Sgt. Mark Johnson with the Monroe Police Department said police believe Dean Hart Jr. is heavily armed and has at least one assault rifle. However, he has not made any threats or demands.
“He doesn’t want to come out because he doesn’t want to go to jail. That’s all he said about it.” Johnson said.
Dean Hart Jr. has been holding police at bay from a house in a Monroe subdivision since Monday morning. Johnson said Dean Hart Jr. has several pending felony charges, including assault, kidnapping and attempted homicide.
Johnson said there are no immediate plans to try enter the building.
“That’s the last thing we’re going to do unless we have no other choice,” Johnson said
“Time is working for us. If he was holding a hostage, that would change the equation, but it’s just him.”
The investigation began about 7 a.m. after police received a call from the hospital where the victim was treated. The woman, described by Monroe Police Detective Reggie Brown as Dean Hart Jr.’s wife, said she had been kidnapped and assaulted throughout the weekend She was able to escape and made it to the hospital, where she was treated and reported the incident. She has been released from the hospital and is staying with relatives out of town.
Police resumed negotiations about 7:35 p.m. after Dean Hart Jr. and relatives at the scene took a break to recharge their cellphones.
Johnson said the family was brought into the command center during the break to ensure protocols were clearly communicated. The SWAT team negotiator and the family then returned to the scene.
Around 6:45 p.m. two members of Dean Hart Jr.’s family stormed out of the command center, screaming police had lied to them.
Johnson said the relatives, a man and woman, had broken protocol at the scene. He said the two, one of whom reporters believe to be Dean Hart Jr.’s mother, were told they could speak with Dean Hart Jr.
When Dean Hart Jr. came to the door, Johnson said the family members, a man and woman, ran toward the house and were detained by police to avoid the potential of a hostage situation. Johnson said he believes they may have misunderstood police instructions.
Dean Hart Sr. died in a January plane crash. He owned Hart Commercial Investments with his son and was one of the passengers on the Beechcraft Bonanza airplane that crashed near Ouachita Correctional Center, killing four.
An investigation of the younger Hart started over the weekend. The probe continued into Monday morning. During the day, police discovered Dean Hart Jr. was inside the home.
Police have said no one’s life has been threatened and Dean Hart Jr. has said he would harm himself. The family member who identified Dean Hart Jr. said he’s had trouble coping since his father’s death.
Shortly before 5 p.m. Monday, Hart’s mother was seen talking with police.
Stay with thenewsstar.com and Tuesday’s edition of The News-Star for more on this story.
Beechcraft A36 Bonanza, Central Flying Service Inc., N980SS: Accident occurred January 24, 2013 in Richwood, Louisiana
NTSB Identification: CEN13FA143
14 CFR Part 91: General Aviation
Accident occurred Thursday, January 24, 2013 in Richwood, LA
Probable Cause Approval Date: 05/08/2014
Aircraft: RAYTHEON AIRCRAFT COMPANY A36, registration: N980SS
Injuries: 4 Fatal.
NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
While approaching the airport to land in instrument meteorological conditions, the pilot checked in with the local approach controller and informed him that he was south of the airport at 7,000 feet mean sea level (msl). When the airplane was about 33 miles from the airport, the local controller instructed the pilot to turn left 15 degrees to intercept the localizer for the landing runway and descend to 2,000 feet msl. Radar data showed the airplane turn to intercept the localizer but then overshoot the inbound course. The airplane was about 2 miles left (north) of course and continuing north when the local controller advised the pilot that he had flown through the final approach course and was still northbound. The pilot acknowledged the information and requested a vector to turn back to the localizer course. The local controller then instructed the pilot to turn right 70 degrees to re-intercept the inbound course, and the pilot acknowledged the heading. Radar data showed the airplane turn onto the localizer course. When the airplane was 4 miles from the final approach fix, the local controller cleared the approach and instructed the pilot to contact the tower. After the pilot contacted the tower, the tower controller cleared the airplane for landing. After the pilot told the tower controller that the airplane was at 3,000 feet msl, the controller cancelled the landing clearance because the airplane was at too high an altitude to intercept the glideslope and issued missed approach instructions; however, the pilot made no further communications to air traffic control. Radar data subsequently showed the airplane make a tight, right-descending turn to the south while at 1,600 feet msl and 211 knots. The airplane climbed to 1,900 feet msl and then descended. The airplane disappeared from radar when it was headed south-southwest at 1,200 feet msl. Witnesses saw the airplane rapidly descending almost vertically toward the ground. They lost sight of the airplane as it descended below the tree tops and then subsequently heard the it impacting trees and terrain. A postaccident examination of the airplane did not reveal any anomalies with the engine, flight controls, or other airplane systems that would have precluded normal operation. Although postmortem toxicology showed the presence of ethanol, the variability of the amounts found indicate that it was likely from postmortem production and not ingestion.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s failure to maintain control of the airplane during a missed approach in instrument meteorological conditions.
HISTORY OF FLIGHT
On January 24, 2013, about 1345 central standard time, a Raytheon Aircraft Company (RAC) A-36 Bonanza, N980SS, impacted trees and terrain in a wooded area near Richwood, Louisiana, while on an instrument approach for landing at the Monroe Regional Airport (KMLU), Monroe, Louisiana. The commercial pilot and three passengers were fatally injured. The airplane was destroyed by the impact forces and a postcrash fire. The airplane was registered to, and operated per Central Flying Service, Inc., under the provisions of 14 Code of Federal Regulations Part 91, as a personal flight. Instrument meteorological conditions prevailed, and an instrument flight rules flight plan was filed and active. The flight originated from Beaumont Municipal Airport (KBMT), Beaumont, Texas, at 1225, and was destined for KMLU.
At 1331, the pilot of the airplane checked in with KMLU approach control and reported he was at 7,000 feet msl. Radar track data showed the airplane southwest of the airport on about a 035 degree heading.
At 1334:20, with the airplane approximately 37 miles from KMLU, the approach controller directed the pilot to turn left 15 degrees to join the localizer, to track the localizer course inbound, and to descend at the pilot's discretion to 2,000 feet msl. The pilot acknowledged. The airplane was sequenced to follow a King Air descending out of 12,000 feet. Radar showed the airplane at 7,000 feet msl and a groundspeed of 171 knots.
At 1338:48, the approach controller requested the pilot to report established on the localizer inbound. The pilot responded that he would report established on the localizer inbound. At 1339:25, the approach controller advised the pilot that it appeared that he had flown through the final approach course and was still northbound. The pilot responded that he was just seeing that and requested a radar vector to return back to the localizer course. The approach controller issued a right turn to a heading of 070 degrees. The pilot acknowledged the heading of 070 degrees. Radar showed the airplane at 5,700 feet msl on a heading of about 025 degrees and a groundspeed of 161 knots. The airplane then turned to the heading of 070 degrees.
At 1341:21, the approach controller queried the pilot if he was receiving the localizer signal. The pilot responded, "It's coming."
At 1342:26, the approach controller directed the pilot to contact tower, but then corrected himself and asked if the pilot was receiving the localizer. The pilot replied that he was established on the localizer and was "going over to tower." The approach controller responded that the airplane was four miles from the SABAR final approach fix, cleared for the ILS runway 4, and to contact tower on frequency 118.9 MHz. The pilot acknowledged that he was cleared for the approach and was switching to the tower frequency.
At 1344:18, the pilot checked in with KMLU tower for the ILS approach to runway 4. The tower local controller issued a landing clearance for runway 4. The pilot acknowledged that he was cleared to land runway 4 and that he was "curious that he was not going to be able to get down." The tower asked the pilot if he was going to be able to make the descent. The pilot responded that he was at 3,000 feet and it was as much as he could descend at the moment. The local tower controller advised the pilot to expect to receive vectors around for another ILS approach as there was another aircraft on the approach behind the airplane. The pilot did not respond.
At 1344:49, radar showed the airplane on a heading of 042 degrees, at 3,100 feet msl, and a groundspeed of 183 knots
At 1345:22, the tower local controller cancelled the airplane's landing clearance and directed the pilot to fly runway heading and maintain 2,000 feet. The pilot did not respond. Radar showed the airplane in a tight right, descending turn at 1,600 feet, and a groundspeed of 210 knots. Radar contact with the airplane was lost at 1345:36. At the time radar contact was lost, the airplane was at 1,200 feet and headed south-southwest away from the airport.
At 1345:32, the tower local controller asked the pilot if he was still on the localizer. The pilot did not respond. The tower local controller made several radio calls to the airplane without response. At 1346:09, the tower local controller transmitted to the airplane that radar contact was lost four miles south of the Monroe airport and queried the pilot if he was on the tower frequency. There were no further transmissions between the tower and the airplane.
A witness whose home was on the approach path to the airport heard the airplane go over his house. He went outside to see if he could see it, but didn't because the weather was overcast skies. He said he did hear the engine sound change as if the pilot reduced power and then put it back in again. Several witnesses near the accident site saw the airplane come out of the clouds descending almost vertically toward the ground at a high rate of speed. They lost sight of the airplane as it descended below the tree tops. They then heard sounds of the airplane impacting the trees and terrain.
The pilot, age 31, held a commercial pilot certificate for airplane single-engine land, multi-engine land, instrument airplane. He also held certificates as a flight instructor for airplane single-engine land and instrument airplane, and ground instructor, instrument. The pilot held a first class airman medical certificate issued May 13, 2008, with no limitations.
The pilot was hired by Central Flying Service, Inc. on April 16, 2012. According to information reported by the company to the FAA, as of July 25, 2012, the pilot had 470 total flying hours.
The company also reported that the pilot successfully completed company check rides on July 27, 2012, to be able to instruct in the company's airplanes.
According to information obtained by the FAA, the pilot had less than 10 hours in the accident airplane.
The six seat, low-wing, retractable landing gear airplane, serial number E-3152 was put in service on February 22, 1998. It was powered by a Continental Motors, Incorporated, IO-550B-45B, 300 horsepower engine and equipped with a McCauley, part number D3A32C409-C, three-bladed constant speed propeller. A review of the airplane's maintenance records showed it underwent an annual inspection on January 9, 2013. The total airframe time at the annual inspection was 2,823.2 hours. According to the operator, the airplane flew about 10 hours after the annual inspection was performed, making the total time on the airframe at the time of the accident 2,833.2 hours.
The airplane's engine, serial number 834715R, was installed on August 27, 2007. The total time on the engine since major overhaul was 872.6 hours.
The propeller, serial number 971813, had a total time of 2,823.2 hours. It's time since major overhaul was 1,222.3 hours.
At 1253, the recorded weather at KMLU was wind 060 degrees at 8 knots, visibility 1-1/2 statute miles in mist, sky condition overcast at 400 feet, temperature 13 degrees Celsius (C), dew point 11 degrees C, and altimeter 30.27 inches of Mercury.
At 1353, the recorded weather was wind 050 degrees at 12 knots, visibility 2 statute miles in mist, sky condition overcast at 700 feet, temperature 12 degrees C, dew point 9 degrees C, and altimeter 30.26 inches of Mercury.
AERODROME AND GROUND FACILITIES
Monroe Regional Airport, elevation 79 feet msl, is located about 4 miles east of the city of Monroe, Louisiana, at geographic coordinates: 32-degrees, 31 minutes north latitude, and 092-degrees, 02 minutes west longitude. The airport has three runways; runway 4-22, runway 14-32, and runway 18-36. Runway 4-22 is the longest at 7,505 feet and 150 feet wide. Runway 4 was the active runway the day of the accident. It has a standard A-5 approach end lighting system with sequenced flashers and high intensity runway lighting (HIRL).
The Instrument Landing System approach to runway 4 is a procedure turn approach with the non-maneuvering side to the southeast of the 222-degree radial. The inbound course is 042 degrees. The final approach fix, which is also the outer marker and glide slope intercept for the approach is SABAR. It is located 4.2 nautical miles from the runway threshold. The approach requires the pilot remain at 1,500 feet msl prior to SABAR, at which time, the pilot can fly the ILS glide slope to the approach decision height for landing of 276 feet msl, or descend to the minimum descent altitude (MDA) for the localizer approach of 540 feet msl. At an approach speed of 90 knots, an airplane should take 2 minutes and 48 seconds to reach the missed approach point.
The weather minimums needed to fly the ILS approach are a ceiling of 200 feet agl, and a visibility of 1/2 mile. To fly the localizer approach, the minimums are raised to a ceiling of 500 feet agl and visibility 1/2 mile for category A and B aircraft, and 1 mile for category C and D aircraft.
The published missed approach instructions for the approach require the pilot to maintain runway heading and climb to 1,800 feet msl, then make a right turn climbing to 3,000 feet msl, and then continue the right turn until proceeding direct to the Monroe VORTAC, where upon crossing it, the pilot will enter holding.
WRECKAGE AND IMPACT INFORMATION
The airplane impacted in a wooded area approximately 4.5 miles from KMLU on the 220-degree radial. The airplane wreckage was in the immediate vicinity of a 15 foot diameter impact crater that was approximately 8 feet deep. Trees in the immediate vicinity of the crater showed some broken branches. Small pieces of airplane debris were observed hanging from small braches of trees in the immediate vicinity of the crater.
Within the crater were the airplane's engine, propeller, nose gear, and cabin section. Crush angles and component positions within the crater were measured at a vertical impact angle of 100 degrees. The left and right wings were located outside the impact crater on the north and south rims. Both wings were broken aft at the wing roots and were crushed aft from the leading edge back to the aft spar, flaps and ailerons, along the entire spans. The left wing showed fire damage from the root to mid-span. The left main landing gear was folded in its wheel well. The right wing also showed fire damage from the root to the stall control device. The right main landing gear was broken aft.
The airplane's aft fuselage beginning at the baggage compartment, and the empennage rested on the northeast rim of the crater. The aft fuselage was crushed forward, bent and twisted. The empennage, to include the vertical stabilizer and rudder, and the left and right horizontal stabilizers and elevators were bent and crushed aft.
The airplane's cabin, forward fuselage and cowling were broken aft and fragmented, and portions were consumed by a postimpact fire. The airplane's engine was broken aft at the engine mounts and firewall. The airplane's propeller was broken at the flange. Bolt holes at the flange were elongated. Remaining flange bolts showed torsional fractures consistent with overload failures. The spinner was crushed and twisted aft. All three propeller blades were broken in the hub at their mounts. Two of the three blades showed torsional bending and chordwise scratches. The third blade was straight and broken aft at its mount in the hub. It showed chordwise scratches. One of the two blades showing torsional bending was also broken spanwise at the blade tip.
The airplane was recovered for further examination.
MEDICAL AND PATHOLOGICAL INFORMATION
An autopsy was performed on the pilot on January 26, 2013 by the Ouachita Parish Coroner's Office, Monroe, Louisiana.
The FAA's Civil Aerospace Medical Institute performed forensic toxicology on specimens from the pilot showed the following volatile concentrations:
69 (mg/dL, mg/hg) Ethanol detected in Liver
42 (mg/dL, mg/hg) Ethanol detected in Muscle
12 (mg/dL, mg/hg) Ethanol detected in Kidney
10 (mg/dL, mg/hg) Ethanol detected in Lung
12 (mg/dL, mg/hg) Methanol detected in Liver
TESTS AND RESEARCH
The airplane wreckage was recovered to a hanger at MLU for examination. The examination, which took place on January 27, 2013, showed that all system components were fully functional at the time of the accident. Flight control cables and bellcranks showed numerous fractures and failures consistent with overload. Control continuity from the control yokes to the ailerons and elevators was confirmed. Control continuity from the rudder pedals to the rudder was also confirmed. Examination of the landing gear showed they were in the retracted position at impact. Examination of flight and engine instruments showed the airspeed indicator reading 242 knots indicated airspeed, altimeter showing 660 feet and the altimeter setting 30.26 inches, and the tachometer reading 550 RPM.
The airplane wreckage was relocated to Lancaster Texas. The wreckage, engine and several accessories were examined in detail on November 13, 2013. The engine examination revealed no preimpact anomalies. The engine oil filter and fuel distribution manifolds were disassembled and showed no anomalies. The dry air pump, which provides positive pressure air to the flight instruments was removed from its accessory and disassembled. The pump drive adapter showed no damage. The nylon pump adapter between the pump splines and the drive adapter showed a torsional twist in the shaft. No other anomalies were found with the airplane.
According to the former Principal Operations Inspector (POI) for the company, Central Flying Service, because the flight had one of the share owners on board when the accident happened and that Central Flying Service provided the pilot, the flight was a legal Part 91 flight rules flight. The pilot was an instructor for the company's flight school and based on his ratings at the time of the accident was qualified to fly the airplane. The former POI went on to state that as a flight instructor the pilot must have at least a class 3 medical; however to act as a pilot-in-command exercising the use of his commercial rating, a class 2 medical was required. At the time of the accident the pilot's medical had lapsed to a class 3. The company failed to verify the pilot was qualified to perform the flight by not verifying the privileges of his medical certificate.
The FAA inspector assigned to this investigation stated that because the pilot was an employee of the company and was being compensated by the company to fly passengers, the flight was a commercial flight and should have been governed under the provisions of 14 CFR Part 135 – Commuter and On Demand Operations. And because FAR Part 61.23 states that the pilot must at a minimum have a medical certificate that reflects class 2 privileges to conduct a commercial flight, and the pilot did not have that at the time of the flight, the flight was illegal.
2013 Federal Aviation Regulation (FAR) Part 61, Certification, Pilots and Instructors, section 61.133 Commercial pilot privileges and limitations, states that a person who holds a commercial pilot certificate may act as the pilot in command of an aircraft (i) carrying persons or property for compensation or hire, provided the person is qualified in accordance with this part and with the applicable parts of this chapter that apply to the operation and, (ii) for compensation or hire, provided the person is qualified in accordance with this part and with the applicable parts of this chapter that apply to the operation.
FAR 61.23 Medical Certificates Requirement and duration, paragraph (a) Operations requiring a medical certificate states … a person --- (2) must hold at least a second-class medical certificate when exercising the privileges of a commercial pilot certificate;
The chart in paragraph d, Duration of a medical certificate, shows for a first-class medical certificate … on the date of examination for your most recent medical certificate you were any age, and you are conducting an operation requiring a commercial pilot certificate … then your medical certificate expires, for that operation, at the end of the last day of the 12th month after the month of the date of examination shown on the medical certificate.
NTSB Identification: CEN13FA143
Nonscheduled 14 CFR Part 91 Subpart K: Fractional
Accident occurred Thursday, January 24, 2013 in Richwood, LA
Aircraft: RAYTHEON AIRCRAFT COMPANY A36, registration: N980SS
Injuries: 4 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
On January 24, 2013, about 1345 central standard time, a Raytheon Aircraft Company (RAC) A-36 Bonanza, N980SS, impacted trees and terrain in a wooded area near Richwood, Louisiana, while on an instrument approach for landing at the Monroe Regional Airport (KMLU), Monroe, Louisiana. The commercial pilot and three passengers were fatally injured. The airplane was destroyed by the impact and a post-crash fire. The airplane was registered to, and operated by Central Flying Services, Inc., under the provisions of 14 Code of Federal Regulations Part 91, Subpart K as a fractional ownership personal flight. Instrument meteorological conditions prevailed, and an instrument flight rules flight plan had been filed. The flight originated from Beaumont Municipal Airport (KBMT), Beaumont, Texas, at 1225, and was destined for KMLU.
KMLU’s air traffic control tower supervisor said that the first contact with the airplane was about 1330 and the accident happened at 1349. He said the airplane came in from the south at 7,000 feet mean sea level (msl). When the airplane was about 33 miles from the airport, the local controller gave the pilot instructions to turn left 15 degrees to intercept the localizer to runway 4 and descend to 2,000 feet msl. The airplane made the turn to intercept the localizer but overshot the inbound course. The airplane was about 2 miles left (north) of course and continuing north when the local controller asked the airplane if he was established on the localizer. The local controller then gave the pilot instructions to turn right 70 degrees to re-intercept the course. The airplane turned onto the localizer. At 4 miles from SABAR, the outer marker and glide slope intercept point for the approach; the pilot was cleared to contact the tower. When the pilot did so, the controller cleared the pilot to land runway 4.
When the pilot told the controller that he was at 3,000 feet, landing clearance was canceled and the controller issued missed approach instructions. Radar data indicates the airplane made a tight right turn to the south. The airplane was at 1,600 feet and 211 knots. The airplane climbed to 1,900 feet, then descended and disappeared from radar. At that time, the airplane was in a tight descending right turn at 1,600 feet and 2 miles inside SABAR at an indicated ground speed of 210 knots. A short time later, witnesses saw the airplane descending almost vertically at a high rate of speed just prior to losing sight of the airplane in the trees and hearing the impact trees and terrain.
IDENTIFICATION Regis#: 980SS Make/Model: BE36 Description: 36 Bonanza Date: 01/24/2013 Time: 1957 Event Type: Accident Highest Injury: Fatal Mid Air: N Missing: N Damage: Destroyed LOCATION City: MONROE State: LA Country: US DESCRIPTION AIRCRAFT ON APPROACH CRASHED IN A WOODED AREA, THE 2 PERSONS ON BOARD WERE FATALLY INJURED, 4 MILES FROM MONROE, LA INJURY DATA Total Fatal: 2 # Crew: 1 Fat: 1 Ser: 0 Min: 0 Unk: # Pass: 1 Fat: 1 Ser: 0 Min: 0 Unk: # Grnd: Fat: 0 Ser: 0 Min: 0 Unk: OTHER DATA Activity: Unknown Phase: Approach Operation: OTHER FAA FSDO: BATON ROUGE, LA (SW03) Entry date: 01/25/2013
Obituary Dean L. Hart, Sr.
Mr. Dean L. Hart, Sr. 66, of Monroe LA, passed away on Thursday, January 24, 2013.
Dean Sr., was born October 17, 1946 in Monroe LA to the union of John and Lois Hart.
He married “his high school sweetheart and love of his life” Melissa Ann Hanks on June 30, 1967.
Dean’s career started with his first job, at the age of 16, during his high-school years, working for Fred Parrish Texaco Station on the corner of Louisville Ave and 18th Street in Monroe LA. He took this job to support his ailing mother and grandmother. Mrs. Parrish was so very good to Deanny and taught him many life lessons. After starting college, at Northeast Louisiana University, Deanny realized he would have to leave his comfort zone and regrettably, Mrs. Parrish.
Back then, you didn’t have a career choice. You applied for a job, if you got it, well then this was your career. Dean took a job at Goodyear Tire and Appliance Store. By his third year he had been promoted to the highest position, store manager. After that, he set nationwide records for top producing stores and he held these honors for two straight years. These records still hold today.
After accomplishing his goals with Goodyear, he took a big leap of faith and in 1973 he opened Dean Hart’s Tire and Appliance. This started his love for “being his own boss”. At this time he found a love for real estate developing and became an expert builder. His first development was building-out a whole corner which included a restaurant, a beauty shop, a trophy store, and Dean Hart’s Tire and Appliances. When asked why, he always said, “To keep ‘em all here in West Monroe and to help the ladies have their needs met. While they are having their children’s trophies engraved, they can exercise, then have their hair fixed and be fresh to go out to eat”. During this span, he won many awards and was recognized nationally for his accomplishments. His motto was “build it and they will come”. Dean sold his tire and appliance store in 1980 and shifted his energy and talent into commercial real estate and commercial construction. He coined the motto “one stop shopping for all real estate and construction services.”
Dean’s first love in business was the ‘art of making a deal’. From designing and constructing a distribution center for a major company like FedEx Corporation or a local office building, he loved putting people in new buildings and loved creating jobs. He had an eye for spotting a diamond in the rough and for turning raw land or an older existing building into Class A real estate. He always said “God don’t make no more land.”
Dean’s family always came first. He had a passion for his hobbies which included competition trap shooting. He had a great appreciation for history and artifacts related to history and historical events.
Dean always said he came into this life holding Ann’s hand in one hand and a social security card in the other. Dean died doing what he loved, which was working. He had just finalized a Real Estate deal and was so excited that he had put that deal to bed and was ready to move on to the next “new deal.”
Dean was preceded in death by his parents John Hart and Lois Hart, mother-in-law Marion Hanks, father-in-law A.D. Hanks, his beloved sister-in-law Bunny Wallace, and his brother Johnny Lenard.
Dean is survived by his wife of 44 years and the love of his life Ann Hanks Hart, and their Precious Shih Tzu Kassie Girl Sassie Hart. A rare find, they started dating at the age of 16 and never looked back. He is also survived by his sons, Dean L. Hart, Jr. and Cory Hanks Hart. Granddaughters Lily Arianna Hart, Caroline Kay Hart and Laura Melissa Centola. Niece and nephews Laura Liner Centola and husband Lyle, James Conway Liner, IV and wife Leah and Jeffery Hanks Liner. Great nephews James Conway Liner, V and L. Jordan Centola.
Pallbearers are Dr. Ronnie Woods, Jerry ‘Jeep’ Sanders, Billy R. Golson, Raymond Stewart, W.B. ‘Bill” Nelson, Jr., and William H. Hallack, Jr.
Honorary pallbearers are the members of the T. O. Bancroft Memorial Gun Club, Board of Directors and employees of Community Trust Bank, all employees, subcontractors, vendors and building tenants of all Hart Affiliated Companies.
Memorials may be made to St. Jude Children’s Research Hospital or to the First United Methodist Church of West Monroe for the Dean Hart Fund for the Louisiana Methodist Children’s Home, 1411 Glenwood Drive, West Monroe, LA 71291. Memorials may also be made to the charity of your choice and to the T.O. Bancroft Memorial Gun Club.
Visitation will be held Friday, February 1, 2013 from 5:00 PM to 8:00 PM at First United Methodist Church on Glenwood Drive in West Monroe LA.
A private burial will be held on Saturday, February 2, 2013 with Rev. Jon Tellifero and Rev. Ricky Willis officiating under the direction of Mulhearn Funeral Home West Monroe, LA.
Online Registry/ Condolences: www.mulhearnfuneralhome.com
Mulhearn Funeral Home
West Monroe, LA
- See more at: http://www.legacy.com
Dean Hart Jr. talks with police near the scene of a plane crash in January. His father Dean Hart Sr. of West Monroe was one of the passengers on the Beechcraft Bonanza airplane that crashed near Ouachita Correctional Center. The younger Hart is involved in an armed standoff with police on Monday.
RICHWOOD, La. (KNOE 8 News) - A command center for law enforcement was set up shortly after neighbors heard a loud boom and saw a single engine plane spiraling out of the sky. The center stands a few hundred yards away from the crash site.
The remote location of crash site, standing water and muddy conditions, have made it difficult for crews to move in and out. "It makes it cumbersome for those that are actually the removal and the security of the scene," said Ouachita Parish Sheriff Jay Russell. But with boots and all terrain vehicles, the crews are working around the difficult conditions. The coroner and Ouachita Parish Fire Department spent much of Friday recovering the bodies of the victims. The Ouachita Parish Sheriff's department is in charge of security for the area.
Sheriff Jay Russell says his officers are ensuring those working, will be able to do it in a safe and secure manner. "The main thing for us to make sure that people that are not supposed to be in the area are not there, and the people that live in the area are not more inconvenienced than they have to be," said Russell.
The men and women of the sheriffs department have been working around the clock and Sheriff Russell says some have even volunteered to stay longer, "They are doing well, we're funneling water and food to them and they are doing really well. I'm really proud of them they've done a real good job since this incident has happened," said Russell.
The NTSB arrived on scene Friday afternoon from Denver, Colorado, beginning the investigation that will determine what caused the plane to crash.
Photo Courtesy: Mike Motley
LITTLE ROCK (KTHV) -- The Little Rock band scene hit a somber note Friday as musicians and fans mourned the loss of Mason Mauldin. He died in a plane crash Thursday in Monroe, Louisiana.
THV 11 News heard a great sense of loss about Mason Mauldin, but there is also a lot of praise from the Little Rock music community. It's a tight-knit group here with Mauldin standing out as a "cool" front-man with a passion for both writing and performing.
"I knew Mason working with the label I run Max Recordings. I put out a couple of records by his band Sugar in the Raw," Burt Taggart said.
Taggart knew Mason Mauldin for about ten years, and over that time enjoyed a "front-man" both on and off stage.
"He was open and excited to be doing it and was up for the challenge of coordinating all these elements," Taggart said.
Mauldin was someone who truly cared about the process, and when it came time to sing, "He's not Mick Jagger or anything like that, but he's a cool guy. Cool guys in the crowd thought he was cool, you know what I mean," Taggart said.
Over the years, Mauldin and his bands performed at places like Stickyz in the River Market. It turns out he was actually supposed to take the stage there Thursday night as part of the Arkansas Times Showcase. That never happened after a fatal charter plane crash Thursday in Monroe, Louisiana; Mauldin was the pilot.
"Just a total shock that the music community has lost such a well-liked and vibrant young guy like him," said Jim Harris, a former entertainment editor for the Arkansas Times. "I really thought he kind of had it, a kind of magic about him, just the way he looked on stage, how he acted on stage, you couldn't really copy it."
Harris spent some time Friday listening to Mauldin's music and so did Taggart.
"It had been a while since I listened to those records but I'm real honored to be a part of it," Taggart said.
Mauldin was in the band Big Boots as well and most recently Colin Vs. Adam.
He was also a flight instructor for Central Flying Services in Little Rock and was with that company during Thursday's crash. The NTSB is still investigating went wrong but we do know the plane originated in Little Rock and was traveling from Beaumont, Texas to Monroe.
Another one of the plane crash victims was from Little Rock. He is Don Thompson, a Regional Sales Manager for Bumper to Bumper, the parent company of Replacement Parts, in Little Rock.
Dean Hart Jr. talks with police Thursday near the scene of a plane crash in Richwood in northeast Louisiana. His father, Dean Hart Sr. of West Monroe, was one of the passengers on the Beechcraft A36 Bonanza that crashed near Ouachita Correctional Center, a family member confirmed.
Photo Credit: Dacia Idom / The News-Star
Ouachita Parish Sheriff Jay Russell provides details of a Beechcraft A36 Bonanza crash near the Ouachita Correctional Center on Thursday.
Photo Credit: Louisiana Gannett
Smoke rises from the crash of a Beechcraft A36 Bonanza near Murray and Brown streets in Richwood on Thursday.
Dacia Idom/The News-Star
by KNOE Victoria Shirley
by KNOE Victoria Shirley
by KNOE Victoria Shirley
MONROE, La. -- Four people, including three from northeastern Louisiana, died Thursday afternoon in an airplane crash in the woods behind Ouachita Correctional Center in Richwood.
Dean Hart Sr. of West Monroe, owner of Hart Commercial Investments, and Max Larche of Bastrop, an engineer with Lazenby & Associates in West Monroe, were two of the passengers killed.
A third local man, Don Thompson of Monroe, was also listed on the passenger manifest. None of the victims have officially been identified.
Officials began to remove remains from the crash late Thursday but suspended the operation at dark until first light Friday morning.
The cause of the crash hasn’t been determined.
Police said the Beechcraft A36 Bonanza bearing the tail number N980SS radioed in for landing at Monroe Regional Airport at about 1:45 p.m. The airport lost contact with the plane about 1:49 p.m.
The airplane was owned by Central Flying Service, Inc. of Little Rock. It was arriving at Monroe from Beaumont, Texas, where Hart and Larche had attended a business meeting.
A stream of emergency vehicles raced along U.S. Highway 165 South toward Richwood at about 2 p.m. as smoke rose from an area off the road and to the east.
The gray smoke blended with the clouds while rescue, fire and police personnel struggled to get to the scene of the accident, trying to determine what side road would get them nearest the scene.
Some turned down Dellwood Drive while a stream of curious onlookers fell in behind. Off Dellwood and behind the woods, firefighters in full gear roamed through the brush and trees.
“It’s about 2,000 yards that way,” one said. “You’re better off to go around to the other side of OCC and back down Richwood Road No. 1.”
Meanwhile, south of OCC, police vehicles trailed down Brown Street, between the woods and the jail, securing the area while residents gathered outside.
Tony Colman of Richwood said he saw the plane and heard it making strange sounds.
“We were standing around the burning fire, just sitting out there ... then my niece said, ‘Oooohhh, y’all look at that plane, it sounds like it’s fixin’ to crash,’ then I heard ‘whooom, whooom, whooom,’ then all of a sudden boom, big ole smoke, so everybody jumped in their cars and took off,” he said.
Colman said everything happened so quickly he couldn’t remember what the plane looked like, but he knew what he did next.
“At first everybody went over there to Pine Bayou, but it was really right over here in the town of Richwood,” he said. “I went down to the mobile building place where the chief of police is at to let him know a plane had crashed out here.”
Police restricted access on Brown Street, requiring residents to show identification before letting them return home beyond the established perimeter.
Meanwhile, official vehicles from several municipalities along with fire trucks and vehicles carrying ATVs went past police barricades. Occupants of the vehicles got out, leaving Brown and Shannon streets and heading into the densely wooded area.
Ouachita Parish Sheriff Jay Russell said firefighters used ATVs to get to the scene, fighting the fire with extinguishers instead of hoses because of the remote location.
Russell said Ouachita Correctional Center workers’ accounts of the crash included an explosion.
“They said they heard the plane sputter, then the next thing they saw was a nose dive,” Russell said. “They said they saw smoke and they ran to it and tried to render assistance, but there wasn’t much they could do.”
One law enforcement officer said those who saw the scene described it as horrific. Another said witnesses couldn’t immediately determine the number of occupants because of the severity of the crash.
It’s unknown whether the plane was trying to make an emergency landing.
More than a hour after the crash smoke continued to fill the sky above the trees.
Ouachita Parish Sheriff’s Office officers secured the scene until National Transportation and Safety Board officials arrived.
- Photo gallery: Plane crash, pt. 1
- | NEW VIDEO: Sheriff Jay Russell discusses plane crash
- | Update 4:32 p.m.: Dean Hart Sr. among those on crashed plane
- | NEW VIDEO: Police block off crash scene
- | NEW VIDEO: Witness account of fatal plane crash
- | NEW VIDEO: Scene of fatal plane crash
- | Update 3:05 p.m.: More details emerge in fatal plane crash
- | Update 2:50 p.m.: ATVs being brought in to search crash area
- | Update 2:38 p.m.: Witness account of plane crash
- | Update 2:28 p.m.: At least one dead in plane crash
- | Update 2:19 p.m.: At least one fatality in plane crash
- | Update 2:11 p.m.: Crash involves a single-engine plane
- | BREAKING NEWS: Plane crashes near OCC
- | Plane crash, pt. 2
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