Tuesday, September 11, 2012

The man who gave 9/11 terrorists flying lessons

Houston weather, traffic, news | FOX 26 | MyFoxHouston  


HOUSTON (FOX 26) -  Houston is now home to a man who unwittingly trained two of the 9/11 terrorists to fly.
 

Rudi Dekkers owned Huffman Aviation in Venice, Florida.  And for six months he and his instructors worked with Mohamed Atta and Marwan Al-Shehhi, the hijackers who were at the controls of the planes that later took out the twin towers.

Dekkers says he met Atta on Independence Day of 2000 when the pair first inquired about flying lessons, and he immediately sensed an evil aura about him.

"The only thing that I ask myself sometimes is, ‘Should I have listened to my inner self'?" Dekkers told FOX 26 News. "You don't like that guy.  Should you train him?  But you know what?  If I would not have trained him, they would have been trained somewhere else."

Dekkers says he had no idea what the two men were really up to.  After several run-ins, he eventually kicked them out of his flight school.

He never heard from them again until the FBI came asking about Atta and Al-Shehhi on September 12, 2001.

In the wake of 9/11, through the whispers that followed, Rudi Dekkers says he lost nearly everything.

He wrote a book – "Guilty By Association" – and moved to Houston to nourish his new career as a keynote speaker.

When asked, "Do you think you'll ever outrun the shadow of this event?" Dekkers immediately shot back: "Yeah. When I die."

LMI Aerospace expands its Savannah operation

LMI Aerospace, a leading supplier of structural components, assemblies and kits to the aerospace industry, is expanding its Savannah facility, which provides kits and assemblies to both Gulfstream Aerospace and Aviation Partners Boeing, general manager Phil Lajeunesse told the board and advisory council of the Savannah Economic Development Authority Tuesday.

“We started in 2003 with Gulfstream, developing fuselage skin kit assemblies that worked with their lean, just-in-time manufacturing process,” he said.

Over the years, LMI’s reputation for quality and reliability allowed them to deliver the kits directly to the assembly line on the manufacturing floor for the shift they would be needed, Lajeunesse said.

Five years ago, the company added Aviation Partners Boeing to its client list, producing a kit that supports the installation of winglets on the Boeing 737, 757 and 767.

Read more here:   http://savannahnow.com

FCC attempts to shut down Florida cable operator for violating signal leakage, EAS rules

The FCC said Thursday that it was fining Florida cable operator St. George Cable $236,500 for allegedly violating rules governing signal leakage and the Emergency Alert System, and for failing to adhere to an order to cease operations. 

According to an FCC notice, an inspector from its Tampa office discovered 33 leaks on aeronautical frequencies emanating from the cable system on St. George Island during a visit on Sept. 7, 2011. The commission ordered the system to cease operations, but the cable system remained in operation.

"We conclude St. George's actions were egregious—given the potential public safety hazard, its blatant disregard for Commission authority, and a demonstrated pattern of failing to maintain its cable system," the FCC wrote in the order.
 

The FCC said its inspectors returned to the system in October and March, and once again found signal leaks that could interfere with frequencies used by emergency locator transmitters on airplanes and emergency radio beacons on boats. The commission said it also discovered that St. George Cable had never installed Emergency Alert System equipment needed to relay messages to subscribers. St. George has also never registered its cable system at the FCC, according to the FCC notice.

Read more:   http://www.fiercecable.com

Reno, Nevada: Air Races Medical Staff Hopes for Best, Prepares for Worst

As the aviation community gears up for the 49th annual National Championship Air Races, it's not just the pilots looking back at last year's event.

Doctors, nurses, and EMTs are preparing to staff the medical tent at the Reno-Stead Airport this year. The medical professionals said normally, that job includes handing out band aids and sunscreen, and making sure people stay hydrated.

But with the memory of last year still fresh in their minds, they are hoping for the best, while preparing for the worst.

"You always learn to expect something like [last year's crash], to prepare for something like this," Saint Mary's Regional Health Center Doctor Jenny Wilson said, "and sometimes you're going through drills and you're thinking 'Why am I doing this?' And we got our question answered."

Read more:   http://www.ktvn.com

Reno, Nevada: Area First Responders Ready Again For The Air Races

Last year's Reno Air Races ended in tragedy, a crash killing 11 and injuring more than 60. It tested the readiness of local emergency agencies.
Those who took part say the plan worked and they're even better prepared now.

It was an incident no one expected, but many had prepared for. An aircraft plunging into the ground in front of the stands, sending deadly debris into the box seats.

"It sort of sucks the air out of you," says St. Mary's Medical Center emergency nurse Julie Morgan. "And then you're like 'I know what I'm going to do because I've done it a hundred times in drills."

She was stationed at Stead that day as were other emergency responders. Back at the hospital, Dr. Jenny Wilson was on duty. Receiving her first patient she said delivered a momentary shock.

Read more here:   http://www.kolotv.com

Indian Air Force pilot refuses to ferry AICC general secretary Rahul Gandhi

GUWAHATI: An IAF chopper pilot who took AICC general secretary Rahul Gandhi to riot-hit areas of lower Assam from Guwahati airport on Tuesday refused to ferry him back citing bad weather. The pilot stood his ground despite defence minister A K Antony intervening.

"Guwahati ATC had cleared its flight but the IAF had a bad weather report," a source said. The chopper carried Rahul to Kokrajhar from Dhubri, from where he returned to Guwahati by road. Rahul will fly back to New Delhi by a special aircraft on Tuesday morning.

Chief minister Tarun Gogoi, who accompanied Rahul by the same chopper, is returning by train . The IAF refused to reveal the name of its pilot.

"The IAF earlier rejected Salakati helipad for the chopper's landing in Kokrajhar saying it was unsafe. 

A new helipad was built overnight at nearby Bongaigaon stadium. The IAF again refused to land at Bongaigaon and took the chopper to Kokrajhar at 2.45 pm. The weather over Kokrajhar was alright but the pilot said that weather over Guwahati wasn't suitable for flying. At 5.30 pm, Rahul returned to Guwahati by road," a source said.

Source:   http://timesofindia.indiatimes.com

Piper PA-34-200T Seneca II, Aviatour Air, RP-C4431: Civil Aviation Authority of the Philippines official ‘speculated’ on Robredo plane crash probe - Department of Transportation and Communication

THE Department of Transportation and Communication (DOTC) disapproved recent statements of an aviation agency official regarding the plane crash that killed Interior Secretary Jesse Robredo, saying they were “unauthorized” and “speculative.”

The DOTC said the statements of Captain John Andrews, deputy director general of the Civil Aviation Authority of the Philippines (Caap), that there was no foul play involved in the plane crash were “personal conjecture” and must not be interpreted as official results of the ongoing probe.

“The remarks made by ret. Captain John Andrews were unauthorized albeit elicited from a joint Congressional committee hearing to look into the cause of the accident,” the DOTC said in a statement.

“They are mere possible theories and not the result of a complete, impartial and thorough probe of the Special Investigation Committee created by DOTC right after the fatal plane crash,” the agency added.

During an en banc meeting of the congressional oversight committee on Caap in Pasay City on Monday, Andrews said the plane crash was indeed an accident as there was no foul play involved based on “initial investigation.”

Andrews also asked for an executive session to "bring up the different causes and reasons behind the crash."

Read more:  http://www.sunstar.com.ph

Petropavlovsk-Kamchatsky Air Antonov AN-28, RA-28715, Flight PTK-215: Accident occurred September 11, 2012 near Palana Airport, Kamchatka peninsula, Russia

An An-28 propeller plane carrying 14 people crashed in the far eastern region of Kamchatka on Tuesday, killing 10 of those on board.

Air-traffic controllers lost contact with the plane travelling from the Kamchatkan regional capital of Petropavlovsk-Kamchatsy to the city of Palana, near the Kamchatka peninsula's northwest coast, at around 12:30 p.m. local time (4:30 a.m. in Moscow), the Emergency Situations Ministry said in a statement on its website.

A Mi-8 helicopter was sent in search of the plane and found it around 10 kilometers from Palana, regional emergency officials said, Interfax reported.

Ten of the 14 people on board died in the crash, including a 4-year-old and both members of the flight crew, the Emergency Situations Ministry statement and Interfax reported.

The four survivors, among whom was a 13-year-old, two women and a man, are in critical condition in a Palana hospital with a variety of broken bones and other injuries, a statement on the Kamchatka regional administration website said. The 13-year-old is in a coma and is in the worst condition of the four survivors, the statement said.

A statement by the Investigative Committee cited a number of possible reasons for the crash, including poor weather conditions, a technical failure in the plane, and pilot error. The statement said an investigation into the crash is underway.

A Kamchatka region air-traffic-control source told Interfax that one possible reason for the crash being considered by investigators is engine failure in the plane. The source also said there was bad weather near Palana at the time of the crash, including torrential rains and clouds as low as 400 meters from the ground.

Piper PA-28RT-201 Arrow IV, N2878V: Accident occurred Sunday, September 09, 2012 in Gilmer, Texas

NTSB Identification: CEN12LA623 
 14 CFR Part 91: General Aviation
Accident occurred Sunday, September 09, 2012 in Gilmer, TX
Probable Cause Approval Date: 05/09/2013
Aircraft: PIPER PA-28RT-201, registration: N2878V
Injuries: 1 Uninjured.

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

The student pilot reported that while he was performing flight maneuvers in preparation for a checkride, the engine backfired and lost partial power. He attempted unsuccessfully to regain engine power. Because he could not maintain altitude and the local terrain was tree-covered, the student pilot chose to ditch the airplane in a nearby lake. A postaccident examination of the engine revealed the No. 3 cylinder lost compression due to the seizure of the No. 3 cylinder piston rings. The No. 3 cylinder fuel nozzle was found partially clogged, which likely resulted in a lean fuel mixture and excessive heat in the cylinder and the subsequent piston ring failure. The reason for the clogged fuel nozzle could not be determined.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The partial loss of engine power due to the loss of cylinder compression. The loss of cylinder compression was the result of the No. 3 piston ring failure due to excessive heat because of the lean fuel mixture from a partially clogged fuel nozzle.

On September 9, 2012, approximately 1500 central daylight time, a Piper PA-28RT-201 single-engine airplane, N2878V, sustained substantial damage when it ditched into a lake following a partial loss of engine power near Gilmer, Texas. The student pilot, who was the sole occupant, was not injured. The airplane was registered to AirLease Nevada, LLC, and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as an instructional solo flight. Visual meteorological conditions prevailed and a flight plan was not filed. The flight originated from Fox Stephens Field (JXI), Gilmer, Texas, at 1400.

The student pilot stated he was practicing basic flight maneuvers in preparation to take his private pilot check ride. During a 20 degree bank turn at 1,500 feet above ground level, the engine backfired and lost partial power. The pilot attempted to regain engine power; however, his attempts were unsuccessful. The pilot could not maintain altitude, and due to the tree covered terrain surrounding the area, he elected to ditch the airplane into a lake. The airplane landed in the water and sank. The pilot was able to egress and was rescued by nearby boaters.

A review of the maintenance records revealed the Lycoming IO-360-C1C6 (serial number RL 28998-51A) engine, underwent its most recent annual inspection on October 11, 2011, at a total time of 1,011.7 hours since major overhaul. During the inspection, no abnormal engine discrepancies were noted. At the time of the accident, the engine had accumulated 1,043.2 hours since major overhaul.

On January 30, 2013, the engine was examined by the NTSB investigator-in-charge and a representative from Lycoming engines. Examination of the engine revealed the No. 3 cylinder had little to no compression when the engine crankshaft was rotated by hand. The No. 3 cylinder was removed, and the piston displayed excessive exhaust blow-by and the piston rings were seized in the ring lands. The No. 3 fuel injector nozzle was removed and found partially blocked with debris. The magnetos were functionally tested and no anomalies were noted. The spark plugs were functionally tested and no anomalies were noted. The intake box to fuel control air hose displayed black discoloration consistent with engine backfire. The cockpit mixture control lever was found in the mid-range position.



 NTSB Identification: CEN12LA623
 14 CFR Part 91: General Aviation
Accident occurred Sunday, September 09, 2012 in Gilmer, TX
Aircraft: PIPER PA-28RT-201, registration: N2878V
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 September 9, 2012, approximately 1500 central daylight time, a Piper PA-28RT-201 single-engine airplane, N2878V, sustained substantial damage when it ditched into a lake following a partial loss of engine power near Gilmer, Texas. The student pilot, who was the sole occupant, was not injured. The airplane was registered to AirLease Nevada, LLC, and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as an instructional solo flight. Visual meteorological conditions prevailed and a flight plan was not filed. The flight originated from Fox Stephens Field (JXI), Gilmer, Texas, at 1400.

The pilot stated he was practicing basic flight maneuvers in preparation to take his private pilot check ride. During a 20 degree bank turn at 1,500 feet above ground level, the engine lost partial power. The pilot attempted to regain engine power; however, his attempts were unsuccessful. The pilot could not maintain altitude, and due to the tree covered terrain surrounding the area, the pilot elected to ditch the airplane into a lake. The airplane landed in the water and sank. The pilot was able to egress and was rescued by nearby boaters.

The airplane was recovered from the lake and transported to a secure facility for further examination.


MARION COUNTY, TX (KLTV) -   A plane crash at Lake O' the Pines is currently under investigation by the FAA.

The plane crashed into the middle of the lake Sunday evening near the Johnson Creek Mariana off of FM 729.

The pilot of the plane, who has not been identified, was able to escape from the plane before it sank. He was then rescued by first responders and transported to a local hospital. His injuries are not yet known.

The plane is a Piper PA-28RT-201 registered to Airlease Nevada LLC in Carson City, Nevada. Officials have laid out buoys near the submerged plane.

Read more:    http://www.ksla.com


http://registry.faa.gov/N2878V

IDENTIFICATION
  Regis#: 2878V        Make/Model: PA28      Description: PA-28 ARROW
  Date: 09/09/2012     Time: 1950

  Event Type: Accident   Highest Injury: None     Mid Air: N    Missing: N
  Damage: Substantial

LOCATION
  City: LONGVIEW   State: TX   Country: US

DESCRIPTION
  AIRCRAFT CRASHED UNDER UNKNOWN CIRCUMSTANCES. LONGVIEW, TX

INJURY DATA      Total Fatal:   0
                 # Crew:   0     Fat:   0     Ser:   0     Min:   0     Unk:   1
                 # 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: DALLAS, TX  (SW05)                    Entry date: 09/10/2012 #

Neil Armstrong to be honored at Reno Air Races

DAYTON —  Seven well-known aviation pioneers, performers and pilots will honor the late astronaut Neil Armstrong when a trophy renamed after the moon walker is unveiled at the Reno Air Races on Sunday.

World War II triple ace Clarence “Bud” Anderson; test pilot Bob Hoover; Southwest Airlines founder Herb Kelleher; business aviation pioneer Clay Lacy; aviation record-setter Dick Rutan; and air show performers Sean Tucker and Patty Wagstaff are expected to participate, according to the Dayton-based National Aviation Hall of Fame.

Read more here:   http://www.daytondailynews.com

Rare Russian WWII tank killer to fly in Everett, Washington

EVERETT - What's believed to be the only flying Ilyushin II-2 Shturmovik - a Russian plane known as a "tank killer" - left in the world will make its U.S. public flying debut this weekend.

The World War II-era ground-attack aircraft was built in Kuybyshev, Russia, in the middle of 1943, according to the Flying Heritage Collection that now has it. The plane was assigned to the 828th Attack Aviation Regiment of the 260th Composite Air Division operating on the lower part of the Karelian Front. 

After flying more than a year of combat missions, the plane was hit by anti-aircraft fire on Oct. 10, 1944, while attacking an enemy airfield southeast of Luostari, near the Norwegian border, according to Cory Graff, military aviation curator for the Flying Heritage Collection.

The pilot attempted to land the damaged plane on a frozen lake. The wreck was abandoned and sank into the lake during the spring thaw.

Read more here:   http://www.thenewstribune.com

Read
more here: http://www.thenewstribune.com/2012/09/11/2290605/rare-russian-wwii-tank-killer.html#storylink=cpy

Southern Oregon Warbirds: 'We can continue to press on for the people that died'


ROSEBURG, Ore. -- The sun was shining on Tuesday morning, as members of the Southern Oregon Warbirds gathered at the Roseburg Regional Airport, 11 years to the day that four planes changed American history forever. 

The veterans and their family members spent a lot of time in planes during wars and conflicts.

Now that their careers defending the country are long past, some haven't flown in decades.

On Tuesday morning, that changed.

Ageless Aviation Dreams Flight is a non-profit organization that offers to take veterans for a spin.

Bill Fisher of Ageless Aviation told KPIC News just how thankful he is to be able to give back to those who have served our country. "I'll tell you, they mean about everything to me," he said. "We owe the others, the Warbirds here that were basically willing to give their lives for the type of life that we're able to enjoy now. I can't thank them enough."

Read more here:  http://www.kpic.com

RR-Griffon powered P51 "Precious Metal" qualifying at 451mph - Reno, Nevada on September 10, 2012

Call for boycott of DANA planes

The Nigerian Airline Passengers Association (NAPA) yesterday advised  air travelers to shun DANA Air planes when they resume operations  until  the issues surrounding the  June 3 crash are resolved.

The Association said that since the Accident Investigation Bureau (AIB) is still probing the cause of the crash, where all the 153 passengers on board died, it is too hasty and insensitive to allow the airline resume operations.

In a statement  by Oba  Donald Nwandu and Alhaji Umar Lukman, President and Executive Director respectively, the Association wondered how an  airline whose aircraft was involved in a fatal crash that claimed 153 lives three months ago can now be said to have resolved all issues and certified fit to fly, even when the AIB is yet to release its report on the crash.


http://www.thenationonlineng.net

Press Release: Southeast Aviation Expo 2012

For Immediate Release
Contact Lara Kaufmann
864-634-1380
LaraLKaufmann@gmail.com

Southeast Aviation Expo to Reach New Heights

The South Carolina Aviation Association (SCAA) is expecting a large turnout for its 2nd annual Southeast Aviation Expo!" stated SCAA President Marion Hope.  “Last year the expo far exceeded our first year's attendance goals with nine hundred and seventy-three people at the Greenville Downtown Airport for the event, the majority of which were pilots.  Others in attendance had careers in aviation or enjoy it as a hobby.  All this despite the unusually cold weather that made it impossible for people from the Northeast to fly in,” stated Hope.  

"This year the event is scheduled to be one month earlier in the year in an effort to avoid weather issues like that this year,” stated Joe Frasher, Airport Director of the Greenville Downtown Airport (GMU).  “It is incredible that we have so many nationally recognized companies registered to exhibit this year!  Last year’s event was great and this year it looks like we will even far surpass that,” stated Frasher.  "Last year several exhibitors said that the Southeast Aviation Expo was a much more productive show for them than other national ones that they have attended lately since so many aviation people were here.  That must be why most of them are registered to exhibit again this year and we have added 15 new exhibitors!" added Frasher.

The Southeast Aviation Expo will showcase the latest aviation products; have over 14 static aircraft displayed and educational sessions will be held.   “Most people interested in aviation will find the entire expo interesting.  Of special note to students, will be two sessions on Saturday, September 29th:   ‘Training and Careers in the Aerospace and Aviation Industry’ at 12:30 and ‘How to Become a Pilot’ at 2:30.  Experienced pilots might be interested in attending a session about the latest technology including the use of iPads in the cockpit,” Frasher said.  All educational sessions are listed on the SCAA website:  http://www.scaaonline.com/content/seae-agenda-education-session-titles

The keynote speaker for the event will be Aircraft Owners and Pilots Association (AOPA) President Craig Fuller.   Fuller will address the latest issues facing general aviation.

Trade-A-Plane, a top national publication that is geared towards pilots is an event sponsor again this year.  The South Carolina Technology and Aviation Center (SCTAC) will also sponsor the event and provide the exhibitors with lunch.  Greenville Downtown Airport is hosting an exhibitor reception.

So far Cessna, Cirrus, Michelin Aircraft Tires, ADEX Machining Technologies, AeroCab, Louis Berger Services Inc., James A. Gardner Company, Mint Air, Flight Design USA, Baldwin Safety & Compliance, Motley Rice LLC, Advocate Consulting, Aircare Aviation Services & Support, Hope Aviation Insurance, Just Aircraft, Greenville Downtown Airport, Sebring US Sport Aviation Expo, Lycoming, Aviation Tax Consultants, LLC.,  US AeroTech - Professional Aircraft Maintenance Training, Liberty University, PF Flyers, Wings Over Greenville,  Runway Cafe, Special Services Corporation, Trade-A-Plane, Eclipse Aerospace, Precision Hose Technologies, Inc.,  CTS International, Enterprise Rent-A-Car, Daher-Socata, Champion Aerospace, Skytech, Tempest, Stevens Aviation, LandRover Carolinas, Premier Aircraft Sales, Diamond Aircraft, SWT Aviation Inc., Cubcrafters, Airwolf Aviation Services, 4 Paws Aviation, DTC Duats, Applied Technical Services, Inc., Camden/Donaldson/Greenville Jet Centers, Fractrade, Civil Air Patrol, Pilots N Paws,  Eastern Aviation Fuel - Shell Aviation, Eagle Aviation, SCAA, SC Aeronautics Commission, SC Aviation Safety Council, The FAA Flight Standards Districts Office, BMW Performance Driving School and Angel Flight have registered to exhibit in 2012!

The Southeast Aviation Expo will be held on September 28th and 29th at the Greenville Downtown Airport (GMU), which is located at 100 Tower Dr., Greenville, SC 29607.   More information can be found by visiting:  http://www.greenvilledowntownairport.com/SEAE.html and http://www.scaaonline.com/content/southeast-aviation-expo  It is open to the public.  Tickets are $5.  Children, and students with ids, can get in free.

"This event is like an industry trade show for people who work or have an interest in aviation but all are welcome,” Frasher said.  "The aviation community in the Southeast is very strong so we expect a large turnout.  We would like to encourage people to register to attend online at http://www.scaaonline.com/seaviationshow-registration. This will help us to have an idea of how many people to plan on and it will also get them admitted into the event quicker,” added Frasher.

SCAA's mission is to actively promote and encourage aviation and airport development to meet air transportation needs and assist the state in achieving economic development goals.  For more information about the event visit http://www.scaaonline.com/content/southeast-aviation-expo  , call 1 (877) FLY-SCAA (359- 7222) or email Katie@associationsplus.com .

AOPA's purpose is to protect the freedom to fly while keeping general aviation safe, fun, and affordable.   AOPA is the largest and most influential aviation organization in the world. AOPA membership has grown to more than 414,000; a number that represents more than two thirds of all certificated pilots in the United States. For more information about Craig Fuller and AOPA please visit http://www.aopa.org  and http://www.aopa.org/prez/events.html

GMU is the busiest general aviation airport in South Carolina and is a self-sufficient entity with financial strength that doesn't rely on local taxpayers for funding. GMU is home to Greenville Jet Center, the largest Fixed Base Operation (FBO) in S.C., as well as more than 25 other aviation-related businesses creating 453 jobs that annually contribute more than $35.2 million to the Upstate economy.  For more information about GMU please visit http://www.greenvilledowntownairport.com or contact Joe Frasher at864-242-4777 or joe@greenvilledowntownairport.com




Despite Risks, Pilots Keep Returning to Air Races

Flying around an 8-mile track at 500 miles per hour is something most of us probably can't comprehend.

But for many pilots, it's a lot like Christmas, in September.

"The biggest part of that is not so much getting and opening up the presents, it's seeing your family," Will Whiteside said. "These guys and gals up here have become, over the past ten years for me, my family."

"If you miss it, you feel a void in your life," Marilyn Dash said. "When I started racing about ten years ago, I couldn't imagine doing anything else with my September except coming here and we call ourselves our September family."

Read more here:  http://www.ktvn.com

Video: F7F Tigercat in practice action - Reno, Nevada on September 10, 2012

Video: P51 Precious Metal, Griffin engine, counter rotating propellers, Valley of Speed - Reno, Nevada on September 10, 2012

Hawker MK 11 Sea Fury, Air Zurich LLC, N4434P: Accident occurred September 11, 2012 in Reno, Nevada

http://registry.faa.gov/N 4434P

NTSB Identification: WPR12LA422
 14 CFR Part 91: General Aviation
Accident occurred Tuesday, September 11, 2012 in Reno, NV
Probable Cause Approval Date: 01/31/2013
Aircraft: HAWKER MK 11 SEA FURY, registration: N4434P
Injuries: 1 Uninjured.

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

The pilot reported that following an uneventful takeoff, the landing gear malfunctioned when he attempted to retract it. After several attempts, the landing gear retracted, and he performed his race course qualifying lap. Upon exiting the closed race course, he attempted to extend the landing gear. Following multiple attempts, the landing gear appeared to be down. The right main landing gear warning light was illuminated, and the pilot executed a precautionary landing. During the landing roll, the right main landing gear collapsed. Subsequently, the airplane exited the right side of the runway and came to rest upright. Examination of the airplane revealed that the landing gear rotary selector valve seal had failed, which allowed hydraulic pressure to bypass the landing gear. The bypass in hydraulic pressure would preclude the landing gear system from operating normally.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The collapse of the right main landing gear due to failure of the landing gear rotary selector valve seal.

On September 11, 2012, about 1500 Pacific daylight time, a Hawker MK11 Sea Fury, N4434P, was substantially damaged when the right main landing gear collapsed during landing roll at the Reno Stead Airport (RTS), Reno, Nevada. The airplane was registered to Air Zurich LLC, Lake Zurich, Illinois, and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as Race 15. The commercial pilot, sole occupant of the airplane, was not injured. Visual meteorological conditions prevailed and no flight plan was filed for the air race flight. The local flight originated from RTS about 30 minutes prior to the time of the accident.

In a written statement to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the pilot reported that following an uneventful takeoff, he had a malfunction with retracting the landing gear. After several attempts, the landing gear retracted, and he performed his race course qualifying lap. Upon exiting the closed race course, he attempted to extend the landing gear. After about 20 minutes of troubleshooting the landing gear, it appeared to be down, however, with the right main landing gear warning light illuminated. The pilot initiated a precautionary landing on runway 14. During the landing roll, the right main landing gear collapsed and the airplane exited the right side of the runway. Subsequently, the airplane came to rest upright adjacent to the runway.

Examination of the airplane by the NTSB IIC revealed that the right wing, right aileron, and rudder were damaged.

Further examination of the recovered airplane by a representative from Sanders Aeronautics, Ione, California, revealed that the landing gear rotary selector valve seal had failed, which allowed landing gear hydraulic pressure to bypass. The representative stated that the bypass in hydraulic pressure would preclude the landing gear retraction system from operating normally.



 NTSB Identification: WPR12LA422 
 14 CFR Part 91: General Aviation
Accident occurred Tuesday, September 11, 2012 in Reno, NV
Aircraft: HAWKER MK 11 SEA FURY, registration: N4434P
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 September 11, 2012, about 1500 Pacific daylight time, a Hawker MK11 Sea Fury, N4434P, was substantially damaged when the right main landing gear collapsed during landing roll at the Reno Stead Airport (RTS), Reno, Nevada. The airplane was registered to Air Zurich LLC, Lake Zurich, Illinois, and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as Race 15. The commercial pilot, sole occupant of the airplane, was not injured. Visual meteorological conditions prevailed and no flight plan was filed for the air race flight. The local flight originated from RTS about 30 minutes prior to the time of the accident.

In a written statement to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the pilot reported that following an uneventful takeoff, he had a malfunction with retracting the landing gear. After several attempts, the landing gear retracted and he performed his race course qualifying lap. Upon exiting the closed race course, he attempted to extend the landing gear. After about 20 minutes of troubleshooting the landing gear, it appeared to be down, however, with the right main landing gear warning light illuminated. The pilot initiated a precautionary landing on runway 14. During the landing roll, the right main landing gear collapsed and the airplane exited the right side of the runway and came to rest upright.

Examination of the airplane by the NTSB IIC revealed that the right wing, right aileron, and rudder were damaged. The wreckage was recovered to a secure location for further examination.


IDENTIFICATION
  Regis#: 4434P        Make/Model: FURY      Description: FURY, SEA FURY
  Date: 09/11/2012     Time: 2315

  Event Type: Incident   Highest Injury: None     Mid Air: N    Missing: N
  Damage: Minor

LOCATION
  City: RENO   State: NV   Country: US

DESCRIPTION
  AIRCRAFT RIGHT GEAR COLLAPSED ON LANDING. RENO, NV

INJURY DATA      Total Fatal:   0
                 # Crew:   1     Fat:   0     Ser:   0     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: Landing      Operation: OTHER


  FAA FSDO: RENO, NV  (WP11)                      Entry date: 09/13/2012 
 



RENO, Nev. —  A pilot made a rough emergency landing at the Reno National Championship Air Races but escaped unhurt.
 

Race officials say Matt Jackson of Van Nuys, Calif., radioed in a May Day because of a problem with the landing gear in his vintage World War II fighter during qualifying heats about 4:15 p.m. Tuesday in the Unlimited class at Reno-Stead Airport.

Fire trucks and emergency crews manned a runway on the far side of the course away from the grandstand as Jackson brought his Hawker Sea Fury called "Furias" down slowly. But race spokeswoman Valerie Miller-Moore says his right gear collapsed. His plane slid off the runway and spun around in the sagebrush, sending up a cloud of dust.

Miller-Moore says Jackson is fine, but he did wreck the paint job on the plane. Qualifying has resumed.


Read more:    http://www.foxreno.com

Air Guard bombing practice set for northern New York

FORT DRUM (AP) -- People in parts of northern New York can expect the noise of military aircraft and explosions as Air National Guard units practice close air support bombing runs at the Army's Fort Drum.

New York military officials say F-16 jets from the guard in New Jersey and Vermont will be conducting exercises along with controllers from New York, New Jersey and other states from Tuesday through Friday.

Much of the activity will be at night to simulate typical combat operations.


http://www.cnycentral.com

Ridley, Pennsylvania: Boeing plant determined safe following bomb threat



RIDLEY — Operations at the Boeing facility resumed earlier this afternoon after a bomb threat resulted in the evacuation of hundreds of employees this morning. The plant has been swept for explosives, and employees reporting for work at 2:30 p.m. have started their shifts.

This morning, the southern end of the sprawling Boeing plant had been evacuated and police investigated a threat that explosives have been planted inside one of the facility's hangars.

Read more:   http://www.delcotimes.com

County manager addresses MEDSTAR closure

NBC-2.com WBBH News for Fort Myers, Cape Coral  

LEE COUNTY, FL - Lee County Commissioners lashed out at the county manager over the abrupt grounding of MEDSTAR, the county's medical helicopter. 

Karen Hawes appeared before commissioners Tuesday. It was the first time someone in charge has spoken publicly since an NBC2 investigation uncovered patients were incorrectly billed millions of dollars.

One commissioner called for Hawes' resignation while others wanted the EMS Chief and head of public safety fired.

Read more here:   http://www.nbc-2.com

Casper Mountain Fire: Tuesday updates

4:35 p.m. Tuesday A portion of the fire is burning on the north side of Casper Mountain, reports photographer Alan Rogers. The flames seem to be situated about halfway up the slope, more or less south of the country club, he said.

Jason Parks of Casper Fire-EMS said the northern spread is to be expected.

"It's all part of the process," he said, noting that there has not been significant movement throughout Tuesday.

4:30 p.m. Tuesday Aerial assets fighting the fire and based at the Casper/Natrona County International Airport are a DC-10, a BAe-146 four-engine jet, seven helicopters including two Wyoming National Guard UH-60 Blackhawks, four single-engine air tankers similar to crop-dusters and two twin-engine guide planes. All were active this afternoon.

Read more here:   http://trib.com

Yakovlev YAK-55M, N176FD: Accident occurred June 01, 2014 in Stevens Point, Wisconsin

The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Milwaukee, Wisconsin
International Council of Airshows (ICAS); Leesburg, Virginia

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

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

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

Bill Cowden poses with his aerobatics plane on Sunday morning June 01, 2014 at the Stevens Point Air Show, a few hours before the plane crashed.


http://registry.faa.gov/N176FD


NTSB Identification: CEN14FA266
14 CFR Part 91: General Aviation
Accident occurred Sunday, June 01, 2014 in Stevens Point, WI
Probable Cause Approval Date: 05/03/2017
Aircraft: YAKOVLEV YAK-55M, registration: N176FD
Injuries: 1 Fatal.

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

The pilot was performing an aerobatic flight at an airshow event when the accident occurred. The flight team manager witnessed the accident and reported that the airplane entered an intentional inverted flat spin at the apex of an inside loop maneuver. The airplane completed more than 3 rotations in the inverted flat spin before recovering into a dive. The team manager then saw the airplane pitch up and enter an "aggressive" left turn. A review of ground-based video footage confirmed the sequence of events reported by the team manager and showed that, after the pitch up and left roll, the airplane entered a nose-low, descending left spiral that continued to ground impact. The observed flight path was consistent with an accelerated aerodynamic stall after the pilot had recovered from the inverted spin at a low altitude. The airplane cockpit was equipped with an aft-facing video camera that captured the pilot and his flight control movements. A review of the available cockpit footage confirmed that the pilot remained conscious throughout the accident flight and that the ailerons, elevator, and engine had responded to his control inputs. Although the rudder was obstructed from view in the video by the pilot's helmeted head, his observed leg movements were consistent with expected rudder inputs throughout the flight. Further, a postaccident examination of the airplane did not reveal any mechanical anomalies that would have precluded normal operation.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain airplane control during the aerobatic flight, which resulted in the airplane exceeding its critical angle of attack and entering an accelerated stall at a low altitude.

HISTORY OF FLIGHT

On June 1, 2014, about 1222 central daylight time, a Yakovlev YAK-55M airplane, N176FD, was substantially damaged when it impacted terrain during an aerobatic flight over the Stevens Point Municipal Airport (STE), Stevens Point, Wisconsin. The airline transport pilot was fatally injured. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations (CFR) Part 91 without a flight plan. Day visual meteorological conditions prevailed for the local airshow demonstration flight that departed about 1220.

The flight team manager, who provided the public announcement during the aerobatic flight, reported that the flight began with the airplane rolling inverted shortly after liftoff on runway 21 and making a shallow inverted climb past show center. The airplane then rolled upright before entering a 90° turn away from show center and the crowd. The airplane continued to climb as it turned to a heading opposite that of the takeoff runway, turned back to the runway heading, and reentered the aerobatic box. The airplane rolled inverted before it entered a 45° dive toward show center. The airplane then completed several descending aileron rolls before it rolled wings level and entered a near vertical climb. At the apex of the climb/loop, the airplane entered an inverted flat spin. The flight team manager stated that the pilot normally entered the inverted flat spin at 3,000 ft above ground level (agl) and completed three rotations before recovering in a vertical dive with a 4-5 g pullup at show center; however, on the accident flight, the pilot appeared to enter the inverted spin about 500 ft lower than normal and complete more than 3 rotations before recovering into a dive. According to the the flight team manager, the airplane then pitched up and entered an "aggressive" left turn that resulted in an accelerated aerodynamic stall.

A review of ground-based video footage showed that the airplane had completed 3-1/2 rotations in the inverted flat spin before it entered a near-vertical dive. The airplane pitched up momentarily before it developed a rapid left roll. The airplane subsequently entered a nose-low, descending left spiral that continued to ground impact.

PERSONNEL INFORMATION

According to Federal Aviation Administration (FAA) records, the 47-year-old pilot held an airline transport pilot certificate with single engine land and sea, multiengine land, and instrument airplane ratings. The pilot was type-rated for the Airbus A320, Boeing 757, Boeing 767, McDonnell Douglas DC-9, and Douglas DC-3 transport category airplanes. He also held a glider rating. The single engine land and sea airplane ratings were limited to commercial privileges. The glider rating was limited to private privileges. The pilot's last aviation medical examination was completed on March 24, 2014, when he was issued a first-class medical certificate with no restrictions or limitations. On September 16, 2013, the pilot completed an evaluation flight and was issued a Statement of Aerobatic Competency. A search of FAA records showed no previous accidents, incidents, or enforcement proceedings. His last flight review, as required by 14 CFR Part 61.56, was completed on May 12, 2014.

The pilot's flight history was established using his pilot logbook. His most recent logbook entry was completed on May 28, 2014, at which time he had accumulated 8,266.1 hours total flight time, of which 3,628.5 hours were listed as pilot-in-command. According to the logbook, the pilot had accumulated 3,608.8 hours in single-engine airplanes, 4,649.7 hours in multi-engine airplanes, and 4.7 hours in gliders. The pilot had flown 184.2 hours during the 90 days before the accident, 36 hours in the month before the accident, and 0.8 hours during the 24-hour period before the accident. The pilot had accumulated 107.6 hours in the accident airplane make/model. According to available documentation, the pilot had completed one aerobatic training flight in his authorized aerobatic practice box during the 8-month period before the accident. The single aerobatic training flight was completed on May 28, 2014, in the accident airplane.

AIRCRAFT INFORMATION

The airplane was a 1993 Yakovlev YAK-55M, serial number 930810. It was an aerobatic single-place, single-engine airplane with a fixed conventional landing gear. The airplane was powered by a 360-horsepower, 9-cylinder Vendeneyev M14P radial engine, serial number KR0312035. The engine provided thrust through a constant-speed, three-blade, MT-Propeller MTV-9-B-C propeller, serial number 110600. The airplane had a maximum allowable takeoff weight of 2,150 pounds. The pilot purchased the airplane on October 17, 2010. The airplane was issued an FAA experimental category airworthiness certificate for the purpose of exhibition and associated operating limitations on December 7, 2010.

According to the airplane maintenance records, the most recent condition inspection was completed on September 29, 2013. At the time of that inspection, the airframe and engine had accumulated 214.5 hours total time. The propeller had accumulated 51.4 hours total time. The last recorded maintenance was an engine oil change that was completed on May 22, 2014. A postaccident review of the maintenance records found no history of unresolved airworthiness issues. The recording hour (Hobbs) meter was damaged during the accident, and a definitive reading could not be obtained.

METEOROLOGICAL INFORMATION

At 1215, an automated surface weather observation station located at STE reported: wind 200° at 14 knots, gusting 21 knots; broken cloud ceilings at 2,900 ft agl and 3,600 ft agl; 10 miles surface visibility; temperature 26° Celsius; dew point 19° Celsius; and an altimeter setting of 29.90 inches of mercury.

AIRPORT INFORMATION

The Stevens Point Municipal Airport, located about 3 miles northeast of Stevens Point, Wisconsin, was served by two asphalt runways, runway 3/21 (6,028 ft by 120 ft) and runway 12/30 (3,635 ft by 75 ft). The airport elevation was 1,110 ft mean sea level.

WRECKAGE AND IMPACT INFORMATION

The accident site was located alongside a dirt road in a wooded area about 260 yards northeast of the runway 30 threshold. The elevation of the accident site was 1,095 ft. The main wreckage consisted of the entire airplane, which was orientated on a northwest heading. The wreckage was found in an upright position, and there was no appreciable wreckage debris path. The observed tree damage and the lack of a lateral debris path were consistent with a near vertical impact. All observed structural component failures were consistent with overstress separation, and there was no evidence of an inflight or postimpact fire. Flight control continuity was confirmed from all flight control surfaces to their respective cockpit controls. The engine was found in a 2.5 ft deep impact crater and remained partially attached to the firewall. Three engine cylinders had partially separated from the crankcase, which prevented the engine from being rotated. After removing several cylinders, an internal examination did not reveal any mechanical discontinuities within the engine drivetrain. The No. 1 magneto exhibited impact damage that prevented a functional test. The No. 2 magneto provided a spark on all leads when rotated. All three propeller blades were fragmented, consistent with the engine producing power at the time of impact. The postaccident examination of the airplane did not reveal any mechanical anomalies that would have precluded normal operation.

MEDICAL AND PATHOLOGICAL INFORMATION

At the request of the Portage County Coroner, an autopsy was performed on the pilot at the University of Wisconsin-Madison School of Medicine and Public Health, located in Madison, Wisconsin. The cause of death was attributed to multiple blunt-force injuries sustained during the accident. The FAA Bioaeronautical Sciences Research Laboratory located in Oklahoma City, Oklahoma, performed toxicology tests on samples obtained during the autopsy. The toxicological test results were negative for ethanol and all drugs and medications.

TESTS AND RESEARCH

A Garmin GPSMAP 396, serial number 67014609, was recovered from the wreckage and examined at the NTSB Vehicle Recorder Laboratory. The non-volatile data was recovered through a memory-chip recovery process. The final dataset was recorded on May 31, 2014, and was associated with a 0.8-hour flight from Menomonie Municipal Airport (LUM) to STE. The Garmin GPSMAP 396 device did not contain any data associated with the accident flight.

A GoPro Hero 3+ digital video camera, serial number 30C3CDE, was recovered from the wreckage and examined at the NTSB Vehicle Recorder Laboratory. A forensic recovery of the memory card revealed eight video files. Seven of the eight video files were not associated with the accident flight. The remaining video file contained 4 minutes 37 seconds of video footage from the accident flight.

A review of the available video footage established that the camera was mounted on the glare shield facing aft toward the pilot. The pilot's helmeted head, torso, hips, upper legs, and knees were in the field-of-view. Also visible were the pilot control stick, the inboard portions of both ailerons, the outboard portions of both horizontal stabilizers, and both elevator horns/counterbalances. The vertical stabilizer and rudder were obscured by the pilot's helmeted head. The video camera also recorded audio that detected changes in wind and engine noise during the accident flight.

A review of the video footage established that the flight controls were moving in conjunction with the pilot's control inputs and that he closed and locked the canopy before takeoff. The pilot initiated the takeoff by advancing the engine power lever gradually with his left hand. The airplane became airborne in a level attitude while over the runway 21 centerline. About 8 seconds after liftoff, the pilot activated the smoke system with his right thumb on the control stick, and the airplane briefly entered a slight climb before it rolled to the right into an inverted attitude. The inverted airplane was slightly left of the runway 21 centerline. The pilot then pushed the control stick forward to initiate an inverted climb. During the inverted climb, the pilot turned the airplane away from the showline and eventually rolled the airplane upright and continued in a climbing left turn onto a downwind for runway 21. While on the downwind, the pilot made a radio call and activated the airplane's smoke system several times. The airplane continued to climb on the left crosswind and eventually turned upwind for runway 21.

At 03:53 (mm:ss) into the recording, the pilot made a radio call, activated the smoke system, and rolled the airplane inverted. After rolling inverted, the airplane continued to fly level briefly before the pilot applied aft control stick with both hands to establish a descending flight path of about 45°. The airplane then completed 2-1/2 right aileron rolls while descending, and smoke was observed trailing the airplane's flight path. By 04:06, the airplane was upright and wings level. The airplane then entered an inside loop maneuver. While the airplane was ascending, the two intersecting runways were visible outside the airplane's canopy. The longitudinal axis of the airplane appeared to be about 20° offset to the runway 3/21 centerline. At 04:17, the pilot reduced engine throttle, and the recorded audio track was consistent with a partial reduction in engine power. About 1 second later, the unrestrained portion of the pilot's shoulder harness straps (strap ends) fell toward the top of the airplane's canopy indicating the airplane had entered a negative-g environment. The pilot applied slight forward control stick with his right hand. By 04:19, the pilot further reduced the engine throttle and applied additional forward control stick input. The airplane's heading remained offset about 20° from the runway 3/21 centerline. The elevator horns/counterbalances showed that the elevator was near maximum deflection as the control stick approached the full forward position. The pilot then applied a left rudder input while holding the control stick in the full forward position. The observed smoke trail was consistent with the airplane yawing. By 04:27, the airplane was established in an inverted spin and had completed one rotation. The pilot was still holding full forward stick with some right aileron input. The airplane completed several rotations while in the inverted spin before the pilot began to move the control stick forward and applied right rudder. The airplane's rotation rate began to slow, and by 04:31, the control stick was being held in a neutral pitch position. The elevator was observed in a neutral position when compared to the horizontal stabilizer. The pilot then moved the control stick to the right, and both ailerons were observed to move in conjunction with the control stick position. The shoulder harness straps were still floating, consistent with the airplane still in a negative-g environment. The pilot was holding the control stick with a clenched right hand. At 04:32, the pilot applied a rapid left aileron and left rudder control input. The ailerons were observed to respond to the control stick movement. The shoulder harness straps were no longer floating, consistent with the airplane in a positive-g environment. The airplane rotation stopped, and there was an increase in engine noise.

About a second after the rotation had stopped, the pilot quickly centered the control stick before moving the control stick aft. The elevator was observed to move in conjunction with the control stick movement. The ailerons appeared to be in a neutral position as the airplane pitched up from a nose-low descent toward level flight. Within the next 2 seconds, the horizon became visible behind the airplane. The upright airplane was banked slightly to the right as the airplane neared a level flight attitude. At 04:34, the pilot moved his head to look over his right shoulder. The airplane continued to pitch up and subsequently entered a level climb. The pilot then turned his head back toward the center of the cockpit, his right hand was still firmly griping the control stick, and his left hand was on the engine throttle. Runway 3/21 was observed directly behind the airplane and perpendicular to the airplane's flight path. The airplane then entered an abrupt left roll with a positive pitch angle. The pilot had not commanded the left roll with aileron or rudder control input. The control stick position was consistent with an aft pitch and a neutral roll input. The observed positions of the ailerons and elevator were consistent with the control stick position.

The video footage was analyzed frame-by-frame, and the left roll rate appeared to increase rapidly between frames. The pilot was still griping the control stick with his right hand while his left hand remained on the engine throttle. As the left roll developed, the pilot moved the control stick to the right and partially reduced the aft pitch. The airplane continued to roll left, and the runway 30 threshold markings became visible below the airplane. During the left roll, the pilot added additional right roll control and further reduced the aft pitch input. The ailerons and elevator responded to the control stick movement. Throughout the left roll, the pilot was looking forward, and his right hand remained on the control stick and his left hand on the engine throttle. At 04:37, the video footage ended with the airplane still airborne and rolling to the left. The airplane had rolled beyond 90° to the horizon and the runway 30 threshold markings were still visible under the airplane. The final impact sequence was not recorded by the video camera. However, during the final seconds of recorded video, the pilot's body positioning, active head movements, and flight control movements were consistent with him being conscious. Additionally, the review of the available video footage confirmed that the pilot had remained conscious throughout the aerobatic flight.

NTSB Identification: CEN14FA266
14 CFR Part 91: General Aviation
Accident occurred Sunday, June 01, 2014 in Stevens Point, WI
Aircraft: YAKOVLEV YAK-55M, registration: N176FD
Injuries: 1 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

On June 1, 2014, about 1222 central daylight time, a Yakovlev model YAK-55M airplane, N176FD, was substantially damaged when it impacted terrain during an aerobatic flight over the Stevens Point Municipal Airport (STE), Stevens Point, Wisconsin. The airline transport pilot was fatally injured. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 without a flight plan. Day visual meteorological conditions prevailed for the local airshow demonstration flight that departed about 1220.

The flight team manager, who also provided the public-announcement during the accident flight, reported that the accident flight began with the airplane rolling inverted shortly after liftoff, followed by a shallow inverted climb past show-center. The airplane then rolled upright before entering a 90-degree turn away from show-center and the crowd. The airplane continued to climb, while on the opposite heading used for the takeoff, before it turned back to the runway heading and reentered the aerobatic box. The airplane then rolled inverted before it entered a 45-degree dive toward show-center. The airplane then completed several descending aileron rolls before it rolled wings level and entered a near vertical climb. At the apex of the climb/loop, the airplane entered an inverted flat spin.

Ground-based video footage showed that the airplane completed 3-1/2 rotations in the inverted flat spin before it entered a near vertical dive. The video footage then showed a momentary increase in airplane pitch, achieving a positive deck angle of about 20-degrees, before the airplane entered a rapid left roll. The airplane then entered a nose-down left descending spiral into terrain.

A postaccident examination established that the airplane impacted terrain in a near vertical attitude. Flight control continuity was confirmed from all flight control surfaces to their respective cockpit controls. The engine was located in a 2-1/2 feet deep impact crater and remained partially connected to the firewall. Three engine cylinders had partially separated from the crankcase, which prevented the engine from being rotated. After removing several cylinders, an internal examination did not reveal any mechanical discontinuities within the engine drivetrain. The No. 1 magneto exhibited impact damage that prevented a functional test. The No. 2 magneto provided a spark on all leads when rotated. All three propeller blades exhibited damage consistent with the engine producing power at the time of impact. The postaccident examination of the airplane did not reveal any mechanical anomalies that would have prevented normal operation. A handheld GPS and GoPro video camera were recovered from the wreckage and were sent to the National Transportation Safety Board (NTSB) Vehicle Recorder Laboratory for readout.



STEVENS POINT - The final report on the crash that killed a 2014 Stevens Point Air Show pilot died is not complete as the city prepares this weekend for its first air show since the accident.

Bill Cowden, a pilot from Menomonie, died June 1, 2014, during the Stevens Point Air Show when his plane spiraled to the ground and crashed in the trees during an aerobatic performance. Although accident investigation reports on such crashes are typically complete 12 to 18 months after the incident, according to National Transportation Safety Board spokesman Keith Holloway, the final report on Cowden's accident is not yet finished.

A preliminary report on the accident found there was nothing wrong with the plane mechanically that would have prevented it from flying normally.

Holloway said he could not say when the final report would be ready but that he expects it will be finished by the end of this year. He said accident investigations can take longer than the typical time frame because of how many investigations staff are completing.

Sunday's air show will include a moment of silence for Cowden, said Dana Stutesman, vice president of the Stevens Point Pilot's Association.

The show will be similar in structure to the 2014 event, she said. There will be a comedy performance, as well as four aerobatic acts and planes will also be on display, she said.

Jason Draheim, the city's airport manager, said the show will include a formation team.

"(They) will be flying formation aerobatics in a very graceful, beautiful show," he said. "The air show is just a tremendous opportunity for us to showcase what an awesome tool we have here in the Stevens Point airport." NTSB Identification: CEN14FA266
14 CFR Part 91: General Aviation
Accident occurred Sunday, June 01, 2014 in Stevens Point, WI
Aircraft: YAKOVLEV YAK-55M, registration: N176FD
Injuries: 1 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

On June 1, 2014, about 1222 central daylight time, a Yakovlev model YAK-55M airplane, N176FD, was substantially damaged when it impacted terrain during an aerobatic flight over the Stevens Point Municipal Airport (STE), Stevens Point, Wisconsin. The airline transport pilot was fatally injured. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 without a flight plan. Day visual meteorological conditions prevailed for the local airshow demonstration flight that departed about 1220.

The flight team manager, who also provided the public-announcement during the accident flight, reported that the accident flight began with the airplane rolling inverted shortly after liftoff, followed by a shallow inverted climb past show-center. The airplane then rolled upright before entering a 90-degree turn away from show-center and the crowd. The airplane continued to climb, while on the opposite heading used for the takeoff, before it turned back to the runway heading and reentered the aerobatic box. The airplane then rolled inverted before it entered a 45-degree dive toward show-center. The airplane then completed several descending aileron rolls before it rolled wings level and entered a near vertical climb. At the apex of the climb/loop, the airplane entered an inverted flat spin.

Ground-based video footage showed that the airplane completed 3-1/2 rotations in the inverted flat spin before it entered a near vertical dive. The video footage then showed a momentary increase in airplane pitch, achieving a positive deck angle of about 20-degrees, before the airplane entered a rapid left roll. The airplane then entered a nose-down left descending spiral into terrain.

A postaccident examination established that the airplane impacted terrain in a near vertical attitude. Flight control continuity was confirmed from all flight control surfaces to their respective cockpit controls. The engine was located in a 2-1/2 feet deep impact crater and remained partially connected to the firewall. Three engine cylinders had partially separated from the crankcase, which prevented the engine from being rotated. After removing several cylinders, an internal examination did not reveal any mechanical discontinuities within the engine drivetrain. The No. 1 magneto exhibited impact damage that prevented a functional test. The No. 2 magneto provided a spark on all leads when rotated. All three propeller blades exhibited damage consistent with the engine producing power at the time of impact. The postaccident examination of the airplane did not reveal any mechanical anomalies that would have prevented normal operation. A handheld GPS and GoPro video camera were recovered from the wreckage and were sent to the National Transportation Safety Board (NTSB) Vehicle Recorder Laboratory for readout.


 Aerobatics pilot Bill Cowden stops for a photo next to his Yak 55M. Cowden, an airline pilot by profession, has been flying aerobatics in air shows for five years.



Aerobatic pilots took to the skies during Wheels and Wings with an arsenal of high-flying flips, loops and corkscrews that wowed audiences and put pilots’ bodies to the test. 

 Airline pilot Grant Nielsen of New Richmond screeched across the blue afternoon sky in his 1994 built Pits Special, pulling off maneuvers that pushed against his body with more than two Gs (gravitational forces). The pilot has been flying acrobatics for years, but only received his FAA authorization to fly in air shows this past August.

“I’ve been flying acrobatics for quite awhile,” he said. “I grew up around airports and always liked flying, but it was so expensive I couldn’t justify doing it. Then, when I was 20 years old, I went on my first aerobatics flight and was hooked. I started taking lessons that year.”

Eighteen years later, the pilot is still following his dream. The Wheels and Wings audience shielded their eyes from the afternoon sun as they looked to the skies, watching as Nielsen looped, rolled, and dove his way effortlessly over the airport.

“It’s just much fun and I enjoy it so much,” he said.

Of course, it’s not as easy as Nielsen makes it seem. The pilot said he starts out every spring easing into new tricks to acclimate his body to the gravitational forces. The G-force often causes air sickness early on, he said, but the body can build up a tolerance to the affects.

“Every spring, even though I’ve been doing it for years, I have to start a little easier and just start pulling more and more Gs to get my tolerance up,” he said. “I usually get queasy every spring during the first few flights.”

Nielsen fits snugly into his small plane. The lap belt, which has a ratchet to make sure Nielsen is strapped in tight, is all that holds the pilot in his plane as he careens across the sky. It is so tight that the belt sometimes bruises his thighs. The tight fit in the tiny cockpit occasionally causes him harm as well, he said.

“I fit in it like a cork,” he laughs. “When I’m practicing new maneuvers I’ll come back with bruises on my shoulders. The inside of my knees can get bruised when I’m aggressive with the [steering] stick. I’ll smack myself pretty good. The seatbelt can leave bruises, too.”

For his show Saturday, Nielsen said he was set to perform his “regular” routine, but was forced to improvise when high winds swept through the sky.

“Today, with the strong wind, I was traveling much faster, so I had trouble getting all the maneuvers in due to the higher speed,” he explained. ”You have to have a plan, but you have to  be able to improvise.”

Bill Cowden, a pilot from Eau Claire, said his set of aerobatics Saturday was also affected by the high winds.

“I threw some low maneuvers, but with the wind today I had to adjust a few things,” he said.

Cowden has been flying in air shows for five years, but was granted his low altitude “surface level” waiver just below the show — which meant he could perform tricks just above the runway.

“We had a great time here and it’s great to perform for the folks,” he said.

The pilot flew a Russian built Yak 55M for his flight, hitting seven Gs during his maneuvers.

“The airplane sits so my knees are kind of in the air, so it’s actually a good position for pulling Gs,” he said. “You pull quick, so the Gs aren’t sustained for a long time.”

The pilot said he started flying aerobatics years ago in a Cessna 150, but went on hiatus from aerobatics when he entered the Air Force and flew F-16 fighter jets. When he retired in 2006, Cowden said he got right back into aerobatics.

“I always had that desire to fly upside down,” he chuckled. “I still get a thrill with it. Flying in general is very precision based and there is never a flight that will be perfect, so I’m always striving for that perfection.” 


 Read more here:   http://www.presspubs.com

Learjet 55B, N55VC: Emergency landing at Westchester County Airport (KHPN), White Plains, New York

A private jet carrying seven people safely landed about 4 p.m. after problems forced the pilot to shut down one of two engines and prepare for an emergency landing at Westchester County Airport. 

 The Learjet 55 corporate jet took off from the county airport bound for Nebraska about 3 p.m. Airport Operations was notified at 3:10 p.m. that the plane was experiencing engine trouble and was returning to the area, Westchester County police spokesman Kieran O’Leary said.

“As a precaution, the pilot shut down the engine – one of two powering the plane,” O’Leary stated. “The plane’s fuel load was too heavy to permit an immediate landing, so the pilot continued to fly to burn off fuel.”


Read more:  http://www.lohud.com


Story and video:   http://newyork.newsday.com

http://flightaware.com/live/flight/N55VC

This aircraft (N55VC) is not available for public tracking per request from the owner/operator.

 N55VC - R.T. VANDERBILT COMPANY INC. (NORWALK CT)

http://registry.faa.gov/N55VC

Fly-in draws pilots to Black Hills Airport-Clyde Ice Field (KSPF), Spearfish, South Dakota

SPEARFISH — Aviation is a tried-and-true passion for pilots all over South Dakota and coming together once a year is a great way to nurture their interests.

The Spearfish Fly-in and South Dakota Aviation Hall of Fame was held Saturday at Black Hills Aero located at the Black Hills Airport/Clyde Ice Field. For more than a decade, pilots from all over the state have made the trek to the Northern Black Hills to participate in a variety of seminars and flying events.

"We had really good attendance this year and I think people really enjoyed themselves," said Rich Krogstad of Spearfish. As one of the main organizers of the event itself, he said the weekend seemed to be a great success.

Read more here:  http://www.bhpioneer.com

Cessna 150/180 Banner Pickup

 
 September 5, 2012 by Paul Pilipshen 
"One of my first Banner Pickups. Not great form, I was trolling instead of swinging the hook, but it got the job done."