the company.

Mr. Howarth also founded a very successful vegetation management contract services company in 2004. As president of HD Machines, LLC in Meridian, he supervised all aspects of business operations covering thirteen states ranging from the Southeast to the Midwest.

Mr. Howarth is survived by his wife Cynthia Townsend Howarth; children Juliet Wells Howarth, Cythina Townsend Howarth, Jetson Dow Taylor and his wife Bryn, Brooke Taylor Kauerz, Jamison Clark Taylor and his wife Misty; father Richard Harper Howarth, Sr., mother-in-law Jane Temple Townsend; sisters Sara Howarth Marshall and her husband Tommy and Amelia Howarth Baker and her husband Clark; grandchildren Crosby Taylor, Jet Taylor, Evans Kauerz, Harper Kauerz, and Case Taylor; and nieces Ashley Marshall, Natalie Marshall and Emily Marshall.

The family request that memorials be made to Jacob's Well Recovery Center for Women, 45 Buford Lane, Poplarville, MS 39470 or The Richard H. Howarth, Jr. College Fund, 414 Highways 11 and 80, Meridian, MS 39301.

Family and friends may sign the online guest book at www.robertbarhamffh.com 

Obituary:  http://robertbarhamffh.com

Model Lauren Scruggs FIRST PHOTO Since Horrific Plane Accident. Aviat Husky A-1C, N62WY. Accident occurred December 03, 2011 in McKinney, Texas.

For the first time since accidentally walking into a spinning plane propeller last month, model Lauren Scruggs was pictured in seemingly good spirits as she left a Dallas hospital with her parents on Tuesday.

Read more and photo: http://www.tmz.com

 

http://www.caringbridge.org/visit/laurenscruggs

READ THE NTSB REPORT

NTSB Identification: CEN12LA125

14 CFR Part 91: General Aviation

Accident occurred Saturday, December 03, 2011 in McKinney, TX

Aircraft: AVIAT AIRCRAFT INC A-1C-180, registration: N62WY

Injuries: 1 Serious.

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 December 3, 2011, about 2050 central daylight time, a passenger of a parked Aviat Aircraft Inc., Husky A-1C, N2364G, contacted its rotating propeller after exiting the airplane on the ramp of the Aero Country Airport (T31), McKinney, Texas. The airplane was registered to Shell Aviation, LLC, McKinney, Texas, and was being flown by a private pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Dark night visual meteorological conditions prevailed at the time of the accident. The passenger was seriously injured and the pilot, who was the only other person remaining on board, was not injured. The flight had originated from T31 and had just returned from flying in the local area to view holiday lights from the air.

According to the pilot (as he recalls the event), after landing from the planned 20-minute flight, he stopped the airplane on the ramp with the engine running in anticipation of taking another passenger to view the holiday lights. He opened the door on the right side of the airplane expecting a friend to come out and assist his passenger in deplaning. After he opened the door, the passenger started to get out of the airplane. Upon noticing that she was exiting in front of the strut, the pilot leaned out of his seat and placed his right hand and arm in front of her to divert her away from the front of the airplane and the propeller. He continued to keep his arm extended and told the passenger that she should walk behind the airplane. Once he saw that the passenger was at least beyond where the strut was attached to the wing, and walking away, he dropped his right arm and returned to his normal seat position. The pilot then looked to the left side of the airplane and opened his window to ask who was next to go for a ride.

The pilot then heard someone yell, "STOP STOP," and he immediately shut down the engine and saw the passenger lying in front of the airplane.

 

Controller in Near Plane Crash Raises ‘Professionalism’ Concern

Jan. 18 (Bloomberg) -- An air-traffic controller who caused a near mid-air collision in June near Gulfport, Mississippi, had been repeatedly disciplined and was described by another controller as “unsafe,” according to a government report.

The tower also was not properly staffed, and the incident was not logged in after it occurred, as required by the Federal Aviation Administration, the U.S. National Transportation Safety Board said in a report released today.

“The investigation revealed a number of deficiencies within the ATC facility that contributed to this incident,” the NTSB said.

The NTSB last May added “professionalism” of pilots and air-traffic controllers to its list of most-wanted safety enhancements. “There have been a disturbing number of individual incidents of non-compliant behavior, intentional misconduct or lack of commitment to essential tasks,” the safety board said on its website last year.

A JetLink Embraer SA ERJ 145 regional jet operated for United Continental Holdings Inc. came within about 300 feet of a privately owned Cessna 172 propeller plane shortly after they took off at almost the same time from different runways at Gulfport-Biloxi International Airport on June 19, the NTSB said. The two planes were carrying 55 people.

‘That Was Close’

“Wow, that was close,” the captain said he told the co- pilot afterward, according to the NTSB report.

The incident was caused by controller Robert Beck, who cleared both planes to take off at about the same time, according to NTSB documents released today.

Another controller told investigators that he saw the planes accelerating for takeoff and tried to warn Beck, who didn’t react, according to the report.

“We take reports like these very seriously,” Doug Church, a spokesman for the National Air Traffic Controllers Association, said in an e-mail. “We welcome the examination of this incident by federal officials and plan to work with the FAA to continue to improve the safety of our aviation system.”

An FAA manager at the airport tower, Ron Burrus, told investigators “it was a miracle that no one died,” according to the documents.

Beck “had a history of discipline problems that included absence without leave,” according to a manager cited in the report.

Controller Dennis Hilton, who also worked at the tower, said he rated Beck’s performance as a controller as “D-,” the NTSB said.

“Mr. Hilton stated that he considered Mr. Beck unsafe and that he avoided working with him when possible,” the NTSB documents said.

The NTSB is investigating cases in which air-traffic controllers fell asleep while on duty last year. The FAA last year reported it had discovered nine instances in which controllers fell asleep or didn’t respond to radio calls from pilots.

 You can read the NTSB incident report by clicking here.

Source: http://www.businessweek.com

VIDEO: Cirrus SR22 Test Flight After Engine Work Was Performed.

by millz311 on January 18, 2012

"This flight was after some engine work was performed. I was also using the NFlightCam for the first time"

NTSB: Near collision over Gulfport "operational error". Cessna 172, N54120 and Embraer ERJ145. Incident occurred June 19, 2011 in Gulfport, MS.

GULFPORT, MS (WLOX) -  The NTSB says "operational error" by an air traffic controller in Gulfport nearly led to a mid-air collision.

An incident report from the NTSB says the incident took place on June 19, 2011.  

The report describes how a small private plane and a 55 passenger regional jet heading to Houston got permission to take off within 16 seconds of each other.  

According to the NTSB findings, the Cessna 172 was on runway 18 and about to liftoff, when the air traffic controller told the 55 passenger regional jet it could roll down runway 14.  

So, how did two planes get take off clearance just 16 seconds apart?  The air traffic controller told investigators, "that from previous experience, he anticipated that the Cessna departing runway 18 would take 3 to 5 minutes to get airborne and the ERJ145 would depart well in advance of the Cessna."  

However, within seconds, the two aircraft were airborne.  And they reportedly passed in front of each other just 300 feet above the airfield.

The NTSB report says, "The Gulfport control tower local controller cleared two aircraft for takeoff from runways with intersecting departure flight paths without ensuring the first aircraft had passed the flight path intersection prior to clearing the second aircraft for takeoff."  

According to the NTSB, "The investigation revealed a number of deficiencies within the ATC facility that contributed to this incident."

Because of the near mid-air collision, managers in the Gulfport control tower will no longer let the air traffic controller work the local control position. 

You can read the NTSB incident report by clicking here.

Nobody on either plane was injured.

NTSB Identification: OPS11IA673A

Scheduled 14 CFR Part 121: Air Carrier operation of EXPRESSJET AIRLINES INC

Incident occurred Sunday, June 19, 2011 in Gulfport, MS

Probable Cause Approval Date: 01/18/2012

Aircraft: EMBRAER EMB-145EP, registration: N13929

Injuries: 55 Uninjured.

N54120, a Cessna 172, called ready for takeoff on runway 18. The tower local controller (LC) cleared the Cessna for takeoff on runway 18. Sixteen seconds later, (Jet Link) BTA2555/Embraer ERJ145 called ready for takeoff for runway 14. The LC cleared the ERJ145 for takeoff. The departure flight path of runway 18 intersects runway 14. The local controller was working the LC position combined with Ground Control (GC), Clearance Delivery (CD)/Flight Data (FD) and Controller-In-Charge (CIC) positions. The Cessna was airborne crossing taxiway Charlie when the ERJ145 passed through the intersecting flight paths airborne in front of the Cessna. Both aircraft were estimated to be at 300 feet. No traffic was issued to either aircraft by the LC. Closest proximity was estimated to be 0 feet vertically and 300 feet laterally. According to FAA Order 7110.65, Air Traffic Control, paragraph 3-9-8, Intersecting Runway Separation:

a. Issue traffic information to each aircraft operating on intersecting runways.

b. Separate departing aircraft from an aircraft using an intersecting runway, or runways when the flight paths intersect, by ensuring that the departure does not begin takeoff roll until one of the following exists:

1. The preceding aircraft has departed and passed the intersection, has crossed the departure runway, or is turning to avert any conflict.

The National Transportation Safety Board determines the probable cause(s) of this incident as follows:

the Gulfport control tower local controller cleared two aircraft for takeoff from runways with intersecting departure flight paths without ensuring the first aircraft had passed the flight path intersection prior to clearing the second aircraft for takeoff.

Full narrative available

http://www.wlox.com

Jacksonville, Florida: What's that Extra Plane Noise? Offshore Group Conducts Drills

JACKSONVILLE, Fla. -- With an international airport, two military bases and plenty of smaller airports, the skies over Jacksonville are accustomed to air traffic, but extra noise has been filling the skies lately.

The USS Enterprise and the Enterprise Carrier Strike Group are offshore conducting exercises in preparation for the final deployment of the world's first nuclear aircraft carrier, scheduled for later this year.

The drills will continue into the first week of February, according to Navy Public Affairs Officer LCDR Mike Kafka.

Chief Mass Communication Specialist Stephen M. White with USS Enterprise Public Affairs explained the carrier left its homeport in Norfolk, Virginia, on Jan. 11, to participate in a Composite Unit Training Exercise (COMPTUEX) and Joint Task Force Exercise (JTFEX).

COMPTUEX is designed to hone warfare skills and maintain unit proficiency.

"It's the final exercise to ensure Enterprise is combat ready," said Capt. William C. Hamilton, Jr., Enterprise commanding officer. "We're looking forward to working with the full strike group conducting combat exercises across the full spectrum of battle spaces."

That spectrum for the next few weeks includes Jacksonville's airspace, leading to unusual jet noises in the area from the more than 4,500 sailors and Marines involved.

JTFEX tests the group's ability to operate with coalition forces in a hostile environment.

"By the end of COMPTUEX and JTFEX, we will have a combat-ready strike group that will be ready to execute the Navy's mission anywhere in the world," said Rear Adm. Walter E. Carter, Jr., commander, Enterprise Carrier Strike Group.

The strike group consists of the USS Enterprise, Carrier Air Wing 1, Destroyer Squadron 2, guided missile cruiser USS Vicksburg, and three guided missile destroyers: USS Porter, USS James E. Williams and USS Nitze.

First Coast News

Source:   http://www.firstcoastnews.com

Red River, Wisconsin: Local, state and federal agencies practice for air disaster.

RED RIVER - Tens of people are dead and many more injured after a plane crashes onto the ice on the bay of Green Bay - sort of.

A simulated crash of a flight from Austin Straubel International Airport Wednesday is to test local, state and federal agencies' response.

"We want to make sure that we have an efficient response to any type of event that could occur, in our county," said Cullen Peltier, Emergency Management Director for Brown County.

Taking place at Red River County Park in the town of Red River in Kewaunee County, first responders are tasked with rescuing the simulated air crash victims from the water and ice, determine their conditions and communicate that information back to the Emergency Operations Center in Brown County.

FOX 11's Bill Miston is working on this story and will have more of FOX 11 News at Five.

Source:  http://www.fox11online.com

Rescue Drill Prepares for Plane Crash on Green Bay

Local and federal agencies put their preparedness plans to the test Wednesday morning in a plane crash simulation on the bay of Green Bay.

The exercise simulated the crash landing of a commuter plane on ice-covered Green Bay, similar to the deadly Air Florida Flight 90 crash in the Potomac River in Washington, DC, in 1982.

The drill is designed to test the coordinated local, state, and federal response to a disaster situation.

It lets agencies evaluate their response plans, coordinate their rescue efforts, and test their communication skills.

"Everyone has problems with communications across the board, so having a plan in place and making sure everyone can talk on the right radio channel is extremely important. If you can't tell people where you need the help, it's not going to get there," Lieutenant Nick Craig, Green Bay Fire Department, said.

The U.S. Coast Guard, Wisconsin Department of Natural Resources, and Brown County Sheriff's Department were among the agencies participating.

http://www.wbay.com

Disaster drill simulates plane crash in icy Green Bay waters

A simulated airplane crash on Green Bay’s frigid bay allowed emergency crews Wednesday to test their ability to handle such a catastrophe.

At least 100 firefighters, paramedics and other emergency responders participated in the effort. They tried their hands at navigating the icy bay, rescuing victims and recovering bodies.

Officials said it was not only the first disaster drill on the frozen waterfront, it was also the first time Austin Straubel International Airport staffers participated in a simulated disaster away from the airport.

“We thought it would be an excellent exercise,” airport director Tom Miller said. “Not only does it test the people, it tests the resources.”

Miller and other officials gathered inside the Brown County Emergency Management center, while responders from area police departments and fire departments headed to the crash scene at Red River County Park along the bay north of Dyckesville.

Others huddled inside a De Pere church, where they attempted to console simulated family members of those killed or wounded in the airplane crash.

Participating agencies included the U.S. Coast Guard, Federal Aviation Administration, state Department of Natural Resources, the Brown County Sheriff’s Department, Kewaunee County Sheriff’s Department, Green Bay Fire Department and Sturgeon Bay Fire Department, among others.

Three Green Bay hospitals agreed to accept mock casualties from the crash scene.

Cullen Peltier, emergency management director for Brown County, said participants would reassemble later to assess their management of the catastrophe and identify areas for improvement. A report on the mock disaster should be ready by April.

“What we want to see is how we’re all going to work together,” Peltier said. “That’s really the main thing.”

Federal law requires Austin Straubel to conduct a major preparedness exercise every three years. When the Coast Guard separately expressed an interest in doing a disaster drill on the bay, coordinated plans began to come together.

From six to eight months of planning emerged a mock catastrophe orchestrated in vivid detail: an airplane headed to Austin Straubel instead slammed into the frozen bay and broke into pieces, killing several people and sending 21 others to the hospital.

“This is a very real simulation,” said Rear Adm. Michael Parks, district commander for the Coast Guard. “The response has been excellent by everybody involved.”

There was no actual airplane involved, but people posing as wounded passengers were treated and loaded onto a bus for transport to hospitals. Divers braved the icy waters to simulate rescuing survivors and recovering bodies.

Steve Winton, a volunteer firefighter from Wisconsin Rapids, portrayed a survivor and tried his best to give rescuers a realistic experience. Winton said it was important for those involved in the exercise to learn as much as possible.

“I’m going to hopefully give them good knowledge of treating real people,” he said. “Hopefully, what I put in today will help them in the future.”

Source:   http://www.greenbaypressgazette.com

Front nose gear did not lock properly: Stricken plane lands without incident at Arlington Municipal Airport (KGKY), Arlington, Texas

NBC 5

A small plane landed successfully at Arlington Municipal Airport after experiencing nose gear trouble.

Star-Telegram / Patrick Walker

A twin-engine aircraft coasts to a stop in the distance at Arlington Municipal Airport.

Star-Telegram / Patrick Walker

Emergency trucks await the arrival of a stricken twin-engine plane at Arlington Municipal Airport.

A Travel Air flight inbound to Arlington Municipal Airport landed safely after an issue with the nose gear caused an airport alert.

According to Karen VanWinkle, the assistant airport manager, the front nose landing gear on a Travel Air flight inbound to the airport was not locked down.

Emergency crews were on scene as a precaution in case the gear collapsed.

Chopper 5 was on the scene as the plane landed.

A twin-engine plane landed safely at Arlington Municipal Airport about 1:20 p.m. Wednesday after having problems with its front landing gear, Fire Department officials said.

Firefighters from Station 12 at the airport staged near the runway as the pilot flew around to burn off fuel.

The plane coasted to a stop after touching down without further incident.

Source:  http://www.nbcdfw.com

LPFM Fine Reduced in FAA Interference Case

January 18, 2012

A low-power FM station that interfered with FAA frequencies in Florida will have to pay a $1,500 fine for operating without an FCC-certified transmitter. But it convinced the commission to slash the penalty from the original $12,000.

Power Ministries is the licensee of WRLE(LP) in Dunnellon, Fla. Last September the Enforcement Bureau issued a notice of apparent liability, saying the station had operated with a non-certified transmitter for about three months the year before. The commission had responded to a complaint of interference from the Federal Aviation Administration’s Jacksonville Center to air traffic control frequency 133.75 MHz.

The proposed fine was $12,000 but the station appealed in a letter from Power Ministries owner Anthony Downes.

The FCC now has rejected his arguments that the fine should be waived on the grounds that he had acted promptly and had not been aware of interference. (Among other things, the FCC said, the station “deliberately disregarded” an agent’s request that it immediately turn off the transmitter to stop the threat to air traffic control, instead allowing the transmitter to operate unlawfully for another 30 minutes.)

But the commission has accepted the station’s documentation of inability to pay, and it cut the penalty to about 13% of the original amount. “If Power believes that the reduced forfeiture still poses a financial hardship, it may request full payment in installments,” it added.

In the original notice the FCC said the station had been using a PTEK amplifier model FM250E and CSI exciter model EX20F for the period in question. “After the station owner shut down the transmitter, the spurious emissions and interference to the FAA ceased,” the commission wrote.

Source:  http://www.radioworld.com

Los Angeles says Ontario International Airport (KONT) not for sale

LOS ANGELES -- The Los Angeles operator of Southern California's Ontario International Airport says Ontario city leaders are offering to buy the airport for $50 million but it's not for sale.

Los Angeles World Airports, which operates the Ontario and Los Angeles International airports, says in a statement Tuesday night that the $50 million doesn't come close to the value of the airport or Los Angeles' investment.

The Riverside Press-Enterprise says control of the airport has been an issue since passenger traffic began plunging in 2007. Ontario and other San Bernardino County officials have accused Los Angeles of neglecting Ontario in favor of Los Angeles International Airport.

Ontario International is about 40 miles east of downtown Los Angeles.

Source:  http://www.sacbee.com

Piper PA-32R-301, Saratoga II, N9253N: JFK Jr's assistant reveals her torment over urging Carolyn Bessette to board that ill-fated flight. Accident occurred July 16, 1999 in Vineyard Haven, Massachusetts.

Almost 12 years after JFK Jr and his wife Carolynn Bessette's untimely deaths, his assistant has revealed how she had talked his wife into taking the fateful flight the couple perished on.

RoseMarie Terenzio, 44, was John F Kennedy Jr's personal assistant, publicist and one of his closest confidantes during the last five years of his life.

In her book, 'Fairy Tale Interrupted', she reveals that the couple were having serious troubles in their marriage and Carolyn had initially refused to join John on the flight on July 16, 1999 - the day of their deaths.

With their marriage under intense strain, Carolyn, a Calvin Klein Executive, who struggled with the constant media attention her iconic husband attracted, had said she was not going to join him at his cousin Rory's wedding on July 17.

John,39, who ran George magazine, had told RoseMarie that Carolyn was determined to stay at home and that he was not 'going to fight with her about it', she recalls in People Magazine.

But RoseMarie tried to change her mind.

'I'm not a priority,' she said. It's always something else. George. Somebody getting fired. A trip to meet advertisers. I just want some normal married time. I'm exhausted' RoseMarie remembers Carolyn telling her.

Read more: http://www.dailymail.co.uk

NTSB Identification: NYC99MA178.

The docket is stored in the Docket Management System (DMS). Please contact Records Management Division

Accident occurred Friday, July 16, 1999 in VINEYARD HAVEN, MA

Probable Cause Approval Date: 07/06/2000

Aircraft: Piper PA-32R-301, registration: N9253N

Injuries: 3 Fatal.

The noninstrument-rated pilot obtained weather forecasts for a cross-country flight, which indicated visual flight rules (VFR) conditions with clear skies and visibilities that varied between 4 to 10 miles along his intended route. The pilot then departed on a dark night. According to a performance study of radar data, the airplane proceeded over land at 5,500 feet. About 34 miles west of Martha's Vineyard Airport, while crossing a 30-mile stretch of water to its destination, the airplane began a descent that varied between 400 to 800 feet per minute (fpm). About 7 miles from the approaching shore, the airplane began a right turn. The airplane stopped its descent at 2,200 feet, then climbed back to 2,600 feet and entered a left turn. While in the left turn, the airplane began another descent that reached about 900 fpm. While still in the descent, the airplane entered a right turn. During this turn, the airplane's rate of descent and airspeed increased. The airplane's rate of descent eventually exceeded 4,700 fpm, and the airplane struck the water in a nose-down attitude. Airports along the coast reported visibilities between 5 and 8 miles. Other pilots flying similar routes on the night of the accident reported no visual horizon while flying over the water because of haze. The pilot's estimated total flight experience was about 310 hours, of which 55 hours were at night. The pilot's estimated flight time in the accident airplane was about 36 hours, of which about 9.4 hours were at night. About 3 hours of that time was without a certified flight instructor (CFI) on board, and about 0.8 hour of that was flown at night and included a night landing. In the 15 months before the accident, the pilot had flown either to or from the destination area about 35 times. The pilot flew at least 17 of these flight legs without a CFI on board, of which 5 were at night. Within 100 days before the accident, the pilot had completed about 50 percent of a formal instrument training course. A Federal Aviation Administration Advisory Circular (AC) 61-27C, "Instrument Flying: Coping with Illusions in Flight," states that illusions or false impressions occur when information provided by sensory organs is misinterpreted or inadequate and that many illusions in flight could be caused by complex motions and certain visual scenes encountered under adverse weather conditions and at night. The AC also states that some illusions might lead to spatial disorientation or the inability to determine accurately the attitude or motion of the aircraft in relation to the earth's surface. The AC further states that spatial disorientation, as a result of continued VFR flight into adverse weather conditions, is regularly near the top of the cause/factor list in annual statistics on fatal aircraft accidents. According to AC 60-4A, "Pilot's Spatial Disorientation," tests conducted with qualified instrument pilots indicated that it can take as long as 35 seconds to establish full control by instruments after a loss of visual reference of the earth's surface. AC 60-4A further states that surface references and the natural horizon may become obscured even though visibility may be above VFR minimums and that an inability to perceive the natural horizon or surface references is common during flights over water, at night, in sparsely populated areas, and in low-visibility conditions. Examination of the airframe, systems, avionics, and engine did not reveal any evidence of a preimpact mechanical malfunction.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The pilot's failure to maintain control of the airplane during a descent over water at night, which was a result of spatial disorientation. Factors in the accident were haze, and the dark night.

Full narrative available

Woman carries gun aboard American plane at Dallas/Fort Worth International Airport (KDFW)

NBCDFW.COM

A woman was taken into custody early Wednesday after trying to board a flight to Houston with a firearm.

A 65-year-old woman was in custody Wednesday after carrying a .38-caliber revolver through a security checkpoint at Dallas-Fort Worth Airport and boarding an American Airlines flight to Houston.

The aircraft had left the gate before the woman was located and removed, American spokesman Ed Martelle said.

The woman's name was not released, but NBC 5 said she is from Little Elm.

The incident began around 6:20 a.m. at the checkpoint near Gate D30 in Terminal D.

The screening officers detected a firearm in a handbag after the woman had already left the checkpoint, according to the Transportation Security Administration, the federal agency that is responsible for airport security.

DFW Airport police swept all five terminals in search of the passenger, but concentrated on Terminal D.

"Our officers found her on a plane and pulled her off," DFW Airport spokesman David Magana said.

Magana said the woman was found about 8 a.m. aboard American Flight 2385, which was parked at Gate D31 after being called back for inspection.

Officials did not say how they located the woman.

The flight was American Airlines Flight 2385, which was scheduled to depart for Houston's Intercontinental Airport at 7:05 a.m.

The TSA responded only via a statement: "To ensure the safety of the traveling public, TSA worked with local law enforcement to locate the passenger and firearm before the plane departed."

Magana said the woman will be charged with "places weapons prohibited," which is a state law covering possession of prohibited weapons. The charge is a third-degree felony.

The FBI is also investigating, he said.

There were 10 flights delayed on average between 20 and 25 minutes because of the incident.

American operations at Terminal D are now back to normal, Martelle said.

As of 9:30 a.m., all of the checkpoints at Terminal D had re-opened and there were no lengthy delays reported at the airport.

Source:   http://www.star-telegram.com

No Need to Reopen Smolensk Crash Probe - Polish Official

Jerzy Miller, who headed the official Polish investigation into the Smolensk crash of 2010, has said there is no need to reopen the investigation.

This comes two days after a new report overseen by the attorney general indicating no evidence that pressure had been put on the pilots by military and political superiors to land in the heavy fog on April 10, 2010.

The new report said that a voice heard on the black box recording – earlier believed to be that of General Blasik, who died with 95 other members of the Polish military and political elite in western Russia – could not be unambiguously identified.

The Law and Justice (PiS) opposition has said this and an earlier Russian investigation were both skewed towards placing the blame on the Polish side, either pilot error and/or pressure from military superiors on the flight to land during heavy fog.

Investigations conducted on the Russian side and some months later by Miller both suggested that pressure from Blasik – and perhaps indirectly from then president Lech Kaczynski - might have been a contributory factor in the crash.

“[my] report answers the question as to what were the causes of the plane crash,” Miller said. “I don’t see any circumstances at this stage to change the statement made in the report.”

“I am not saying he [Blaski] was in the cockpit, only that his remains were found in the cockpit after the catastrophe.”

Miller said the commission which he led had examined all aspects the crash. He also questioned the quality of the sound recording from the black box found after the crash.

“General Blasik’s presence in the cockpit is suggested among other things by the whole context of the events on that day and all the circumstances known to the commission.”

Miller said he believes there will probably never be a full explanation of the events that led to the crash.

Source:  http://www.thenews.pl

Norman Ramirez Joins Landmark Aviation As General Manager

FOR IMMEDIATE RELEASE
NORMAN RAMIREZ JOINS LANDMARK AVIATION AS GENERAL MANAGER

(Houston, TX – January 18, 2011) Norman Ramirez joins Landmark Aviation as General Manager of its Oakland International Airport (OAK) location. Norman has worked in the aviation industry for over 15 years.

“I am very excited to join the Landmark team and look forward to bringing Landmark’s Above and Beyond service to the Bay Area,” Norman explained.

Prior to taking on the role of General Manager at OAK, Norman worked with Signature Flight Support, Atlantic Aviation and American Airlines. Familiar with the Bay Area, he served in several management roles at Signature’s San Francisco location before moving on to become GM at Atlantic’s Hayward, CA location. Norman attended the College of San Mateo majoring in Business Management; he also attended Embry Riddle University.

“We were happy to welcome Norman to our team,” Regional Vice President Greg Sutphin explained. “His knowledge of the Bay Area market, as well as his extensive experience in the General Aviation industry, make him well qualified to lead our OAK team.”

About Landmark Aviation

Headquartered in Houston, Texas, Landmark Aviation operates a network of fixed base operations located throughout the U.S., and in Canada and Western Europe. The Company offers a wide range of services, including FBO, MRO, charter and management. Landmark is a portfolio company of GTCR and Platform Partners, LLC. For more information, visit www.landmarkaviation.com.

###

Welshpool crash: Mid Wales Airport manager named among two dead

Bob Jones was one of the founders of Mid Wales Airport in the early 1990s

One of the two people killed after a light aircraft crashed into a Powys mountain has been named locally as the manager of Mid Wales Airport.

Bob Jones died when the aircraft came down on Long Mountain in Leighton, close to Welshpool, on Wednesday.

Mr Jones, who was also a farmer, was one of the founders of Mid Wales Airport, near Welshpool, which was built on his land in the early 1990s.

The Air Accident Investigation Branch (AAIB) is investigating.

Dyfed-Powys Police were called to the crash scene at about 12:00 GMT.

Mid Wales Airport would not comment, but it closed for the day after the tragedy.

The airport was developed from a grass airstrip in 1990 to act as a base for companies operating aircraft in the area.

The airport functions both as a business airport, and for general aviation.

I was outside in the field and saw some smoke but didn't think anything of it”

Bryan Morris Farmer

Mr Jones was a well-known local businessman and farmed a few hundred metres away from the airport.

Following the air crash, Mid and West Wales Fire and Rescue Service sent three engines to the scene, and police and the Welsh Ambulance Service were also there.

"This incident involved a light aircraft which has come down on Long Mountain," said Ch Insp Martin Tavener of Dyfed-Powys Police.

"We have now located next of kin and a family liaison officer has been appointed.

"The Air Accident Investigation Branch are en route to the scene and will take on the investigation from here."

A fire service spokesperson said: "Two appliances from Welshpool, one appliance from Llanfair Caereinion, and a Land Rover pump from Llanfyllin have attended the incident.

"Two breathing apparatus sets have been in use, and a low pressure hose reel jet."

Montgomery MP Glyn Davies said it was a "terrible tragedy".

'Broken up'

Local farmer Bryan Morris, 38, said the plane crashed into a field around a mile from his house.

He said: "Part of it is in the field and part of it is in the woods so it's obviously broken up quite a bit. I haven't been over there myself as I didn't want to get in the way.

"There's still a van and a couple of other vehicles over there but that's nothing compared to earlier."

Mr Morris said he did not see or hear the crash, even though he was outside at the time.

He said: "I was outside in the field and saw some smoke but didn't think anything of it. I just thought someone was having a fire.

"Then two helicopters landed, so I knew then something must have happened."

Source:  http://www.bbc.co.uk

.

FAA Certified Designated Airworthiness Representative and Aviation Mechanic Indicted For Conspiring To Falsify An Aircraft Inspection

January 17, 2012

Summary

On January 11, 2012, Franklin Williams and Stacy Willis were indicted by a Federal grand jury in the U.S. District Court, Jacksonville, Florida, on three counts of fraud involving aircraft and space vehicles parts in interstate commerce, and one count of smuggling goods from the United States.

The investigation revealed in 2008 that Mr. Williams, a certified Federal Aviation Administration (FAA) airframe and power plant mechanic (A&P) with Inspection Authorization and a FAA Designated Airworthiness Representative conspired with Mr. Willis, also an FAA A&P mechanic, to falsify an annual inspection and maintenance record entries for the engine and propellers for a Piper PA-32R 301T, so Mr. Williams could issue an FAA Export Certificate of Airworthiness.

The Piper was an aircraft damaged by Hurricane Katrina in 2005 and deemed beyond economical repair. In 2008, the aircraft was purchased from a salvage company by a Brazilian who arranged for the aircraft to be deregistered and exported to Brazil by Mr. Williams. Before the aircraft reached Brazil, the FAA coordinated with the United States Department of Homeland Security (US DHS) Customs and Border Protection (CBP) and requested to inspect the aircraft. Although already exported, US DHS/CBP was able to return the container to the Port of Jacksonville where the aircraft was inspected by the FAA and deemed un-airworthy.

A trial date has not been scheduled.

This investigation was conducted jointly with the US DHS Homeland Security Investigations with outstanding assistance from the FAA and the US DHS/CBP.

Note: Indictments, informations, and criminal complaints are only accusations by the Government. All defendants are presumed innocent unless and until proven guilty.

Source:  http://www.oig.dot.gov

 .

Piper PA44-180, N883FT: Accident occurred November 11, 2010 in West Palm Beach, Florida

NTSB Identification: ERA11FA054 
 14 CFR Part 91: General Aviation
Accident occurred Thursday, November 11, 2010 in West Palm Beach, FL
Probable Cause Approval Date: 01/17/2012
Aircraft: PIPER AIRCRAFT INC PA-44-180, registration: N883FT
Injuries: 4 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.

The commercial pilot’s most recent flight in a multi-engine airplane was about 1 year before the accident. During initial climb after takeoff, the certified flight instructor (CFI) reported to the tower controller that the airplane had experienced an engine failure and that they needed to return to the runway. The controller cleared the flight to land on any runway, but the airplane subsequently banked left and impacted the ground in a nose-down attitude. Examination of the wreckage revealed that the propeller for the engine that lost power (the left engine) was not in the feathered position and that the landing gear was in the extended position, which is contrary to the published emergency procedure for an engine failure during takeoff. Postaccident download of avionics data revealed that the left engine lost fuel flow and rpm less than 1 minute after takeoff power was applied, and examination of the wreckage revealed that the left fuel selector lever and fuel selector valve were found in the off position. The taxiing checklist for the airplane specified that the fuel selectors were to be switched from the on position to the crossfeed position to ensure that the crossfeeds were working properly; the before takeoff checklist specified that the fuel selectors should be set to the on position. Postaccident ground testing performed in an airplane of the same model as the accident airplane revealed that, when the fuel selectors are moved from the crossfeed position to the on position (or from the on position to the crossfeed position), the fuel selector passes through the off position. The ground testing also showed that, when the test airplane’s left fuel selector was placed in the off position and then takeoff power was applied to both engines, the left engine lost power completely after 36 seconds. Therefore, the loss of engine power during the accident flight is consistent with the takeoff having been performed with left fuel selector in the off position.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The failure of both the pilot and the certified flight instructor to ensure that the left fuel selector was in the on position for takeoff and their failure to follow the proper procedures when the left engine lost power shortly after takeoff, resulting in an in-flight loss of control.

HISTORY OF FLIGHT
On November 11, 2010, at 1805 eastern standard time, a Piper PA44-180, N883FT, registered to and operated by the Florida Institute of Technology (FIT) Aviation LLC, collided with the ground after an engine failure, shortly after takeoff from runway 10R at the Palm Beach International Airport (PBI), West Palm Beach, Florida. The instructional flight was operated under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91, with a night visual flight rules (VFR) flight plan filed. The certificated flight instructor (CFI), a certificated commercial pilot and two passengers were killed, and the airplane was substantially damaged. There was a postcrash fire. The airplane was departing at the time of the accident, enroute to Melbourne, Florida (MLB).

According to information from the Federal Aviation Administration (FAA) air traffic control tower at PBI, a female voice, later determined to be the CFI, transmitted during initial climb that they had an engine failure and "needed to turn-around and land." The controller cleared the flight to land "any runway" and there was no further communications with the flight.
A security video, provided by Galaxy Aviation located at PBI, showed the accident airplane taking off from runway 10R. The video was of poor quality due to the lights glaring into the camera from the main terminal. All that was viewable was the airplane's rotating beacon as it climbed and then started a slow turn to the left. The accident airplane continued to turn left until a large explosion was observed.

According to the FIT flight training department, this flight was being conducted as a supervised solo cross-country training flight for familiarization on international operations.

PILOT INFORMATION

The pilot, age 22, held a commercial pilot certificate, with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane, which was last issued on December 16, 2009, and a first-class airman medical certificate issued on August 14, 2007, with a restriction that he must wear corrective lenses. A review of the pilot's logbook indicated that he had accumulated a total time in all aircraft of 298.2 hours. The pilot's total multiengine time prior to the accident flight was 46.7 hours. The pilot's most recent flight in a multiengine airplane was November 15, 2009.
The CFI, age 26, held a commercial pilot certificate, with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane, which was last issued on September 16, 2010, and a first-class airman medical certificate issued on May 22, 2008, with a restriction that she must wear corrective lenses. The CFI held a certificated flight instructor certificate, with ratings for airplane single-engine, airplane multiengine, and instrument airplane. A review of the CFI's flight records indicated that she had accumulated a total flight time in all aircraft of 2,278 hours, and 492 hours in multiengine airplanes.

AIRPLANE INFORMATION

The airplane was a four-seat, low-wing, retractable gear, twin engine airplane, serial number (S/N) 4496249, manufactured on July 2, 2008. It was powered by two Lycoming O/LO-360-A1 H6 (counter rotating), 180-horsepower engines. A review of the aircraft's most recent 100-hour inspection record found that the inspection had been performed on October 25, 2010, at an airframe/engines total time of 1,638.3 hours.

METEOROLOGICAL INFORMATION

A review of recorded weather data from the PBI automated weather observation station, elevation 19 feet, revealed at 1753, conditions were winds 200 degrees at 9 knots, visibility 10 statute miles, clouds scattered 6,000 feet above ground lever (agl), temperature 24 degrees Celsius, dew-point temperature 13 degrees Celsius, altimeter 30.12 inches of mercury.

WRECKAGE/IMPACT INFORMATION

Examination of the crash site revealed the airplane impacted taxiway hotel (H) in a nose-down, right wing low attitude. The airplane impacted the taxiway on a heading of 340 degrees magnetic and slid 80 feet before coming to rest upright on a 060-degree heading.

The left wing remained attached to the fuselage. The inboard side of the engine nacelle received fire damage. The outboard side of the engine nacelle had no major damage. The main gear was down and locked and had impact and fire damage. The fuel cap was in place and fuel, blue in color, remained in the fuel tank. The left fuel system fuel lines were all free from blockage. No fuel was found from the fuel selector valve forward to the engine driven fuel pump. The fuel selector lever and fuel selector valve were found in the off position. The electric fuel pump was removed and inspected. The screen was free from blockage and no fuel was observed. The pump was field tested by applying battery power and water in the inlet. The pump operated and the water placed in the inlet was observed pumping out of the outlet.

The left aileron remained attached to the wing and had no major damage. Control continuity was established from the left aileron to the main cabin area. The outboard section of the left flap remained attached to the outboard hinge. The inboard section of the flap was destroyed by fire.
The right wing was destroyed by impact and postimpact fire. The outboard fiberglass wing tip was separated and found along the debris path. The fuel cap was in place and the fuel tank was destroyed by fire. The main gear was down and locked and had impact and fire damage. The electric fuel pump was removed. The outlet fitting was separated from the pump. Damage was noted in this area. The screen was free from blockage and residual fuel was observed on the bottom of the fuel pump. The pump was field tested by applying battery power and water in the inlet. The pump operated and the water placed in the inlet was observed pumping out of the outlet.

The right aileron and flap were destroyed and consumed in the postimpact fire. The aileron bell crank was separated from the wing. Both aileron cables remained attached to the bell crank. Aileron control continuity was established from the bell crank to the main cabin area.
The empennage was destroyed in the postimpact fire. The stabilator and rudder cables were strung over the right wing. Both rudder cables remained attached to the rudder. The rudder trim drum was separated and destroyed. The top section of the empennage, including the stabilator, was separated from the aircraft and located along the debris path. The stabilator trim drum displayed 3.5 threads, which is constant with a neutral trim position.
The fuselage received impact damage and was consumed in the postimpact fire. The cabin roof was separated and destroyed. Forward of the instrument panel was crushed aft and to the left. Aft of the rear seats, the fuselage was destroyed and consumed in the postimpact fire. The interior cabin furnishings were consumed in the fire. All seats were found in place.

The landing gear lever was in the down position. The left fuel selector was found in the off position, 1 inch aft of the forward stop, and the right fuel selector was found in the on position. The fuel selector valves remained attached. The left fuel selector valve was found in the off position and the right fuel selector valve was found in the on position. Both valves were field tested by applying low pressure air and were operational in all positions. Both fuel gascolator filters were free from blockage. Fuel control continuity was established from the fuel levers in the cockpit to the fuel selector valves.

All engine control levers were forward and found approximately 1 inch aft of the forward quadrant stop, except the right throttle lever, which was found approximately 2 inches aft of the forward quadrant stop. Throttle quadrant continuity was established from the throttle quadrant to the respective engine controls. The flap handle was bent over to the side. The left engine magnetos were on. The overhead panel and electrical switches were destroyed. The left carburetor heat lever was in the off position and the right was in the on position. The rudder trim indicator was in the neutral position. The pilot's primary flight display (PFD) and the multi function display (MFD) and all radios had impact and fire damage. The standby instruments, airspeed, altimeter, and attitude, were all damaged. No airframe anomalies were found during the on-site examination.

Both propellers separated from each engine, consistent with impact. The crankshafts were broken aft of the propeller flange. The right propeller spinner was crushed and the propeller hub, piston dome, piston, spring, and counterweights were separated and displaced. Both blades of the right propeller exhibited torsion twisting damage and chordwise scoring.

The left propeller spinner was partially crushed on one side. Both propeller blades remained attached to the hub. One blade had rotated from the normal pitch position; the internal pitch change mechanism was broken. The other blade remained in normal pitch position. Both blades were only slightly damaged. Neither propeller was in the feathered position.

The right engine remained attached to the airframe firewall assembly and was displaced aft and to the left, heavy fire damage was noted; the wing nacelle was essentially destroyed. The engine mount assembly was buckled. Impact damage was noted on the outboard side and the exhaust pipes were crushed. The engine accessories remained attached and secured to the engine and were scorched by fire. Except for the propeller control which was melted, the engine control cables remained attached to each respective control arm. The throttle was in full open position. The mixture control was full rich. The carburetor heat control was in the cold or off position. Initial examination of the engine revealed no outward indication of any mechanical malfunction. The spark plugs were removed and exhibited tan color combustion deposits. Electrode wear was moderate and gap settings were normal. Borescope examination of the top end components was unremarkable. The carburetor bowl drain plug was removed and clean blue fuel was observed.
The right engine was removed from the airframe and the valve covers, governor, rear mounted components and carburetor were removed. The engine was rotated using a drive tool adapter inserted into the governor spline. Rotation of the crankshaft established internal gear and valve train continuity. All four cylinders produced compression. Internal gear timing was confirmed. The magnetos were fire damaged, which precluded field testing. The fuel pump was intact and scorched by fire. The pump contained clean blue fuel and pumping action was noted when the pump was actuated by hand. The pump was opened, which revealed no internal anomalies. The accelerator pump was checked and found to operate normally and expelled fuel. The carburetor fuel inlet screen was removed and found clean. The carburetor bowl screws were found secured with safety tabs. The safety tabs were opened and the screws were found to be tight. The carburetor bowl was opened. A residual amount of blue fuel was found remaining in the carburetor bowl. The carburetor venturi was intact. The needle valve was checked and found to operate normally when low pressure air was applied to the unit, the float height measured approximately .187 inch. The carburetor float was composite type. The mixture control valve operated normally and was removed; the valve components were intact and secure. The governor oil screen was found clean. The engine oil filter element and oil suction screen were both found clean. At the conclusion of the engine examination, no evidence of any preimpact mechanical failure or malfunction was found.

The left engine remained attached to the airframe firewall and was displaced aft, upward, and to the left. Slight fire damage was noted and the wing nacelle was not heavily damaged. The engine mount assembly was buckled. Impact damage was noted on the inboard side. The engine accessories remained attached and secured to the engine and were slightly scorched by fire. The engine control cables remained attached to each respective control arm. The governor arm was approximately .250 inch from the high rpm stop. The throttle was in full open position. The mixture control was full rich. The carburetor heat control was in off or cold position.
Initial examination of the left engine revealed no outward indication of any mechanical malfunction. The spark plugs were removed and exhibited light gray color combustion deposits. Electrode wear was moderate and gap settings were normal. Borescope examination of the top end components was unremarkable. The carburetor bowl drain plug was removed and was found to be void of fuel.

The left engine was removed from the airframe and the valve covers, governor, rear mounted components and carburetor were removed. The engine was rotated using a drive tool adapter inserted into the governor spline. Rotation of the crankshaft established internal gear and valve train continuity. All four cylinders produced compression. Internal gear timing was confirmed. The magnetos were field tested and produced spark from all towers. The fuel pump was intact and contained a residual amount of clean blue fuel and pumping action was noted when the pump was actuated by hand. The pump was opened, which revealed no internal anomalies. The accelerator pump was checked and found to operate normally; however, no fuel was expelled. The carburetor fuel inlet screen was removed and found clean. The carburetor bowl screws were found secured with safety tabs. The safety tabs were opened and the screws were found to be tight. The carburetor bowl was opened. No fuel was found remaining in the carburetor bowl. Blue stains were observed at the low point of the bowl. The carburetor venturi was intact. The needle valve was checked and found to operate normally when low-pressure air was applied to the unit. The float height measured approximately .187 inch. The carburetor float was metal type. The mixture control valve operated normally and was removed for inspection. The valve components were intact and secure. The governor oil screen was found clean. The engine oil filter element and oil suction screen were both found clean. At the conclusion of the engine examination, no evidence of any preimpact mechanical failure or malfunction was found.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the commercial pilot on November 11, 2010, by the Office of the District Medical Examiner, District 15-State of Florida, Palm Beach County, West Palm Beach, Florida. The autopsy findings included "Thermal injuries." Forensic toxicology was performed on specimens from the commercial pilot by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. The toxicology report indicated that there was no carbon monoxide or cyanide detected in blood, no ethanol detected in vitreous, and no drugs detected in urine.
An autopsy was performed on the CFI on November 11, 2010, by the Office of the District Medical Examiner, District 15-State of Florida, Palm Beach County, West Palm Beach, Florida. The autopsy findings included "multiple blunt force injuries." Forensic toxicology was performed on specimens from the CFI by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. The toxicology report indicated that there was no carbon monoxide or cyanide detected in blood, no ethanol detected in vitreous, however, 25.43 (ug/ml, ug/g) Acetaminophen and Salicylamide was detected in urine.

ADDITIONAL INFORMATION

The MFD and PFD received fire damage. The NTSB retained the PFD and MFD flash cards for further examination. Examination and data download revealed that at 18:00:50, Eng1 rpm and Eng 2 rpm began to increase. At 18:01:08, Eng1 rpm and Eng2 rpm both reached 2,650 rpm. At 18:01:08, the recorded Eng1 fuel flow began to decrease, followed by a drop in Eng1 rpm. At 18:01:38, the recorded Eng1 fuel flow was approximately 1 gph and Eng1 rpm was approximately 1,270 rpm. The last recorded engine data was at 18:01:50, when the Eng1 fuel flow was approximately 4 gph and Eng1 rpm was 1,480 rpm. From approximately 18:01:08 to the end of the recorded engine data, Eng 2 rpm remained at 2,650 rpm and Eng2 fuel flow remained between 15 and 16 gph.
POH Checklists

A review of the pilot operating handbook (POH) found that during the taxi checklist (paragraph 4.5e), the fuel selector was to be switched from the on position to the cross feed position, to ensure that the crossfeeds were working properly. Once the airplane was in the run-up area and prior to takeoff (paragraph 4.5g), the pilot was to move the fuel selector from the crossfeed position to the on position. During both of these procedures, the fuel selector must pass through the off position before reaching on/crossfeed position.


4.5e Taxiing Checklist (4.17)

TAXING (4.17)

Taxi Area..............................................................................CLEAR
Throttles.......................................................................APPLY SLOWLY
Brakes.................................................................................CHECK
Steering...............................................................................CHECK
Flight Instruments.....................................................................CHECK
Electric Fuel Pumps..............................................................AS REQUIRED
Fuel Selectors............................................................ON/CHECK CROSSFEED


4.5g Before Takeoff Checklist (4.21)

BEFORE TAKEOFF (4.21)

Flight Controls........................................................................CHECK
Flight Instruments.....................................................................CHECK
Engine Instruments.....................................................................CHECK
Fuel Quantity/Imbalance...................................................................ON
Battery Master Switch.....................................................................ON
Alternators...............................................................................ON
Electric Fuel Pumps.......................................................................ON
Pitot Heat.......................................................................AS REQUIRED
Radio Master Switch.......................................................................ON
Autopilot/FD................................................................Disengaged/"RDY"
Mixtures...........................................................................FULL RICH
Carburetor Heat..........................................................................OFF
Cowl Flaps..............................................................................OPEN
Flaps............................................................................CHECK & SET
Stabilator and Rudder Trims..............................................................SET
Fuel Selectors............................................................................ON

Ground Run Tests

The NTSB, FIT Aviation and Piper Aircraft performed an aircraft ground tests on a 2008 PA-44-180 Seminole, N884FT at FIT Aviation (MLB).

First Test:

Performed a normal engine ground run per FIT Checklist.
Time 6 minutes.

Second Test:

Imitate a normal takeoff on the ground following FIT Checklist.
Except:
Placed the right fuel selector valve to the on position.
Placed the left fuel selector valve to the off position.
Set engine throttles to takeoff power.
Left engine sputter 30 seconds.
Left engine quit 36 seconds.

Third Test:

Prior to taxi placed the left fuel selector valve to the off position.
Taxied on airport property at engine rpm 1000 -1100.
Left engine quit after five minutes and 50 seconds.

Forth Test:

Imitate taxi in the ground run up area, placed the left fuel selector valve to the off position.
Throttle engines at approximately 1000-1100 rpm.
After five minutes applied full takeoff power.
Left engine quit 10 seconds later.

Pilot Operating Handbook

Section 3, Emergency Procedures for the PA-44-180, Seminole, Part 3.5a Engine Inoperative Procedures.


Engine failure during takeoff (speed above 75 KIAS).

Mixture Controls...............................................................FULL FORWARD
Propeller controls.............................................................FULL FORWARD
Throttle Controls..............................................................FULL FORWARD
Directional Control................................................................MAINTAIN
Flaps...............................................................................FULL UP
Landing Gear Selector...............................................................CHEK UP
Inoperative Engine......................................................IDENTIFY and VERIFY
Throttle (Inop. Engine)...............................................................CLOSE
Propeller (Inop. Engine) ...........................................................FEATHER
Mixture (Inop. Engine).........................................................IDLE CUT-OFF
Establish Bank........................................2 to 3 degrees INTO OPERATIVE ENGINE
Climb Speed..............................................................................88 KIAS
Trim..........................................................ADJUST TO 2 TO 3 DEGREES BANK TOWARD OPERATIVE ENGINE WITH APPROXIMATELY
1/2 BALL SLIP INDICATED ON THE SKID/SLIP INDICATOR

Cowl Flap (Inop. Engine)..............................................................CLOSE
Alternator Switch (Inop. Engine)........................................................OFF
Magneto Switches (Inop. Engine).........................................................OFF
Electric Fuel Pump (Inop. Engine).......................................................OFF
Fuel Selector (Inop. Engine).................................................................................OFF
Land as soon as practical at the nearest suitable airport.

Dheni Frembling (R) with Jordyn Agostini, both of whom lost their lives along with brothers Kris and Kyle Henegar.

 Kyle Henegar

Kris Henegar

http://memorial.fitaviation.com

WEST PALM BEACH — National Transportation Safety Board investigators have determined that the cause of the fiery November 2010 small plane crash at Palm Beach International Airport that killed four people was likely errors made by the pilot and certified flight instructor.

According to an NTSB probable cause report released Tuesday, the Piper PA-44 Seminole bound for Melbourne from the Bahamas crashed nose-down into "taxiway Hotel" just after takeoff at about 6:05 p.m. on Nov. 11 2010 at PBIA and caught fire.

The crash killed Dheni "Jenny" Frembling, 26, of Melbourne; Jordyn Leigh Agostini, 21, of Broomall, Pa.; Kristopher Henegar, 22, of Memphis; and Kyle Henegar, 26, of Palm Bay.

All worked for or attended the Melbourne-based Florida Institute of Technology's FIT Aviation school.

NTSB investigators said the probable cause was "the failure of both the pilot and the certified flight instructor to ensure that the left fuel selector was in the on position for takeoff," and "their failure to follow the proper procedures when the left engine lost power shortly after takeoff."

The two errors resulted in a loss of control of the plane, the NTSB report says.

Pre-flight checklists call for both fuel selectors to be switched on during takeoff. Both the left fuel level, and left fuel selector valves were found in the off position.

Just after takeoff, Frembling radioed the air traffic control tower and said her engine had failed and she "needed to turn around and land," according to the NTSB report.

The report describes the pilot as a 22-year-old male and the certified flight instructor as a 26-year-old female. They both held a commercial pilot certificate. The report does not specifically name the pilot or certified flight instructor.
Source:  http://www.wptv.com

NTSB Identification: ERA11FA054

14 CFR Part 91: General Aviation

Accident occurred Thursday, November 11, 2010 in West Palm Beach, FL

Probable Cause Approval Date: 01/17/2012

Aircraft: PIPER AIRCRAFT INC PA-44-180, registration: N883FT

Injuries: 4 Fatal.

The commercial pilot’s most recent flight in a multi-engine airplane was about 1 year before the accident. During initial climb after takeoff, the certified flight instructor (CFI) reported to the tower controller that the airplane had experienced an engine failure and that they needed to return to the runway. The controller cleared the flight to land on any runway, but the airplane subsequently banked left and impacted the ground in a nose-down attitude. Examination of the wreckage revealed that the propeller for the engine that lost power (the left engine) was not in the feathered position and that the landing gear was in the extended position, which is contrary to the published emergency procedure for an engine failure during takeoff. Postaccident download of avionics data revealed that the left engine lost fuel flow and rpm less than 1 minute after takeoff power was applied, and examination of the wreckage revealed that the left fuel selector lever and fuel selector valve were found in the off position. The taxiing checklist for the airplane specified that the fuel selectors were to be switched from the on position to the crossfeed position to ensure that the crossfeeds were working properly; the before takeoff checklist specified that the fuel selectors should be set to the on position. Postaccident ground testing performed in an airplane of the same model as the accident airplane revealed that, when the fuel selectors are moved from the crossfeed position to the on position (or from the on position to the crossfeed position), the fuel selector passes through the off position. The ground testing also showed that, when the test airplane’s left fuel selector was placed in the off position and then takeoff power was applied to both engines, the left engine lost power completely after 36 seconds. Therefore, the loss of engine power during the accident flight is consistent with the takeoff having been performed with left fuel selector in the off position.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The failure of both the pilot and the certified flight instructor to ensure that the left fuel selector was in the on position for takeoff and their failure to follow the proper procedures when the left engine lost power shortly after takeoff, resulting in an in-flight loss of control.

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