Wednesday, July 11, 2012

Piper PA-34-200, VH-LCK: Accident occurred July 11, 2012 in Broome, Australia

NTSB Identification: WPR12WA334
 Nonscheduled 14 CFR Non-U.S., Commercial
Accident occurred Wednesday, July 11, 2012 in Broome, Australia

Aircraft: PIPER PA34, registration: VH-LCK
Injuries: 1 Fatal.


On July 11, 2012, at 2020 universal coordinated time, a Piper PA-34-200, VH-LCK, collided with terrain near Broome, Australia. The airplane was a charter flight operating under the pertinent civil regulations of Australia. The pilot was fatally injured and the airplane was substantially damaged.

The investigation is under the jurisdiction of the Government of Australia. This report is for information purposes only and contains only information released by the Government of Australia. Further information pertaining to this accident may be obtained from:

Australian Transport Safety Bureau (ATSB)
P.O. Box 967, Civic Square
Canberra A.C.T. 2608
Australia

Tel: +612 6274 6054
Fax: +612 6274 6434
www.atsb.gov.au


The ATSB has called for information from anyone who heard or saw the accident, and can be reached on 1800 020 616.

Investigators are flying to Broome on Western Australia's Kimberley coast to examine the scene of a fatal plane crash. 

 The twin-engine Piper Seneca freight plane took off in good weather about 8pm (WST) on Wednesday before crashing in sand dunes about 2km south of Cable Beach, killing the 27-year-old male pilot who has not yet been formally identified. No one else was on board.

The Golden Eagle Airlines plane was on a regular freight flight to Port Hedland.

The pilot could not be contacted after take off.

Police used boats and planes to search in the water and on land, discovering the plane at 11.40pm (WST).

Freelance photographer Paul Bell, who was with them when they found the wreckage, said they'd received eyewitness accounts the plane had gone down in the ocean, so that was where the search started.

'There would have been maybe ten or more boats going up and down looking into the water with spotlights,' Mr Bell told ABC Radio.

When the wreckage was discovered in sand dunes, it was immediately apparent no-one could have survived the crash, he said.

It appeared the plane flew off the end of the Broome runway, cleared a highway, but did not clear sand dunes on the other side.

'So obviously problems after take off or right on take off,' he said.

The Broome community has been shocked by the accident, which occurred at the same time as a large concert on Cable Beach.

Golden Eagle Airlines says it has been operating in the region without incident for 22 years. It says it's mourning the loss of a friend, and that condolences have gone out to the pilot's family and friends.

An Air Transport Safety Bureau (ATSB) spokesman says a team of three Perth-based investigators will arrive in Broome mid-afternoon on Thursday.

Their first priority will be to secure evidence on site then liaise with local authorities.

The ATSB has called for information from anyone who heard or saw the accident, and can be reached on 1800 020 616.

http://www.skynews.com.au

Piper PA-28-140 Cherokee, N6258J: Accident occurred July 11, 2012 in Pensacola, Florida


http://registry.faa.gov/N6258J

https://flightaware.com/live/flight/N6258J

http://www.airport-data.com/aircraft/photo

NTSB Identification: ERA12LA442 
14 CFR Part 91: General Aviation
Accident occurred Wednesday, July 11, 2012 in Pensacola, FL
Probable Cause Approval Date: 05/09/2013
Aircraft: PIPER PA-28-140, registration: N6258J
Injuries: 1 Serious,1 Minor.

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

During initial climb, as the airplane crossed over a tree line at the end of the runway, both pilots noticed that the engine was producing only partial power. The pilots attempted to return to the departure runway operating on partial engine power; however, the engine sputtered and lost more power. The airplane impacted a swamp before it reached the runway. Examination of the wreckage revealed that adequate fuel remained in both wing fuel tanks. Additionally, examination of the engine and its accessories did not reveal any preimpact mechanical malfunctions that would have precluded normal operation. Comparison of the recorded temperature and dew point to a carburetor icing chart revealed no susceptibility to carburetor ice at the time of the accident.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A partial loss of engine power during initial climb for reasons that could not be determined because examination of the engine did not reveal any anomalies that would have precluded normal operation.

On July 11, 2012, about 1830 central daylight time, a Piper PA-28-140, N6258J, operated by a private individual, was substantially damaged during a forced landing to a swamp, following a partial loss of engine power during initial climb from Ferguson Airport (82J), Pensacola, Florida. The private pilot incurred minor injuries and the flight instructor was seriously injured. The instructional flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the planned local flight review.

The private pilot stated that the taxi and takeoff roll were normal. As the airplane crossed over a treeline on the south side of the airport, both pilots noticed that the airplane was not climbing well. They then noticed that the rpm gauge indicated 2,100. With partial power remaining, the pilots flew a left-hand traffic pattern to return to the departure runway. The airplane was able to climb at 200 feet-per-minute to 400 feet above ground level. While on the downwind leg, the engine began to sputter and lost more power. They then turned toward the runway about midfield; however, the airplane impacted a swamp prior to the runway.

Examination of the wreckage at the accident site by a Federal Aviation Administration (FAA) inspector revealed that the airplane came to rest upright, oriented on a heading of 260 degrees, in about 2 to 3 feet of swamp water. The left wing separated during the impact and the right wing remained attached. The inspector drained approximately 12 gallons of fuel from the right wing fuel tank and 10 gallons from the left wing fuel tank. The fuel did not exhibit any visible contamination. The top spark plugs were removed and their electrodes were unremarkable. The propeller was rotated by hand and crankshaft, camshaft, and valve train continuity were confirmed to the rear accessory section. Additionally, thumb compression was attained on all cylinders.

An NTSB investigator and representative from the engine manufacturer further examined the wreckage following its recovery from the swamp. The examination revealed that the propeller assembly remained attached to the propeller crankshaft flange. The propeller spinner was crushed and did not exhibit rotational damage. One propeller blade was not damaged and the remaining propeller blade had a gouge on the trailing edge. The oil suction screen was removed and no contaminants were noted. An unmeasured amount of oil was present in the engine. The oil filter was removed and opened. The filter media was free of contaminants. The fuel lines from the airframe to the engine driven fuel pump remained attached. The fuel lines were disconnected for examination and no fuel was present. The engine driven fuel pump was actuated by hand and pumped water when an inlet line was submerged in a bucket of water. The airframe gascolator was damaged and open to the elements.

The induction air filter and air box, along with the associated scat tubing was impact damaged and found in the cabin with part of the cowling. The carburetor had fractured and the bowl section separated. The carburetor fuel inlet screen was examined and was free of contaminants. The throttle and mixture controls were damaged. They remained attached to the carburetor, but their positions were unreliable.

The left and right magnetos were rotated by handed and produced spark at all ignition towers. The top and bottom ignition harnesses were not damaged. All spark plugs were removed. Their electrodes were intact and they varied in color from dark brown to light brown, except for the No. 1 bottom spark plug, which was oil soaked. The vacuum pump remained attached and was not damaged. The drive gear was rotated freely by hand. The vacuum pump was disassembled and the carbon rotor vanes were intact.

The NTSB investigator also rotated the propeller by hand and confirmed crankshaft, camshaft, and valve train continuity to the rear accessory section of the engine.

Review of maintenance records revealed that the airplane's most recent annual inspection was completed on November 1, 2011. At that time, the airplane had accumulated 3,406 total hours of operation. The airplane had flown 22 hours from the time of the annual inspection, until the time of the accident.


 Comparison of the recorded temperature and dew point to an FAA Carburetor Icing Chart revealed no susceptibility to carburetor ice at the time of the accident. 

 NTSB Identification: ERA12LA442 
14 CFR Part 91: General Aviation
Accident occurred Wednesday, July 11, 2012 in Pensacola, FL
Aircraft: PIPER PA-28-140, registration: N6258J
Injuries: 2 Minor.

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 July 11, 2012, about 1830 central daylight time, a Piper PA-28-140, N6258J, operated by a private individual, was substantially damaged during a forced landing to a swamp, following a partial loss of engine power during initial climb from Ferguson Airport (82J), Pensacola, Florida. The private pilot incurred minor injuries and the flight instructor was seriously injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the planned local flight review.

The private pilot stated that the taxi and takeoff roll were normal. As the airplane crossed over the treeline on the south side of the airport, both pilots noticed that the airplane was not climbing well. They then noticed that the rpm gauge indicated 2,100. With partial power remaining, the pilots flew a left hand traffic pattern to return to the departure runway. The airplane was able to climb at 200 feet per minute to 400 feet above ground level. While on the downwind leg, the engine began to sputter and lost more power. They then turned toward the runway about midfield; however, the airplane impacted a swamp prior to the runway.

Examination of the airplane was planned following its recovery from the swamp.


FAA IDENTIFICATION
  Regis#: 6258J        Make/Model: PA28      Description: PA-28 CHEROKEE
  Date: 07/11/2012     Time: 2354

  Event Type: Accident   Highest Injury: Serious     Mid Air: N    Missing: N
  Damage: Unknown

LOCATION
  City: PENSACOLA   State: FL   Country: US

DESCRIPTION
  AIRCRAFT CRASHED IN A WOODED AREA UNDER UNKNOWN CIRCUMSTANCES,  NEAR  
  FERGUSON AIRPORT, PENSACOLA, FL

INJURY DATA      Total Fatal:   0
                 # Crew:   2     Fat:   0     Ser:   2     Min:   0     Unk:    
                 # Pass:   0     Fat:   0     Ser:   0     Min:   0     Unk:    
                 # Grnd:         Fat:   0     Ser:   0     Min:   0     Unk:    


OTHER DATA
  Activity: Unknown      Phase: Unknown      Operation: OTHER


  FAA FSDO: BIRMINGHAM, AL  (SO09)                Entry date: 07/12/2012 



A Piper Cherokee plane crashed shortly after take off at Ferguson Airport on Wednesday evening, injuring two. 

 Emergency personnel were dispatched to the scene at approximately 6:30 p.m.

One male was taken by Life Flight off the scene with unknown injuries. The other male was taken to a local hospital by ambulance.

Doug Saucier, who lives nearby, called in the accident. "I could hear the engine sputtering as it was going down the runway, then they tried to take off, and they turned, but there wasn't enough runway," he said.

 Source:   http://www.weartv.com

ESCAMBIA COUNTY, Fla. (WALA) - The Escambia County Sheriff’s office says a small, private plane has crashed at Ferguson Airport in Pensacola around 6:50 p.m. Wednesday.

Escambia County Sheriff's Office spokesman Matt Baxter says two people were on the plane. Baxter says one of the victims was Life-Flighted to the hospital and the other was taken by ambulance.

There is no word yet on the conditions of the victims.

Deputies are on scene securing the area and awaiting the FAA.

Two men were injured in a small plane crash Wednesday evening off U.S.98 in western Escambia County. 

  The crash occurred about 6:45 p.m. at Ferguson Field, a private airfield west of Blue Angel Parkway, according to Escambia County sheriff’s spokesman Matt Baxter.

One man was airlifted and the other was taken by ambulance for medical care. Their conditions and where they are being treating is not yet available.

Tiny Jet Plans a Big Comeback

Even Bill Gates Couldn't Guarantee Eclipse's Success. Now New Owners Are Reviving It 
 
By JON OSTROWER
The Wall Street Journal

Eclipse Aviation Inc. once promised to revolutionize air travel with six-passenger jets powered by tiny engines for well under $1 million—about a quarter of the price of the cheapest jet then on the market.

The dream died in 2008 when Eclipse, partially bankrolled by Microsoft Corp. MSFT -1.48% co-founder Bill Gates, filed for bankruptcy, crushed by massive cost overruns and the financial crisis.

Now, a successor company run by a Charleston, S.C., investor who lost his own deposit on one of the small jets is cranking up Eclipse's Albuquerque, N.M., factory again. It plans to deliver the first updated Eclipse 550 planes in about a year.

This time around, the company is aiming for a more realistic price tag of $2.69 million per plane and has teamed up with what it considers a more stable group of suppliers, hoping to win back the loyalty of the jets' pilots and owners.




"They hated the company, but they loved the aircraft," said Mason Holland, CEO of successor company Eclipse Aerospace Inc., who paid $40 million in 2009 for a company that spent $1.4 billion over 10 years to design, build and deliver 260 aircraft before going under.

The original Eclipse 500 project faced myriad setbacks, notably replacing an early engine that shared lineage with those used on cruise missiles because it was too weak to sufficiently power the jet.

But the tiny jet's vision was bold. Compared with small propeller, or turbo-prop, planes, it would compete with, the Eclipse promised quieter, faster flying and the ability to soar over troublesome weather. The jet also offered cutting-edge instrumentation and an innovative fire-suppression system. But the early price tag of $837,500 per plane was the real game-changer, fueling dreams of small-plane enthusiasts becoming jet pilots and new air-taxi businesses serving cities within 300 to 400 miles more cheaply than airlines ever could.

At the time of Eclipse's rise in the early 2000s, the next-cheapest jet on the market was the eight-seat Cessna CJ1, which sold for $3.55 million in 2000.

Led by Vern Raburn, an early Microsoft employee who envisioned building small jets like computer hardware with low-cost suppliers, Eclipse started a race in 1998 to fill the skies with small jets. Cessna Aircraft Co., a unit of Textron Inc., TXT -3.06% Embraer SA, ERJ -7.50% Piper Aircraft Inc., Cirrus Design Corp., Diamond Aircraft Industries Inc. and Honda Motor Co. 7267.TO -1.47% all clamored to get into the low-cost small-jet business and follow Eclipse.

Today, only Cessna, Embraer and Eclipse have delivered these small jets; others struggled to find financing and customers amid a flagging economy.

The original Eclipse business model was rooted in high-volume, low-cost production and a supply chain spread across the world. Both proved problematic, and the price for the Eclipse 500 quickly climbed above $2 million.

The chain of supplier companies spanned from California to Japan and Chile, said Mr. Holland, who said the heavily outsourced program suffered from many of the same challenges as Boeing Co.'s BA -2.32% long-delayed 787 Dreamliner. Both programs faced numerous design changes, and because of part shortages across the range of suppliers, both were hit with production delays.
 
 
Reuters 
A display was put up Sunday for the Eclipse 550 ahead of this week's Farnborough air show in England.

How Eclipse structured the program sowed the seeds of its downfall, said Mr. Holland, who described the relationship between the company and its suppliers as "too bifurcated."

Eclipse hoped that accelerated production would quickly decrease the cost to build each jet so it could make a profit. But because suppliers' costs spiraled out of control, Eclipse had to pay higher prices for parts. The jet maker was then faced with losing significant cash for each low-price jet it delivered and pass increased costs on to customers. By the time it declared bankruptcy in November 2008, Eclipse held 2,000 orders for the jet, down from a high of 2,600, as the price rose.

Instead of relying on the old company's far-flung production pipeline, Eclipse Aerospace, the new company founded in 2009 by Mr. Holland, turned to Sikorsky Aircraft Corp., a unit of United Technologies Corp., UTX -2.21% which invested about $25 million in the company.

Sikorsky is both investor and supplier to Eclipse, and starting next year, PZL Mielec, a Sikorsky unit in Poland, will begin making the bodies, tails and wings of the jets, which will then be assembled in Albuquerque. Rather than having five companies building the body of each jet, its new Polish supplier will supply those parts from nose to tail and wingtip to wingtip—an operating model that greatly simplifies the building of the aircraft.

Unlike most of the original 500s, which were rushed through production to meet heavy demand, the 550s will leave the factory with the ability to fly into icing conditions, with automatic speed control, GPS navigation and other new features.

Buying an Eclipse the first time around "was the worst business decision I ever made," said Eclipse owner and pilot Tim Musgrave, CEO of tire-inflation-system company Pressure Systems International. He worried after his 2008 jet purchase that his winged investment would spend little time in the air if Eclipse went belly up and persistent problems with the craft weren't solved.

He and other owners were forced to spend an extra $300,000 on their jets to bring them up to nearly full operating standards. Even then, his plane could fly only under limited conditions—not into icing conditions or by GPS. Mr. Musgrave was one of the lucky few who purchased their jets for around $1 million.

Now, with Sikorsky onboard, he says Eclipse is a whole different company. "I really don't feel like I'm going back for a second [time]," he says. He plans to sell his first Eclipse for significantly more than he paid to help pay for the upgraded 550 model.

"The approach they're taking now is the approach they should have taken 10 years ago," says Richard Aboulafia, vice president of analysis of the Teal Group consultancy and a critic of Eclipse's original business model, which he says was based on "impossible numbers with an impossible price tag."

Today, Mr. Holland is less concerned with opening new markets, like air taxis, than offering a more economical way to get around for existing types of flying. He says the Eclipse 550 burns 59 gallons of jet fuel per hour while flying 430 miles per hour, compared with 83 gallons per hour for its nearest competition—Cessna's Mustang—at its top speed of 390 mph, and is the only jet that sells for under $3 million.

While pursuing charter operators and individual owners, Eclipse hopes to sell its six-seat 550s to the Pentagon and other governments for use in special missions or as replacements for training aircraft, Mr. Holland said.

The company plans to deliver 47 jets in 2014 and 50 to 100 in 2016. Mr. Holland estimates revenue of more than $125 million in 2014 and expects to deliver units at an undisclosed profit once it reaches the 50-a-year production mark.

Mr. Aboulafia said Eclipse still faces an uphill battle to deliver the jet at a profitable volume in an unpredictable market. "This is still a very difficult market segment with a lot of competitors," he said. 

Article and photos:  http://online.wsj.com

Bunch-Cozy Canard III, N718JT: Fatal accident occurred July 11, 2012 in Winslow, Arizona

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

Docket And Docket Items -  National Transportation Safety Board:   http://dms.ntsb.gov/pubdms

Aviation Accident Data Summary -  National Transportation Safety Board:  http://app.ntsb.gov/pdf

 http://registry.faa.gov/N718JT

NTSB Identification: WPR12LA302

14 CFR Part 91: General Aviation
Accident occurred Wednesday, July 11, 2012 in Winslow, AZ
Probable Cause Approval Date: 01/12/2015
Aircraft: BUNCH COZY-CANARDIII, registration: N718JT
Injuries: 1 Fatal, 1 Serious.

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


The pilot reported that, during takeoff, the airplane became airborne with 3,000 ft of runway remaining. When the airplane was between about 25 and 40 ft above ground level (agl), its nose dropped, and the pilot then pulled back on the control stick. The pilot was able to level out the airplane and establish a 200-ft-per-minute climb rate. As the airplane approached 75 ft agl at an indicated airspeed of about 95 mph, the airplane’s nose dropped to about a 30- to 45-degree nose-down attitude. The pilot again pulled back on the control stick, but he was unable to regain control of the airplane before it impacted the ground.

The pilot reported that the engine was running roughly during an initial start-up, but he stated that it ran normally during a subsequent start-up and two engine run-ups before taking off on the accident flight. A postaccident examination of the engine and airframe revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. The airplane’s calculated gross weight exceeded its allowable maximum gross weight, and high-density altitude conditions existed at the time of the accident. Although these conditions likely affected the airplane’s performance, the pilot was able to establish a positive climb rate after takeoff; however, he did not maintain control of the airplane as the pitch changed. 

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

The pilot’s failure to maintain airplane control during climb in high-density altitude conditions and with the airplane’s weight in excess of its maximum allowable gross weight. 

HISTORY OF FLIGHT


On July 11, 2012, about 1240 mountain standard time (MST), an experimental Bunch Cozy-Canard III, N718JT, impacted terrain during takeoff at Winslow, Arizona. The owner/pilot was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The private pilot sustained serious injuries, and the passenger was fatally injured; the airplane sustained substantial damage by impact forces. The cross-country personal flight was departing Winslow-Lindbergh Regional Airport (INW), Winslow, about 1240, with an unconfirmed destination. Visual meteorological conditions prevailed, and no flight plan had been filed.


The airplane landed at INW about 1100 MST; after the pilot refueled the airplane he inquired from the airport fixed base operator (FBO) personnel about finding a mechanic. The pilot stated that the engine was running rough and that he needed to remove and check the spark plugs.


The pilot was advised that there were no mechanics based at Winslow but that one could be called from Flagstaff, Arizona. The pilot indicated he was going to try and "clear" the engine, and then would call the mechanic.


About 1 1/2 hours later, witnesses saw the accident airplane departing INW using runway 29. As the airplane approached the departure end of runway 29 it descended and hit an off airport road and cartwheeled into a dirt field.


Inspectors from the Federal Aviation Administration (FAA) responded to the accident site. After documenting the wreckage it was recovered for further examination.


The FAA accident coordinator interviewed the pilot. The pilot reported that he did have a rough running engine, but was able to clear the engine prior to takeoff. He also stated there were no other maintenance issues related to the engine or flight controls. 


The pilot reported that during takeoff, the airplane became airborne with 3,000 feet of runway remaining. When the airplane was 25-40 feet above the ground the pilot experienced a nose down pull on the control stick; the pilot pulled back on the control stick to counter the nose drop. The pilot was able to level the airplane and established a 200-foot-per-minute climb. As he approached 75 feet there was another pitching down event, which was about a 30-45 degrees nose down attitude. The pilot recalled that the airplane was traveling about 95 miles per hour indicated airspeed at the time. The pilot again pulled back on the control stick but was unable to recover before the airplane impacted the ground. 


AIRCRAFT INFORMATION


The airplane was an experimental-Matthew B Bunch, Model Cozy Canard III, serial number- BUNCH 1. A review of the airplane's logbooks revealed the airplane had a total airframe time of 259.1 hours at the last conditional inspection. The logbooks contained an entry for the conditional inspection dated November 7, 2011. The Hobbs hour meter read 259.1 at the last inspection. The Hobbs hour meter read 341.4 at the accident site.


Fueling records at INW established that the airplane was last fueled on July 11, 2012, at 1107 MST, with the addition of 23.8 gallons of 100LL-octane aviation fuel. Examination of the maintenance and flight department records revealed no unresolved maintenance discrepancies against the airplane prior to departure.


The maximum gross weight for the airplane per the Cozy pilot operating handbook is 1,800 pounds. The weight of the airplane at takeoff was calculated by the NTSB investigator-in-charge using the empty weight of the airplane as determined by the May 14, 2011, weight and balance revision, the weight of the occupants, 46.7 gallons of fuel, and 100 pounds of baggage. The calculated gross weight at the time of departure was about 1,852.0 pounds and the airplane's center of gravity was 99.6 inches, which is inside the forward limit of the weight and balance envelope.


METEOROLOGICAL CONDITIONS


A review of recorded weather data from the INW automated weather observation station revealed at 1256 MST conditions were; wind 360 degrees at 8 knots, temperature 34 degrees Celsius, dew point 8 degrees Celsius, and an altimeter setting of 30.13 inches of Mercury. Using the reported weather conditions and field elevation, the calculated density altitude was about 8,048 feet.


WRECKAGE AND IMPACT INFORMATION


Investigators examined the wreckage at the accident scene. The first identified point of contact (FIPC) was a ground scar on Coopertown Road, which is an east-west road that is just north of the airport boundary fence line. The debris path was along a magnetic heading of 320 degrees. The orientation of the fuselage was inverted facing southeast.


TESTS AND RESEARCH


Examination of the recovered airframe and engine was conducted on July 24, 2012, at the facilities of Air Transport, Inc., Phoenix, Arizona. No evidence of pre-impact mechanical malfunction was noted during the examination of the recovered airframe and engine that would preclude normal operation.


A Garmin nuvi 200w portable GPS unit was recovered at the accident site. The GPS unit was sent to the NTSB vehicle recorder lab in Washington, D.C., for download. Data was extracted from the unit but contained no tracking information. A copy of the GPS factual report is attached to the docket.


ADDITIONAL INFORMATION


According to FAA Advisory Circular AC 20-27F, Certification and Operation of Amateur-Built Aircraft, "Amateur builders are free to develop their own designs or build from existing designs. We do not approve these designs and it would be impractical to develop design standards for the wide variety of design configurations, created by designers, kit manufacturers, and amateur builders."



The pilot operator did not submit a Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2).


NTSB Identification: WPR12LA302 

14 CFR Part 91: General Aviation
Accident occurred Wednesday, July 11, 2012 in Winslow, AZ
Aircraft: BUNCH MATTHEW B COZY-CANARDIII, registration: N718JT
Injuries: 1 Fatal,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. 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 July 11, 2012, about 1240 mountain standard time (MST), an experimental Bunch-Cozy Canard III, N718JT, impacted terrain during takeoff at Winslow, Arizona. The owner/pilot was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The private pilot sustained serious injuries, and the passenger was fatally injured. The airplane sustained substantial damage by impact forces. The cross-country personal flight was departing Winslow-Lindbergh Regional Airport (INW) about 1240, with an unconfirmed destination. Visual meteorological conditions prevailed, and no flight plan had been filed.

The airplane landed at INW about 1100 MST, and after the pilot refueled the airplane, he inquired from the airport FBO personnel about finding a mechanic. The pilot stated that the engine was running rough and that he needed to remove and check the spark plugs.

The pilot was advised that there were no mechanics based at Winslow but that one could be called from Flagstaff, Arizona. The pilot indicated he was going to try and “clear” the engine, and then would call the mechanic.

About 1 1/2 hours later, witnesses saw the accident airplane departing INW using runway 29. As the airplane approached the departure end of runway 29 it descended and hit an off airport road and cartwheeled into a dirt field.

Inspectors from the Federal Aviation Administration (FAA) responded to the accident site. After documenting the wreckage it was recovered for further examination.


 
Courtesy Navajo County Sheriff’s Office

 

A California woman was killed and her husband was injured when a homemade plane crashed Wednesday afternoon while departing the Winslow-Lindbergh Regional Airport, officials said.

The experimental aircraft, a Cozy Canard III, crashed about 300 yards northwest of the airport, said. Lt. Nathan Christensen, a Navajo County Sheriff’s Office spokesman. The cause of the crash in unclear.

Thousand Oaks resident Sandee Tischler, 62 was pronounced dead at the scene and her husband, Joe Tischler, 65, is in stable condition at Flagstaff Medical Center, Christensen said.

The owner of the plane, Joe Tischler, was a member of the Experimental Aircraft Association and active in boy Scouts, Christensen said.

The plane is considered inexpensive to build and gets around at great speeds.

WINSLOW, AZ (CBS5) - Authorities have identified the woman who died after her husband's homebuilt aircraft crashed at the end of the runway while departing from Winslow-Lindbergh Regional Airport, the FAA said Wednesday. 

 Navajo County Sheriff's Office Commander John James said Sandee Tischler, 62, of Thousand Oaks, CA, died Wednesday as a result of her injuries in the crash. Her husband, Joseph Tischler, 65, is at Flagstaff Medical Center.

James said the plane went down on Coopertown Road, which runs adjacent to the end of the runway.

The Cozy Canard III crashed "under unknown circumstances" at about 12:50 p.m., FAA spokesman Ian Gregor said.

The experimental, fixed-wing, single-engine aircraft is registered to Joseph Tischler, according to the FAA registry.

The FAA and NTSB are investigating the crash.

Source:   http://www.kpho.com

 A longtime teacher from Thousand Oaks was killed Wednesday after a plane she was flying in with her husband crashed in Winslow, Ariz. 

 Joe Tischler, 65, and his wife, Sandee, 62, were on their way to Flagstaff when their home-built Cozy Canard III crashed shortly after taking off from Winslow-Lindbergh Regional Airport, authorities said.

The Tischlers had stopped at the airport for fuel and lunch about 11 a.m. After taking off, the plane crashed about 12:40 into a field not far from the end of the runway, according to the Navajo County Sheriff's Office. The cause of the crash is under investigation.

The Tischlers were taken by helicopter to Flagstaff Medical Center. Joe Tischler, who was flying the plane, was seriously injured.

Sandee Tischler, a teacher at Santa Rosa Technology Magnet School in the Camarillo-based Pleasant Valley School District, died shortly after arriving at the hospital.

"It's just a deep, deep loss," fellow teacher Lara Filgas said Thursday.

"She was the most loving and giving person you could ever be around," said Filgas, who has taught at Santa Rosa for 13 years. "Santa Rosa was her family. She gave everything she had to our school."

Sandee Tischler had taught in the district for 14 years, spending the entire time at Santa Rosa. Her colleagues said she was the first one on campus and the last one to leave.

"Sandee was a passionate teacher who was completely committed to kids. She loved the profession of teaching," Principal Thomas Holtke said.

The plane was registered to Joe Tischler, according to the Federal Aviation Administration registry. It was described as a fixed-wing, single-engine plane.

Friends said he kept the plane at the Camarillo Airport, where he was a member of the local chapter of the Experimental Aircraft Association.

He bought it several years ago, said Marc Zeitlin, who provides technical support for Cozy builders. The three-seat plane was built by another man, who first flew it in 2005.

Joe Tischler was in the process of building another Cozy plane, a four-seater, Zeitlin said.

The Tischlers were involved in the local Scouting community. Joe Tischler, a retired engineer, is an assistant Scoutmaster and a commissioner in the Conejo Valley district, said Lee Hess, who has known the Tischlers for 20 years.

Hess was early in his Scoutmaster days when the family joined his Scout Troop 718. Even after the Tischlers' boys grew up and left Scouting, the Tischlers stayed and volunteered their time, Hess said. Sandee Tischler served on committees and went to summer camp nearly every year.

The Tischlers' three sons left Thursday morning to be with their father in Arizona, Hess said.

Sandee Tischler was sweet and giving, someone with one of the softest voices he knew, Hess said.

"She was incredibly giving of her time and talent," he said.

On her classroom page on the Santa Rosa school's website, she described herself as happily married with three sons.

"I have a cocker spaniel named Rock, a shepherd-Lab mix named Chase and a Chinese box turtle named Martha," she wrote. "I enjoy camping, traveling, reading, going to plays and musicals, listening to music, Scouting and teaching."

According to news reports, she also testified in the 2001 trial of Cora Caro, who was convicted and sent to death row for fatally shooting three of her four sons in 1999. Sandee Tischler had taught two of the slain sons.

On Thursday, school district officials sent an email to staff members to let them know about the crash. Kim Michaud, president of the district's teachers union, also contacted Sandee Tischler's colleagues.

"Everyone has said that she was very giving, generous and sweet," Michaud said Thursday.

Filgas said Sandee Tischler was always the one who remembered everyone's birthdays and had cards ready for the occasion.

Her students adored her, and she was nurturing and dedicated, Filgas said.

"She loved what she did," Filgas said.

Cessna 180, N555F: Aircraft force landed in a corn field, near North Stonington, Connecticut


FAA IDENTIFICATION
  Regis#: 555F        Make/Model: C180      Description: 180, Skywagon 180 (U-17C)
  Date: 07/11/2012     Time: 2305

  Event Type: Incident   Highest Injury: Minor     Mid Air: N    Missing: N
  Damage: Unknown

LOCATION
  City: NORTH STONINGTON   State: CT   Country: US

DESCRIPTION
  AIRCRAFT FORCE LANDED IN A CORN FIELD, NEAR NORTH STONINGTON, CT

INJURY DATA      Total Fatal:   0
                 # Crew:   2     Fat:   0     Ser:   0     Min:   2     Unk:    
                 # Pass:   0     Fat:   0     Ser:   0     Min:   0     Unk:    
                 # Grnd:         Fat:   0     Ser:   0     Min:   0     Unk:    


OTHER DATA
  Activity: Unknown      Phase: Landing      Operation: OTHER


  FAA FSDO: WINDSOR LOCKS, CT  (EA63)             Entry date: 07/12/2012 

 http://registry.faa.gov/N555F

 http://flightaware.com/live/flight/N555F

North Stonington — Neighbors said a single-engine plane plowed through 300 yards of a cornfield and spun around Wednesday evening after it crash-landed off Clarks Falls Road.

Neither the pilot of the Cessna 180, Andrew M. Sterns, nor his passenger, Jee Won Kim, appeared seriously injured. The two were walking around after the 7:17 p.m. crash and seemed slightly dazed but otherwise uninjured.

Sterns, 45, contacted air traffic controllers when the plane ran out of fuel and alarms started ringing in the cockpit, said Kim, 47, at the scene.

Sterns decided he wouldn't make it to Westerly, the closest airstrip, and chose to attempt to land in the cornfield instead, Kim said.

The plane had left Teterboro Airport in New Jersey and was headed to the regional airport in New Bedford, Mass.

According to the plane's registration with the Federal Aviation Administration, the plane is based out of Anchorage, Alaska. No owner is listed, and it appears the plane has recently been sold.

Sterns was taken by North Stonington Ambulance to The Westerly Hospital as a precaution, and Kim accompanied him, according to North Stonington Fire Chief Charles Steinhart. Sterns was treated for a minor head injury and released from the hospital, state police said.

Rebecca Cleveland, who lives directly across from the field at 214 Clarks Falls Road, said she didn't realize the plane had crashed until she came outside and saw the tail of the plane sticking out in the field.

The plane had approached from the south and landed in the large field, avoiding three surrounding houses, Cleveland said. Its propeller caught in corn stalks, which spun the plane around, she said.

Steinhart said responding crews checked the plane for leaks and hazards and, finding none, secured the scene. The department was awaiting the FAA to arrive and conduct an investigation into the crash, Steinhart said. State police said the FAA will arrive around 8:30 a.m. Thursday.

"We'll stand by, await the OK and then it will be towed out of the field," Steinhart said.

Steinhart said a plane last crashed in town around three years ago, when a small plane went down near Route 201 at the Stonington town line. No one was seriously injured then either, he said.

North Stonington Ambulance, North Stonington Fire and state police responded to the crash.


 
CHRISTINE CORRIGAN / SunPhotos 
 Plane crash The pilot of a small, single-engine plane experiencing apparent mechanical problems, successfully landed the aircraft in a corn field off of Clark’s Falls Road this evening at about 7:15.

 
Tim Martin/The Day 
Rescue personnel stand in a cornfield on Clarks Falls Road in North Stonington after a single engine plane crashed Wednesday, July 11, 2012. Two men aboard the plane escaped without life-threatening injuries.
~
 
Sasha Goldstein/The Day
 Emergency personnel on the scene of a single-engine aircraft that crash landed when the plane ran out of fuel in North Stonington Wednesday, July 11, 2012.

 
 North Stonington — Neighbors said a single-engine plane plowed through 300 yards of a corn field and spun around Wednesday evening after it crash-landed off Clarks Falls Road.

Neither the pilot nor the passenger was seriously injured. The two were walking around after the crash and appeared slightly dazed but otherwise uninjured.

The pilot contacted air traffic controllers when the plane ran out of fuel and alarms started ringing in the cockpit, according to the passenger, who declined to give his name.

The pilot decided he wouldn’t make it to Westerly, the closest airstrip, and chose to attempt to land in the corn field instead, the passenger said. The plane had left New Jersey and was headed to New Bedford, Mass.

Emergency personnel reported the crash around 7:20 p.m.

The pilot was taken by North Stonington Ambulance to The Westerly Hospital as a precaution, and the passenger accompanied him, according to North Stonington Fire Chief Charles Steinhart.

Rebecca Cleveland, who lives directly across from the field at 214 Clarks Falls Road, said she didn’t realize the plane had crashed until she came outside and saw the tail of the plane sticking out in the field.

The plane had approached from the south and landed in the large field, avoiding three surrounding houses, Cleveland said. Its propeller caught in corn stalks, which spun the plane around, she said.

Steinhart said responding crews checked the plane for leaks and hazards and, finding none, secured the scene. The department was awaiting the Federal Aviation Administration to arrive and conduct an investigation into the crash, Steinhart said.

“We’ll stand by, await the OK and then it will be towed out of the field,” Steinhart said.

Steinhart said a plane last crashed in town around three years ago, when a small plane went down near Route 201 at the Stonington town line. No one was seriously injured then either, he said.

North Stonington Ambulance, North Stonington Fire and state police responded to the crash.

Source:   http://www.theday.com

NORTH STONINGTON — The pilot of a small, single-engine plane experiencing apparent mechanical problems, successfully landed the aircraft in a cornfield off of Clark’s Falls Road this evening at about 7:15.
 
 The pilot appeared to suffer minor injuries and was transported by ambulance to The Westerly Hospital. A passenger on the plane refused treatment for any injuries he might have suffered, Charles A. Steinhart V, North Stonington Volunteer Fire Co. Inc. chief, said.


  Rebecca Cleveland, of 214 Clark’s Falls Road, who lives across the street from the cornfield where the plane landed, said she heard the plane land in the field. After running into her house to ask her husband to call 911, Cleveland ran into the field to check on the occupants of the plane.

According to Cleveland, two men managed to get themselves out of the plane on their own. The pilot told Cleveland that an instrument alert in the plane indicated the plane was going to run out of fuel, leading him to land the plane in the field. Cleveland said the pilot told he hit his head on the plane’s windshield. The passenger appeared to be uninjured she said.

A complete story will appear online and in print in Friday’s edition.

Source:   http://www.thewesterlysun.com
  
A single-engine airplane made an “unintended landing” in North Stonington on Wednesday, Montville-based state police reported.  A dispatcher at the Troop E barracks said more details would contained in a news release to be distributed late Wednesday evening. North Stonington does not have an airport.  The closest one is Groton/New London Airport.

North Stonington – No one was seriously injured tonight after a small plane crash-landed on a cornfield on Clarks Falls Road.

The pilot of the plane, which emergency personnel reported as a single-engine aircraft, contacted air traffic controllers when the plane ran out of fuel and alarms started ringing in the cockpit, according to the plane’s sole passenger, who declined to give his name.

The pilot decided he wouldn’t make it to Westerly, the closest airstrip, and chose to attempt to land in the corn field instead, the passenger said. The plane had left New Jersey and was headed to New Bedford, Mass.

Emergency personnel reported the crash at around 7:20 p.m. Only the tail of the plane was visible from the road.

Both the pilot and passenger were walking around and appeared slightly dazed but otherwise uninjured. The pilot was taken to The Westerly Hospital as a precaution, and the passenger accompanied him.

North Stonington Ambulance, North Stonington Fire and state police responded to the crash.

Source:  http://www.theday.com

Turbulence terrifies you? Buckle up

(CNN) -- Take a glass, fill it with marbles and shake. That's what it can feel like inside an airplane hit by turbulence.

Recent United Airlines and American Airlines flights have both been hit by unexpected turbulence that resulted in injuries.

A United flight bound for New York's LaGuardia Airport last month experienced turbulence shortly after takeoff from Houston, sending five crew and passengers to the hospital. And five people were taken to a hospital Tuesday after an Aruba-to-Miami flight encountered turbulence during its initial descent, an American Airlines spokesman said.

Since 2007, there have been 58 reported incidents of turbulence on U.S. airlines, according to the Federal Aviation Administration. These incidents resulted in 64 serious injuries and 97 minor injuries, according to the FAA.

Commonly experienced as bumpiness in flight, "turbulence is rapidly varying or overturning air motions occurring across short distances in the atmosphere," Embry-Riddle Aeronautical University meteorology professor Curtis James said.

Turbulence can occur at any time on a flight, according to Bonnie Schneider, a meteorologist who appears on CNN and HLN and is the author of "Extreme Weather: A Guide to Surviving Flash Floods, Tornadoes, Hurricanes, Heat Waves, Snowstorms, Tsunamis and Other Natural Disasters."

There are several common types of turbulence. Convective turbulence can occur when an aircraft passes over an unstable air mass (perhaps near a thunderstorm) and experiences rapidly rising or descending air, according to Schneider. Mechanical turbulence can occur when an aircraft passes over a mountain range, hills or even large buildings. They bring "waves" of uneven airflow. Wind shear or clear air turbulence can occur without warning due to changing movements and speeds of air at different heights.

"Because the air can be more unstable at lower altitudes, it may more typically occur as a plane is climbing upwards from taking off or descending to land," Schneider said. "Also, since summer thunderstorms tend to occur often in the afternoon, you may find less 'bumpy' flights in the early morning hours," but it can happen any time, even at night, Schneider says.

Capt. Chuck Hogeman isn't worried about what turbulence will do to his plane. Planes are designed to withstand the pressure of the atmosphere in flight, even when it feels really bumpy, says Hogeman, chairman of the Air Line Pilots Association air safety committee and a United Airlines captain with more than 20 years of flight experience. He does worry about passengers and loose galley items flying around during unexpected turbulence.


One of the trickiest things pilots have to figure out is "when to turn that seat belt sign off after there's been some turbulence and it's been smooth for a period of time," he said. "There's no guarantee you're going to have a smooth ride, and the onset of turbulence can be very quick. Passengers really do need to rely on the judgment of the men and women up front."

We've all heard the flight attendant announcements to fasten our seat belts on board airplanes, even when the seat belt sign isn't illuminated. That offers added protection to passengers, who can choose to follow the rules and buckle up.

Pilots often order flight attendants to sit down if they know turbulence is coming or it's already hit; otherwise, the flight attendants are moving about the airplane cabin to prepare the airplane for in-flight service and landing.

You may not feel particularly fortunate in your cramped coach seat with not even a bag of peanuts to calm you down, but you're luckier than the flight attendant pushing a drink cart during an unpredicted bout of clear air turbulence.

That cart weights several hundred pounds, and the flight attendant has to secure it before buckling up, says Corey Caldwell, an Association of Flight Attendants spokeswoman. Bruises, sprains and even broken bones are common among flight attendants, she says.

So do what James does on a flight: "I just wear my seat belt, because I know it can happen at any time."

Pilot fled accident scene - Cessna 210M Centurion, V5-VVJ, Scenic Air, Swakopmund, Namibia

The pilot of the ill-fated Cessna 210 aircraft of Scenic Air (V5-VVJ) that crashed last Friday a few kilometres from the Rössing mountain near Swakopmund allegedly left the four shocked and injured passengers at the plane’s wreck and hastily fled the scene with a friend, Informanté learnt this week through sources close to the air accident investigation. 

Investigators still have a lot of questions for the pilot, Courtney Bray (20), one of which will be her reasons for leaving the scene. Bray might not have erred in leaving the scene, but for a relatively uninjured pilot to have left injured passengers and a crash scene behind seemed odd to many in the aviation fraternity this week.

Both pilot and the four passengers survived the crash and neither did anyone sustain any life-threatening injuries.

The plane went down shortly after 17h00 last Friday, due to engine failure caused either by a mechanical malfunction, fuel-starvation or pilot-error. The plane lost power very close to the ground and struck the ground with its port side wing tip first, followed by a horizontal cart wheel movement that sent the nose crashing into the ground and damaging the starboard wingtip. The wreck came to a stand-still with its nose facing the direction from which the plane originally flew.

Damage to the propeller blades indicates a loss of power in the moments before the plane hit the ground. The propeller broke off and stayed behind as momentum sent the wreckage ploughing over the ground in the horizontal cartwheel movement.

The Department of Civil Aviation dislodged the damaged wings and tail of the plane this week and sealed the entire aircraft wreck in a container and transported it to Windhoek. The wreck is now being systematically investigated at an undisclosed location at the Eros suburban airport in Windhoek. Informanté learnt accident investigators are anxious to get in contact with the pilot, Courtney Bray, as there are still many grey areas where answers are needed.

The survivors of the crash are: Courtney Bray (20) originally from South Africa, Christel Reinhard (57), Iris Ruth Gebhard (57), Schneider Gebhard (45) and Marcel Gebhard (17), all German citizens touring Namibia. 

http://www.informante.web.na

Related:  
http://www.flyafrica.info

http://www.planepictures.net

Rain, carcass on runway in airport mess

KOLKATA: A deluge and a bizarre accident possibly caused by a plane hitting a jackal plunged Kolkata airport into chaos on Wednesday afternoon, leading to suspension of operations for about two hours and throwing flight schedules haywire till late evening.

 Six flights — of IndiGo Airlines, Jet Airways and SpiceJet — were lined up for landing around noon when a downpour significantly brought down visibility. The situation turned all the more tricky because the primary runway, which has the instrument landing system (ILS) to guide pilots in poor visibility, was not in operation. Airport authorities had issued a notice to airmen (NOTAM) earlier in the day, declaring the primary runway would be shut from 10am to 4pm for repairs and operations would be shifted to the secondary runway. But with the ILS in the secondary runway yet to be operational, pilots had to land visually without any aid.

Following the missed approaches, airport officials decided to open the primary runway. Till then, all departing flights were put on hold and incoming flights asked to hover over the city. But even after operations shifted to the ILS-enabled runway, visibility remained poor and a couple of flights aborted landing to play safe.

Officials yet to identify flight that hit animal

The weather finally improved around 12.45pm. Thereafter, flights hovering for nearly an hour were brought in to land. Those scheduled for takeoff were given the nod. "Altogether, the delay was for about an hour. By the time the weather cleared, those in charge of flight schedules were reeling," an airline official said. An IndiGo flight was diverted to Bhubaneswar.

Around 2.45pm, when operations were just limping back to normal, takeoffs and landings were suspended once again after the pilot of a departing Air India flight to Silchar reported an animal carcass at the northern end of the runway. Before it, a Jet Airways flight had taken off for Guwahati but hadn't reported any incident.

By the time the air traffic control tower learnt about the incident, the Jet Airways flight to Patna was already on the roll. Its pilot spotted the mess, abandoned takeoff and returned to the parking bay. Six flights that were approaching to land were asked to hover and five flights queuing for takeoff were put on hold.

Airport officials said the staff rushed to the spot and found a carcass that could either belong to a jackal or a dog. "A departing plane had obviously hit it. While removing the carcass was a priority as no operations could happen till the runway was clear, it was also important to identify the aircraft that had hit the animal as its landing gear could have been damage by the high velocity impact," the official said.

However, when ATC contacted the Guwahati-bound Jet Airways flight and other aircraft that had departed prior to it, they said they were not aware of hitting anything while taking off.

Even after all the planes landed at their respective destinations, they did not report any damage to the landing gear or remnants of flesh or blood on the wheel. "Which plane actually killed the animal is a mystery," an airport official said. Operations resumed after an hour but the consequent delays lasted till late evening.

de Havilland Canada DHC-2 Beaver, C-GUJX, Lawrence Bay Airways: Accident occurred June 30, 2011 in Buss Lake, Saskatchewan - Canada

 
A float plane is seen after a fatal crash along the shoreline of Buss Lake near Southend, Sask. on June 30, 2011.

 
Five people were killed when this de Havilland Beaver floatplane crashed in northern Saskatchewan on June 30, 2011. (TSB)

 

The Transportation Safety Board of Canada has ruled that a floatplane crash that killed five people last June in Saskatchewan was the result of a stall. 

The TSB said in a report released Wednesday that the aerodynamic stall occurred at a low-altitude, which made it impossible for the plane to recover.

“The aircraft entered an aerodynamic stall,” said TSB Manager Peter Hildebrand. “The stall occurred at an altitude from which recovery was not possible.”

The report also indicated that the weather conditions near Buss Lake on that day may have resulted in fog patches, which could have obscured the shoreline and terrain from the pilot’s view.

The report also said estimates indicated that the aircraft was near its maximum gross weight limit.

On June 30, 2011 a pilot flying a float-equipped de Havilland DHC-2 flew from Southend, Sask. to a remote fishing cabin near Buss Lakes to pick up four passengers.

The four passengers had chartered the plane to take them to a private cabin on Buss Lakes for a fishing holiday.

Shortly after taking off from Buss Lakes, the plane crashed along the shoreline about 5 kilometres southeast of its point of departure. All four passengers plus the pilot died on impact.

The wreckage was found partially submerged in shallow water.

An aerodynamic stall occurs when the airflow over the wings decreases to the point where the wing starts to lose lift. A plane can recover from a stall by increasing airflow over the wings and adding engine power, while the plane descends.

Therefore aerodynamic stalls at low level are considered dangerous because there may be insufficient altitude for a recovery.

In their Aeronautical Information Manual, Transport Canada publishes a warning to pilots about the risk of flying at low altitudes.

“Warning—Intentional low flying is hazardous. Transport Canada advises all pilots that low flying for weather avoidance or operational requirements is a high-risk activity,” says the manual.

Source: http://www.ctvnews.ca

Read more here:  http://www.cbc.ca

Member Earl Weener announces NTSB General Aviation Search and Rescue Forum, July 17 and 18, 2012

Santa Monica Municipal Airport's Flight School Relocation Plan Crashes And Burns

By Parimal M. Rohit - Santa Monica Mirror

A proposed plan to provide flight schools at Santa Monica Airport (SMO) a cash incentive to their respective programs at nearby airports has been indefinitely tabled by council members Tuesday evening.

Just two weeks ago, four council members thought they had approved the incentive program. However, within the first few minutes of the council’s July 10 public meeting, the four council members present approved a staff request to table the proposal indefinitely.

“Staff has received considerable public input in the last several days,” City Manager Rod Gould told the bare quorum moments before closed session.

“Although the experiment was intended to reduce patterned flying above and around Santa Monica and our neighboring cities … with little impact on surround airports, I’ve concluded that our public fears and perceptions have escalated to the point that it is impossible to imagine that this test would be able to receive fair and objective evaluation.”

A June 26 council vote did not garner enough votes to approved the test program, which would have created a pay program to have SMO’s flight schools train at other Southern California airports.

However, a dissenting vote by Council member Bob Holbrook invoked a rarely used technicality. Since the proposed incentive program was an appropriation, at least five council members were required to be in favor of the proposal.

With only five council members present at the June 26 meeting, Holbrook’s dissent meant that there were only four votes in favor of the proposed incentive program, not enough to force flight schools to consider operating elsewhere.

According to city council procedure, appropriation measures must have at least five members on the dais vote in its favor. It is essentially a rule that requires support in excess of two-thirds, not a simple majority, of the entire council (not just those present) to be approved.

With two council members June 26, the pay to train elsewhere initiative could only have been formally adopted with a unanimous 5-0 vote.

After the 4-1 vote, council members and staff agreed to table the agenda item until July 10.

As council members and members of the public prepared for Tuesday night’s meeting, staff had proposed to the dais that the agenda item be tabled indefinitely.

The proposed incentive program would have, if approved, appropriated $90,000 over a six-month period to be paid to SMO’s flight schools. The money was to be used as a reimbursement “who conduct repetitive takeoff and landing practice” to do so “at other area airports during weekends and federal holidays only.”

As part of the test program, flight schools would have been reimbursed $150 per qualifying flight to cover the costs of flying to an airport other than SMO.

Staff hoped that by creating such a program where flight schools trained at other airports on weekends and federal holidays, residents of Santa Monica, Mar Vista, and Venice would enjoy a reduction in airplane noise and the risk of crashes into local neighborhoods would be minimized.

In his June 26 dissent, Holbrook said he believed there was not enough public support in favor of the proposed pay to train elsewhere program.

“To date, not one single person who I’ve received an email from or talked to, including leadership of the different groups around the airport, wants us to do this,” Holbrook said two weeks ago. “The people just don’t want us to do it.”

If it were approved, the test program would have gone into effect on July 1 and continued through December 31.

According to City staff, nearly 40 percent of SMO traffic is local flights.

Mayor Pro Tem Gleam Davis and Council members Bobby Shriver and Pam O’Connor were not present during the vote, which took place just prior to closed session.

Source:  http://www.smmirror.com

Cessna 180A, C-FJRC: Accident occurred July 09, 2012 at Pigeon Lake, ON - Canada

A 72-year-old North York man has died after the float plane he was piloting crashed during takeoff in Peterborough County Monday, July 9.

Police said the Cessna 180A struck a barge from Camp Maple Leaf near Gannon's Narrows Marina on Pigeon Lake around 3 p.m.

The plane had refueled at the marina just prior to the crash.

Roy Crocker, the pilot and lone occupant of the plane, was taken to Peterborough Regional Health Centre where he died early Wednesday.

There were seven people, but no children, on the barge at the time of the crash. A 17-year-old employee of Camp Maple Leaf suffered non-life-threatening injuries and was also taken to PRHC for treatment. "She is in good condition," Ontario Provincial Police Const. Iain McEwan said.

The OPP and the Transportation Safety Board are investigating.

"They're hoping to get the aircraft out of the water some time today," McEwan said Wednesday, July 11.

The constable wouldn't speculate on the cause of the collision.

Crocker lived about two blocks west of Victoria Park Avenue in North York, police said. 

http://www.thestar.com
 
http://www.thepeterboroughexaminer.com

 


COURTESY CTV NEWS 

 
A plane that crashed into Pigeon Lake is moved upright by crews trying to remove the plane from the water.