Saturday, September 15, 2012

VIDEO: Troops Pull Together to Move Hercules Aircraft

 

Canadian troops put their muscles to good use on Friday in the annual “Herc Pull” at 17 Wing Winnipeg.  Military personnel pulled an 82,000-pound Hercules CC-130 aircraft to see who could move it 50 feet the fastest. The event was a qualifier for the upcoming plane pull on September 21 in support of the United Way.  The winning team, 435 Maintenance Squadron, will represent 17 Wing at the Red River College Stevenson Campus next Friday. The team clocked a time of 13.75 seconds.

http://www.chrisd.ca

Cessna 182P, N58844: Accident occurred September 15, 2012 in Mecosta, Michigan

NTSB Identification: CEN12LA635
 14 CFR Part 91: General Aviation
Accident occurred Saturday, September 15, 2012 in Mecosta, MI
Aircraft: Cessna 182P, registration: N58844
Injuries: 1 Minor,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 15, 2012, about 0815 eastern daylight time, a Cessna model 182P airplane, N58844, was substantially damaged while landing at Mecosta Morton Airport (27C), Mecosta, Michigan. The private pilot sustained minor injuries and the passenger was not 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 personal flight that originated from Greenville Municipal Airport (6D6), Greenville, Michigan, about 0800.

The pilot reported that runway 21 had a displaced threshold of 460 feet, which resulted in an effective runway length of 1,550 feet. He stated that there was no appreciable wind during the landing attempt. He reported that the airplane bounced upon touchdown and that he initially believed it would settle back onto the runway without further incident. However, the airplane landed hard and bounced for a second time. The airplane then impacted nose first on the runway centerline, about 3/4 down the useable length of the runway. The nose landing gear collapsed and the airplane slid on the forward fuselage about 40 feet before it nosed over onto its back. The fuselage, firewall, empennage, and both wings were substantially damaged during the accident. The pilot noted that there were no preimpact mechanical malfunctions or failures that would have precluded normal operation of the airplane. Additionally, he stated that he did not attempt an aborted landing because there were buildings located off the end of the runway, which he believed the airplane would not have been able to clear.

The closest weather observing station was located at the Roben-Hood Airport (KRQB), about 12 miles northwest of the accident site. At 0815, the KRQB automated surface observing system reported the following weather conditions: calm wind, visibility 10 miles; clear sky, temperature 05 degrees Celsius, dew point 04 degrees Celsius, altimeter setting 30.34 inches of mercury.



 MORTON TOWNSHIP, Mich. (AP) - Two people have minor injuries after their small airplane flipped and crashed at an airport in western Michigan.  The Mecosta County sheriff's department says the plane's nose gear broke Saturday, causing the plane to flip while landing at the Mecosta/Morton Airport, 60 miles north of Grand Rapids.   The 62-year-old pilot and his 60-year-old passenger were treated at the scene. They're from Greenville in Montcalm County.

Republic RC-3, Gypsy Barnstormers Inc, N6072K: Accident occurred September 15, 2012 in Cedar Bluffs, Alabama

http://registry.faa.gov/N6072K


NTSB Identification: ERA12LA562
 14 CFR Part 91: General Aviation
Accident occurred Saturday, September 15, 2012 in Cedar Bluff, AL
Probable Cause Approval Date: 09/12/2013
Aircraft: REPUBLIC RC-3, registration: N6072K
Injuries: 1 Fatal.

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 of the amphibious airplane departed his home airport and flew to a lake to visit a friend who lived on the shore of the lake. According to the pilot’s friend, the pilot normally approached the lake from the north, made a left 180-degree turn, and then landed to the north. On the day of the accident, however, the wind was calm, and instead of landing to the north, the pilot flew over his friend's house from the west, about 400 feet above ground level, made a left 180-degree turn, and began a descent toward the surface of the lake. During the descent, the airplane contacted a set of electrical transmission lines. During the impact, the airplane's forward motion almost completely stopped, it rolled to the right until it was inverted, then fell to the surface of the lake and sank.

Examination of the wreckage did not reveal any evidence of preimpact failure or malfunction of the airplane or engine that would have precluded normal operation. Examination of the electrical transmission lines revealed that they were unmarked where they crossed the lake. According to a Federal Aviation Administration inspector and local witnesses, the lines were hard to see and did not contrast well with the surrounding terrain due to the color of the sky, water, and cloud cover. However, the pilot should have been aware of the lines, because they were depicted on the sectional chart for the area, and he had landed on the lake several times before the accident flight.

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

The pilot's failure to see and avoid power lines during final approach to landing.

HISTORY OF FLIGHT

On September 15, 2012, about 0950 central daylight time, a Republic RC-3 amphibious airplane, N6072K, collided with electrical transmission lines, during approach to Weiss Lake, Cedar Bluff, Alabama. The certificated private pilot was fatally injured. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight conducted under the provisions of 14 Code of Federal Regulations Part 91, which departed from Guntersville Municipal Airport (8A1), Guntersville, Alabama.

According to a friend of the pilot, who lived on Weiss Lake and also owned the same model of amphibious airplane, the purpose of the flight was to come visit him. The pilot was familiar with landing on Weiss Lake and the electrical transmission lines that crossed the lake. The pilot would usually land in the opposite direction from the direction he landed on the day of the accident allowing for any "overrun" after landing on the lake and could not explain why he landed in the direction that he did.

According to the friend, on arrival in the local area, he observed the airplane turn in an easterly direction and pass over his house at approximately 400 feet above ground level. The airplane then turned left until it had reversed direction and then began to descend. Moments later the airplane struck a set of unmarked electrical transmission lines located near the eastern edge of the lake. The airplane then pitched nose up, its forward motion appeared to stop, and it rolled to the right until it was inverted, then fell onto the surface of the lake, and sank.

According to a witness, who was fishing on the lake in the vicinity of the accident site, he observed the airplane flying along the north side of the lake just above tree top height, when it hit the power line. The airplane then pitched up, the right wing dropped, and the airplane struck the water inverted. The witness also observed that engine was running and never changed sound until the airplane struck the water.

PERSONNEL INFORMATION

According to Federal Aviation Administration (FAA) records, the pilot held a private pilot certificate with ratings for airplane single-engine land and airplane single-engine sea. His most recent FAA third-class medical certificate was issued on April 19, 2010. He reported 400 total hours of flight experience on that date.

AIRCRAFT INFORMATION

The accident aircraft was a pusher configured, high wing, tail wheel equipped, amphibious airplane of conventional metal construction. It was powered by a 215 horsepower, air cooled, 6- cylinder engine, driving a three bladed, constant speed, variable pitch propeller.

According to FAA and airplane maintenance records, the airplane was manufactured in 1947. The airplane’s most recent annual inspection was completed on November 1, 2011. At the time of the inspection, the airplane had accrued 1,027.2 total hours of operation.

METEOROLOGICAL INFORMATION

The recorded weather at Isbell Field Airport (4A9), Fort Payne, Alabama, located 19 nautical miles northwest of the accident site at 0955, included: calm winds, visibility 10 miles, sky clear, temperature 23 degrees C, dew point 15 degrees C, and an altimeter setting of 30.21 inches of mercury.

WRECKAGE AND IMPACT INFORMATION

Examination of the accident site revealed that the airplane had come to rest upside down in Weiss Lake approximately 200 yards from the shoreline. The only visible portion of the airplane that was above the water was the nose (bow) and the left pontoon.

Comparison of the location of the wreckage to the location of the electrical transmission right of way indicated that the airplane was traveling on a heading of 220 degrees prior to coming into contact with one of the lines.

Examination of the airplane's wreckage after its recovery from the lake revealed no evidence of any preimpact failure or malfunction of the airplane or engine that would have precluded normal operation. Further Examination revealed that the cable that the airplane had come into contact with, initially contacted the airplane just below the windshield. The nose of the airplane was then crushed back into the cabin area. Impact damage was also observed on the upper portion of the leading edges of both wings indicating that when the airplane impacted the water, it was inverted and still had some forward motion. The engine cowling was also crushed but, the pusher propeller was intact and the engine was undamaged.

Flight control continuity was confirmed from the controls in the cockpit to the flight control surfaces, and the throttle control, mixture control, and propeller control were found in the full forward position.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the pilot by the Alabama Department of Forensic Sciences. Cause of death was blunt force injuries.

Toxicological testing of the pilot was conducted at the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. The specimens were negative for carbon monoxide, cyanide, basic, acidic, and neutral drugs, with the exception of Naproxen which is a nonsteroidal anti-inflammatory drug, Ranitidine which is an antihistamine used in the treatment of gastric acid secretion, and Valsartan which is an angiotensin receptor blocker used in the treatment of high blood pressure.

TESTS AND RESEARCH

Observation of the electrical transmission lines from the shore of the lake revealed that they were hard to see, and did not contrast well with the surrounding terrain due to the color of the sky, water, and cloud cover that were present.

Examination of the electrical transmission lines revealed that they were unmarked, and were strung between 158 foot tall electrical transmission towers, located within an electrical transmission corridor right of way that crossed the lake from the north to south. Further examination revealed, that the airplane, had struck a static line, which was normally located above the conductors. During the impact, the static line had separated from the transmission tower closest to the northern shoreline of the lake, and was dangling into the lake. The "Goat Head" (arm) of the lattice type tower structure, had also been bent downward 45 degrees.

Review of aeronautical charting information revealed that the electrical transmission lines were depicted on the Atlanta Sectional Chart.

ADDITIONAL INFORMATION

In order to improve safety, the Tennessee Valley Authority installed spherical high visibility wire markers on the electrical transmission lines that cross Weiss Lake.



 NTSB Identification: ERA12LA562 
 14 CFR Part 91: General Aviation
Accident occurred Thursday, September 15, 2011 in Cedar Bluff, AL
Aircraft: REPUBLIC RC-3, registration: N6072K
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 may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.


On September 15, 2012, about 0950 central daylight time, a Republic RC-3 amphibious airplane, N6072K, collided with high tension power lines, during approach to Weiss Lake, Cedar Bluff, Alabama. The certificated private pilot was fatally injured. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight conducted under the provisions of 14 Code of Federal Regulations Part 91, which departed from Guntersville Municipal Airport (8A1), Guntersville, Alabama.

According to one of the pilot's friends, the purpose of the flight was to visit a friend who lived on Weiss Lake and also owned the same model of amphibious airplane.

According to witnesses, on arrival in the local area, the airplane was observed to turn in an easterly direction and pass over his friend's house at approximately 400 feet above ground level. The airplane then turned left until it had reversed direction and then began to descend. Moments later the airplane struck a set of unmarked high tension powerlines located on the eastern edge of the lake. The airplane then pitched nose up, its forward motion appeared to stop, and it rolled to the right until it was inverted, then fell onto the surface of the lake, and sank.

A post accident examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed no evidence of any preimpact failure or malfunction of the airplane or engine.

According to FAA records, the pilot held a private pilot certificate with ratings for airplane single-engine land and airplane single-engine sea. His most recent FAA third-class medical certificate was issued on April 19, 2010. He reported 400 total hours of flight experience on that date.

The recorded weather at Isbell Field Airport (4A9), Fort Payne, Alabama, located 19 nautical miles northwest of the accident site at 0955, included: calm winds, visibility 10 miles, sky clear, temperature 23 degrees C, dew point 15 degrees C, and an altimeter setting of 30.21 inches of mercury.

IDENTIFICATION
  Regis#: 6072K        Make/Model: RC3       Description: RC-3 Seabee
  Date: 09/15/2012     Time: 1200

  Event Type: Accident   Highest Injury: Fatal     Mid Air: N    Missing: N
  Damage: Destroyed

LOCATION
  City: CEDAR BLUFFS   State: AL   Country: US

DESCRIPTION
  AIRCRAFT STRUCK POWER LINES AND CRASHED INTO A LAKE. CEDAR BLUFFS, AL

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


  FAA FSDO: BIRMINGHAM, AL  (SO09)                Entry date: 09/17/2012 



The investigation into a deadly weekend plane crash continues as does efforts to remove the aircraft from Weiss Lake.


William “Bill” P. Shaver 

William “Bill” P. Shaver, 65, of Huntsville died Saturday. He was a man of faith who was devoted to his wife Charlotte and children Chris Shaver (Amie Beth) and Erin Molina (Mike) and many dear friends. He was a patriot and a pilot who had a passion for model trains and military history. His favorite place to be was working, playing and being the captain at the family lake house in Muscle Shoals, AL. We remember and miss his servant heart. He was happiest when he could serve those who needed him which was quite often.

He is survived by his wife and children, his sisters Kathy Tanner (John) and Amy Polio (Jim) and seven grandchildren.

Donations may be made in his honor to the Wounded Warrior Project.

Visitation will be from 12:00 to 1:00 p.m. Tuesday at Cove United Methodist Church. A memorial service will immediately follow at 1:00 p.m. at the church.



Authorities search Saturday in Weiss Lake after a plane crash 
(photo source WEIS Radio)




According to the Cherokee County Sheriff’s Office, William P. Shaver, 66, was attempting to land his single-engine seaplane in a cove near Riverside Campground in the Cedar Bluff area when it clipped power lines and crashed into the lake. The crash was reported to Cherokee County 911 approximately 9:50 a.m.

“I’m thinking he was probably familiar with the area,” said Cherokee County Sheriff Joe Shaver (who is unrelated to the victim). “He was coming to pick up a friend, and they were going to spend the day flying. He either misjudged the distance to those lines or didn’t see them.”


According to a statement from the sheriff’s office, rescue efforts were initially stalled because of the live power lines brought down by the plane.


Tim Bates of the Piedmont Rescue Squad said the power lines were not actually in the water, but they were near enough that it was dangerous to enter the lake and divers had to wait for the Tennessee Valley Authority to turn off the power before they could make the rescue.


Bates said the plane was barely visible from the shore.


Sheriff Shaver said divers were able to get onto the tail section of the plane and push it down in order to lift the front of the craft out of the mud and open the cabin door to retrieve the victim’s body. The Cherokee County Rescue Squad recovered the victim from the plane at 12:18 p.m.


According to Bates, Piedmont’s Steven Tidwell and Kevin Ware of the Cherokee County Rescue Squad actually recovered the victim from the aircraft cabin. Bates was in the water for support.


The sheriff couldn’t immediately identify whether the victim died from injuries related to the crash or drowning. He said an autopsy was scheduled.


The department’s statement said that the Federal Aviation Administration and the National Transportation Safety Board were en route to the scene Saturday afternoon.


The sheriff’s office said a number of agencies responded to the scene and assisted with the recovery effort, including the Cherokee County, Piedmont, and Fisher Rescue Squads; Cherokee Emergency Medical Services, the Cherokee County Emergency Management Association, Alabama Marine Police, and the Alabama State Trooper Aviation Unit.


“There were people from everywhere that did a good job,” the sheriff said.


CHEROKEE COUNTY, AL (WBRC) -  One person is dead following the crash of a small plane Saturday morning in Weiss Lake.

The crash occurred around 10 a.m. behind the Riverside Campground in Cedar Bluff. Cherokee County Emergency Management Director Beverly Daniel told WEIS Radio the single-engine plane, which was equipped with pontoon landing gear, was attempting to land when the crash occurred. Daniel said the plane apparently hit a power line and crashed in the water.

WEIS said divers recovered the body of the pilot, who name has not been released, just after 12:30 p.m. The pilot had reportedly flown into Cedar Bluff to visit with friends on the lake.

Around 3,500 Cherokee Electric customers were without power as a result of the crash. Officials said they hoped to have power restored by mid-afternoon.


BIRMINGHAM, Ala (WIAT)-
UPDATE: According to Cherokee County Sheriff Jeff Shaver, a man’s body has been recovered from the plane. The FAA is on their way.
_______
Cherokee County Sheriff Jeff Shaver has confirmed to CBS 42 News that a small plane has crashed into Weiss Lake. The crash occurred by the Riverside Campground, near Cedar Bluff area.
Shaver could not confirm any fatalities as of now, but says they are waiting for the Tennessee Valley Authority to cut power from the lines to reach the plane.
There are reports that the plane hit power lines. We are actively pursing this story and will have more information as it becomes available.
Currently we are investigating a report of an airplane crash this morning in Cherokee County. The crash reportedly happened around 10AM at Weiss Lake. According to the Cherokee County Sherriff’s office the plane is believed to be in Weiss Lake near the Riverside Campground. The office has no further information regarding the type or size of the plane. There is also no information with regard to the number of passengers.
First responders are now trying to locate the plane and determine if there are survivors. The Tennessee Valley Authority is encouraging boaters to avoid the area due to the investigation and emergency response. We will be sure to pass along new details as they arrive.

A small engine plane crashed into a Cherokee County Lake Saturday morning, killing the pilot. The crash caused a power outage in the area because the pilot hit a main Tennessee Valley Authority power line.

According to the Cherokee County EMA, no one else was on board. The plane crashed into Weiss lake around ten o’clock Saturday morning near a busy campground. The pilot’s body has been recovered although his plane is still submerged underwater.

What started out as a flight to see friends in Cherokee County, turned tragic over Weiss lake. “He was flying real low, he just barely cleared the trees.” Dave McDaniel and his wife were in their boat when they saw a sea plane crash.

McDaniel says he tied a rope to the plane’s tail to keep it from sinking further into the water, but the pilot could not be saved. McDaniel says “He had one of those big windshields and I guess he hit windshield first and it filled the plane up with water.

Beverly Daniel with Cherokee EMA says the plane clipped a TVA power line before it went down near Riverside Campground. Lela Tandy heard the accident happen. “When it was flying over, it sounded not quite right, like something wasn’t right.”

Many agencies responded to the scene as a down power line made the situation dangerous for boaters. Daniel says “There is a hazard because one of them is so low near the water, it’s creating a hazard for boats and we’re trying to get that resolved.” Daniel also says the pilot left the Guntersville airport Saturday morning. NTSB investigators, now trying to determine what went wrong. Tandy says “My thoughts are with his family.”

At this time, the pilot’s name has not been released. The plane is expected to be recovered from the water Sunday. According to Cherokee County Electric, power has been restored to a majority of those affected.

Edison plan awaits Federal Aviation Administration: Company has to boost its renewably energy but needs helicopters first

A Southern California Edison plan to bring more renewable energy to the Southland is in a temporary holding pattern as the utility waits for Federal Aviation Administration clearance to allow helicopters to buzz over La CaƱada Flintridge and Pasadena.

Edison had hoped to begin stringing new power lines along local towers this month to accommodate electricity from wind farms near Tehachapi. Edison spokeswoman Marissa Castro-Salvati said workers are still waiting for final approval from the FAA and hope to get an update next week.

“There are two airports that are kind of close by, El Monte and Burbank,” she said. “Even though we're not flying so high … we need those types of clearances.”


Source:  http://articles.lacanadaonline.com

Aerospatiale AS 355F1, FIG HCRS LLC, N58020: Accident occurred September 15, 2012 in West Windsor, New Jersey

http://registry.faa.gov/N58020

NTSB Identification: ERA12FA563
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 15, 2012 in West Windsor, NJ
Probable Cause Approval Date: 12/02/2013
Aircraft: AEROSPATIALE AS 355F1, registration: N58020
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.

During cruise flight, witnesses on the ground reported hearing a grinding or popping noise, which was followed by the separation of the yellow main rotor blade. Examination of the fore/aft servo revealed that the internal threads of the upper rod end fitting on the servo were severely worn. The lower threaded portion of the upper rod end was not found secured into the servo's upper end fitting and was not recovered. Additionally, the upper end fitting was packed with soil as the lower threaded portion of the upper rod end had separated from it prior to ground impact. A 100-hour maintenance inspection of the accident helicopter had been completed on the morning of the accident and a 600-hour inspection of the accident helicopter was completed about 3 months prior to the accident. Neither inspection detected the worn threads on the fore/aft servo upper end fitting. The fore/aft servo had been overhauled about 4 years prior to the accident. Additionally, the fore/aft servo was repaired 10 months prior to the accident and no anomalies were observed with the threads at that time. 

The operator used Mastinox, a corrosion inhibiting compound, during installation of the upper rod ends to the right-roll, left-roll, and fore/aft servos. The helicopter manufacturer's maintenance manual listed only G.355 grease and did not prescribe for the use of Mastinox. However, the standard practices manual stated that a torque correction factor of 0.4 is used for G.355 grease, but not for Mastinox, since the latter is not a lubricant. The torque value listed in the manual for the rod ends already took a torque correction factor into account. A higher torque value would theoretically have been necessary when Mastinox was used in place of G.355 grease. The operator stated an adjusted torque value was not used during installation of the upper rod ends using Mastinox. Evidence of sealant at the junction of the upper rod end and nut, which was required to be applied during servo installation per the maintenance procedures, was not found on either the right-roll or left-roll servos. While the lack of sealant may not result in a catastrophic event, its breakage or absence (and/or radial play of a servo end bearing) noted during a maintenance inspection could be indicative of a loss of torque. 

Review of the helicopter manufacturer's checklists and maintenance manuals revealed some guidance for servo inspections. The daily operating check (after the last flight of the day) included an instruction to check the main rotor servos for security and absence of leaks. The 600-hour inspection called for checking the radial play of the end bearings; however, there were no instructions to specifically check the threads of the servo end fitting or the torque of the rod end nut.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
Disconnection of the upper rod end from the fore/aft servo due to severely worn threads, which resulted in a loss of control and separation of a main rotor blade during cruise flight. Contributing to the accident were incorrect maintenance procedures and inadequate maintenance inspections performed by the operator, and insufficient inspection criteria provided by the helicopter manufacturer.

HISTORY OF FLIGHT

On September 15, 2012, at 1200 eastern daylight time, an Aerospatiale AS 355F1, N58020, operated by Analar Corporation, was substantially damaged when it impacted terrain following an in-flight breakup near West Windsor, New Jersey. The commercial pilot was fatally injured. The positioning 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 flight to Atlantic City International Airport (ACY), Atlantic City, New Jersey. The flight originated from Princeton Airport (39N), Princeton, New Jersey, about 1155.

According to the owner and president of the operator, the helicopter had flown during the summer with a loaner main transmission, while its own transmission was sent out for repair. After the repair was complete, the helicopter's main transmission was received and then reinstalled on September 13, 2012. After the installation, the president conducted a maintenance ground run, followed by a 30-minute maintenance test flight, with no anomalies noted. Earlier during the day of the accident, the accident pilot completed a roundtrip flight uneventfully, with a relative of the helicopter owner onboard. Specifically, the pilot flew from 39N to the West 30th Street Heliport (JRA), New York, New York, picked up the passenger, and flew back to 39N. At the conclusion of that flight, the helicopter was "hot fueled" to its maximum fuel capacity and then departed on the accident flight to pick up another relative of the helicopter owner at ACY. The president estimated that the helicopter had flown approximately 1 hour 10 minutes since the installation of the transmission when the accident occurred.

According to information from the Federal Aviation Administration (FAA), the helicopter was in radio and radar contact with McGuire Approach Control. Radio and radar contact were lost at 1200 and no distress calls were received. Witnesses near the area of the accident site reported hearing a banging, explosion, or engine rev noise, followed by a piece separating from the helicopter and the helicopter spiraling nose down toward the ground.

PILOT INFORMATION

The pilot, age 65, held a commercial pilot certificate with ratings for airplane single-engine land, rotorcraft helicopter, instrument airplane and instrument helicopter. His most recent FAA second-class medical certificate was issued on July 21, 2012. It was a deferred issuance due to a new onset of atrial fibrillation. He was previously issued a second-class medical certificate on September 12, 2011. According to employer records, the pilot had a total flight experience of approximately 11,100 hours; of which, about 2,200 hours were in the same make and model as the accident helicopter. The pilot had flown about 21 hours during the 90 days preceding the accident.

AIRCRAFT INFORMATION

The six-seat helicopter, serial number 5227, was manufactured in 1982. It was equipped with two Rolls-Royce (Allison) 250-C20F, 420-shaft horsepower engines. The helicopter was maintained under a manufacturer's approved inspection program. It's most recent inspection was a 100-hour inspection, which was completed on the morning of the accident in conjunction with the installation of the repaired main transmission. At that time, the helicopter had accumulated 11,431.3 hours of operation. The helicopter's most recent 600-hour inspection was completed on June 5, 2012. At that time, the helicopter had accumulated 11,332.7 hours of operation.

METEOROLOGICAL INFORMATION

Trenton Mercer Airport (TTN) was located about 7 miles west of the accident site. The recorded weather at TTN, at 1153, was: wind 350 degrees at 9 knots, gusting to 16 knots; visibility 10 miles; sky clear; temperature 21 degrees C; dew point 9 degrees C; altimeter 30.14 inches Hg.

WRECKAGE INFORMATION

The helicopter came to rest upright in a cornfield, on a magnetic heading of 305 degrees. A postcrash fire consumed a majority of the cockpit and cabin. Due to fire damage, flight control continuity could not be confirmed. Both antitorque pedals were installed. The right cyclic was installed and the left cyclic was located in the field next to the rotorhead, consistent with its removal prior to flight. The right collective was installed and fire damaged. The left collective was not recovered. The majority of the instrument panel, including the caution warning panel, was consumed by fire. Three identifiable engine instruments were recovered; however, their indicating needles were loose. One front seat buckle was identified and noted as unclasped. Both forward cabin doors were found about 50 yards from the main wreckage. The doorpost and segments of the windshield remained attached to the right door. The doorpost and windshield were found separated from the left door (for more information, see Wreckage Plot in the public docket).

The aft section of tailboom was not consumed by fire and exhibited impact damage. The right horizontal stabilizer was separated near the root and a segment of the right horizontal stabilizer was recovered about 165 yards southeast of the main wreckage. The separation signatures were consistent with main rotor blade contact. The left horizontal and upper vertical stabilizers remained attached and were undamaged. The ventral fin remained attached; however, the lower end of the fin sustained impact damage. The tailboom had separated forward of the horizontal stabilizer. The tailrotor driveshaft remained intact from the tailrotor gearbox to just prior to the forward spline, where the tailrotor driveshaft had melted. One tailrotor blade remained attached to the tailrotor hub. The other tailrotor blade separated at the hub and was found 25 yards north, consistent with impact damage. The left engine cowling, with its intake screen, was located about 140 yards south of the main wreckage. The cowling was coated with clean (light yellow/brown) oil on both sides.

The rotorhead, located about 100 yards southwest of the main wreckage, included the top portion of transmission (the conical housing with the epicyclic and ring gear attached), the main rotor shaft, the starflex, and the red and blue main rotor blades with their sleeves and spherical thrust bearings attached. Also included were two servos (left-roll and right-roll) and three pitch change rods. A third servo (fore/aft) was found near the rotorhead, but had separated at both rod end connections; both upper and lower rod end bearings remained attached to the stationary swashplate and conical housing, respectively. The entire yellow main rotor blade and sleeve assembly had separated from the rotorhead and was later recovered about 270 yards southeast of the main wreckage. The yellow star arm had separated from the starflex and was located about 40 yards south of the main wreckage. The lower (stationary) scissor link assembly separated from both hinges and was not recovered. The rotorhead had separated from the main transmission near the upper flange of the bevel gear reduction module's cylindrical housing; the fracture surface remained intact with the separated rotorhead (for more information, see Airworthiness Group Chairman Factual Report in the public docket).

Metallurgical examination of the retained components revealed that the upper rod end of the fore/aft servo (actuator) remained attached to the swashplate and exhibited a bending overstress fracture near its neck. The lower threaded end of the upper rod end (shank, nut, and lock washer) was not in the actuator and was not recovered. The mating threads of the fore/aft servo upper end fitting exhibited severe wear, consistent with thread wear occurring over a period of time. The upper end fitting was packed with soil, consistent with its exposure prior to ground impact. Additionally, new thread impressions were observed, below the original worn threads, consistent with a vibration of the shank in the actuator hole. Metallurgical examination of all other retained components did not reveal any preimpact mechanical malfunctions (for more information, see Materials Laboratory Factual Report in the public docket.)

Evidence of Mastinox, a corrosion inhibiting compound, was found on the threaded shank of the left-roll and right-roll servo’s upper rod end (threaded shank of fore/aft servo upper rod end not recovered). Evidence of Mastinox was not found on the remnant upper rod end and end fitting of the fore/aft servo; however, the operator reported that they used Mastinox for the servo connections due to the dissimilar metals (aluminum and steel) and covered the Mastinox with a "thin" layer of grease. No evidence of grease was observed on the servo rod ends or fittings. For the servo rod ends’ threaded connection, the Eurocopter maintenance manual (MM) listed only G.355 grease and did not prescribe for the use of Mastinox. However, the Eurocopter standard practices manual stated that a torque correction factor of 0.4 was used for G.355 grease, but not for Mastinox. According to a representative from Eurocopter, the torque value listed in the manual for the rod ends already took the torque correction factor into account and a higher torque would have been necessary when Mastinox was used in place of G.355 grease. The operator reported that they did not adjust torque factor when using the Mastinox with a "thin" layer of grease. Additionally, evidence of sealant at the junction of the upper rod end and nut was not found on either the left-roll or right-roll servos (the sealant area on fore/aft servo was not recovered for inspection). Maintenance procedures for the installation of the rod ends of the servo-controls were found in the Eurocopter Maintenance Manual (MET) Work Card (WC) 67.30.15.401. Review of the WC revealed "…Apply a bead of sealant on the nut (8) and the thread of the ball end (1)…"

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the pilot by the Mercer County, Office of the Chief Medical Examiner, West Trenton, New Jersey, on September 17, 2012. The cause of death was noted as "Massive multiple traumatic injuries." Toxicological testing was performed on the pilot by the FAA Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma. Review of the toxicological report revealed:

"Metoprolol detected in Blood"

ADDITIONAL INFORMATION

Fore/Aft Servo

The Air Equipment F6103 31026-010 (serial number 68) fore/aft servo was manufactured in 1981 and installed on the accident helicopter in 1994. It's most recent overhaul was completed by Aerocopter Component Services (ACS), Ontario, Canada, in March 2008. In August 2010, the fore/aft servo was repaired by ACS and recertified to manufacturer specifications in accordance with Air Equipment Component Maintenance Manual (CMM) No. 67-39-10. Specifically, a bearing was replaced due to play in the pilot valve. In November 2011, the fore/aft servo was again repaired by ACS and recertified to manufacturer specifications in accordance with the same CMM. During the second repair, items were replaced due to hydraulic fluid seepage. A manager at ACS stated that during the most recent repair, the threads were inspected per the CMM and no discrepancies were observed at that time. Review of the CMM revealed, "…check all male and female threads for general condition…"

Review of MET WC 05.21.00.603, titled "Daily Operating Checks" (after last flight of day) revealed, "Servocontrols, hydraulic system. Security, absence of leaks, lines."

Review of MET WC 05.23.00, titled "Basic Inspection" (T Inspection/600-hour Inspection), section 6.3, revealed:

"Servo-controls and particularly rod end bearings
(Fig. 1, DETAIL B) :
Disconnect a mounting pin (W.C. 67.30.00.402 or 67.30.15.402).
Manually check that radial play (J) is normal, the second anchoring point being used as fulcrum. J < 0.04 mm (.0016 in)
If in doubt, remove servo-control as per W.C. 67.30.00.402 or 67.30.15.402 for check in workshop.
Connect or install servo-control as per W.C. 67.30.00.402 or 67.30.15.402."

While the Basic T/600-hour inspection called for checking radial play of the rod end bearings, there was no specific guidance to check either the security (torque) of the rod end nut to the servo end fitting or to inspect the condition of the threaded connection. Review of Eurocopter Standard Practices Manual W.C. 20.02.05.404 contained general guidance for the inspection of threaded components, which must be performed each time an externally threaded part is removed. Other than the note in the daily operating check to look for security and absence of leaks, there was no other guidance specifically pertaining to the security of the rod end connection to the servo end fitting.



NTSB Identification: ERA12FA563 
 14 CFR Part 91: General Aviation
Accident occurred Saturday, September 15, 2012 in West Windsor, NJ
Aircraft: AEROSPATIALE AS 355F1, registration: N58020


On September 15, 2012, about 1200 eastern daylight time, an Aerospatiale AS 355F1, N58020, operated by Analar Corporation, was substantially damaged when it impacted terrain following an in-flight separation near West Windsor, New Jersey. The commercial pilot was fatally injured. The positioning 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 flight to Atlantic City International Airport (ACY), Atlantic City, New Jersey. The flight originated from Princeton Airport (39N), Princeton, New Jersey, about 1155.

According to the president of the company that operated the aircraft, the helicopter had flown during the summer with a loaner transmission, after its transmission was removed for repair on June 4, 2012. After the repair was complete, the helicopter's original transmission was received and then reinstalled on September 13, 2012. After the installation, the president, who was also an airframe and powerplant mechanic, conducted a maintenance ground run, followed by a 30-minute maintenance test flight, with no anomalies noted. Earlier during the day of the accident, the accident pilot flew the helicopter from 39N to the West 30th Street Heliport (JRA), New York, New York, where he picked up a passenger and returned to N39 uneventfully. The helicopter was completely fueled and then departed on the next flight segment (accident flight) with the intent to pick up another passenger at ACY. The president estimated that the helicopter had flown approximately 1 hour 10 minutes since the installation of the transmission.

According to preliminary information from the Federal Aviation Administration, the helicopter was in radio and radar contact with McGuire Approach Control. Radio and radar contact was lost about 1200 and no distress calls were received. Witnesses near the area of the accident site reported hearing a grinding, pop, or engine rev noise. Witnesses also reported seeing something separating from the helicopter and the helicopter spiraling nose down toward the ground. One witness reported observing a flock of small birds strike the right side of the helicopter, just prior to the upset.

The helicopter came to rest upright, on a magnetic heading of 305 degrees. A postcrash fire consumed a majority of the cockpit and cabin. A significant portion of the transmission was also consumed; however, the steel gears were recovered. The rotorhead had separated and was located about 100 yards south of the main wreckage. The rotorhead included the top portion of transmission (epicyclic), the starflex, and the red and blue main rotor blades with their respective sleeves and spherical thrust bearings attached. Also included were three servos and three pitch change links. The entire yellow main rotor blade had separated from the rotorhead and was later recovered about 270 yards southeast of the main wreckage.

The following components were retained for further examination: rotorhead with the upper transmission section (epicyclic); starflex; remaining gears of lower transmission; tailrotor drive shaft coupling; thomas coupling; combining gearbox gears and input pinion to the main gearbox; oil pump and shaft; yellow blade sleeve and both engines.


 MICHAEL A. SCARFIA 

Obituary

 

Michael A. Scarfia of Great Kills on September 15, 2012. Beloved husband of Jean (nee Palisay). Devoted father of Elizabeth Colaiocco and the late Michael Jr. Dear brother of Sandy Picataggio and Nancy Roe. Fond father-in-law of Vincent. Loving grandfather of three grandsons Michael, Vincent and Louis. Funeral in Casey McCallum-Rice South Shore Funeral Home, 30 Nelson Ave., Great Kills, on Friday 11 A.M. Entombment Moravian Cemetery. Friends will be received Wednesday and Thursday 2-4 and 7-9 P.M. In lieu of flowers and mass cards, donations to the Michael A. Scarfia Jr. Memorial Scholarship Fund would be appreciated. 

http://www.legacy.com/guestbook

Casey McCallum Rice Funeral Home www.SILive.com/obits

http://obits.silive.com

Wreckage burns after a small helicopter crashed in a cornfield, killing the pilot, Saturday, Sept. 15, 2012, in West Windsor, N.J. It was not immediately clear what caused the accident, but township police Lt. Robert Garofalo said several people reported that a flock of birds appeared to make contact with the helicopter shortly before it crashed. He said authorities were still investigating those reports Saturday evening. (AP Photo/Brian McCarthy)

Wreckage burns after a small helicopter crashed in a cornfield, killing the pilot, Saturday, Sept. 15, 2012, in West Windsor, N.J. It was not immediately clear what caused the accident, but township police Lt. Robert Garofalo said several people reported that a flock of birds appeared to make contact with the helicopter shortly before it crashed. He said authorities were still investigating those reports Saturday evening. (AP Photo/Brian McCarthy)

 
The scene of the helicopter crash in West Windsor today. Photo Credit: Seth Callen.




IDENTIFICATION
  Regis#: 58020        Make/Model: AS35      Description: EUROCOPTER AS350
  Date: 09/15/2012     Time: 1200

  Event Type: Accident   Highest Injury: Fatal     Mid Air: N    Missing: N
  Damage: Destroyed

LOCATION
  City: WEST WINDSOR   State: NJ   Country: US

DESCRIPTION
  AIRCRAFT CRASHED UNDER UNKNOWN CIRCUMSTANCES. WEST WINDSOR TWP, NJ

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


  FAA FSDO: PHILADELPHIA, PA  (EA17)              Entry date: 09/17/2012 




The pilot of a small helicopter who was killed when it 
crashed Saturday in a central New Jersey cornfield has been identified 
as a retired city police officer from the New York Police Department.
New Jersey police identified the man as 65-year-old Michael Scarfia of Staten Island, N.Y.
They say Scarfia again demonstrated dedication to others when he diverted his failing helicopter.

A flock of birds made contact with a helicopter shortly before the helicopter crashed and landed in a field in West Windsor this afternoon, police said.

At 12:19 p.m. today, witnesses watched in horror as the light helicopter, owned by the New York-based Fortress Investment Group, went down and crashed on the American Cyanamid property near the corner of Clarksville Road and Quakerbridge Road.

Police said the pilot was killed. It appeared that there were no other passengers in the helicopter. State police and federal officials were at the scene searching for debris and any to inspect for any possible signs of foul play this afternoon.

“Eyewitnesses said there was no intervention with the helicopter in the sky except for a flock of birds,” Lt. Robert Garofalo  said. “It looks like there was some sort of mechanical issue or explosion on board near the engine.”

Witnesses saw the helicopter coming from the Nassau Park area. It then landed in the filed, which is in an isolated area. “Thankfully it did not occur in a populated area,” Garofalo said. “It would have been a thousand times worse.”

West Windsor resident Jay Bryant said it took about five seconds for the helicopter to crash to the ground.

“The helicopter was flying along at a straight path about 2,000 feet up and started to bank downward,” Bryant said. “It then pitched almost straight down the rotors came flying off.  Two seconds later it crashed and there was a large plume of black smoke.”

“We were in the parking lot at Nassau Park and saw the prop come apart from the helicopter,” wrote  Terry Meade on the West Windsor Police Department Facebook page. “The copter turned over and went straight down. Huge explosion and lots of black smoke. I am still shaking.”

Airline boardings continue to increase in North Dakota

According to the North Dakota Aeronautics Commission, air travel numbers in the state are up again. The commission says that there was a 20 percent increase in passenger boardings from last year. Those numbers don`t include additional air travel by general and business aircraft.

Minot leads the growth in airports with a 50 percent increase in boardings over this time last year. Williston now serves nearly seven times the customers from when it was first constructed.

The commission says that forecasters are projecting growth to continue. 


http://www.kfyrtv.com

Technical fault forces Chennai-Kuala Lumpur Malaysia Airlines flight to land in Penang

PETALING JAYA: What was meant to be a regular flight to Kuala Lumpur from Chennai, India turned out to be an anxious journey for 195 passengers when their flight experienced a technical fault.

Malaysia Airlines flight MH181, bound for Kuala Lumpur International Airport, had departed Chennai at 1.55am Saturday but was forced to divert to Penang International Airport, where it landed at 8.23am.

Malaysia Airlines director of operations, Capt Izham Ismail said in a statement that the diversion was due to low cabin pressure detected during the final phase of the journey.

“It was necessary in the interest of our passengers and we activated necessary precautionary measures inflight to ensure minimal discomfort for our customers.

“Alternate arrangements were made to send the passengers to KLIA as well as their final destinations,” he said while apologizing to passengers for the disruption of their travel plans.

http://thestar.com.my

US Airways Miracle on Hudson on display

http://upload.wikimedia.org/wikipedia/commons/1/14/N106US_aviation_museum.jpg  

US Airways Miracle on Hudson on display

If you live in Wheeling, the world suddenly got a whole lot quieter. For everyone else, a sad day...

N55RG Gulfstream II serial number 1, first flew as Prototype on Oct 2nd 1966, registered to R.W. Galvin CEO Motorola on Sept 28 1970

Aircraft has been donated to the New Carolinas Avition Museum (home of Miracle in the Hudson Airbus).  Aircraft last flew Sept 9, 2012.

http://www.flickr.com/photos/runway27r/3494608871/sizes/o/


http://www.forbes.com/sites/ericjackson/2011/10/13/bob-galvin-the-man-who-built-motorola-dies-at-89/  Bob Galvin

http://en.wikipedia.org/wiki/Bob_Galvin
  Wikipedia

http://flightaware.com/live/flight/N55RG/history/20120909/1430Z/KPWK/KCLT

http://www.carolinasaviation.org/


http://en.wikipedia.org/wiki/Carolinas_Aviation_Museum

as posted on pprune by 'bethpagejet'

"If you live in Wheeling, the world suddenly got a whole lot quieter. For everyone else, a sad day..."


Hat tip to Rob "Biz Jets"  - Thank you for sharing!

Outaouais’ Carol Pilon likes nothing better than hanging out on the wing of her airplane

OTTAWA — There’s a feeling Carol Pilon gets when she’s out on the wing of her 1940 Boeing Stearman, the vintage biplane she’s nicknamed Royal Rhapsody, as it dives, loops, rolls and climbs through her 15-minute wingwalking performance.

“The whole world is mine,” she says. “It’s like I’m the only thing up there, and the only thing that matters to me is the next thing I’m doing; the next handhold, the next foothold. It is so blissfully liberating to be that responsible for every single little movement you make, and at the same time not have to care about anything else.

“I imagine this is what dictators are aiming for.”

Growing up in rural Outaouais — she currently lives in Masham, near Wakefield — Pilon, who performs this weekend at the Wings Over Gatineau-Ottawa air show, was unaware that people did such a thing; that aviators had been performing stunts on airplane wings almost as long as there were airplane wings. American pilot Ormer Locklear was the first, in 1917, and Charles Lindbergh, in the 1920s, was the best known.

Commercial flight operation soon: Civil aviation security officials visit airport

The much awaited launch of commercial flight operation from Puducherry airport, which is expected to boost tourism and other sectors, is all set to start soon.

As a prelude to the launch, a team of top officials from the Bureau of Civil Aviation Security (BCAS) visited the Puducherry airport on Thursday to put in place an effective security apparatus. It included physical barriers and structures, installation of requisite equipment, manpower requirements, the agency to be deployed for security and others. They held a lengthy discussion with the Puducherry airport authorities.

Though the airport, controlled by the Airports Authority of India (AAI), is classified as functioning airport, it is still now used only for operating charted flights. Besides the operation and handling of choppers, the airport is mainly used for movements of high profile VVIPs. Considering the immense potential for commercial operation, the Union Territory and the AAI had entered into a Memorandum of Understanding in 2007 for expansion of the airport in two phases. It was aimed at extending the runway up to 5,000 feet. Construction of passenger terminal, upgrading Air Traffic Control system, providing passenger amenities, night landing facilities, security friendly initiatives formed part of the plan.

A senior official of the Airport Authority of India told The Hindu that more than 90 per cent of the planned works had already been completed. The runway had been extended to 5,000 feet. “Hectic activities are on at the airport. Operation of commercial flights may become a reality within 3 months. All necessary works have been speeded up ,” the official said.

It was learnt that the Ministry of Civil Aviation had already given provisional clearance to operate flights from Puducherry airport.

Many airlines had completed study on economic viability of operating flight service from Puducherry to other destinations. Some of them had given green signal considering the domestic and international tourists to Puducherry .

Of them, sources added that Spicejet had almost finalised the plan to include Puducherry in its service coverage. It was initially expected to operate between Puducherry and Bangalore. The small aircraft with the seating capacity of 60 to 70 passengers was said to be fit for the route and the facilities available at Puducherry airport.

Source:  http://www.thehindu.com

Federal Aviation Administration sees no major problems with commercial flights at Paine Field

Adding commercial flight operations to Everett's Paine Field would not pose a significant noise problem or worsen traffic near the airport, the Federal Aviation Administration concludes in a final environmental assessment report released Friday morning.

Supporters want to build a passenger terminal at the airport that would service Horizon and Allegiant airline flights to Portland, Spokane and Las Vegas.

No public hearings are planned, but the public will have 30 days to submit comments about the new report.

Some Everett residents aren't happy about the prospect of more air traffic near local neighborhoods.

"When I heard it on the news this morning, I'm sure that FAA is going to, it's a done deal. And I don't think there's anything we can do about it," said Jeri Sackett.

"We like it here, yeah. But who knows,” said Dave Peterson. “If this goes through we'll probably make some other arrangements.”

Others said they were excited to have passenger service nearby.

"It's worth it to us,” said Tatyana Bateyko, who has several frequent fliers in her family.

Bateyko and her sister have eight young kids between them, and she said they’re already used to airplane noise. “We're kind of use to the sound, the Boeing sound. So it's not going to make a difference for us. So I like this idea.”

The FAA report states there would be no significant change to noise as a result of adding commercial flights at the airport, which is home to Boeing's largest assembly line and is used by private plane owners.

The report also says the impact on traffic in the area would be less than 1/10th of a mile per hour,

Supporters say the commercial flights could be an economic driver in the area, while others worry about the impact and potential conflict with Boeing.

The FAA is expected to give a final answer about commercial flights at Paine Field at the end of November.

Reporting by KING 5's Elisa Hahn and Jake Whittenberg, and KING5.com's Elizabeth Wiley.

Defect found in Boeing GE engine not isolated

The engine installed on every Boeing 787 built in South Carolina so far has a problem.
 

The second Boeing 787 built in South Carolina experienced a fiery engine failure on July 28 that prompted a National Transportation Safety Board investigation and international headlines.

Two other GEnx engines have been found to have a similar problem with their drive shafts, and now the Federal Aviation Administration appears poised to require regular inspections of all such engines.

Affected 787s and 747s will have to be inspected regularly for cracks in their engines’ fan midshafts and, according to one expert, the shafts will have to be replaced in every engine.

The first sign something was wrong came on a Saturday afternoon in July when the second locally made Dreamliner experienced a pre-flight engine failure as it accelerated down the runway at Charleston International Airport.

A month and a half later, the extent of the defect has become clearer — and bigger.

The North Charleston incident was not isolated, as had been the original hope. Instead, two other General Electric-made GEnx engines have been found to suffer from a similar defect in the drive shaft.

And the concern is that the problem could be even more widespread, inherent to the make-up of the engine itself.

That news came Friday afternoon as the National Transportation Safety Board, which has been investigating the July 28 incident, issued a pair of urgent safety recommendations regarding the fan midshafts of GEnx engines.

The NTSB called on the Federal Aviation Administration to require ultrasound inspections of all GEnx-powered 787s and 747s not already inspected before any further flight.

The NTSB also recommended that the FAA require repetitive inspections of the fan midshafts of all GEnx engines “at a sufficiently short interval that would permit multiple inspections and the detection of a crack before it could reach critical length and the FMS fractures.”

That’s what happened in Charleston in July and on Tuesday as a Boeing 747-8F cargo jet was preparing to take off from Shanghai.

The FAA released a statement Friday saying it “will soon issue an emergency airworthiness directive and will take appropriate action.” The FAA statement noted that Atlas Cargo Airlines is the only operator with two affected U.S.-registered aircraft.

“We understand one inspection was completed (Friday) with no findings and the second aircraft will be inspected over the weekend,” the FAA said.

The 787 has been delivered to only five foreign airlines so far, including Air India, which took delivery of its first Dreamliner from Boeing South Carolina this month.

In addition to the recommendations, the four-page NTSB document also revealed for the first time that there had been a third engine that had a fan midshaft problem.

On Aug. 13, ultrasound inspection of a GEnx engine installed on a 787 built in Everett, Wash., revealed a similar crack to what caused the fracture of the shaft in Charleston.

Neither the Everett nor the Charleston 787s had ever flown, and the Air Bridge Cargo 747 that failed in China had flown just 240 times.

“Because of the short time to failure and the fact that all of the engines on any single airplane, whether the 787 or the 747-8, have all operated for the same period of time, the NTSB is not only concerned about the potential for further fractures occurring, but also the possibility that multiple engines on the same airplane could experience an FMS failure,” the agency wrote.

As fatigue had clearly not been a factor in the fractures and crack, the NTSB report suggested that what had happened was “environmentally assisted cracking,” caused by galvanic corrosion in a moist environment.

Shortly after the NTSB released its recommendations, General Electric released a statement, concurring with the NTSB, pledging further cooperation and noting a new preventive measure.

“As a result of findings to date, GE has introduced changes in the production process that address environmentally assisted cracking, including changes to the dry-film coating applied to the mid-shaft, as well as changes to the coating lubricant used when the retaining nut is clamped to the mid-shaft,” the statement said.

Boeing, whose 787 program has been plagued by supply chain and technical problems for years, also issued a statement pledging to work closely with the NTSB, FAA and GE.

Hans Weber, a California aviation consultant who has advised the FAA on jet-engine inspection procedures, said he is surprised such a defect could have eluded testing at GE, which he described as “the world’s most experienced jet-engine maker.”

“This sort of thing happens, but it is unexpected. To have a shaft fail is very unexpected,” Weber said. “The shafts are made of high-strength steel, and [GE] likely developed what they thought was a better type of high-strength steel. And it’s biting them.”

Weber said the NTSB-recommended inspection regime is likely not the end game here.

“This looks like something where they have to replace the shaft, and in the meantime, the NTSB takes the classic approach that you have to inspect them,” he said.

According to GE, 10 GEnx-1B engines and 108 GEnx-2B engines have been delivered to customers. Weber said all of those engines might have to come off their respective 787s and 747s to be outfitted with new fan midshafts.

He said GE will also have to look at any other parts of its engine with the same metallurgy as they could be vulnerable to cracks, too.

“Those questions are there and are being addressed there’s no doubt about it,” he said. “If they see a problem with metallurgy, that’s a systemic problem.”


GE power plant problems
 

The beginning: The second Boeing 787 built in South Carolina experienced a fiery engine failure on July 28 that prompted a National Transportation Safety Board investigation and international headlines.

Since: Two other GEnx engines have been found to have a similar problem with their drive shafts, and now the Federal Aviation Administration appears poised to require regular inspections of all such engines.

What’s next: Affected 787s and 747s will have to be inspected regularly for cracks in their engines’ fan midshafts and, according to one expert, the shafts will have to be replaced in every engine.


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

Considering aviation maintenance? It’s all about math.

Math, math, math, math, math and more math. That’s what students considering a career in aviation maintenance need to be thinking about, according to Jon Byrd, director of the Aviation program at Georgia Northwestern Technical College.

Byrd detailed his programs for members of the Greater Rome Chamber of Commerce Education and Workforce committee Friday at the facility on the grounds of the Richard B. Russell Regional Airport.

“It’s all about math,” Byrd said. “We go from basic math to basic trigonometry in five days.” He stressed the importance of calculations impacting everything from the physics and electricity to fundamental weights and balances that are critical to keeping an aircraft in the air.

Byrd said that he has enjoyed a 100 percent placement rate for students who have completed the two year programs and gone on to receive their certification from the Federal Aviation Administration.

The demand for certified aviation and avionics maintenance personnel is as strong today as it has even been, according to Byrd who has supervised the program for GNTC since it’s inception. He said that there are still more aircraft maintenance personnel over the age of 60 than under the age of 30 and that as those senior, skilled aircraft engineers are retiring, companies are learning that it frequently takes two people to replace them.

The guy that comes over Saturday and changes the oil in your car for a beer, he’s not going to touch an airplane,” Byrd said.

Forty-eight students, the maximum allowed by the FAA, are currently enrolled in the program at GNTC, which has a waiting list of about a dozen students at this time.

Byrd told the Chamber group that about 60 percent of the students who enter his program actually graduate but estimated that only a third of them go on to obtain their certification. “Certification is not a walk in the park,” Byrd said. “They have to take nine tests and I think that just intimidates them.” It also costs between $1,200 and $1,500 to take the battery of certification examinations.

Byrd said that recruitment of a large-scale maintenance, repair and overhaul facility to the airport grounds would be a tremendous boost to his program. “That’s what the students are trained to do here,” Byrd said.

Talking a little bit about Russell Airport and its impact on economic development in the community, Byrd also suggested that the greater airport community would also benefit from a nicer hotel and a few more restaurants in the vicinity. “This is the front door to the community,” Byrd said.

Read more: RN-T.com – Considering aviation maintenance It s all about math

Cirrus SR22, N436KS: Accident occurred September 15, 2012 in Willard, Missouri

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

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

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

http://registry.faa.gov/N436KS

NTSB Identification: CEN12FA633 
 14 CFR Part 91: General Aviation
Accident occurred Saturday, September 15, 2012 in Willard, MO
Probable Cause Approval Date: 12/05/2013
Aircraft: CIRRUS DESIGN CORP SR22, registration: N436KS
Injuries: 5 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 conducting an instrument landing system approach in night instrument meteorological conditions at the time of the accident. Radar track data indicated that the airplane crossed the final approach course near the initial approach fix, about 11 miles from the runway. The airplane drifted through the localizer about 0.25 mile before crossing the localizer again and drifting about 0.25 mile to the opposite side of the localizer. The airplane flightpath then paralleled the localizer briefly. The track data indicated that the airplane entered a left turn, which resulted in about a 90-degree course change. About that time, the pilot requested radar vectors to execute a second approach. The airplane entered a second left turn that continued until the final radar data point, which was located about 420 feet from the accident site. During the second left turn, about 9 seconds before the final radar data point, the pilot transmitted, "I need some help." The data indicated that the accident airplane descended at an average rate of 6,000 feet per minute during the final 10 seconds of data. No further transmissions were received from the pilot. The airplane impacted an open area of a lightly wooded pasture located about 6 miles north-northwest of the destination airport. A witness reported hearing an airplane engine surge to high power about four times, followed by what sounded like a high speed dive. She heard the initial impact followed by an explosion. The postaccident examination of the airframe and engine did not reveal any preimpact failures or malfunctions that would have precluded normal operation. The location and condition of the airframe parachute system were consistent with partial deployment at the time of ground impact. Based on the performance information depicted by the radar data, the pilot's request for assistance, and examination of the airplane at the accident scene, it is most likely the pilot became spatially disoriented in night meteorological conditions and subsequently lost control of the airplane.

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

The pilot's loss of airplane control as a result of spatial disorientation experienced in night instrument meteorological conditions.


HISTORY OF FLIGHT

On September 15, 2012, at 0021 central daylight time, a Cirrus Design SR22 airplane, N436KS, was substantially damaged when it impacted terrain near Willard, Missouri. The pilot and four passengers were fatally injured. The aircraft was registered to and operated by JL2, LLC under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Instrument meteorological conditions prevailed for the flight, which was operated on an instrument flight rules (IFR) flight plan. The flight originated from Lee’s Summit Municipal Airport (LXT) about 2330 on September 14, 2012. The intended destination was the Springfield-Branson National Airport (SGF), Springfield, Missouri.

At 2338, the pilot contacted the Kansas City Terminal Radar Approach Control (TRACON) facility and requested an IFR clearance to SGF. The pilot was subsequently issued an IFR clearance and the flight proceeded on course to SGF. A cruising altitude of 7,000 feet mean sea level (msl) was assigned.

About 0002, control of the flight was transferred to the Springfield TRACON. The flight was about 50 miles north of SGF at that time. At 0014, air traffic control instructed the pilot to cross the initial approach fix (BVRLY intersection) at or above 3,000 feet msl, and cleared the pilot for an Instrument Landing System (ILS) approach to runway 14 at SGF. The flight was about 18 miles north of SGF. The pilot was instructed to contact the control tower at that time.

At 0017, the pilot contacted the SGF air traffic control tower. At that time, the tower controller cleared the pilot to land at that time. At 0020:31 (hhmm:ss), the pilot requested radar vectors in order to execute a second approach. The controller instructed the pilot to maintain 3,000 feet msl and turn left to a heading of 360 degrees. The pilot subsequently acknowledged the clearance. At 0021:17, the pilot contacted the controller and the controller acknowledged. At 0021:21, the pilot transmitted, “I need some help.” No further communications were received from the pilot.

Radar track data depicted the accident airplane approaching SGF from the north-northwest on an approximate magnetic course of 157 degrees. After an en route descent, the airplane leveled at an altitude of 2,900 feet msl about 16 miles north-northwest of SGF. About 0018:00, the airplane flight path crossed the ILS runway 14 localizer near the initial approach fix (BVRLY intersection). The airplane drifted about 0.25 miles southwest of the localizer before crossing the localizer again, and drifting about 0.25 miles northeast of the localizer. Beginning about 0019:44, he airplane flight path appeared to parallel the localizer, about 0.12 miles northeast, for about the next 40 seconds.

The track data indicated that, about 0020:09, the airplane entered a left turn to become established on an approximate 064-degree magnetic course. About 0020:38, the airplane entered a second left turn that continued until the final radar data point, which was recorded at 0021:28. The final radar data point was located about 420 feet west-northwest of the accident site. The data indicated that the accident airplane descended from 2,800 feet msl at 0021:18 to 1,800 feet msl at 0021:28; an average descent rate of 6,000 feet per minute.

A witness reported hearing a low flying airplane prior to the accident. She noted the engine surged with high power about four times, followed by what sounded like a high speed dive. She stated that she heard the initial impact followed by an explosion. She observed the glow of the postimpact fire from her bedroom window. Her husband notified local authorities and they both responded to the accident site.

The airplane impacted an open area of a lightly wooded pasture located about 6 miles north-northwest of SGF. The elevation of the accident site was about 1,120 feet.

PERSONNEL INFORMATION

The pilot held a private pilot certificate with single-engine land airplane and instrument airplane ratings. He was issued a third class airman medical certificate without limitations on October 7, 2011. On the application for that medical certificate, the pilot reported a total flight time of 731.9 hours, with 97.2 hours flown within the preceding 6 months. The pilot’s logbook was not available to the NTSB for review.

According to the pilot’s flight instructor, the accident pilot had completed a flight review on January 23, 2012. The flight instructor estimated the pilot’s total flight time at 1,000 hours, with about 75 hours of actual instrument time and 650 hours in Cirrus airplanes.

AIRCRAFT INFORMATION

The accident airplane was a 2002 Cirrus Design SR22, serial number 0202. It was a low wing, four place, single engine airplane, with a fixed tricycle landing gear configuration. The airplane was powered by a 310-horsepower Continental Motors IO-550-N reciprocating engine, serial number 686271. The accident airplane was issued a normal category, standard airworthiness certificate in April 2002.

The aircraft maintenance logbooks were not available to the NTSB for review. Maintenance work orders provided by a mechanic indicated that an annual inspection was completed on September 1, 2011, at 2,001 hours total airframe time. An engine oil change was accomplished on April 10, 2012 at 2,070 hours total airframe time.

A logbook that appeared to contain flights in the airplane was recovered at the accident site. The most recent entry was dated September 9, 2012. The entry included an ending airframe service time of 2,172.8 hours. The preceding entry, dated September 8, 2012, included a notation for a dual VHF Omni Range (VOR) equipment check that appeared to have been signed by the pilot. The log contained entries totaling 14.5 hours within the preceding 30 days, and about 70.3 hours within the preceding 90 days.

The airframe manufacturer stated that the accident airplane was equipped with four seats and four corresponding restraints (seatbelts/shoulder harnesses) at the time of manufacture. The manufacturer was not aware of any available modifications to increase the seating capacity of the airplane. The Federal Aviation Administration (FAA) Type Certificate Data Sheet applicable to the accident airplane noted a seating capacity of four. Aircraft records on file with the FAA did not include any modifications to the seating arrangement or occupant restraint systems.

METEOROLOGICAL CONDITIONS

Weather conditions recorded by the SGF Automated Surface Observing System, at 0020, were: wind from 070 degrees at 6 knots, 8 miles visibility, overcast clouds at 700 feet above ground level (agl), temperature 16 degrees Celsius, dew point 14 degrees Celsius, dew point 30.27 inches of mercury.

The area forecast current at the time of the accident noted overcast ceilings at 3,000 feet with cloud tops to 15,000 feet, and visibilities of 3 to 5 mile in light rain and mist. The terminal forecast for SGF current at the time of the accident noted overcast clouds at 300 feet agl with 6 miles visibility in mist and rain showers in the vicinity of the airport. An airman’s meteorological information (AIRMET) advisory noted that IFR conditions were expected over southwestern Missouri, which included the accident site, with ceilings below 1,000 feet agl and visibility below 3 miles. There were no significant meteorological information (SIGMET), convective SIGMET, or weather watches in effect for Missouri at the time of the accident.

Civil twilight ended at 1948, with the moon setting at 1818. The moon was more than 15 degrees below the horizon at the time of the accident. The subsequent moonrise occurred at 0627, with the beginning of civil twilight at 0630.

There was no record of the pilot obtaining an official weather briefing from a flight service briefer; nor was there any record of weather information being accessed via the Direct User Access Terminal Service (DUATS). However, two IFR flight plans were filed through DUATS. An IFR flight plan from SGF to LXT was filed at 1604, and an IFR flight plan for the return flight from LXT to SGF was filed at 2257.

AIRPORT INFORMATION

The Springfield-Branson National Airport (SGF) was served by two paved runways. Runway 14 was 8,000 feet by 150 feet and constructed of grooved concrete. Approach and landing guidance to runway 14 consisted of an ILS approach procedure, a 4-light precision approach path indicator (PAPI), a medium intensity approach lighting system with runway alignment indicator lights (MALSR), and high intensity runway edge lights.

The ILS runway 14 approach procedure specified a minimum initial (glide slope intercept) altitude of 2,900 feet msl, with a 3.00-degree glide slope. The published decision height for a straight-in approach was 1,462 feet msl, with one-half mile visibility required for landing.

WRECKAGE AND IMPACT INFORMATION

The accident site was located in an open area of a lightly wooded pasture about 6 miles north-northwest of SGF. Linear ground impact marks consistent with being formed by the wing leading edges emanated from the main impact crater. Based on the ground impact markings, the airplane was oriented on an approximate heading of 340 degrees at the time of impact. The debris field extended to approximately 110 feet east, 140 feet northeast, and 70 feet north of the main impact crater. Significant portions of the airframe were consumed or damaged by a postimpact fire. Isolated areas of the surrounding vegetation were also affected by the postimpact fire.

The entire airframe was fragmented. The main impact crater contained the propeller, engine, instrument panel, and portions of the fuselage. The airplane flight control surfaces and wing flaps were located within the debris field. The ailerons and flaps had separated from the wings and were deformed consistent with impact forces. The aileron control cables were frayed and separated consistent with impact forces.

The empennage was separated from the airframe. It came to rest inverted about 10 feet east of the main impact crater. The elevator remained attached to the stabilizer and both appeared to be otherwise intact. The left horizontal and vertical stabilizers, left elevator, and rudder were consumed by the postimpact fire. A portion of the rudder remained attached to the lower rudder hinge. Elevator and rudder control continuity was confirmed between the empennage and the cockpit area.

The engine was located in the impact crater. It remained partially attached to the engine mount and airframe firewall. Portions of the firewall were deformed into/around the engine accessory section. The crankcase, cylinders, induction system, and exhaust system exhibited damage consistent with impact forces. All of the cylinders remained attached to the crankcase. The magnetos had separated from the engine and the ignition harness was damaged.

The three-bladed propeller assembly, with the propeller flange attached, separated from the engine. The engine crankshaft was fractured aft of the propeller flange. The appearance of the fracture surface was consistent with an overstress failure. One propeller blade had separated at the hub and was recovered from the impact crater. The remaining two propeller blades remained attached to the hub. The propeller blades exhibited S-bending and chordwise scratches.

The Cirrus Airframe Parachute System (CAPS) components remained attached to the airframe. The activation cable was continuous from the cockpit activation handle to the igniter assembly. The safety pin was not located with the activation handle consistent with it being removed prior to flight. The packed parachute assembly was located about 40 feet from the main impact crater. The parachute risers and suspension lines extended from the main impact crater to the parachute assembly and were oriented approximately perpendicular to the linear impact marks emanating from the main impact crater.

The postaccident examination of the airframe and engine did not reveal any anomalies consistent with a preimpact failure or malfunction.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy of the pilot was conducted at the Boone/Callaway County Medical Examiner’s Office, on September 17, 2012. The pilot’s death was attributed to blunt trauma injuries sustained in the accident.

The FAA Civil Aerospace Medical Institute toxicology report was negative for all drugs in the screening profile. The report stated that 10 (mg/dL, mg/hg) ethanol was detected in blood samples. The report also noted that the ethanol was likely due to sources other than ingestion.


 NTSB Identification: CEN12FA633  
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 15, 2012 in Willard, MO
Aircraft: CIRRUS DESIGN CORP SR22, registration: N436KS
Injuries: 5 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 September 15, 2012, about 0023 central daylight time, a Cirrus Design SR22, N436KS, was substantially damaged when it impacted terrain near Willard, Missouri. The pilot and four passengers were fatally injured. The aircraft was registered to and operated by JL2, LLC under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Instrument meteorological conditions prevailed for the flight, which was operated on an instrument flight rules flight plan. The flight originated from Lee’s Summit Municipal Airport (LXT) about 2340 on September 14, 2012. The intended destination was the Springfield-Branson National Airport (SGF), Springfield, Missouri.

Springfield Approach was providing air traffic control services to the flight at the time of the accident. The pilot contacted Springfield Approach about 0002 as the flight entered their airspace. About 0017, the pilot was cleared for an Instrument Landing System (ILS) approach to runway 14 at SGF. The pilot was instructed to contact the control tower at that time. At 0020, about 3 minutes after establishing contact with the control tower, the pilot requested radar vectors in order to execute a second ILS approach. About 30 seconds later, radar contact was lost. The controller’s attempts to contact the flight were not successful.

The accident site was located in a pasture about 6 miles northwest of SGF. Ground impact was located in an open area of the lightly wooded pasture field. The airplane was fragmented. The main impact crater contained the propeller, engine, instrument panel, and portions of the fuselage. Linear ground impact marks, consistent with being formed by the wings, emanated from the main impact crater. Based on the ground impact markings, the airplane was oriented on an approximate heading of 340 degrees at the time of impact. The debris field extended to approximately 110 feet east of the main impact crater. Located within the debris field were the airplane flight control surfaces and wing flaps.
 

 Suit filed over fatal SW Missouri plane crash  

Posted:  June 11, 2013


SPRINGFIELD, Mo. (AP) - A new lawsuit blames pilot "negligence and carelessness" for causing a southwest Missouri plane crash that killed five people.

The suit was filed Monday in Springfield by Janis Melton, the mother of one of the victims, 46-year-old Robin Melton. It seeks unspecified damages from the estate of the pilot, 44-year-old John Lambert of Springfield.

Melton, Lambert and Lambert's three children were killed in the crash on Sept. 15 after flying back from a Kansas City Royals game. The single-engine plane went down near Willard, Mo., about six miles from Springfield-Branson National Airport.

There was no listed attorney for Lambert's estate.

The lawsuit seeks unspecified damages.

A National Transportation Safety Board investigation into the cause of the crash continues and isn't expected to be complete until September at the earliest.


Community members have made a memorial Facebook page and can be found at http://www.facebook.com/RipGraysonLambert
 

 
Investigators work last weekend at the site of the plane crash near Willard. The debris field extended about 110 feet from the main crater of the impact, according to a preliminary report on the crash. News-Leader file photo




 
Pictured: John Lambert and his three children - Grayson, McKinley and Joshua - were killed in the plane crash. This photo was uploaded to Grayson's Twitter account on Friday night.   Robin Melton, not pictured, was also killed.



Obituary 
Joshua Robert Lambert

Joshua Robert Lambert, 10, Springfield, was granted his angel wings with his father, John Lambert, brother Grayson Lambert, and sister McKinley Lambert. He passed into the arms of his loving grandmother "Nana" Debbie Chrisman and great-grandmother, Madelyn Davis on September 15, 2012 after a tragic plane crash.

Known affectionately as "Bigs" by his close family, Josh was a fifth grader at Sequiota Elementary and was a member of the Boy Scout, Den 1, Pack 197 there. Josh loved basketball, math/numbers, and anything computerized. He especially enjoyed singing and dancing. Josh always would bring a smile to your face with his smiling hello that lit up the room. His ability to make people laugh was such a gift. His loving nature touched everyone who knew him and he was always the gentleman who would be the first to give a handshake.

Joshua was born May 11, 2002 in Springfield, MO. He leaves behind his mother, Holly Gregory Lambert; his grandparents, "Gran" Patricia Lambert and "Papa" Mike Lambert, Springfield; uncle Courtney Lambert, Texas; uncle Bobby Chrisman, Purdy; uncle Charlie Chrisman and his wife Christy, Strafford; and grandfather Danny Chrisman, Strafford. He also leaves behind his many other great-grandparents, cousins, aunts, uncles, extended family and all of his cherished friends.

Those left behind will sadly miss his sense of humor, his huge kind heart, his love of people, nurturing soul, and constant smile, but we will cherish the memories and are thankful for the time we had with him.

A memorial Celebration of Life will be held Saturday, September 22, 2012 in Second Baptist Church in Springfield, 3111 E. Battlefield Rd. Friends will have an opportunity to meet with the family and share their condolences immediately following the memorial.

Memorial gifts may be made to the Lambert Children Memorial Fund at Morgan Stanley-Smith Barney. Funds will be distributed among organizations throughout the community.


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Obituary 
McKinley Rae Lambert 

McKinley Rae Lambert, age 15, was welcomed by her Lord and Savior on Saturday, September 15, 2012 at 12:25 a.m. McKinley was born on August 8, 1997 to mother, Georgia Marie Marshall and father, John Michael Lambert. "Mick" perished as the result of a plane crash along with her older brother Grayson, age 16, and her younger brother Joshua, age 10.

Mick was a freshman at Glendale High School and an Honor Student. She was a member of the Glendale Falcon volleyball and basketball teams.

The American Heart Association honored Mick in 2010. She was their 2010 Poster Child after open-heart surgery. Mick was a member of Schweitzer Methodist Church.

She is survived by her mother; Georgia Marshall, stepmother, Holly Lambert; her sister Tyler Jane Kieny; grandparents; and several aunts, uncles and cousins. Mick was loved and will be dearly missed by all.

In lieu of flowers, memorial contributions can be made to Lambert Children's Memorial Fund at Morgan Stanley, Jeff Laymen contact person. Funds will be distributed among organizations throughout the community.

Services will be held in Second Baptist Church on Battlefield Road in Springfield on Saturday, September 22, 2012 at 1:00 p.m.

The family appreciates all the prayers, love and amazing support from everyone since her passing.


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Obituary 
Grayson Michael Lambert

Beloved Springfield teenager, Grayson Michael Lambert, age 16, was welcomed into God's Kingdom on Saturday, September 15, 2012 at 12:25 a.m. Grayson was born on April 25, 1996 to mother, Georgia Marie Marshall and father, John Michael Lambert. Grayson perished as the result of a plane crash along with his sister McKinley, age 15, and his younger brother Joshua, age 10.

Grayson was a junior at Glendale High School and an Honor Student. He was a member of the Debate team as well as a teammate to the Glendale Falcon Soccer team.

Grayson never passed up a bowl of ice cream or a plate of Sloppy Joes with tater-tots. He worked as a lifeguard at Hickory Hills Country Club in the summer and was a member of Schweitzer Methodist Church.

He is survived by his mother, Georgia Marshall; stepmother Holly Lambert; his sister Tyler Jane Kieny; grandparents and several aunts, uncles and cousins. Grayson was loved and will be dearly missed by all.

In lieu of flowers, memorial contributions can be made to Lambert Children's Memorial Fund at Morgan Stanley, Jeff Laymen contact person. Funds will be distributed among organizations throughout the community.

Services will be held in Second Baptist Church on Battlefield Road in Springfield on Saturday, September 22, 2012 at 1:00 p.m.

The family appreciates all the prayers, love and amazing support from everyone since his passing.


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Obituary 
John M. Lambert 

On Saturday, September 15, 2012, John M. Lambert, 44, Grayson M. Lambert, 16, McKinley Rae Lambert 15, and Joshua Robert Lambert, 10, died in a tragic plane crash when returning to Springfield from a Kansas City Royals baseball game. Also with them was family friend Robin Melton, 46. John and his children are survived by parents, Mike and Trisha Lambert of Springfield; brother, Courtney C. Lambert, and cousins Carson and Clay of Cedar Park, Texas; grandparents Col (ret) and Mrs. Robert Lambert and Floyd M. Davis and numerous aunts, uncles and many nieces, nephews and cousins.

Grayson and McKinley are survived by the Lamberts above and their mother Georgia Marie Marshall and sister Tyler Jane Kieny of Springfield, grandparents Karen Lutz and husband Harvey of Fayette, MO, and numerous aunts, uncles and many nieces, nephews and cousins.

Joshua is survived by the Lamberts and his mother Holly Ann Lambert of Springfield and grandfather Dan Chrisman of Strafford, and numerous aunts, uncles and many nieces, nephews and cousins.

John Lambert has been a leader in his family and within the community. Graduating from Drury University with undergraduate and graduate degrees in Business. He was the owner of Missouri Insulation and many subsidiary companies. He served as President of Young Presidents Organization (YPO), Chair of the OTC Foundation Board, Board Member of Big Brother Big Sisters, member of Home Builders Association, Webelos Den Leader for Pack 197 of Sequeota Elementary School. He was very involved with all his children's educational and extra-curricular activities. When John entered a room everyone smiled and gravitated towards his positive and high-energy personality.

A memorial Celebration of Life will be held at Second Baptist Church on Battlefield in Springfield. The memorial will begin at 1:00 p.m., on Saturday, September 22, 2012.

In lieu of flowers the Lambert family has designated the "Lambert Family Memorial Fund" for those wishing to send memorial contribution. Please mail to: Lambert Family Memorial Fund, MorganStanley-Smith Barney, 1535 E. Primrose, Springfield, MO 65804.

Funds will be designated for community charities and organizations that were of particular interest of the John Lambert family.


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Robin Melton remembered   

 Obituary:  Robin E. Melton, 46, Ozark. 

Arrangements: Greenlawn Funeral Home South.











  
Cirrus SR22, N436KS

 
Cirrus SR22, N436KS










WILLARD, Mo. -- It could be another 9 months until we learn what caused a deadly plane crash north of Willard last weekend that killed two adults and three kids.  That's according to the National Transportation Safety Board.

The victims include Springfield natives John Lambert and his children, Grayson, McKinley and Joshua and family friend Robin Melton.

NTSB investigator Tim Sorenson tells KOLR10 News the crash site is now cleared, the plane has been recovered and taken to a local recovery center.

Investigators will now review pictures of the crash site and examine GPS information along with the dimensions of the debris field.

They'll also rely on information from meteorologists, engineers and human performance experts.

Sorenson says a preliminary report on the crash could be available as early as next week.
SPRINGFIELD, Mo.-- Services are set for this Saturday to mourn the loss and celebrate the lives of a local father and his three young children. 
 
They were all killed in a plane crash near Willard early Saturday morning.  

Grayson, McKinley and Joshua Lambert were on board the small plane piloted by their dad, John, when it crashed.  Family friend, Robin Melton, was also killed.

"We didn't know.  Neither one of us knew that our kids were on the plane, we didn't know," said Holly Lambert and Georgia Marshall.

The shock of Saturday morning's event is waring off, but the horror remains.

"I thought no way McKinley is on the plane because she has a volleyball tournament and Grayson, he was actually supposed to be out on a date on Friday night," Georgia said.

The harsh reality came 5-hours after the crash on Holly Lambert's doorstep.

"The police officer said does your husband own a plane?  And I said yes and he said what is the tail number?  And so I said it and they said the plane has crashed and there were four people in the plane," Holly explained.

What investigators didn't know at that point, is that there were actually five people on board.

So then, Holly and Georgia had to find out who exactly was on that plane.

"We were calling friends and calling his peers, are you with Grayson, are you with Grayson, and they went over to the house and checked and his car was there but he was not.  We knew he was on the plane as well but they had just not found his body," Holly said.

All three kids, their dad John and a family friend, Robin Melton, had all perished.
There is little comfort right now except in what these two moms say they just know to be true.

"The both of us sit and say they crashed at 12:25 in the morning and we pray and we just know in our hearts that the children were asleep… and it happened very fast and they had no idea.  Right," the moms said.

After getting the news of the crash, Georgia Marshall says a friend of Grayson's forwarded her a text that Grayson had sent him saying he was concerned to fly of the stormy weather.

"We see pictures and it just brings it back to life that they are not going to walk in that door and be laughing and smiling, and ya know, McKinley is not going to go to homecoming even though they went out and bought a dress."

"I think after the memorial service and the celebration of life on Saturday, it's really going to hit us because the house is going to be silent and that's when it is going to be so hard… because we're so used to a house full of children," Georgia said.

Celebration of Life services for the Lambert's are set for 1:00pm on Saturday, at Second Baptist Church in Springfield.

Holly and Georgia are asking that in lieu of flowers, donations be made to the Lambert family children memorial fund at the funeral.  The money will be divvied up between several community organizations.

They say John was a good dad and a good pilot.  He had flown with the children on multiple occasions.

Story and video:  http://www.ky3.com


 SPRINGFIELD, Mo. -- Springfield students and faculty members leaned on each other for support Monday to mourn the deaths of three classmates killed in a plane crash.

16-year-old Grayson, 15-year-old McKinley, and 10-year-old Joshua Lambert died along with their father, John Lambert and family friend Robin Melton just after midnight Saturday. The plane Lambert piloted crashed in a field just north of Highway 123 near Willard.

Throughout the Springfield school system, those who knew the family and friends wore orange, McKinley's favorite color. Tuesday's color is blue, in honor of Grayson.

On a pedestrian bridge across South Campbell Avenue, friends of McKinley Lambert spelled out a message in Styrofoam cups: RIP Kinley. We love you.

The investigation into the cause the crash could take years. Members of the National Transportation and Safety Board picked up evidence to attempt to piece together the fateful night.

Friday, Melton and the Lamberts flew up to Kansas City in a Cirrus SR22 aircraft, a plane Lambert and a friend shared. Although five people were on board, the fixed wing single engine plane seats four. The Cirrus SR22 is known throughout the aviation world for the Cirrus Aircraft Parachute System (CAPS), a parachute that when used in an emergency can lower the plane to the ground.

The group reportedly watched a Kansas City Royals baseball game and returned to the plane at Lee's Summit Municipal Airport. According to Airport Manager John Ohrazda, the plane took off around 11:30 Friday night. The plane crashed roughly five miles from the Springfield-Branson National Airport at about 12:25 a.m.

"I heard this plane going over behind us and it was real loud and I thought, 'something's wrong, they're in trouble,'" said Cindy Farmer who owns the property the plane crashed on. "It got louder and louder and I could tell it was coming down, you know, and it was right behind us and I thought, 'this is awful close."'

Weather data taken at the Springfield airport provide clues into the crash. Friday at 11:52 p.m., conditions were overcast with an 8-mile visibility. The next data entry was after the crash at 12:41 a.m. with the same visibility report.

Bruce Landsberg, president of the Aircraft Owners and Pilots Association (AOPA), speculated about contributing factors of various plane crashes. The avid flyer has more than 6,000 hours of flight time logged and is responsible for air safety information and educational outreach efforts.

To read about the AOPA, click here.

"At five miles out, I should probably be able to see the runway and see the lights of the airport and so forth," explained Landsberg. "Probably going to be somewhere between, oh 1,500 and 1,000 feet above the ground."

According to the 2010 Joseph T. Nall Report, the Air Safety Institute's annual review of general aircraft crashes, light and weather conditions have a statistical impact on flying. For non-commercial, fixed wing aircrafts, most crashes (87%) occur in the light with favorable viewing conditions. However, accidents at night are 2 1/2 times more likely to be fatal, when instrumentation is relied upon for inclement weather or other purposes.

 To see the full 2010 Nall Report, click here.

"When it's a dark night, you are generally flying more by instruments than you are by outside reference," detailed Landsberg. "If you're going to have an accident in an airplane, it's best to have it in the daytime in visual conditions. If you have it a night, it's going to be much more dangerous when the pilot is less able to avoid obstacles."

Time and the investigation will tell what contributed to the fatal crash. The National Transportation Safety Board is overseeing the investigation and the Federal Aviation Administration will assist.

The preliminary phase of the investigatory process is complete. The crash site is clear, evidence collected, and samples taken. A spokesperson with the FAA said a preliminary report might be posted within two weeks. Then, in the coming months, officials will release a probable cause affidavit. The final report may take more than a year to finish.

Monday, autopsies on the bodies were completed. Greene County Medical Examiner Tom VanDeBerg said it appears everyone in the plane died on impact. An exhaustive toxicology screening will be conducted on the pilot and should be released in three to four weeks.   


Story and video:   http://www.kspr.com

Duluth-based Cirrus, the airplane company, is investigating another crash. The AP and the News Tribune report:   “A Cirrus SR-22 private plane crashed early Saturday in southwestern Missouri, killing the pilot, his three children and a businesswoman, authorities said. Missouri State Highway Patrol spokesman Jason Pace said the single-engine plane went down about 12:30 a.m. northwest of the town of Willard, killing all five people on board. The plane appeared to have been headed toward the Springfield airport when it crashed about five miles away. … It’s at least the sixth fatal crash involving a Cirrus SR-22 this year, according to the FAA and news reports.”  And that is what you call bad publicity.

Source:  http://www.minnpost.com


Community members have made a memorial Facebook page and can be found at http://www.facebook.com/RipGraysonLambert

Facebook memorial page





SPRINGFIELD, Mo. -- Investigators worked throughout the weekend to determine why a small plane crashed into an open field just north of the Springfield-Branson National Airport. The 2002 Cirrus SR22 went down after midnight Saturday north of State Highway 123 near Willard.

 Four of the victims were from the same Springfield family. 44-year-old John Lambert was the President of the Board of Directors for the OTC Foundation. Lambert, his 16-year-old son Grayson, 15-year-old daughter McKinley, and 10-year-old son Joshua were killed on impact. Family friend Robin Melton also died in the crash. Melton was the President and Owner of Environmental Works Incorporated.

The group was flying back from a Kansas City Royals game Friday night during stormy weather. Investigators speculate weather may have played a role in the crash. Weather conditions also complicated the investigation. Throughout the weekend, vehicles became stuck in the mud around the crash site. Sunday, cones and tarps lined the field.

As for family and friends of the victims, the healing process has only just begun.

"We're still in shock. You don't think about those things happening to people that you know," said Ozark Technical Community College Chancellor, Dr. Hal Higdon.  "It's just hard to really grasp that in your mind. It still does not seem real."

Those who knew Melton and the Lambert family try to remember happier times.

"John was always positive, always enthusiastic," explained Higdon. "He was just kind of a nice quiet guy who got things done, loved his family, loved his kids."

Robin Melton liked to ride horses and play polo. She also served on the boards of many charitable organizations.

"The influence that both Robin and John had in the community was tremendous. They were very well known, very active in the local community," said Jason Smith, who worked with Melton. "Robin was a very generous individual both as a friend and a business owner. She always looked out for the best interest of the company and she also looked out for the best interest of the staff, employees of the company, always willing to help them out. Both as a mentor and as a personal level."

Brian Reynolds knew the Lambert family well. The Drury swim coach and his family would take vacations with Lambert and the kids.

"The Lambert family is a very special family," Reynolds said. "They were just the happiest, the most fun to be around. They were just always beaming and glowing and had big smiles on their faces and that's how I think everyone will remember them."

Reynolds shared that Grayson Lambert was top of his junior class at Glendale high school. 10-year-old Josh loved numbers. Their sister McKinley survived open-heart surgery. Now, Reynolds struggles to comprehend their tragic deaths.

"The impact is just too overwhelming at this time to really kind of let it all sink it. It's really going to be difficult not to pick up the phone and just want to call and know it's just not going to be there," he said, choking up.

Saturday, a facebook group set up in memory of the victims had thousands of members. Sunday, before the Kansas City Royals baseball game, the stadium fell silent to honor the victims.

Monday, friends plan to wear orange to show support for the Lambert and Melton families. Also on Monday, counselors will be in Springfield schools to help grieving students and teachers.

"I think it's an important lesson for all of us to remember how fragile life is," said Hal Higdon. "And how important it is to live each day the way it should be.


Story and video:   http://www.kspr.com

SPRINGFIELD, Mo.—Nearly a week after a Springfield family and a friend were killed in a fiery plane crash in a field near Willard, we got new information about what may have gone wrong.  The National Transportation and Safety Board released its preliminary report.

John Lambert, his three children, and his friend Robin Melton were flying back to Springfield last Friday night after a Royals game.  About five miles out from the Springfield-Branson National Airport, Lambert told air traffic control he needed a second approach.  One of the area's most experienced pilots says that's a major red flag.

"I heard this boom, a sonic boom and it shook the house, and then I saw balls of red shoot above the tree line."

That's how a woman from Willard remembers the plane that barreled into her farm field last weekend.

Flying over it Friday, you'd never know what disaster occurred thousands of feet below.  Jack Reynolds has passed that field, landed on that runway at Springfield-Branson National Airport -- the same runway John Lambert had intended to land on -- hundreds, probably thousands of times.  But he's never missed an approach, not the way Lambert did.

"The turn he made, what made him decide to go back, I have no idea, but he never got closer than five miles to the airport.   Sometimes you do the approach and go to the end of the runway and miss, but he decided to go back and start over before he ever got on the approach," Reynolds said.

Reynolds has been flying for more than 50 years, trained more than 500 other pilots, logged more than 26,000 hours at the controls, even flown the very plane Lambert crashed, yet he's puzzled by the NTSB preliminary crash report.

"There might have been an equipment malfunction.  It would just be a guess as to what would have gone wrong."

Friday, he flew almost the same course that Lambert did.  Instead of Kansas City, we took off from Warrensburg after picking up his granddaughter.  Of course there are a few differences.  Lambert was flying at night and there was some bad weather in the area.

"I have a three-strike rule and, if you get three strikes, you're out, just go land the airplane," Reynolds said.  "One strike is always night, two strikes is always weather, and then the third strike can be anything -- you're tired, you don't feel good, problems at home."

Reynolds doesn't know if Lambert had a third strike, or maybe just bad luck.  All he knows for certain is the end result was tragedy.

"I hope the Lambert family knows they are in our prayers," he saud,

The full NTSB report could take between six months and a year to be released.  This initial report did not cite a cause of the crash.

One thing to note: Lambert was instrument rated, and Reynolds says, at night, pilots have to rely on their instruments, not their eyes, to land the plane.

Family and friends will celebrate the lives of John, Grayson, Mckinley, and Joshua Lambert at a ceremony on Saturday at 1 at Second Baptist Church in southeast Springfield.  That's at the corner of Battlefield and Ingram Mill Road.

See full article and watch video:  http://www.kspr.com