Piper PA-22-150 Tri-Pacer, N6849B: Accidents occurred August 09, 2020 and March 05, 2012

Aviation Accident Final Report - National Transportation Safety Board 

The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Milwaukee, Wisconsin

Investigation Docket - National Transportation Safety Board:

https://data.ntsb.gov/Docket

https://registry.faa.gov/N6849B

Location: Burlington, WI
Accident Number: CEN20LA329
Date & Time: 08/09/2020, 1430 CDT
Registration: N6849B
Aircraft: Piper PA22
Aircraft Damage: Substantial
Defining Event: Fuel related
Injuries: 1 Serious, 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal 

Analysis

The pilot reported that the engine was not developing the expected rpm during the takeoff and initial climb. He noticed the airplane was not climbing well and could have trouble clearing small trees near the end of the runway. The pilot maneuvered the airplane through a low spot in the trees after he realized he did not have sufficient runway remaining to land. The pilot attempted to gain altitude and airspeed but only gained minimal altitude. The pilot considered applying carburetor heat but realized it would guarantee a loss of engine power with another line of trees ahead of the airplane. The pilot cleared the line of trees, but then impacted the next line of trees. The airplane nosed down, impacted the terrain, and came to rest inverted in a residential yard. The pilot speculated the reduced engine power was due to carburetor ice.

Postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operations. Weather conditions reported at the time of the accident were conducive for carburetor icing at glide and cruise power. The pilot reported that during the takeoff and initial climb, the carburetor heat was off. Therefore, it is likely that carburetor ice accumulated during taxi and run-up before the takeoff, which resulted in a partial loss of engine power and reduced takeoff performance.

Probable Cause and Findings

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

A partial loss of engine power due to the formation of carburetor ice while on the ground, which resulted in reduced climb capability and impact with trees during the initial climb.

Findings

Environmental issues Conducive to carburetor icing - Effect on operation

Environmental issues Tree(s) - Effect on operation

Factual Information

On August 9, 2020, about 1430 central daylight time, a Piper PA-22-150 airplane, N6849B, was substantially damaged when it was involved in an accident near Burlington, Wisconsin. The pilot sustained minor injuries and the passenger was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported that the engine was not developing the expected engine RPMs during the takeoff and initial climb. He noticed the airplane was not climbing well and may have trouble clearing small trees near the end of the runway. The pilot maneuvered the airplane through a low spot in the trees after he realized he did not have sufficient runway remaining to land. The pilot performed a couple pitch maneuvers in an attempt to gain altitude and airspeed which resulted in a minimal gain in altitude. The pilot considered applying carburetor heat but realized it would guarantee a loss of engine power with another line of trees ahead of the airplane. The pilot cleared the line of trees, but then impacted the next line of trees. The airplane nosed down, impacted the terrain, and came to rest inverted in a residential yard. The pilot speculated the reduced engine power was due to carburetor ice.

According to witnesses and a surveillance video at the Burlington Municipal Airport (BUU), Burlington, Wisconsin, the airplane departed the turf runway 19. The airplane appeared to have a gradual takeoff climb to about 30 to 35 ft above ground level. The airplane continued at that altitude before it disappeared from the witnesses and video view behind some trees south of BUU.

The airplane sustained substantial damage to the fuselage, both wings, and empennage. Postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operations.

According to a carburetor ice probability chart, the atmospheric conditions at the time of the accident were conducive to icing at glide and cruise power. Federal Aviation Administration Advisory Circular 20-113 explains, "To prevent accidents due to induction system icing, the pilot should regularly use [carburetor] heat under conditions known to be conducive to atmospheric icing and be alert at all times for indications of icing in the fuel system."

History of Flight

Initial climb Fuel related (Defining event)

Initial climb Attempted remediation/recovery

Initial climb Collision with terr/obj (non-CFIT)

Post-impact Roll over

Pilot Information

Certificate: Private
Age:68, Male 
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: BasicMed Unknown
Last FAA Medical Exam: 08/15/2018
Occupational Pilot:No 
Last Flight Review or Equivalent:
Flight Time:  952 hours (Total, all aircraft), 371 hours (Total, this make and model)

Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N6849B
Model/Series: PA22 150
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 22-4148
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection: 07/01/2020, Annual
Certified Max Gross Wt.: 2000 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Lycoming
ELT: Installed, activated, did not aid in locating accident
Engine Model/Series: O-320 SERIES
Registered Owner: On file
Rated Power:
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: BUU, 780 ft msl
Distance from Accident Site: 1 Nautical Miles
Observation Time: 1435 CDT
Direction from Accident Site: 360°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 7 knots / 16 knots
Turbulence Type Forecast/Actual:
Wind Direction: 190°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.98 inches Hg
Temperature/Dew Point: 30°C / 22°C
Precipitation and Obscuration: No Precipitation
Departure Point: Burlington, WI
Type of Flight Plan Filed: None
Destination: Burlington, WI
Type of Clearance: None
Departure Time:  CDT
Type of Airspace: Class E 

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: 1 Serious
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion:None 
Total Injuries: 1 Serious, 1 Minor

Latitude, Longitude: 42.680278, -88.302222 (est)

Aviation Accident Final Report - National Transportation Safety Board

Investigation Docket - National Transportation Safety Board:

https://data.ntsb.gov/Docket

Location: East Troy, WI
Accident Number: CEN12LA182
Date & Time: 03/05/2012, 1430 CST
Registration: N6849B
Aircraft: PIPER PA-22-150
Aircraft Damage: Substantial
Defining Event: Fuel exhaustion
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal

Analysis

The pilot was en route to his destination airport after having made an intermediary stop at another airport when the engine experienced a total loss of engine power, and the pilot performed a forced landing. Examination of the airplane revealed that there was no usable fuel present and there were no fuel system leaks.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's inadequate fuel management, which resulted in a total loss of engine power due to fuel exhaustion.

Findings

Aircraft
Fuel - Fluid management (Cause)
Fuel - Fluid level (Cause)

Personnel issues
Incorrect action performance - Pilot (Cause)

Factual Information

On March 5, 2012, about 1430 central standard time, a Piper PA-22-150, N6849B, experienced a total loss of engine power during cruise flight. The pilot subsequently made an off airport forced landing to a field near East Troy, Wisconsin. The certificated private pilot was uninjured. The airplane sustained substantial damage to the firewall. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and a flight plan had not been filed for the flight that departed from Ephraim-Gibraltar Airport (3D2), Ephraim, Wisconsin, destined to Burlington Municipal Airport (BUU), Burlington, Wisconsin.

The pilot stated that the airplane was fueled at BUU and had 44 gallons aboard prior to departure. After about 1:40 hours of flight time, he landed at 3D2. He then departed for BUU and after about 1:15 hours of flight time, the engine quit. He positioned the fuel selector to the left fuel tank and the engine restarted and then ran for about 30 second and quit. During the descent for a forced landing, the engine was able to be restarted using "short bursts" by hand pumping the accelerator pump and the primer pump. The airplane landed short of the field that the pilot planned to land on.

Examination of the airplane by the Federal Aviation Administration revealed that none of the airplane fuel tanks contained usable fuel, and there was no evidence of fuel leak.

The pilot's flight review was expired at the time of the accident.

History of Flight

Enroute
Fuel exhaustion (Defining event)
Loss of engine power (total)

Emergency descent
Collision with terr/obj (non-CFIT)

Pilot Information

Certificate: Private
Age: 59
Airplane Rating(s):
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 952 hours (Total, all aircraft), 371 hours (Total, this make and model), 4 hours (Last 90 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: PIPER
Registration:N6849B
Model/Series: PA-22-150
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built:No
Airworthiness Certificate:Normal
Serial Number: 22-4148
Landing Gear Type: Tricycle
Seats:4
Date/Type of Last Inspection: Annual
Certified Max Gross Wt.: 2000 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Lycoming
ELT: Installed, not activated
Engine Model/Series: O-320
Registered Owner: Pilot
Rated Power: 150 hp
Operator: Pilot
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: BUU, 780 ft msl
Distance from Accident Site: 7 Nautical Miles
Observation Time: 1455 CST
Direction from Accident Site: 360°
Lowest Cloud Condition: Clear
Visibility: 10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 9 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 190°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.31 inches Hg
Temperature/Dew Point: -2°C / -7°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Ephraim, WI (3D2)
Type of Flight Plan Filed: None
Destination: Burlington, WI (BUU)
Type of Clearance: VFR Flight Following
Departure Time: 1300 CST
Type of Airspace:

Airport Information

Airport:
Runway Surface Type:
Airport Elevation:
Runway Surface Condition:
Runway Used:
IFR Approach:
Runway Length/Width:
VFR Approach/Landing:

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire:None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude:

In this photo taken Tuesday, March 6, 2012 workers remove the engine of an aircraft that crash landed in the Mukwonago River on Monday. A 56-year-old man miraculously escaped with a few bumps and bruises after crash landing a plane in the Mukwonago River near where it meets Interstate 43 just before 2:30 p.m. Monday. Vaughan Weeks of Racine is the registered owner of the aircraft.

Aviation Accident Final Report - National Transportation Safety Board:https://app.ntsb.gov/pdf

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

Location: East Troy, WI
Accident Number: CEN12LA182
Date & Time: 03/05/2012, 1430 CST
Registration: N6849B
Aircraft: PIPER PA-22-150
Aircraft Damage: Substantial
Defining Event: Fuel exhaustion
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal

Analysis

The pilot was en route to his destination airport after having made an intermediary stop at another airport when the engine experienced a total loss of engine power, and the pilot performed a forced landing. Examination of the airplane revealed that there was no usable fuel present and there were no fuel system leaks.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's inadequate fuel management, which resulted in a total loss of engine power due to fuel exhaustion.

Findings

Aircraft
Fuel - Fluid management (Cause)
Fuel - Fluid level (Cause)

Personnel issues
Incorrect action performance - Pilot (Cause)

Factual Information

On March 5, 2012, about 1430 central standard time, a Piper PA-22-150, N6849B, experienced a total loss of engine power during cruise flight. The pilot subsequently made an off airport forced landing to a field near East Troy, Wisconsin. The certificated private pilot was uninjured. The airplane sustained substantial damage to the firewall. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and a flight plan had not been filed for the flight that departed from Ephraim-Gibraltar Airport (3D2), Ephraim, Wisconsin, destined to Burlington Municipal Airport (BUU), Burlington, Wisconsin.

The pilot stated that the airplane was fueled at BUU and had 44 gallons aboard prior to departure. After about 1:40 hours of flight time, he landed at 3D2. He then departed for BUU and after about 1:15 hours of flight time, the engine quit. He positioned the fuel selector to the left fuel tank and the engine restarted and then ran for about 30 second and quit. During the descent for a forced landing, the engine was able to be restarted using "short bursts" by hand pumping the accelerator pump and the primer pump. The airplane landed short of the field that the pilot planned to land on.

Examination of the airplane by the Federal Aviation Administration revealed that none of the airplane fuel tanks contained usable fuel, and there was no evidence of fuel leak.

The pilot's flight review was expired at the time of the accident.

History of Flight

Enroute
Fuel exhaustion (Defining event)
Loss of engine power (total)

Emergency descent
Collision with terr/obj (non-CFIT)

Pilot Information

Certificate: Private
Age: 59
Airplane Rating(s):
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 952 hours (Total, all aircraft), 371 hours (Total, this make and model), 4 hours (Last 90 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: PIPER
Registration:N6849B
Model/Series: PA-22-150
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built:No
Airworthiness Certificate:Normal
Serial Number: 22-4148
Landing Gear Type: Tricycle
Seats:4
Date/Type of Last Inspection: Annual
Certified Max Gross Wt.: 2000 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Lycoming
ELT: Installed, not activated
Engine Model/Series: O-320
Registered Owner: Pilot
Rated Power: 150 hp
Operator: Pilot
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: BUU, 780 ft msl
Distance from Accident Site: 7 Nautical Miles
Observation Time: 1455 CST
Direction from Accident Site: 360°
Lowest Cloud Condition: Clear
Visibility: 10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 9 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 190°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.31 inches Hg
Temperature/Dew Point: -2°C / -7°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Ephraim, WI (3D2)
Type of Flight Plan Filed: None
Destination: Burlington, WI (BUU)
Type of Clearance: VFR Flight Following
Departure Time: 1300 CST
Type of Airspace:

Airport Information

Airport:
Runway Surface Type:
Airport Elevation:
Runway Surface Condition:
Runway Used:
IFR Approach:
Runway Length/Width:
VFR Approach/Landing:

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire:None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None

Latitude, Longitude:

NTSB Identification: CEN12LA182 
14 CFR Part 91: General Aviation
Accident occurred Monday, March 05, 2012 in East Troy, WI
Aircraft: PIPER PA-22-150, registration: N6849B
Injuries: 1 Uninjured.

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

On March 5, 2012, about 1430 central standard time, a Piper PA-22-140, N6849B, experienced a total loss of engine power during cruise flight. The pilot subsequently made an off airport forced landing to a field near East Troy, Wisconsin. The certificated private pilot was uninjured. The airplane sustained substantial damage to the firewall. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and a flight plan had not been filed for the flight destined to Burlington Municipal Airport (BUU), Burlington, Wisconsin.

Cessna 310: John Murtha Johnstown-Cambria County Airport (KJST), Johnstown, Pennsylvania

The Cessna 310, flown by pilot Chuck Burkhead, as it makes it's wheels-up landing at Johnstown-Cambria County Airport. 

Pilot Chuck Burkhead speaks with the response crew on the Johnstown-Cambria County Airport tarmac, immediately following his landing

The Cessna 310 being foamed by fire crews immediately after its landing at Johnstown-Cambria County Airport.
Todd Berkey

JOHNSTOWN — A New Hampshire pilot and his two passengers are grateful to be alive after a hairy wheels-up landing today at Johnstown’s airport.

Chuck Burkhead of Portsmouth, N.H., was on approach to Somerset airport when his twin-engine Cessna 310’s instruments told him the aircraft landing gear was malfunctioning, authorities said.

Instead of trying the "belly" landing in Somerset, Burkhead decided to turn north for Johnstown, where he knew a strong emergency response was available, said Bob Heffelfinger, battalion chief for Richland Township Fire Department.

“He wanted to come here because he knows the response,” Heffelfinger said.

Burkhead and his passengers circled the John Murtha Johnstown-Cambria County Airport for about 90 minutes before making what a flight instructor described as a textbook wheels-up landing and evacuating the plane just before 2:30 p.m. today.

Airport traffic control Director Dennis Fritz was in contact with the Federal Aviation Administration following the incident to determine how to remove the aircraft from the airport’s main runway, airport Solicitor Tim Leventry said.

Burkhead and his passengers were en route from Portsmouth to Somerset for a business meeting, Leventry said.

http://tribune-democrat.com

Michael Slack: Safer air races are possible

In the wake of last year’s tragedy, something must be done to address safety at the Reno Air Races.

Toward this end, we have filed a public comment with the National Transportation Safety Board advocating for changes that will make the race safer for spectators, as well as racers and support crews.

As a point of full disclosure, we represent some of the spectators who were injured on that fateful day. With this perspective in mind, we would like to see the Reno Air Racing Association invite designated representatives of the private party stakeholders — pilots, crews and racing fans — to begin proactive technical discussions on how to build in adequate safety margins for the various risk scenarios that confront participants and fans at Reno.

In crafting a solution, we believe it is important to look at four major risk categories:

First, organizers of the National Championship Air Races use a “heat” format where multiple planes race against each other. This stands in contrast to the single-airplane, “timed” format used in other air races, which obviously lessens the chance of a midair collision. The risks associated with multiple aircraft need to be properly assessed to determine if racing rule changes are needed.

Second, the safety standards for aircraft are insufficiently defined and monitored. Vintage airplanes like those flown at Reno are often highly modified, exacerbating the flight loads and putting the aircraft under stresses that were not contemplated by designers. Aircraft operating at higher air speeds, such as the unlimited class, should be scrutinized much closer to end to the history of structural failures at Reno.

Third, stricter medical and fitness standards are needed to screen out pilots who present a danger to themselves, other pilots and spectators. These races are very demanding and require pilots to be in optimum physical and mental condition.

Finally, the spectators at Reno are placed in an area that is highly vulnerable to contact with planes or debris if there is a mishap. The energy of multiple planes racing toward the spectator area is an invitation for disaster and is, in large part, why so many spectators were hit by debris in last year’s crash. By contrast, other air races and air shows confine the energy of aircraft parallel to and not directed toward spectator areas. To reduce the risk of spectator injury, the Reno spectator area must be arranged parallel to the direction of flight and at a sufficient distance from the course to provide an envelope of safety from the dangers of impaired or out-of-control aircraft.

There are ways to address the above risk factors while being responsive to desires of participants and those who produce air races. That is a balance that our Reno clients endorse.

At the same time, it would be an even greater tragedy if we did nothing and this happened again.

Michael Slack is a partner at Austin-based Slack & Davis. His comments to the NTSB about NCAR can be read at www.aviation.slackdavis.com

http://www.rgj.com

NTSB Identification: WPR11MA454

14 CFR Part 91: General Aviation

Accident occurred Friday, September 16, 2011 in Reno, NV

Aircraft: NORTH AMERICAN/AERO CLASSICS P-51D, registration: N79111

Injuries: 11 Fatal,66 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 September 16, 2011, about 1626 Pacific daylight time, an experimental North America P-51D, N79111, impacted terrain following a loss of control while maneuvering at Reno Stead Airport, Reno, Nevada. The airplane was registered to Aero-Trans Corp, Ocala, Florida, and operated by the pilot as Race 177 under the provisions of 14 Code of Federal Regulations Part 91. The commercial pilot sustained fatal injuries; the airplane sustained substantial damage. Casualties on the ground included 10 fatalities and 74 injured. As of the time of this preliminary report, eight of the injured remain hospitalized, some in critical condition. Visual meteorological conditions prevailed at the time of the accident, and no flight plan had been filed for the local air race flight, which departed from Reno Stead Airport about 10 minutes before the accident.

The airplane was participating in the Reno National Championship Air Races in the last event of the day. The airplane had completed several laps and was in a steep left turn towards the home pylon when, according to photographic evidence, the airplane suddenly banked momentarily to the left before banking to the right, turning away from the race course, and pitching to a steep nose-high attitude. Witnesses reported and photographic evidence indicates that a piece of the airframe separated during these maneuvers. After roll and pitch variations, the airplane descended in an extremely nose-low attitude and collided with the ground in the box seat area near the center of the grandstand seating area.

Investigators from the National Transportation Safety Board (NTSB) and the Federal Aviation Administration examined the wreckage on site. They documented the debris field and identified various components of the airplane’s control system and control surfaces. The wreckage was removed to a secure storage facility for detailed examination at a later date.

The airplane’s ground crew noted that the airplane had a telemetry system that broadcast data to a ground station as well as recorded it to a box on board the airplane. The crew provided the ground station telemetry data, which includes engine parameters and global positioning satellite system data to the NTSB for analysis. The onboard data box, which sustained crush damage, was sent to the NTSB’s Vehicle Recorder laboratory for examination. Investigators recovered pieces of a camera housing and multiple detached memory cards from the airplane’s onboard camera that were in the debris field. The memory cards and numerous still and video image recordings were also sent to the Vehicle Recorders laboratory for evaluation.

The Federal Aviation Administration and the Reno Air Race Association are parties to the investigation.

Metro Family’s Para Sailing Disaster to be Shown on Travel Channel

PRAIRIE VILLAGE, Kan. — A six-year-old’s birthday adventure nearly turned deadly in Mexico. Now two years later, the Haith family of Prairie Village will see their ordeal revisited on the Travel Channel show, “When Vacations Attack.”

The family was staying in Puerto Vallarta, Mexico when Eddie Haith convinced his Mom Debbie Haith to let him go para sailing. She remembers it was Eddie’s Birthday week so he wanted to go first and they wouldn’t let us go tandem but they felt it was calm enough out that Eddie would be able to handle it.

His older brother Jake filmed Eddie from below and watched in horror as a gust of wind blew Eddie towards a building. Eddie’s parents, his twin sisters and and older brother all yelled for Eddie to pull a safety rope to lower him to the ground but the boy wasn’t strong enough to overcome a gust of wind.

In a split second, home video shows Eddie crashing into the 3rd floor patio deck of a stranger’s condominium. The boy broke his leg, his nose and two ribs.

“I thought I was dreaming, seeing my son hit a building in front of my eyes and I’m not able to be there to help him,” said the boy’s dad Brian Hait. “It was the worst thing that could’ve ever happened to a parent.”

After one night at a local hospital, the Haiths decided to charter a plane to bring their son to Kansas City for surgery.

“We did not have Travel Insurance,” said mom Debbie Haith. “If I would’ve paid $10 extra per ticket, it would’ve covered the $26,000 Air Ambulance home.”

The Haiths say any family about to go on Spring Break should buy Travel Insurance. Eddie Haith has since made a full recovery but says he won’t be doing anymore extreme sports on vacation.

” I’m fine now, I’m glad I’m alive,” the boy said.

The episode of “When Vacations Attack” featuring the Haith family debuts Tuesday, March 6 at 10 p.m. on the Travel Channel.

http://fox4kc.com

Geese Force Emergency Landing At Denison Municipal Airport (KDNS), Iowa

AMES, Iowa -- Iowa State Trooper Scott Pigsley was on his way back to Atlantic from Sioux City early Tuesday morning when his plane hit a flock of geese.

The crash happened between midnight and 1 a.m.

Pictures of the plane show multiple dents on the wings, a broken wheel cover and blood on the outside of the aircraft.

“It was dark and all of the sudden I heard a big bang – the plane shook,” said Pigsley.

Pigsley said he initially thought he was having engine problems in the dark he didn't see the flock of geese and couldn't immediately see the damage to his Cessna 182.

“Then I used a flashlight and started noticing damage to the aircraft,” said Pigsley.

From what Pigsley could see of the damage to the right wing, landing gear and tail he knew it was significant enough that he wouldn't make it back to Atlantic so he made the decision to make an emergency landing at the Denison airport about 18 miles away.

“I landed as slow as I could in case that left wheel was damaged or pinned because if that’s the case, it’s going to skid and put me into a spin, so I tried to land as slow as possible,” said Pigsley.

Pigsley has practice with emergency situations, landing an aircraft with engine trouble in 2006 in a field near Bondurant. In 2010, he made a similar landing right on Highway 44, near the Audubon and Guthrie County line.

“I may be experiencing more than most people, but with our training and as frequently as we fly, I’m more comfortable and able to deal with it when a situation has arisen,” said Pigsley.

Encountering flocks of geese is one such situation that Pigsley said all pilots train for because it can often be a problem.

“Especially in the spring and the fall when the migratory birds are moving it can happen and it has happened,” said Pigsley.

Pigsley was not hurt in the incident.

Watch Video: http://www.kcci.com

Bladen County, North Carolina: Authorities find missing plane, appears to make emergency landing

Emergency Services Director Bradley Kinlaw said officials received a call from the Lumberton Airport about the situation.

(Source: Chris Barnhill)

The plane was found in a field in the Rowan community around 6:15 p.m.

(Source: Chris Barnhill)

BLADEN COUNTY, NC (WECT) – Bladen County authorities spent part of Tuesday afternoon searching the area of Highway 210 in Harrells for a reported missing plane.

Emergency Services Director Bradley Kinlaw said officials received a call from the Lumberton Airport about the situation.

The plane was found in a field in the Rowan community around 6:15 p.m. It appears the plane made an emergency landing in a field off of Highway 210.

According to a firefighter, no one was hurt in the landing. There is no word at this time as to what caused the plane to make an emergency landing.

http://www.wect.com

Confusion over jet's takeoff window

Confusion "reigned" among airport staff about the takeoff window for a midwinter Sydney-bound passenger jet, Queenstown District Court heard this morning.

A 54-year-old Papakura pilot, who has interim name suppression, has denied operating a Boeing 737 in a careless manner on June 22, 2010, a charge laid by the Civil Aviation Authority.

He appeared before Judge Kevin Phillips for the third day of a defended hearing, during which witnesses presented evidence about the takeoff of the Pacific Blue flight almost two years ago.

Wellington International Airport manager Daniel Debono, a Queenstown Airport operations manager in 2010, told the court there was confusion about the timing of evening civil twilight (ECT).

The authority alleges the pilot should not have taken off after 5.14pm because airline rules stipulated departing aircraft needed at least 30 minutes before civil twilight cut off at 5.45pm.

The aircraft departed at 5.25pm.

Debono, under cross-examination, said he checked the twilight time using Airways' website and there were two times, a general regional time and an aerodrome-specific time.

Defence lawyer Matthew Muir asked about confusion among airport staff, Debono and then chief executive Steve Sanderson.

"It was not until CCTV was verified we determined its proximity to ECT.

"There were different views of ECT.

"I had been told by one staff member the aircraft departed after ECT. We were not sure if it was within the 30 minutes we expected the aircraft to depart," Debono said.

Airport staff went home and Debono reviewed CCTV footage a few days later.

Muir said confusion "reigned overnight" after the takeoff and asked whether there was a significant difference of opinion regarding ECT.

Debono said it was not uncommon.

"(Airports) are rife with speculation, people's views, it's not the first time I have come across red herrings.

"ECT restrictions do vary between airlines, what the aircraft does is their call."

Eyewitness Robert Clark, a mechanic who was living in Frankton in 2010, told the court the aircraft "just didn't look quite right" as it took off at a 20-degree to 30-degree angle.

"It appeared to be quite low," he said.

The defence case argues the pilot's actions were correct and any breach of requirements, if demonstrated, was below the level of carelessness.

The hearing continues.

http://www.stuff.co.nz

"Buffalo Joe" praises staff for successful emergency landing

Yellowknife, N.W.T. - The owner of Buffalo Airways is thankful everything turned out safely for everyone involved yesterday.

Buffalo's Electra plane was forced to make an emergency landing at the Yellowknife Airport after one of its landing gear malfunctioned.

The landing was successful and all six people on board, including a film crew for the show "Ice Pilots NWT", were safe and sound.

Joe McBryan said the crew did everything right.

“They followed all the procedures in their training and their exercises,” he said. “They did everything possible and the result is they got the aircraft down with as minimal amount of damage as you could possibly do under those circumstances.”

McBryan says the plane flew overhead for about an hour to burn off fuel and lighten the plane, but the crew was also taking that time for something else.

“They were using that time to go through all the emergency drills,” he said. “I was on the phone to people making sure we weren’t missing anything that we could have done to alleviate the problem. As it turned out, they made the right decision.”

McBryan also said everyone in the vicinity of the airport, including the military, offered help and he's thankful for the offers.

http://hqyellowknife.com

Caribbean Airlines cuts staff

Several Caribbean Airlines employees in Montego Bay and Kingston are to lose their jobs as the Trinidadian-based organization outsources its customer service operations.

The airline says its employees were informed by the vice president of human resources and executive - manager airports, today.

“Caribbean Airlines will provide and assist, where feasible, in obtaining alternate employment for persons affected by this process and employees will be remunerated in accordance with industrial practice," acting chief executive officer, Robert Corbie stated in a media release this evening.

He said the organization was committed to providing a quality service, and was confident that this decision would impact positively on its operations.

"We will emerge even stronger as a leader in regional aviation,” he said.

It wasn’t clear how soon the persons affected would be sent home, however, the airline says it expects to continue normal business operations throughout the reorganization process and sought to reassure the public that this action should not affect its operations as all flight schedules and reservations remain intact throughout the Caribbean Airlines and Air Jamaica networks.

http://go-jamaica.com

More details on wheels-up landing at John Murtha Johnstown-Cambria County Airport (KJST), Johnstown, Pennsylvania

JOHNSTOWN — A New Hampshire pilot and his two passengers are grateful to be alive after a hairy wheels-up landing today at Johnstown’s airport.

Chuck Burkhead of Portsmouth, N.H., was on approach to Somerset airport when his twin-engine Cessna 310’s instruments told him the aircraft landing gear was malfunctioning, authorities said.

Instead of trying the "belly" landing in Somerset, Burkhead decided to turn north for Johnstown, where he knew a strong emergency response was available, said Bob Heffelfinger, battalion chief for Richland Township Fire Department.

“He wanted to come here because he know the response,” Heffelfinger said.

Burkhead and his passengers circled the John Murtha Johnstown-Cambria County Airport for about 90 minutes before making what a flight instructor described as a textbook wheels-up landing and evacuating the plane just before 2:30 p.m. today.

Airport traffic control Director Dennis Fritz was in contact with the Federal Aviation Administration following the incident to determine how to remove the aircraft from the airport’s main runway, airport Solicitor Tim Leventry said.

Burkhead and his passengers were en route from Portsmouth to Somerset for a business meeting, Leventry said.

Controversial padlocked access road at Atlantic County's Airport Circle is opened by South Jersey Economic Development District

The South Jersey Economic Development District, after weeks of public disagreement with Atlantic County over the blocked access road running through the unbuilt NextGen Aviation Research and Technology Park, opened the roadway on Tuesday.

The road was opened at 5 p.m. following a vote of the district’s executive committee, SJEDD Executive Director Gordon Dahl said.

Atlantic County maintains the newly opened road will help ease traffic congestion at the Airport Circle.

Dahl had closed the road in December – without a board vote – citing safety and design concerns. Last week, Atlantic County demanded that the district return the county’s $2.5 million contribution to the project if the road was not going to be accessible by the public.

County Executive Dennis Levinson said that demand will be dropped.

“All of the problems that occurred there were certainly avoidable. It’s a shame the public had to go through this. They had to succumb to pressure,” Levinson said. “I’ve never dealt with an agency like this in all the years I’ve been in politics.”

 http://www.pressofatlanticcity.com

Heroin disguised as lollipops seized at Florida airport

Rafael Quinonez Jimenez is accused of smuggling 3.2 kilograms of heroin disguised as lollipops.

(SEMINOLE COUNTY JAIL / March 6, 2012)

More than 3.2 kilograms of heroin was found disguised as candy inside a man's luggage at Orlando International Airport Friday.

Rafael Eduardo Quinonez Jimenez, 45, was arrested Friday at OIA shortly after he arrived on a TACA Airlines flight from San Salvador, El Salvador. The flight originated in Guatemala City, Guatemala.

Customs officials noticed Quinonez Jimenez appeared "very nervous and was sweating profusely" and referred him to a secondary check. That's when officials discovered 172 lollipops packed inside a duffel bag.

Each "lollipop" containted18.8 grams of heroin, totaling 3.2 kilograms of the illegal drug, according to a criminal complaint filed in federal court.

Quinonez Jimenez told Immigration and Customs Enforcement officials he was given the duffel bag by a man at a gas station in Guatemala City earlier that morning, along with a plane ticket, hotel booking information and $500.

Quinonez Jimenez claimed he didn't know who he was supposed to deliver the drugs to in Orlando because he was supposed to receive a phone call, according to the complaint.

He was booked into the Seminole County jail where he is being held without bond.

http://www.sun-sentinel.com

Aircraft in distress lands safely on its belly after doing "everything right": John Murtha Johnstown-Cambria County Airport (KJST), Johnstown, Pennsylvania

JOHNSTOWN — Shortly after 3:15 p.m., air traffic controllers at the John Murtha Johnstown-Cambria County airport optimistically told a Cessna with landing gear problems to use "runway one five."

And nearly an hour and a half after the small plane reported landing gear issues, that's exactly what happened. The plane with two people reportedly on board landed on its belly without incident at 3:28 p.m.

Flight instructor Jared Shuke said it was one of the best emergency landings he had ever seen.

"They did everything right," he said.

Fire companies and rescue units from across the East Hills and Windber had scrambled to prepare for a possible crash as the plane circled the airport and dumped fuel.

Aero Adventure Aventura II, N1193S: Accident occurred February 26, 2012 in Laceys Spring, Alabama

NTSB Identification: ERA12FA194 
 14 CFR Part 91: General Aviation
Accident occurred Sunday, February 26, 2012 in Laceys Spring, AL
Probable Cause Approval Date: 08/29/2012
Aircraft: STROUT FRANK AVENTURA II, registration: N1193S
Injuries: 2 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 pilot and passenger departed for a local flight with the intent of landing the amphibious airplane in a nearby farm field that had been flooded with water. A friend of the pilot noted that the water level in the field was not sufficient for a landing and waved off the pilot as he overflew the field. The airplane then entered a steep bank and nose-down attitude from an estimated altitude of 100 feet. Ground scars and observed impact-related damage to the airframe suggested that the airplane impacted the ground in a left-wing-low attitude. The symmetric damage signatures observed on the airplane's propeller and observations of a witness to the accident confirmed that the engine operated until impact. Examination of the wreckage revealed no evidence of any preimpact mechanical failures or malfunctions. The pilot did not possess the required rating on his pilot certificate to operate the accident airplane, and examination of available pilot records showed that he had not logged any flight training in the accident airplane make and model or any other seaplane. While the pilot possessed a reported 700 total hours of flight experience and was said to have logged about 10 previous flights in the accident airplane, the pilot's most recent flight review was completed nearly 6 years prior to the accident flight. Federal Aviation Administration published guidance on flying seaplanes equipped with engines mounted above the center of gravity "strongly urged" pilots to obtain training specific to the make and model of seaplane to be flown, as their unique handling characteristics were "not intuitive and must be learned."

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to maintain control of the airplane during a low-altitude maneuver. Contributing to the accident was the pilot's lack of the required rating to operate the airplane.


HISTORY OF FLIGHT

On February 26, 2012, about 1330 central standard time, a experimental amateur-built Aventura II, N1193S, was substantially damaged when it impacted terrain and was subsequently consumed by a postimpact fire near Laceys Spring, Alabama. The certificated private pilot and the passenger were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the flight. The local personal flight, which originated from a nearby private airstrip about 1328, was operated under the provisions of Title 14 Code of Federal Regulations Part 91.

According to a friend of the pilot, who also witnessed the accident, the pilot had purchased the airplane about 2 months prior to the accident, and since that time had completed about 10 total flights in the airplane. Several days before the accident, the friend and the pilot flew the airplane from the pilot's private airstrip to a flooded farm field located about one mile northeast, so that the pilot could practice landing the amphibious airplane on water. During that flight, the friend reported that the airplane performed normally.

On the day of the accident flight, the pilot again intended to fly to the flooded farm field to practice water landings. The friend thought that the water level in the field might have receded since their last flight, as he believed that the field was being drained, so he drove out to the field to assess the situation. Upon reaching the flood gate, the friend noted that the water level was too low to attempt a landing, and as the accident airplane approached him head-on, he "waved-off" the pilot. The airplane then passed over his left shoulder at an altitude about 100 feet above the ground. Moments later, the airplane impacted the ground about 100 feet behind and to the right of him and immediately caught fire. The friend then ran toward the airplane in an attempt to extract the occupants, but when the whole airframe ballistic recovery parachute rocket ignited, he had to vacate the area of the wreckage. The fire worsened, and the entire airframe was consumed in about 10 minutes.

The friend reported that the airplane's engine operated throughout the accident sequence, and that its sound was smooth and continuous. He estimated that the engine might have been operating with a 3/4 throttle setting.

Another witness reported observing the airplane during the final moments of the flight as he drove along a road parallel to the airplane's flight path. When he initially observed the airplane, it was flying westbound at an estimated altitude of 400 feet. He then returned his attention to driving, but looked at the airplane several seconds later when his son called his attention back to it. The second time he observed the airplane, it was at a significantly lower altitude, and was in a steep left bank and in a nose down attitude. He lost sight of the airplane behind obstructions thereafter, but knew that based on the airplane's last observed attitude and proximity to the ground, that it would crash. He subsequently contacted local emergency services and proceeded toward the accident site in order to render assistance.

PERSONNEL INFORMATION

According to Federal Aviation Administration (FAA) airman records, the pilot, age 63, held a private pilot certificate with a rating for airplane single engine land. He did not hold a rating for airplane single engine sea. His most recent FAA third class medical certificate was issued on August 31, 2009 with the limitation, "holder shall wear correcting lenses."

A personal flight logbook was recovered from the pilot's hangar. Examination of the logbook revealed a period of flight activity between April 2002 and February 2008. During that time, the pilot accumulated a reported total of 729 hours of flight experience. The logbook did not contain any entries showing transition training to, or previous flight experience in the accident airplane make and model or in any seaplanes. The log also noted the pilot's most recent flight review was completed on June 14, 2006.

AIRCRAFT INFORMATION

According to FAA airworthiness information, the experimental amateur-built amphibious airplane was certificated on August 19, 2006. Review of FAA registration information showed that the airplane's builder was also listed as the registered owner of the airplane. According to the builder, the accident pilot purchased the airplane from him about 2 months prior to the accident. At that time, the airplane had not undergone the required annual condition inspection for two years. No record of sale, application for registration, or maintenance records for the airplane were recovered following the accident.

On February 20, 2012, an advertisement for the sale of the accident airplane was placed on an internet classified forum, which listed the accident pilot as the point of contact. The advertisement claimed that the airframe had accumulated 350 total hours of operating time, and that the engine had accumulated 125 total hours of operating time.

The fuselage of the airplane consisted of a fiberglass hull with seating provisions for two occupants. Pontoons were located at the outboard portion of each wing, retractable main landing gear were attached to the fuselage, and a steerable tail wheel was attached to the empennage. A Rotax 912ULS engine equipped with a three blade composite propeller was installed above the wing, aft of the fuselage.

METEOROLOGICAL INFORMATION

The weather conditions reported at Huntsville International Airport, Huntsville, Alabama, located about 10 nautical miles northwest of the accident site, at 1353, included winds from 170 degrees at 7 knots, clear skies, visibility 10 statute miles, a temperature of 16 degrees Celsius (C), a dewpoint of -4 degrees C, and an altimeter setting of 30.29 inches of mercury.

WRECKAGE AND IMPACT INFORMATION

The airplane came to rest in an open field adjacent to a gravel road and barbed wire fence. The initial impact point was identified by an area of flattened grass and a depression in the mud oriented along the wreckage path. Portions of the airplane’s fabric covering and several pieces of fiberglass were found along the wreckage path, which was 73 feet long and oriented 155 degrees magnetic. The main wreckage was located at the opposite end of the wreckage path and was oriented 025 degrees magnetic. The left wing pontoon and pontoon support structure was separated from the main wreckage and located 36 feet to the left of it.

The main wreckage was almost entirely consumed by a post-impact fire, and most of the airplane’s aluminum, plastic, and fiberglass components were damaged beyond recognition. Several steel components comprising the fuselage, wing, and empennage structure remained relatively intact, though the fabric covering had been completely consumed by fire. Control continuity was traced from the left cockpit control stick to the elevator and flaperon control surfaces, and the elevator trim cable continuity was traced to the cockpit area. Rudder control continuity was also confirmed from the rudder pedal bar attachment points to the rudder control horn/tail wheel attachment point. Each of the control surfaces was free to move about its respective hinge mount. The throttle control cable remained attached to both of the engine’s carburetors.

The engine was separated from the airplane and examination revealed that it was also extensively fire-damaged. Each of the three composite propeller blades exhibited fibrous separations between 5 and 6 inches from the respective blade roots. Continuity of the drivetrain was confirmed through rotation of the propeller from the output drive gearbox to the accessory section of the engine. The top 4 spark plugs were removed and displayed electrodes that were light gray in color.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the pilot by the Alabama Department of Forensic Sciences, Huntsville, Alabama.

The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing on the pilot. The testing was negative for the presence of ethanol, carbon monoxide, cyanide, and drugs.

ADDITIONAL INFORMATION

According to the Federal Aviation Administration Seaplane, Skiplane, and Float/Ski Equipped Helicopter Operations Handbook, "Many of the most common flying boat designs have the engine and propeller mounted well above the airframe’s CG [center of gravity]. This results in some unique handling characteristics. The piloting techniques necessary to fly these airplanes safely are not intuitive and must be learned. Any pilot transitioning to such an airplane is strongly urged to obtain additional training specific to that model of seaplane." The handbook further stated, "Depending on how far the engine is from the airplane’s CG, the mass of the engine can have detrimental effects on roll stability. Some seaplanes have the engine mounted within the upper fuselage, while others have engines mounted on a pylon well above the main fuselage. If it is far from the CG, the engine can act like a weight at the end of a lever, and once started in motion it tends to continue in motion."

LACEY'S SPRING, Ala. (AP) - A new report on a deadly plane crash says the pilot's friend tried to warn him not to land because of poor conditions moments before the aircraft crashed and burned.

The preliminary report from the National Transportation Safety Board states that the aircraft was equipped for water landings. The pilot planned to practice landing on water in a flooded farm field near Lacey's Spring on Feb. 26.

The report says his friend drove to the field, noticed the water level was too low for a landing, and tried to "waive off" the pilot flying overhead but the plane crashed and caught fire.

The pilot and a passenger were killed. The Morgan County Coroner identified them as Larry Hicks and Gayle Owen.

The report is preliminary, and the investigation is continuing.

NTSB Identification: ERA12FA194

14 CFR Part 91: General Aviation

Accident occurred Sunday, February 26, 2012 in Laceys Spring, AL

Aircraft: STROUT FRANK AVENTURA II, registration: N1193S

Injuries: 2 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On February 26, 2012, about 1330 central standard time, a experimental amateur-built Aventura II, N1193S, was substantially damaged when it impacted terrain and was subsequently consumed by a postimpact fire near Lacey's Spring, Alabama. The certificated private pilot and the passenger were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the flight. The local personal flight, which originated from a nearby private airstrip about 1328, was operated under the provisions of Title 14 Code of Federal Regulations Part 91.

According to a friend of the pilot, who also witnessed the accident, the pilot had purchased the airplane about 2 months prior to the accident, and since that time had completed about 10 total flights in the airplane. Several days before the accident, the friend and the pilot flew the airplane from the pilot's private airstrip to a flooded farm field located about 1-mile northeast, so that the pilot could practice landing the amphibious airplane on water. During that flight, the friend reported that the airplane performed normally.

On the day of the accident flight, the pilot again intended to fly to the flooded farm field to practice water landings. The friend thought that the water level in the field might have receded since their last flight, as he believed that the field was being drained, so he drove out to the field to assess the situation. Upon reaching the flood gate, the friend noted that the water level was too low to attempt a landing, and as the accident airplane approached him head on, he "waived-off" the pilot. The airplane then passed over his left shoulder at an altitude about 100 feet above the ground. Moments later the airplane impacted the ground about 100 feet behind and to the right of him and immediately caught fire. The friend then ran toward the airplane in an attempt to extract the occupants, but when the whole airframe ballistic recovery parachute rocket ignited, he had to vacate the area of the wreckage. The fire then worsened and the entire airframe was consumed in about 10 minutes.

Two other witnesses reported observing the airplane during the final moments of the flight. In separate statements they each described observing the airplane flying low, in a steep left bank, and in a nose down attitude before each lost sight of it behind obstructions.